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    Transas Ltd. Nov, 2009

    Document Code: ERS5-M-053C

    ENGINE ROOM SIMULATOR

    ERS 5000

    VESSEL MODEL RO-RO

    TRAINEE MANUAL

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    Transas Ltd. 2009

    All rights reserved. The information contained herein is proprietary to Transas Ltd.

    and shall not be duplicated in whole or in part.

    The technical details contained in this manual are the best that are available at the date of issue

    but are subject to change without notice. Transas Ltd. pursues the policy of continuous development.

    This may lead to the product described in this manual being different from the product delivered after its publication.

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    ENGINE ROOM SIMULATOR ERS 5000.Vessel Model Ro-Ro. Trainee Manual.

    ERS5-M-053C

    1

    This document contains:

    Preamble This chapter provides general information for the workwith document. 3

    Chapter 1 Ship Diesel Propulsion Plant.

    This chapter contains the description of the simulator module for training

    the watch personnel in skill of proper operating the Ship diesel

    propulsion plant. 7

    Chapter 2 Ship Electrical Power Plant.

    This chapter contains the description of the simulator module

    for training the watch personnel in skill of proper operating

    the Ship Electrical Power Plant. 79

    Chapter 3 Auxiliary Machinery and Systems.

    This chapter contains the description of the simulator module

    for training the watch personnel in skill of proper operating

    the ship auxiliary machinery and systems. 157

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    Copyright Transas Ltd., Nov. 2009

    PREAMBLE

    This chapter provides general information for the workwith document.

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    Printing House Conventions

    Preamble. 5

    PRINTING HOUSE CONVENTIONS

    Sample of an entry Comments on the use

    Control Panel To highlight the current document sections

    Next To highlight, in a printed document, names of a window,page, tab, button, etc.

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    Copyright Transas Ltd., Nov 2009

    CHAPTER 1

    Ship Diesel Propulsion PlantThis chapter contains the description of the simulator

    module for training the watch personnel in skill of proper

    operating the Ship diesel propulsion plant.

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    Chapter 1. Ship Diesel Propulsion Plant. 9

    This chapter contains:

    Introduction .............................................................................................................. 11Purpose .............................................................................................................. 11

    Vessel ...................................................................................................... 11Main Engine ............................................................................................. 12

    Simulator Module Systems ..................................................................................... 13ME-CPP Propulsion System Control System ( Page) .................................. 13

    Purpose .................................................................................................... 13System Components ................................................................................ 13Control Panel ........................................................................................... 15Power ....................................................................................................... 17Emergency Control .................................................................................. 18Steering Gear ........................................................................................... 19Protection System Actuation Conditions .................................................. 20Alarm Signals ........................................................................................... 20System of ME Protection ......................................................................... 20System Faults Introduced by the Instructor ............................................. 20System Operation .................................................................................... 21

    Freshwater Cooling System (FW Page) ............................................................. 22Purpose .................................................................................................... 22System Components ................................................................................ 22Control Panel ........................................................................................... 23Alarm Signals ........................................................................................... 25ME Protection System ............................................................................. 26System Faults Introduced by the Instructor ............................................. 26System Operation .................................................................................... 26

    Seawater Cooling System (SW Page) ............................................................... 28Purpose .................................................................................................... 28System Components ................................................................................ 28Control Panel ........................................................................................... 29Alarm Signals ........................................................................................... 31Protection System .................................................................................... 31System Faults Introduced by the Instructor ............................................. 31System Operation .................................................................................... 32

    Fuel Oil Supply System (FOS Page).................................................................. 33Purpose .................................................................................................... 33System Components ................................................................................ 33Control Panel ........................................................................................... 34Alarm Signals ........................................................................................... 37Protection System .................................................................................... 37System Faults Introduced by the Instructor ............................................. 37System Operation .................................................................................... 37

    Fuel Oil Transfer System (FOT Page) ............................................................... 40Purpose .................................................................................................... 40System Components ................................................................................ 40Control Panel ........................................................................................... 41Alarm Signals ........................................................................................... 43Protection System .................................................................................... 43System Faults Introduced by the Instructor ............................................. 44System Operation .................................................................................... 44

