Professional Documents
Culture Documents
Training
~.- ~Exhau~tpbrt
Piston
Air inlet
ports
..:.--~
__J~--
Crosshead---
Connecting
Shroud
V~nc~/
.~
1 Enuy
ShrOltd
Botton'l end
bearing
_~VolUle
~a~inr
September 2003
..Bedplate
rod
Internatonal
International
lnternational
Internatonal
on technical matters
instructions and procedures for safe operation of ships and protection of the environment
responsibilities
communication
13.11
emergencies
audits
SMS for our company comprises of the following manuals and procedures:
safety procedures (safe working practices / hot work permit / confined spaces)
training
Responsible for the SMS is the OP or OPA (Desiqnated Person Ashore): John Seaman
He reports to the Director Marine Ops (Mark Diamond) and Managing Director (Bernd GOlker)
So called audits are done, for office and ships, regularly to check
procedures and administration.
Internal audits, every year by DPA
13.11
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2.
3.
4.
1.
6.
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7.
8.
3.
4.
Fire classes
A
B
C
D
E
-
European
American
flammable solids
flammable solids
flammable Iiquids
fl. liquids and gases
flammable gases
electrical equipment
flammable metals
flammable metals
electrical equipment
Causes of fire:
1. smoking
2. spontaneous combustion (oily rags, boilersuits near a heat source)
3. Electrical
4. Welding
fire extinguishing
agents
C02
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<ID.
3.
4.
5.
Find
I ntorm (bridge 230 / into O)
R estrict
shutdown ventilation
Close doors, hatches etc.
Check boundary areas
Remove tuel trom boundary areas
Start fire pump
Prepare fire hoses
E xtinguish
Fire prevention
Cleahing (removing oil and oi/y rags) is an importantpart ot tire prevention
Prevention ot oilleakage's
Use of metal containers tor combustible materals
Hot work should only be done after observing all appropriate precautions (hot work permit!)
6.
See below
7.
8.
See below
9.
Emergencyescapes
- Know locations and where they lead
10.
11.
8.
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SPRINKLER SYSTEM
2000 Itr pr~ssure tank
Pressure: 6 bar
For watch keepers check pressure and water level
What it water level is too high / low (emergency stop!)
What it during a 4-hour watches the level drops continuously?
What should you dO?
Shore connection tor sprinkler
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3. THE USE oi=' EQUIPMENT ANO CLOTHING REQUIREO FOR ENTRY INTO
OANGEROUS SPACES.
* Breathing apparatus with twb separate air supplies.
* Oxygen meter.
* Lifelines and harness
* Stretcher.
* Resuscitator (medical oxygen).
4. INSTRUCTIONS
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ffaming
DO DO
Platellors
o
Platefloor
Bilge keels
Silge keels are fitted at the turn of the bilge to help damp the rolling motion of the ship. They extend over a portion
of the midship length of the ship and are positioned to minimize drag.
Watertight bulkheads
Transverse watertight bulkheaos which divide a ship into a number of watertight compartments
importance for the following reasons:
(1) Strength:
they give large structural support, resist any tendency to deformation
(racking) and assist in sprE3ading the hull stresses over a large area.
confines conflagration to particular regions.
(2) Fire:
divides a ship into a number of watertight compartments.
(3) Subdivision:
are of great
iJ.:
End ot,sti~~n_~-uJ"lttached
uppor ciack only
\ 1
Bulknaad
----
Plata. or wate:rtight
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Engine rooms
The illustrations show the arrangement through an engine room that is situated amidships and one that is situated
aft.
The location of the engine room is
dependent on a number of factors such as
the type ot ship, number ot screws, type of
machineryetc. In cargo ships it ranges
between aft and slightly aft of amidships,
whilst in passenger ships there is also a
trend tor the machinery to be ah ot midships.
Tankers and bulk carriers always have the
machineryatt.
The main engine seating is to be integral
with the double bottom structure, the tank
top plating in way of the seating being
substantially increased in.thickness.
Accom.
Aocommooalion
Machinery
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Pumps:
displacement pumps
centrifugal pumps
(axial flow pumps)
Displacement Pumps
The pumping action is achieved by the reduction or increase in volume of a space causing the liquid (or gas) to be
physically moved.
(pistons, vanes, gears or screws)
se/f prirning
2. will produce the discharge pressure required by the system (air compressor)
3. can handIe large amounts of vapour
4. complicated
5. before starting, the suction and discharge valves need to be opened, and no va/ves in the discharge line are to
be left closed! (relief valve)
Centrifugal Pumps
The pump consists of:
a pump housing
a top cover
a pump shaft
an impeller
a bearing bush (Iubrication)
a sealing arrangement
The pump housing has a special shape (volute).
Liquid enters the impeller, where the velocity increases. In the volute or diffuser most of the kinetic energy is
converted intq pressure.
The shaft seal can be a stuffing box or packed gland (most common on Logos2) or a mechanical sea!.
not self priming
can be (should be) started with c/osed discharge valve.
The simple centrifuga/ pump is used for sea water circulation and other duties where self priming is not a
requirement. When installed for bilge pumping or ballast duty, these pumps require a primer Le. some means of
removing air from the suction pipe so that the liquid to be pumped is caused to flow into the pipe and so to the eye
of the impeller.
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Pump
shaft
.-' (1land
Gland
Shaft
._______----
bearing
pa c k in g
Lubricator
__ Orain
connection
'O' ring
Uppc:r wear
nngs
S~cllring
w;lsh~r
Lowc:r wear
Imp~lkr
nngs
Impellers
The fully shrouded, single entry impeller in the pump shown (Pig. 1) is the type most widely used. It consists of a
number of vanes curving backwards from the direction of rotation. The vanes are supported on one side by
shrouding connected to the hubo The shrouding supporting the vanes on the other side, has an entry at the centre.
When the pump is operating, liquid in the casing is swirled by the rotating impeller. The swirling action causes the
liquid to move towards the outside and away from the centre (in the same way that stirred coHee moves to the side
of the cup, tending to spill over the rim and leaves a dip at the centre). The backward curving vanes and the
rotation give the liquid a combined radial and circular motion.
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Casing
The section of the volute casing shown in the sketch (Pig. 2) increases, thus allowing unrestricted flow from the
impeller. The volute also acts as a diffuser, converting kinetic head into pressure head. Some pumps have a double
volute casing which gives radial balance and reduced wear on the bearings. Pumps designed to produce high
pressure, have a diffuser ring so that a greater quantity of kinetic energy in the liquid can be converted to pressure.
Shroud
Yanes
;'
Shroud
Yolute _/
Discharge
casIng
Suction
When a centrifugal pump is operating, the liquid leaving the impeller produces a drop in pressure at the entry or eye
of the impeller. This causes Iquid from the suction pipe to flow into the pump. In turn, there is a movement of the
liquid to be pumped. The latter is normally subject to atmospheric pressure. A centrifugal pump will maintain a
suction !ift of four metres or more once it has been primed, beca use of the water passing through. The water in a
pump acts like a piston for water in the suction pipe and an empty pump will not operate. A pump which is required
to initiate suction from a !iquid level below itself, must be fitted with an air pump.
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Valves
Globe Valves
Valve parts:
valve body with flanges (liquid flow from below)
spindle and valve disc (Ioose or connected)
'valve seat
gland with packing
screw!ift
screw down non return
I - -. --
-------1
Gate Valves
Full f10w valves
Cocks
Used in small-bore pipe work and is joined to adjacent pipe work by a compression
coupling
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Heat ExchanQers
Tube Coolers
Tube coolers for engine jacket water and lubricating oil cooling are normally circulated with sea water. The sea
water s in contact with the inside of the tubes and the water boxes at the cooler ends. Two pass Bow is shown in
the diagram (Fig. below) but straight flow is common in small coolers.
Oilout
Sea water out
Sliding
tube plate
Tubes
Sea water in
The oil or water being cooled is in contact with the outside of the tubes and the shell of the cooler. Baffles direct the
liquid across the tubes as it flows through the cooler. The baffles also support the tubes.
Tubes of aluminium brass (76 per cent copper; 22 per cent zinc; 2 per cent aluminium) are commonly used.
Ordinary brasses and other cheap materials have been used with unsatisfactory results. The successful use of
aluminium brass has apparently depended on the presence of a protective film formed along the tube length by
corrosion of iron in the system. Thus unprotected ron in water boxes and other parts, while itself corroding, has
prolonged tube life. This was made apparent when ste~1 wasreplac~d Oy other corrosian resistant materals or
protected more completely. The remedy in these systems has be en to fit sacrificial soft ron or mild steel anodes in
water boxes or to introduce iron in the form of ferrous sulphate fed nto the sea water. The latter treatment consists
of dosing the sea water to a strength of 1 ppm for an hour per day over a few weeks and subsequently to dose
before entering and after leaving port for a short periodo
Early tube falures may be due to pollution in coastal waters or to turbulence in some cases.