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    Oil and Fuel Separators (OFS Page) ................................................................ 45Purpose ................................................................................................... 45System Components ............................................................................... 46Control Panel ........................................................................................... 47Alarms ..................................................................................................... 50Safety System ......................................................................................... 50System Faults Entered by the Instructor ................................................. 50System Operation .................................................................................... 51

    System of Circulation Lubrication and Piston Cooling (LO Page) ..................... 53Purpose ................................................................................................... 53System Components ............................................................................... 53Main Circulation System .......................................................................... 54Valve Rockers Lubricating Oil system ..................................................... 54Control Panel ........................................................................................... 55Alarm Signals .......................................................................................... 57ME Protection System ............................................................................. 58System Faults Introduced by the Instructor ............................................. 58System Operation .................................................................................... 58Setting the System to the In-Port Mode .................................................. 59

    Compressed Air System ( Page) .................................................................. 60Purpose ................................................................................................... 60System Components ............................................................................... 60Control Panel ........................................................................................... 61Alarm Signals .......................................................................................... 62Protection System ................................................................................... 62System Faults Introduced by the Instructor ............................................. 62System Operation .................................................................................... 63

    Exhaust Gas and Turbocharging System (EXH Page) ..................................... 64Purpose ................................................................................................... 64System Components ............................................................................... 64Control Panel ........................................................................................... 65Alarm Signals .......................................................................................... 66ME Protection System ............................................................................. 66System Faults Introduced by the Instructor ............................................. 66System Operation .................................................................................... 66

    Reduction Gear, CPP Pitch Setter and Stern Tube ( Page) ...................... 67Purpose ................................................................................................... 67System Components ............................................................................... 67Control Panel ........................................................................................... 71Alarm Signals .......................................................................................... 74Protection System ................................................................................... 74System Faults Introduced by the Instructor ............................................. 74System Operation .................................................................................... 75

    3-D Virtual Reality Function (Visualisation) ..................................................... 77Purpose ................................................................................................... 77Function Implementation ......................................................................... 77

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    Introduction

    Chapter 1. Ship Diesel Propulsion Plant. 11

    INTRODUCTION

    Purpose

    The simulator module is designed for training the cargo ship engine room watch

    personnel in skill of proper operating the Ship diesel propulsion plant (SDPP)systems, including:

    Preparing and putting into operation machinery and systems;

    Monitoring their operation by measured parameters with the aid of the alarmsystem;

    Trouble shooting;

    SDPP control during vessel manoeuvring.

    In addition to training in practical skills, the simulator allows the user to learn thebasic principles of the structure, functions and interaction of SDPP componentsand systems.

    The simulator composition corresponds to SDPP standard setup. Parameters andperformance of the simulated mechanisms and systems correspond to the realones, because the simulator simulates all basic processes interrelated in SDPP(thermal, mechanical, gas/hydrodynamic, and electrical).

    This is simulation of SDPP of a Ro-Ro cargo ship of 5.000 DWT with a four-strokenon-reversible medium-RPM turbo charged diesel ME, and transmission to acontrollable-pitch propeller via a gearbox (CPP).

    Vessel

    Length o.a., m 124,09

    Breadth mld, m 19,20

    Draught at design WL, m 6,30

    Deadweight at SLM, t 5.000

    Speed in full load, kn 16.6

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    Introduction

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    Main Engine

    Type S.E.M.T. Pielstick 16 PC2.2 V-400

    Cylinder bore, mm 400

    Piston stroke, mm 460

    No. of cylinders 16

    MCR, kW 5,966

    Corresp. Enginespeed, rpm

    520

    MEP, bar 16.5

    Propeller CPP

    Propeller blades 4

    Propeller H/D 3252/3700

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    Simulator Module Systems

    Chapter 1. Ship Diesel Propulsion Plant. 13

    SIMULATOR MODULE SYSTEMS

    ME-CPP Propulsion System Control System ( Page)

    Purpose

    The control system for a four-stroke non-reversible medium-RPM diesel main enginewith CPP is described on the page; the system designed for automatic remotecontrol (ARC) of the ship propulsion system from the Engine Control Room (ECR),and namely:

    Starting ME;

    Stopping ME;

    Changing diesel RPM and propeller pitch;

    Control of emergency/pre-emergency situation.

    System Components

    The page is presented as a control panel (see Fig. 1), containing all necessarycontrols and monitoring tools.