Many coolers are fitted with tubes of 70/30 cupro-nickel. More expensve materals are available. Tubes are
expanded nto tube plates and may be further bonded by soldering.
Tube Plates
Naval brass tubeplates are used
with aluminium brass tubes. Tube
stacks are made up to have a
fixed tube plate at one end and a
tube plate at the other end which
is free to move with the
expansion of the tubes (Fig.
right). Other materals found in
service are gunmetal, aluminium
bronze and sometimes special alloys.
Detail of cooler expansion arrangement
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Tu~s
fixed byexpansion
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Heat Exchan~ers
Tube Coolers
Tube coolers for engine jacket water and lubricating oil cooling are normally circulated with sea water. The sea
water is in contact with the inside of the tubes and the water boxes at the cooler ends. Two pass Bow is shown i11
the diagram (Fig. below) but straight flow is common in small coolers.
Gil out
Sea water out
Sliding
lube plate
Tubes
Sea water in
The oil or water being cooled is in contact with the outside of the tubes and the shell of the cooler. Baffles direct the
liquid across the tubes as it flows through the cooler. The baftles also support the tubes.
Tubes of aluminium brass (76 per cent copper; 22 per cent zinc; 2 per cent aluminium) are commonly used.
Ordinary brasses and other cheap materials have been used with unsatisfactory results. The successful use of
aluminium brass has apparently depended on the presence of a protective film formed along the tube length by
corros ion of iron in the system. Thus unprotected iron in water boxes and other parts, while itself corroding, has
prolonged tube life. This was made apparent when ste1 wasreplaced by othercorrosion resistant materials or
protected more c;ompletely. The remedy in thesesystems has been to fitsacrificial soft iron or mildstee1anodes in
water boxes or to introduce iron in the form of ferrous sulphate fed into the sea water. The latter treatment consists
of dosing the sea water to a strength of 1 ppm for an hour per day over a few weeks and subsequently to dose
before entering and after leaving port for a short periodo
Early tube failures may be due to pollution in coastal waters or to turbulence in some cases.
Many coolers are fitted with tubes of 70/30 cupro-nickel. More expensive materials are available. Tubes are
expanded into tube plates and may be further bonded by soldering.
Tube Plates
Naval brass tubeplates are used
with aluminium brass tubes. Tube
stacks are made up to have a
fixed tube plate at one end and a
tube plate at the other end which
is free to move with the
expansion of the tubes (Fig.
right). Other materials found in
service are gunmetal, aluminium
bronze and sometimes special alloys.
Detail of cooler expansion arrangement
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Tu~s
fixed byexpansion
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Tube Stack
The tube stack shown is fitted with alternate disc and ring baffles. The fixed end tube plate is sandwiched between
the casing and the water box. If the joints leak at the other end the special'tell tale' ring will allow the liquids to
escape without mixing. The joint rings are of synthetic rubber.
Shell
The shell or cylinder is fabricated or casI. It is in contact with the Iiquid being cooled. This may be oil, with which
there is no corros ion problem, or water, which is normally inhibited against corroson. The material is not critical
(provided it is not reactive with any inhibiting chemicals) beca use it is not in contact with sea water.
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-.-
....
Lub.oil
in
Carrying
bars
Lub.oil
out
Sea water in
Cooler plate
Turhulent
Ilow
TelltaJe
COlTugalion
Nilrite
rubber
joint
Plate material tor sea water contact is titanium. This is an expensive metal but apparently able to withstand the
conditions ot service. Aluminium-brass has been used with poor results. Possibly tailure ot aluminium-brass has
been due to the presence ot organic sulphides and other chemicals in coastal and inland waters. (Titanium is
immune trom ths type ot attack.) However, other tactors such as the turbulence in plate coolers or changes in the
materals ot sea water systems may be responsible tor early tailures. Stainless steel has been used in plate coolers
tor duty with sea water, but proved unsuccesstul although it is suitable tor other applications.
The joint material is normally nitrile rubber which is bonded to the plate with suitable adhesive such as Plibond.
Other joint materals tor higher temperatures are available, such as compressed asbestos tibre. The nitrile rubber is
suitable tor temperatures up to about 100C (230F). At high temperatures the rubber hardens and loses its
elasticity. The rubber joints are compressed when the cooler is assembled and the clamping bolts tightened.
Overtghtening can cause damage to the chevron corrugated plates so the cooler stack must be tightened, and
dimensions checked, during the process. Joints must be adequately clamped to prevent leakage.
Allliquid inlets and outlets are at the tixed end plate. The movable end sits in the horizontal carrying bars and the
plates are also located and supported by these. The tlow ports at the corners ot the plates are arranged so that the
cooling Iiquid and the liqud being cooled pass between alternate pairs ot plates. The sketch (Fig. above right)
illustrates the way in which the liquids tlow. Best efficiency is obtained by Iiquids moving in opposite directions Le.
contra-tlow. Joint leakage is visible externally except tor the double joint at the ports on one side ot the plate. A
drain hole acts as a tell-tale tor this section (see Fig. above left).
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Diesel Enaines
The diesel engine is a type of internal combustion engine which ignites the fue/ by injecting it into hot, highpressure air in a combustion chamber. In common with al! internal combustion engines the diese/ engine operates
with a fixed sequence of events, which may be achieved either in four strokes or two, a stroke being the travel oL
the piston between its extreme points. Each stroke is accomplished in half a revolution of the crankshaft.
Exhaust
-Exh.'lust port
valva
Piston
Air inlet
ports
----------
Crosshead"'""
Connecting
"~-""
...<
8ottom ehd
-A-fram.;;
belring
_~-"--Bedplate
Fig 1 Cross-section
of a four-stroke
Fig 2 Cross-section
diesel engine
of a two-stroke
diesel engine
Four-Stroke Cycle
The four-stroke cycle is completed in four strokes of the piston, or two revolutions of the crankshaft. In order to
operate this cycle the engine requires a mechanism to open and close the inlet and exhaust va/ves.
Consider the piston at the top of its stroke, a position known as top dead centre (TDC). The inlet valve opens and
fresh air is drawn in as the piston moves down (Figure 3(a)). At the bottom of the stroke, Le. bottom dead centre
(BDC), the inlet valve closes and the air in the cylinder is compressed (and consequently raised in temperature) as
the piston rises (Figure 3(b)). Fuel is injected as the piston reaches top dead centre and combustion takes place,
producing very high pressure in the gases (Figure 3(c)). The piston is now forced down by these gases and at
bottom dead centre the exhaust valve opens. The final stroke is the exhausting of the burnt gases as the piston
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rod
-----,...-
~~~;:l"t
-,::- =r-
--
--
bhJlJSI
~u
__
\t1I
----/
+-:Cyli1lder
1, -~
\. "",..........
,
...
C'C""
'
ld)
Fig 4 Four-stroke
timing diagram
Two-Stroke Cycle
The two-stroke cycle is completed in two strokes of the piston or one revolution of the crankshaft. In order to
operate this cycle where each event is accomplished in a very short time, the engine requires a number of special
arrangements. First, the fresh air must be forced in under pressure. The incoming air is used to clean out or
scavenge the exhaust gases and then to fill or charge the space with fresh air. Instead of valves holes, known as
'ports', are used which are opened and closed by the sides of the piston as it moves.
Consider the piston at the top of its stroke where fuel injection and combustion have just taken place (Figure 5(a)).
The piston is forced down on its working stroke until it uncovers the exhaust port (Figure 5(b)). The burnt gases
then begin to exhaust and the piston continues down until it opens the inlet or scavenge port (Figure 5(c)).
Pressurized air then enters and drives out the remaining exhaust gas. The piston, on its return stroke, closes the
inlet and exhaust ports. The air is then compressed as the piston moves to the top of its stroke to complete the
cycle (Figure 5(d)). A timing dij.gram for a two-stroke engine is shown in Figure 6.
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':~''f'1.nuer
Fuel
injection
begins
E~h.u;t
p~r:
SC~""P.111-1e'
port
Fue'
ir.jctin
cnds
b.b~sl
(&l
,
Ro:oti[}n~,
'-~~ ~ ",
\
.. -....
...
-,J
..
101)
Fig 5 Two-stroke
cycle
Fig 6 Two-stroke
timing diagram
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ff
1I
.!
!
")1
r,
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Fig. 1
Com:Jr~S50r
(nl~t. (o
Charge
air
coole(
SCEi'llE:3flge;::
spacc
Auxilfary
IJlower
AI.rntak.e
Air n
CCImf1ressor
Exhoust
ga. out
Turhine
rulor
Compress.ed
air
tH...t
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arrangement.