    Fig. 1

    The system includes the following components modelled by the simulator:

    Vessel propulsion system the hull, the mover (CPP), the main transmission(reduction gear, drive shafting with bearings) and ME;

    ME CPP automated remote control (ARC) system;

    System of ME CPP protection and emergency control.

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    Operation of each element is modelled using the characteristics related to dependenciesbetween the main operation parameters and environmental conditions.

    For the ship hull, this is dependence of the resistance force to the ship speed, draught,weather condition, and biofouling.

    For the propeller, this is dependence of the thrust created by the propeller and themoment used by the propeller to its RPM, pitch and vessels speed.

    For the main transmission, this is dependence of friction loss to RPM and lubricationconditions.

    For the main engine, this is dependence of engine torque to fuel consumption and RPM.

    The steady-state mode of the propulsion complex operation can be described byoperational parameters of each complex component. These values are determined bythe cross-feed of complex component characteristics and the exterior sailing conditions.The parameter values are derived from the system of energy balance equations.

    The transient modes of operation can be described by a system of propulsion

    complex component dynamic equations depending on the value of control actionsand external actions in consideration of complex component inertia.

    Schematically, the algorithm of the propulsive complex component interaction canbe described as follows:

    The control system sets a fuel supply rate to the diesel cylinders via the RPM

    governor;

    The diesel produces torque, part of which is lost overcoming friction in the dieseland the main transmission;

    The propeller uses the torque to rotate, the torque value depending on RPM,the propeller pitch and the ship speed;

    The propeller shaft RPM keep changing up to the moment of balance betwixtthe propeller resistance torque and the diesel torque;

    The propeller provides thrust for vessel movement;

    When moving, the ship hull overcomes the hydrodynamic/aerodynamic drag,which depends on ship speed and sailing conditions.

    The ship speed keeps changing up to the moment of balance betwixt the resistanceforce and the propeller thrust.

    The automatic remote control system operates in combination with ME start/stopsubsystems and the CPP pitch setter:

    The stop subsystem turns off fuel feed to the diesel cylinders;

    The CPP pitch setter control subsystem provides for turning the CPP bladesto the position set by ARC or by the emergency Non-Follow-Up controls;

    The start subsystem sets the diesel fuel lever to the start fuel feed position,opens the start air; assigns a task to the all-mode governor equal to startup rpm,and, when the diesel reaches the rpm, cuts off the start air, releases the fuellever, relaying its control to the all-mode governor. If the diesel does not gain thestart rate of revolutions in the pre-set time, the start is considered unsuccessful,and the start subsystem launches the stop system, after which it tries to start thediesel again. If there are three successive start failures, the start subsystembecomes locked sending the Start Failed message. To unlock, set the controlhandle to the STOP position.

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    Simulator Module Systems

    Chapter 1. Ship Diesel Propulsion Plant. 15

    Control Panel

    The central part of the control panel represents the engine telegraph (ET), whichlever serves at the same time as the ARC lever. The ET left arrow points to theprescribed ET position (command from the bridge, if the ERS simulator is runtogether with the NTPro navigation simulator, or the Instructors command in case

    of ERS simulator stand-alone mode), the right-hand arrow repeating the ET leverposition. If the ET arrows do not coincide, the ET buzzer will sound. True valuesof the assigned ET position and the ET lever position are shown digitally in thewindows Bridge order and Speed setpoint as percent values of the ET levermaximum position.

    To set a mode of operation for the ME-CPP propulsion system, move the ET leverto the required position using the mouse (trackball) to bring together the ETleft-hand and right-hand arrows). You can fine-tune the ET lever position usingthe More/Less buttons located to the right of the Speed setpoint window.

    The ME-CPP ARC has to modes of operation i.e. the FIXED RPM mode of MEoperation, and the COMBINED MODE. Selection of control mode can be made

    using the FIXED RPM COMBINED MODE switch on the ME control panel.

    In the FIXED RPM mode, ME always operates at the rated RPM, the ship motion,including the reverse, being regulated by changing CPP pitch only. This modeallows the shaft generator to be used in the entire range of ship motion options,including STOP and GOING ASTERN. In the COMBINED MODE, the control leversets simultaneously the propeller RPM and the PROPELLER PITCH according to

    the combined control program, providing, when doing so, the highest performancefactor of the diesel-propeller system for the selected speed of ship.

    The following tools are used as indicators of propulsion system operation:

    The PROPELLER RPM instrument for measurement of propeller revolution speed;

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    The PROPELLER PITCH indicator of the current position of propeller blades;

    The ENGINE RPM analog/digital indicator of ME current RPM;

    Ship knot speed window of the digital indicator Speed;

    ME kW power window of the Power digital indicator;

    The Rudder angle analog/digital indicator of rudder degree position;

    The analog/digital Fuel index indicator of the ME HP fuel pump lever position(HPFP), %;

    The analog/digital Start air pressure indicator of start air pressure, bar;

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    Chapter 1. Ship Diesel Propulsion Plant. 17

    ARC can be turned ON using the CNTRL ON button it provides control airsupply, when the control system power supply is ON. To provide for ME start,open the main air start valve by pressing the MAIN START VALVE button;

    In the ARC mode, you can select a control station using the ECR BRIDGEbutton.

    In the ECR control mode, the diesel is controlled from ECR by command fromthe bridge/Instructor.

    In the bridge control mode, the command comes from the bridge ET directly to

    the ARC system. The ET lever doesnt function as a control means in ECR.

    Power

    Three green lamps of power supply indication for:

    Remote Control System;

    Engine Telepraph;

    Safety System.

    The ME-CPP propulsion system includes a reduction gear with a clutch. To controlthe clutch, the control panel features the CLUTCH module, including:

    1. The READY indicator showing clutch readiness to engage. When ME runs, thereduction gear pump creates working pressure, which fact is indicated by the device.

    2. The ENGAGED/DISENGAGED clutch engagement/disengagement indicators.

    3. The ON/OFF buttons for engaging/disengaging the clutch. On pressing theON button, the pneumatic control valve opens, and the clutch get engaged.

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    The use of CPP allows the start/operation of the ME to be done witha propeller zero thrust i.e. idle running. In this method, the control leverremains in the 0 position, which corresponds to the ship zero speed.The diesel is started remotely from ECR by the START button.The STOP button is used for standard diesel stopping.

    The panel houses the PITCH LIMIT controller, which is used to limit diesel max loadin the ARC mode (by decreasing the real pitch in % of the design maximum pitch).

    Emergency Control

    The lower left-hand corner of the panel has highlighting buttons of diesel emergencyoperation mode:

    The EMERGENCY RUN button, which turns OFF the ME protection system

    (except Overspeed protection);

    EMERGENCY STOP ME emergency stop button;

    SAFETY RESET ME safety system reactivation (arming) button, after itstripping.

    The emergency diesel operation mode buttons are protected against anunintentional depressing by the user. To press the required button, it is firstnecessary to lift the protection cover from the button (To lift glass) by a left click,

    and then press the button.

    In the event case of ARC failure, the remote emergency non-Follow-Up controlof CPP blade pitch can be performed from ECR using the EMERGENCY CPPCONTROL, which is located in the lower left corner of the control panel. In includes:

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    Chapter 1. Ship Diesel Propulsion Plant. 19

    The LOCAL mode indicator of CPP system control from the local control station(in the engine room (ER)).

    The ON/OFF button for turning ON/OFF the remote emergency control of propellerpitch from ECR.

    The ASTERN and AHEAD buttons for setting a required propeller pitch in theemergency mode of the remote non-Follow-Up control.

    The LOAD DIAGRAM in the left part of the screen page built in ME power ME RPM coordinates presents the restrictive ME curve (according to themanufacturer) and the field of permitted ME loads. The current ME power/RPMvalues are indicated in the diagram by a moving point.

    Steering Gear

    The panel for remote control of Steering Gear pumps. The panel contains AUTO-MANUAL switch for the control of the pump plant and ON/OFF buttons for the

    pumps: PUMP 1 and PUMP 2.

    PUMP 1 and PUMP 2 buttons do not function unless the switch is set to themanual mode of the pump plant operation: MANUAL.

    AUTO position of the switch sets the automatic mode of the pump plant operation(STAND-BY mode).

    POWER indicators show that the pumps are powered.

    The ER LOCAL CONTROL indicator is operating for indication of Steering Gearlocal manual (non-follow-up) control mode from Engine Room.

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    Protection System

    The ME safety system is designed for protecting the diesel against breakdown underconditions different from those of normal operation.