Intake pipe
Injeption pump
Fuelsupply pump
Ins.trljment panel
Cylinder had
Lub oil filter
Operating lever
Oil filter for blocked oil to injection
pump
Lube oil thermostat
Hand primer
Crankcase
Oil pan
Fuel filter
Inspection cover with dipstick and oil
filler neck
Lube oil pump
Governor
10
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9
keeper training book
21
20-
12
18
13
14
15
17
~16
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12
13
14
15
16
17
18
19
20
21
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Connecting rod
Crankcase
Crankshaft
Main bearing cover
Oil pan
Suction pipe to oi! pump
Oil pump
Injection pump
Governor
Camshaft
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10
11
12
's~~.
i.
22
lS
Intercooler
Main starting air pipe
Cylinder head
Exhaust valve
Injector
Inlet valve
Rocker arm bracket
Roller tappet
Camshaft
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10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
IncliGator cock
Instrument panel
Oi! tilter
Speedometer drive
Lube oil thermostat
Fuel filter
Fuel-supply pump
Crankshatt
Main bearing
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Crankease
1 Cylinder liner
2 Main belring eap
3 Saddle tor eamshaft mounting
Oil pan
1 Openings in oil pan
2 Opening tor lube oil pipe
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Cvli~~er~.ad
1 Push rod
2
4
5
6
7 Starting valve
8 Valve rotating mechanism (Rotocap)
9 Exhaust valve
10lnjector
11 Inlet valve
11
10
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Crank assembly
The crankshaft is suspended in the crankcase and is driven via the connecting rods by the gas torees acting on the
pistons.
At the end ot the crankshaft is a flywheel for smoothing out the pulsating rotational torees. It necessary, the other
end ot the crankshaft is provided with a viscose vibration damper which reduces the occurring rotational vibrations'
In turbocharged engines the pistons are cooled by cooling coils which are cast into the piston crown.
=8
.....
-.--,
..
~
.--...
.
I .-.
---1
11+111
Li
ti
...
Groove
IV ~
Nut I Groove
---
1I
:::::111
-IV
--2
Crank assembly
12
1
2
3
4
5
6
7
8
9
Piston rings
Pistn
Gudgeon pin
Connecting rod (D 440l
Big en bearing
Crank pin
ty1ajnbeaYing journal
G~arwheeJ td gear prive
Oilspray ring tor crank
shaft sealing
10 Flywheel flange
11 Counterweight
12 Connecting rod (T8D 440
and TBD 440 K)
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Geardrive
z = Number of teeth
z = 72
2 Idler gear
z = 90
3 Idler gear
z = 40
4 Injection pump drive gear
z = 64
4 5 Camshaft drive gear
z = 64
6 Governor drive gear
z = 18
6 7 Lube oil pump drive gear
z = 36
8 Idler gear
z = 46
9 Idler gear
z = 46
10 Idler gear
z = 46
7 11 Cooling water pump drive gear
z = 20 at n Mot = max. 750 min-1
z = 31 at n Mot = more than 750 min-1
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Fuel system
For the engine to operate, fuel is injeeted into the eylinder Iiner every 2nd revolution. The fuel burns in the air whieh
has been heated by eompression.
The fuel is pumped from the storage tank 8 into the serviee tank 1 by the transfer pump 6. From there the supply
pump 2 draws in the fuel and forees it through the fi/ter 3 into the injeetion pump 4. The injeetors 5 receive the fuel
at hgh pressure from the injecton pump and inject it finely atomized nto the cylinder. The leak-off fuel escaping
between nozzle needle and nozzle body is returned to the storage tank via the eolleetor pipe 7.
More fuel than aetually needed for eombustion is supplied to keep the operating temperature of the injection pumps
at a constant leve!. The exeess fuel is fed to the serviee tank va the overflow valves 9. The direetion of flow is
identified by arrows in the illustration.
Fuel system
- _. --- .~._--.
------ -.-. --- - lo --=- 1 ----__
~-
u~.
__
...
'
-----
1
2
3
4
5
6
7
8
9
Servce tank
Supply pump
Fuel fi Iter
Injection pump
Injector
Transfer pump
Leakoff line
Storage tank
Overflow valves
L._._.
.--.
I
-----
---8
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Lecki.illeitung
Leakoff line
.0_._ Overflow
berstri.imleitung
lhe
Kraftstoffleitung
Fuelline
J
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12 -
Injection pump
11-
10-
95~
6-
1 Housing
2 Camshaft
3 Lube oi! return
4 Roller tappet
5 Plunger-and-barrel
6 Control sleeve
7 Control rod
8 Block-oil supply
9 Hlix
1O
11
12
13
assembly
Fu~l.supply
Ollivery valve
Delivety-va.lve holder
Metering va.lv for lube oil feed
13
2
1
Injector
1 Adjusting screw
2 Leak-off port
3 Ports for nozzle cooling (only MOF operation)
4 Nozzle holder
5 Pressure piece
6 Nozzle needle
7 Nozzle body
8 Seal ring
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Governor
The task of the governor is to hold the set engine speed as constant as possible even when there is a change in
engine loading.