    The system consists of two independent subsystems:

    SLOW DOWN system works for a four-stroke engine with CPP by decreasingthe propeller pitch and the given ME revolution speed;

    SHUT DOWN system stops the engine by cutting off fuel supply.

    After actuation of the system, you can unlock it using the SAFETY RESET button.

    A safety system trip can be locked (except Overspeed) using the EMERGENCYRUN button.

    Protection System Actuation Conditions

    SHUT DOWN is actuated with a preset-time delay of about 10 seconds under thefollowing conditions:

    Lube oil pressure at diesel inlet is less than 1.8 bar; Diesel RPM is higher than 105% of the rated value.

    SLOW DOWN is actuated with a preset time delay of 30 seconds under the followingconditions:

    Cylinder exhaust gas temperature exceeds 550;

    Presence of oil vapours (oil mist) in the crankcase;

    Cylinder cooling water temperature at exit is above 95;

    Cylinder cooling water pressure at inlet is below 1.5 bar.

    Alarm Signals

    Overload ME overload, ME load is outside the restrictive load curve;

    Overspeed ME RPM above the limit, (ME racing);

    Start Att. Failed 1 start attempt 1 not executed;

    Start Att. Failed 2 start attempt 2 not executed;

    Start Att. Failed 3 start attempt 3 not executed;

    Start Failed start not executed, further starts locked;

    Low Press. Control Air low pressure of control air;

    Low Press. Start Air low pressure of start air (still 3 attempts of ME start

    are possible);

    Slowdown safety system actuated ME slowing down;

    Shutdown ME safety system actuated ME stopping.

    System of ME Protection

    ME start locking after failure of three start attempts.

    System Faults Introduced by the Instructor

    Medium Fouling of the vessel hull increase of resistance to movement,increase of ME load;

    Heavy Fouling of the vessel hull increase of resistance to movement, increaseof ME load.

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    Simulator Module Systems

    Chapter 1. Ship Diesel Propulsion Plant. 21

    System Operation

    System Preparation and Putting in Operation

    Turn ON the ARC system by the CNTRL ON button.

    In case of joint work with the NTPro navigation simulator, select in cooperation with

    the bridge a control station (BRIDGE or ECR). In case of the simulators stand-alonemode, select ECR as the control station.

    Check for readiness of the other systems.

    Open the main start valve, check start air pressure using the START AIRPRESSURE indicator.

    If necessary, set the maximum limit for CPP pitch using the Pitch Limit controller.

    Select a control mode: Fixed R.P.M. Combined Mode.

    If the Fixed R.P.M. is selected, engage the reduction gear clutch using the Onbutton. The ET lever should be in the STOP position, which corresponds to the

    zero CPP pitch.

    Start ME using the Start button. The engine will run up the rated revolution.

    In case of the Combined Mode mode selected, start ME using the START button.The ET lever should be in the STOP position, which corresponds to the zero CPP pitchand ME idle revolutions. Then engage the clutch by the On button.

    Diesel Control

    Diesel operation mode setting comes to the ARC system:

    In the BRIDGE CONTROL model from the engine telegraph located on thebridge;

    In the ECR CONTROL mode from the engine telegraph located in ECR, beingmonitored by SPEED SETPOINT digital indicator.

    1. The current mode of diesel operation is monitored using:

    LOAD DIAGRAM;

    ME RPM meter, CPP revolution indicator CPP pitch indicator;

    Digital POWER indicator;

    FUEL INDEX analog/digital indicator of FUEL INDEX fuel lever position.

    2. The SPEED digital indicator monitors ships speed.

    3. The Slow Down and Shut Down indicators register actuation of the safety diesel

    protection system. The safety system can be unlocked using the SAFETY RESETbutton. To turn OFF the safety system, press the EMERGENCY RUN button.

    4. To stop diesel in emergency, use the EMERGENCY STOP button.

    5. Emergency CPP control is performed using the Astern/Ahead buttonswith a depressed ON button.

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    Freshwater Cooling System (FW Page)

    Purpose

    The system is designed for cooling cylinders, covers and the turbocharger of theMain Engine (ME) and the diesel-generators (DGs). Fresh water, which is cooled,

    in its turn, in the cooler by seawater, is pumped through the systems closed circuit.Main engine pre-heating (fresh water and lube oil) is available during Port mode byrunning Diesel Generators.