The governor, working by measuring centrifugal forces, is driven by the injection pump drive gear (see gear drive).
Each change in load on the engine causes initially a difference between the power required by the engine and the .
power momentarily produced by the engine. This difference must be compensated for by the energy of the rotating
masses (flywheel and crank assembly).
This taking or giving of energy from the rotating masses changes their rotational speed, i.e. changes theengine
;t'
speed ..
These variations from the set engine speed are measured by the governor and are converted into mechanical
adjusting movements.
In the injection pump these ldjusting mQvements enSljre th:t the quantity of fuel supplied to the engine (= quantity
of engine) is again acJlPtetlto the changed load on the en~inE3.
As a result, the variltions from the set engine speed or again finally wholly or partially eliminated (depending on the
speed droop setting on the governor).
1 Governor
2 Governor drive
3 Lube oilline
4 Controllinkage
5 Pneumatic speed control
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Lubricating system
In order to reduce the triction and in order to dissipate heat, the bearing points, cylinder Iiners and pistons are
supplied with lubricating oil
The lube oil pump 16 draws the lube oil trom the oil pan and pumps it to the thermostat. Below the operating
temperature the lube oil is led directly into the lube oil tilter 6. When the operating temperature is reached, the thermostat opens the way via the valve housing 9 to the oil cooler 11 trom where it is Iikewise ted to the lube oil
ti/ter 6. A bypass valve 7 prevents an interruption to the oil flow when the micra ti/ter cartridges are clogged. From
the lube oil ti/ter 6 the oil is ted via a second channel ot the valve housing and via the distributor line 14 in the
crankcase to the main bearings 13 and the tlange bearings 17 in the timing case. Oil bores in the crankshaft supply
the lube oil to the big end bearings 13 trom where it is passed on the gudgeon pin 1 and to the piston cooling
system.
A second distributor line 5 is directly connected to the tilter housing and supplies lube oil to the camshaft 4,
injection pump 2, govemor drive 18 and racker arm 3. The oil splashd frorr the crank assembly and returned
through the return Iines is collected in the oil pan 15 and is dr:'\Nnin aga.in from there.
I1
/,'
.:-lrJJIFffiII
1
"",\
r"'L
f7T1:f1i~-"-=-"''''''-----'!'fT .~
.1
,., .....
-1']IIl~1::
15
14 13
10
11
12
13
14
15
16
17
18
Thermostat
Oil cooler
Main bearing
Big end bearing
Distributor line
Oil pan
Lube oil pump
Flange bearing tor gear drive
Governor drive
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Cooling system
The thermal energy generated during combustion can only partial/y be converted into mechanical energy. The fresh
water surrounding the combustion chamber wal/s removes some of the residual heat and delivers it to a suitable
fluid (raw water, ambient air) in a recooler. A further part of the waste heat is absorbed by the piston cooling and
bearing friction in the lubricating oil, which is recooled in the oil cooler. The choice of cooling depends on the
respective conditions. Shown below by way of example is a diagram for indirect cooling. Arrows in the I/ustration
indicate the direction of flow of the coolant.
.--~.
7 E.xpansion tank
8 Raw water pump
9 Intercooler
10 Bypass line
} Combination
cooler
6 Oil cooler
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Air Compressor
Compressed air has many uses on board ship, ranging from diesel engine starting to the cleaning of machinery
during maintenance. The air pressures of 25 bar or more are usually provided in multi-stage machines. Here the air
is compressed in the first stage, cooled and compressed to a higher pressure in the next stage, and so on. The .
two-stage crank machine is probably the most common, and the type used on board LaGOS 11is shown in Fig. 1.
Fig. 1:
Longitudinal and cross-section of the HAMWORTHY two-stage air compressor used on board (2TF5 Series)
Air is drawn in on the suction stroke through the first-stage suction valve via the silencer/filter. The sUcton valve
closes on the piston upstroke and the air is compressed. The compressed air, having reached its first-stage
pressure, passes through the delivery valve to the first-stage cooler. The second-stage suction and compression
now take place in a similar manner, achieving a much higher pressure in the smaller, second-stage cylinder. After
passing through the second-stage delivery valve, the air is again cooled and delivered to the storage system.
The machine has a rigid crankcase which provides support for the three crankshaft bearings. The cylinder block is
located above and replaceable liners are fitted in the cylinder block. The running gear consists of pistons,
connecting rods and the one-piece, two-throw crankshaft. The first-stage and the second-stage cylinder head is
located on the cylinder block: each of the heads carries its suction and delivery valves. A rotary-gear pump
provides lubricating oil to the main bearings and through internally drilled passages in the crankshaft to both
connecting rod bearings. Cooling water is supplied from an integral pump. The water passes into the cylinder block
which contains both stage coolers and then into the first and second stage cylinder heads. A water jacket safety
valve prevents a build-up of pressure should a cooler tube burst and compressed air escape. Relief valves are
fitted to the first and second-stage air outlets and are designed to !ift at 10% excess pressure. A fusible plug is fitted
after the second-stage cooler to limit delivered air temperature and thus protect the compressed-air reservoirs and
pipework.
Cooler drain valves are fitted to compressors. When these are open the machine is 'unloaded' and does not
produce compressed air. A compressor when started must always be in the unloaded condition. This reduces the
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Split pin
A ~Nut
~
\:.::)
Castle nutself-Iocking
(or al~ernative
washer
nut)
Valve seat
1--
Lift washer
Valve plate
pring plates
Litt washer
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Centrifuging
A centrfuge consists of an electric motor drive to a vertical shaft on the top of which is mounted the bowl assembly.
An outer framework surrounds the assembly and carries the various feed and discharge connections. The bowl can
be a solid assembly which retains the separated sludge and operates non-continuously, or the bowl can be
arranged so that the upper and lower parts separate and the sludge can be discharged while the centrfuge
operates continuously. The dirty oil s admitted nto the centre of the bowl, pass es up through a stack of discs and
out through the top (Fig.1).
The purifvinq process
The centrifugal separation of two Iquids, such as oil and water, results in the formation of a cylindrical interface
between the two. The positioning of this interface within the centrifuge is very important for correct operation. The
setting or positioning of the interface is achieved by the use of dam rings ()rgravity disQs at the outletofthe
centrifuge. Various diameter rings are availlblefor each machine when cHffer(:3otd(:3nsities of oil are used. As a
general rule, the largest diameter ring which does not break the 'seal' should be used.
1
1
2+-
...
2
IJI:~tl
8. '-'"11-.2...3
3+-1111"':-1:
2+--
l-feed
2-purified
3-separated
4-sludge
Fig. 1: Purifyng
water
bowl arrangement
Fig. 2: Clarifying
bowl arrangement
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Sludge Discharge
The sludge discharge takes place through a number of
s/udge ports in the' bowl wall. Between discharges these
ports are closed by a large valve slide (a), the sliding
bowl bottom, which constitutes an inner, sliding bottom
in the separating space, The sliding bowl bottom is
forced upwards against a seal ring (b) by the liquid
pressure acting on its underside. During rotation, this
pressure increases with the dstance from the axis of
rotation because of the centrifugal force. The operating
liquid exerts an upward pressure exceeding the counteracting downward pressure from the process liquid,
becaqse the underside of the sliding bowl bottom has a
larger preSsure surface (radius R 1) than its upper side
(radius R2).
9
f
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t).__
...
--
:;,;.
@:uJ
\IIlterWlk
10.
Bowl
Paring
l:hatnber
Operaling walerl';;}]
Water in the operating chamber, bui!ds up a pressure due to centrifugal force (despite small loss through the drain
nozzle) which pushes the operating slide down against the springs beneath it. As soon as the operating slide
begins to move downwards, the drain holes open and the high pressure operating water under the sliding bowl
escapes rapidly. Pressure exerted by liquid in the bowl forees the bottom down and solids are discharged through
the parts.
When all of the operating water has drained from the underside of the sHding bottom and discharge of soHds is
complete. then with the solenoid valve closed the operating slide is moved back UP by the springs to close the
drain holes. To raise the sliding bottom, the chamber under it must be filled with operating water. The filling is
completed quickly by a short opening of the solenoid valve. When the chamber is fi!led and pressurized the paring
chamber wi!1start to fill.
At this point the solenoid is closed to prevent overflow and a second opening. The radius of the Liquid annulus is
then maintained by the operating tank and paring disc arrangement.