    System Components

    The system scheme realized in the simulator i.e. the system mnemonic diagram canbe seen in Fig. 2:

    Fig. 2

    The system includes the following components modeled by the simulator:

    Pipeline system as a hydrodynamic object;

    ME and DG as thermodynamic objects;

    Centrifugal electrically driven pumps 1, 2 that provide for circulation of coolingfreshwater through ME. The pumps can be controlled in manual or automatic mode;

    DG attached centrifugal pumps;

    VP valve for adjustment of water flow through ME (water pressure in the system);

    The expansion tank used for compensating water temperature expansion inthe cooling system. The tank capacity is approximately 10% of the total systemwater volume. The height of the tank mounting determines the system staticpressure in the system and ensures filling the system with water;

    VL valve for expansion tank replenishment;

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    Simulator Module Systems

    Chapter 1. Ship Diesel Propulsion Plant. 23

    Water coolers 1 and 2, equipped with remote-control valves at cooler inlets;

    Temperature controller and a three-way valve VT, which is controlled manuallyor automatically by the temperature controller. The temperature controller maintainsconstant water temperature after ME by way of full or partial bypassing the coolers.The temperature controller sensor is installed at water exit after ME. In the

    automatic mode, the temperature controller settings can be changed within therange of 70 to 90. The DGs are equipped with similar thermostatic valves;

    Centrifugal electrically driven pumps 1, 2 that provide for circulation of coolingfreshwater through cylinder injectors. The pumps can be controlled in manualor automatic mode;

    The expansion tank used for compensating water temperature expansion inthe injectors cooling sub-system;

    VL valve for expansion tank replenishment;

    Water heat exchanger of injectors cooling sub-system, equipped with remote-control valve at cooler inlet;

    ME lub. oil heater used for lub. oil heating before engine start;

    Remote-control valves for changing system configuration for in-port operation.

    Control Panel

    The right-hand part of the screen page contains the system control panel.

    The control panel consists of the following modules:

    Adjustment of water pressure and flow rate in the system;

    Remote control of a number of valves;

    Adjustment of water temperature;

    Panel of injectors cooling system.

    Circulation of water in the system (pressure and flow rate) is provided by twoelectrically driven pumps.

    The water-pressure/flow-rate adjustment module includes buttons for turning ON/OFFthe pumps PUMP 1 and PUMP 2, the MANUAL/AUTO pump control mode switch,the water pressure gauge, the controller of water flow adjustment valve to control therate of water flow through the engine and water pressure in the system.

    The MANUAL/AUTO pump control mode switch has two positions:

    AUTO automatic pump control mode;

    MANUAL manual pump control mode.

    When turning ON/OFF the pumps, the automatic control is performed at pumpdischarge-side valves. Pressure of started pumps is applied to the shut valve flap.Then the flap automatically opens with a certain delay. After the pump is switchedOFF, the flap shuts automatically with a delay.

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    The PUMP 1 and PUMP 2 buttons are active only in case the pump control modeswitch is in the MANUAL position. In AUTO mode, the automation system turnsON the pump, when pressure in the system is low. First, it starts pump 1, and if thesystem pressure doesnt rise, it will turn ON pump 2. In AUTO mode the button forturning the pumps ON/OFF are not active.

    The upper right-hand corner of the control panel houses the ME FLOW controllerfor opening the valve that regulates water flow rate in ME and system pressure.

    The 0 position of the controller corresponds to a closed valve, the water flowthrough ME being zero, and the pressure being at maximum. The 100 position

    corresponds to a fully opened valve, the water flow through ME being maximum andthe pressure being decreased.

    The valve control panel has buttons to control the COOLER 1 and COOLER 2cut-off valves of water coolers, the PORT MODE button for turning ON the in-portmode of system operation (for partial opening/closing part of valves, through whichthe system provides ME heating by cooling water from running DGs), the TANKMAKE UP button for turning ON/OFF the expansion tank replenishment valve,the button to control the OIL HEATER cut-off valve and the button to control theINJECTORS COOLER cut-off valve.

    The water temperature regulation controls of the system are combined in the

    TEMPERATURE CONTROL module on the control panel.