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H Pressure Gauge
J PressureNacuum
Gauge
K Control Valve
L Immersion Heater (Optional)
M Oil Probe
[)~scripti(:m
Th Hamworthy Oily Water Separator is a compactsinQle, gravity type veSsel, using thecoalescinQ plate pack
principie of separation, this function being before th pumps producing a flow to give a more efficient unit.
The fabricated steel vessel contains a multi stage corrugated plate pack, the plates being vertical. One positive
displacement pump is mounted on the unit with a control panel fitted at the inlet end. Capacitance probes ate fitted
10 detect the oillevel
in the oi! chamber, controlling the pump to give fully automatic operation. A third alarm probe
can be fitted close to the water outlet to prevent oi! discharge due to a fault.
Oily water mixture is drawn into the separator where the majority of oi! separates in the gravity stage below the oil
chamber into which it rises and collects. The water pump draws the liquid through the plate pack which encourages
the remaining oi! droplets to coalesce and rise through the pack, eventually to the oil chamber. Clean water is
drawn from the rear end of the unit into the water pump to an overboard discharge connection.
When oil/air covers the lower probe, the water pump stops, the bi!ge valve closes and the water inlet and oil/air
discharge valves open to discharge the oi!/air. When the top probe again senses water the bilge solenoid valve
opens, the oil/air and water inlet valves close and the water pump starts. This sequence will continue automatically
when controlled by a high/low level switch in the bilge reservoir, or manual start/stop if required.
A 15 p.p.m. oi! content bi!ge alarm can be fitted with this type of separator,
to satisfy the legislation requirements,
wired to prevent any discharge above L5 p.p.m.
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VENT lNl.ET
WHIRL-CONTAINER
DOSJNG-PUMP
ITANK!
TO STORM-VALVE
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_.
__ .-._~
~1
TRANSVER5Al
r"r
--(,-~.9C
... _~
..
\I'EW
--.-------------
)
I
------@
...------8
----0
{
I
1
I
I
OOlJBlf Borron
1
2
3
4
5
6
7
8
9
10
11
Minimizer
Mixing and draining pump
Whirl container
E-box
Dsing station
Level feeler
Manhole
Inlet
Vent, to be let to the funnel
Cleaning hole
Tank
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12
13
14
15
16
17
18
19
20
21
22
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Air ConditioninQ
System components:
Compressor - raises pressure of refrigerant vapour by compression.
Condenser - where heat is transferred from the hot, high pressure refrigerant to the cooling medium, such as ar or
water, causing condensation of the refrigerant gas to lquid.
Evaporator - where heat is transferred from the substance being cooled, such as air or water, to the cold, low
pressure refrigerant, causing the refrigerant to evaporate, changing from liqud to vapour.
Oil in system
Oillevel s checked at the compressor sightglass on the side of the crankcase, the system does not consume oil,
only circulate$ through system.
Ol presSl)re proplems, c!=lWst3dby:
Liquiq refri~erant in cOrnpress()r crankcase, indcated by:
Whte foaming ()l in compressor cr:J.nkc:J.se
sightgl:J.s$as opposed to splCishng (assuming compressor is
running), some fO:J.mingon t()p of the liqpid i$ :lccept:J.blebutit shouldn't be aH foam
Compressor body cold with frost or condensation; top of compressor shoUld be hot, crankcase should be
warrh (assumes compressor is running - the suction servce valve is normaHy cold)
Oil pump falure:
Do not mistake refrigerant gas in crankcase with oil pump failure or not enough oil in compressor
crankc3.se, caused by not enough ol in system:
Oil not returnng to compressor
Ol return problems
Cause of many frustratons
Ol and gas are together and circulate throughout the system
Oil depends on the velocity of the gas to "sweep" it along the pipes
Vertcal vapour downflow is never a problem beca use of gravity
Liquid lines in any directon are not a problem
Vertical vapour upflow lines need adequate velocity
This is usually a system design issue
Systern rnust be operating at ne:J.rrn:J.xirT1um
de$igned load
Oil separator not vvorking - float valve 01' solenoid valve, etc.
Oil failure cohtrol
WiH trip vvhehever there is an oil pressure problem
Must be manuaHy reset
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CHECKLlST
Refrigerant sightglass with compressor
Oillevels
in compressor
Refrigeration tubing should never vibrate against other metals to avoid wear and a possible leak.
Small tubes at gauges and TX valves should not vibrate too much to avoid metal-fatigue,
break and leak. Use foam padding, tape or silicone to dampen vibration.
on compressor.
Any problems should be reported to the Reefer Engineer. Do not attempt to repair!
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