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    Chapter 1. Ship Diesel Propulsion Plant. 25

    These include:

    The MANUAL-AUTO control mode switch for water temperature regulation;

    The COOLER FLOW controller, which is used to manually control the watertemperature regulation valve. The 0 position corresponds to full bypassing thecooler, the 100 position corresponding to full flow of water through the cooler;

    The SET POINT turning knob for setting water temperature for the temperaturecontroller operating in AUTO mode. The temperature controller setting can be

    changed within the range of 70 to 90C;

    The ME INLET and ME OUTLET water temperature indicators (before MEand after ME, respectively) are located in the upper part of the control panel

    represented as thermometers calibrated 0 to 110.

    The injectors cooling system controls of the system are combined in theINJECTORS COOLING SYSTEM module on the control panel:

    These include:

    PUMP1 and PUMP 2 buttons for turning ON/OFF the pumps;

    The MANUAL-AUTO control mode switch for pumps mode selection;

    The MAKE UP button for turning ON/OFF the expansion tank replenishment valve;

    The button to control the COOLER cut-off valve;

    The INJECTORS INLET and INJECTORS OUTLET water temperature indicators;

    The water pressure indicators - after pumps and before injectors.

    The left part of the screen page has a mnemonic diagram of the system, showingthe current status of system valves/pumps, the expansion tank level and the flowof water (m3/h) through ME and the water coolers.

    Alarm Signals

    Low T ME Inlet low temperature before ME;

    High T ME Outlet high temperature after ME;

    Low Level Expan. Tank low level in the expansion tank;

    High Level Expan. Tank high level in the expansion tank;

    Low Press. ME Cooling low level in the system;

    Pump Autostart autostart of stand-by pump in case of low system pressure;

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    Inj. Low T ME Inlet low water temperature before fuel Injectors;

    Inj. High T ME Outlet high water temperature after fuel Injectors;

    Inj. Low Level Expan. Tank low level in the expansion tank (Injectors cooling);

    Inj. High Level Expan. Tank high level in the expansion tank (Injectors cooling);

    Low Press. Inj. Cooling low pressure in the Injectors cooling sub-system;

    Inj. Pump Autostart autostart of stand-by pump in case of low Injectors coolingsub-system pressure.

    ME Protection System

    Actuation of the Slow Down system by low system pressure (1.5 bar);

    Actuation of the Slow Down system by high temperature in the system (90C).

    System Faults Introduced by the Instructor

    Water leakage leakage of water from the system;

    Cavitation in FW system circulation pump failure, cavitation in the system; Pump 1 Breakdown emergency stop of pump 1;

    Pump 2 Breakdown emergency stop of pump 2;

    Cooler 1 Fouling fouling of water cooler 1 in the freshwater end;

    Cooler 2 Fouling fouling of water cooler 2 at the weather forecast end;

    Temp. Controller Breakdown temperature controller breakdown;

    LO Heater Fouling fouling of LO Heater in the freshwater side;

    Inj. Water leakage leakage of water from the system (Injectors cooling);

    Inj. Cavitation in FW system circulation pump failure, cavitation in the system(Injectors cooling);

    Inj. Pump 1 Breakdown emergency stop of pump 1 (Injectors cooling);

    Inj. Pump 2 Breakdown emergency stop of pump 2 (Injectors cooling);

    Inj. Cooler Fouling 1 fouling of injectors water cooler in the freshwater side(Injectors cooling).

    System Operation

    System Preparation and Putting in Operation

    1. Check if there is water in the both expansion tanks. Add, if necessary(TANK MAKE UP button and MAKE UP button).

    2. Start the pump (PUMP 1 or PUMP 2 button in MANUAL mode).

    3. Adjust pressure before diesel using the valve ME FLOW, check if there is waterflow through the diesel.

    4. Switch the pump control mode to AUTO.

    5. Switch the thermostatic valve control mode to AUTO.

    6. Specify SET POINT for the temperature controller.

    7. Open valve of a coolers - COOLER 1 or COOLER 2 and INJECTORS COOLER(FW side and Injectors water side).

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    8. Start the Injectors cooling system pump (PUMP 1 or PUMP 2 buttonin MANUAL mode).

    9. Switch the injectors pump control mode to AUTO.

    10. Check that there is no alarm signal in the system.

    Control Over System Operation

    1. Check water pressures before diesel, after injectors cooling system pump,before injectors.

    2. Check that there is water flow through the diesel.

    3. Check that there is water flow through the each injector.

    4. Check water temperatures before and after diesel.

    5. Check water temperatures before and after injectors.

    6. Check for correctness of temperature controller operation maintaining the

    proper temperature value.7. Check level in the both expansion tanks.

    8. Check for alarm signals in the system.

    Switching Over to In-Port Mode

    1. Retain the system running mode for 40 60 min. after ME stop.

    2. Switch the pumps control mode to MANUAL.

    3. Stop the pumps.

    4. Use the PORT MODE button to switch ME to heating from the running Diesel

    Generator(s).

    5. Open valve of a engine Oil Heater.

    6. Check that there is water flow through system.

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    Seawater Cooling System (SW Page)

    Purpose

    The system is designed to cool lube oil in ME and DG, the ME camshaft, the coolingfreshwater in the closed circuit, the scavenge air for the diesels, the air compressors,

    and the propeller shaft bearings.

    For this purpose, seawater is pumped through respective coolers/mechanisms and

    out overboard. If temperature of seawater is low (below 10), it gets partiallyrecirculated.

    System Components

    See Fig. 3 for the system scheme realized in the simulator i.e. the system mnemonicdiagram.

    Fig. 3

    The system includes the following components modelled by the simulator:

    Pipeline system as a hydrodynamic object;

    ME, DG, compressors, water cooler, lube coolers, reduction gear coolers andCPP pitch setter as thermodynamic objects;

    Water intake sea chests, the lower and upper ones, equipped with filters andstop valves;

    Electrically driven centrifugal pumps: the main ones 1 and 2, and the in-portone aux;

    Lube oil coolers 1 and 2;

    Freshwater coolers 1 and 2;

    ME scavenge air cooler;

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    DG oil/air coolers;

    Air compressor coolers;

    Reduction gear cooler;

    CPP pitch setter cooler;

    Overboard valve;

    Temperature controller and three-way valve VT, which is controlled manually orautomatically by the temperature controller. The temperature controller maintains

    water temperature before LO coolers below 10C by way of its partial recirculationafter cooler to pump inlets. The temperature controller setting can be changed within

    the range of +5 to +32.

    Control Panel

    The control panel located in the right-hand part of the screen page contains thefollowing modules:

    Adjustment of water pressure and flow rate in the system;

    Water temperature regulation;

    Remote control of some valves;

    And required indicators.

    Circulation of water in the system (pressure and flow rate) is provided by twoelectrically driven main pumps and an auxiliary one.

    The water-pressure/flow-rate adjustment module includes the PUMP 1, PUMP 2and AUX PUMP buttons for turning ON/OFF the pumps, the Manual/Auto switchof control modes for pumps PUMP 1 and PUMP 2, and water pressure gaugesfor the system.

    The control mode switch for pumps PUMP 1 and PUMP 2 has two positions:

    AUTO automatic pump control mode;

    MANUAL manual pump control mode.

    When turning ON/OFF the pumps, automatic control of its valves is performed at thepump discharge side.

    The PUMP 1 and PUMP 2 buttons are active only in case the pump control modeswitch is in the MANUAL position. In AUTO mode, the pump will be turned onautomatically, when pressure in the system is low. First, it starts pump 1, and if thesystem pressure doesnt rise, it will turn ON pump 2. In AUTO mode, the buttons for

    turning ON/OFF the pumps are not active.

    The AUX PUMP button is always active in MANUAL mode.

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    Above the pump control buttons, you can find pressure gauges that indicatepressure at the pressure side of main pumps 1 and 2, and the AUX in-port pump,respectively.

    Control of the valve that regulates water flow through the ME air cooler is performedusing the SCAV. AIR COOLER FLOW controller:

    The 0 position of the controller corresponds to a closed valve, the waterflow through the ME air cooling being zero. The 100 position correspondsto a fully opened valve, the water flow through the ME air cooling beingmaximum. The current position of the controller (the rate of valve opening)is shown in the mnemonic diagram:

    The water temperature regulation module is located on the control panel, left tothe controller:

    These include:

    The MANUAL-AUTO control mode switch for water temperature regulation.

    1. The RECIRCULATION controller used to control the valve thatregulates water temperature, when in MANUAL mode. The 0position corresponds to full drain of seawater overboard, while the100 position indicates full seawater recirculation. The currentposition of the controller (the rate of valve opening) is shown in themnemonic diagram.

    2. The SET POINT turning knob for setting water temperature for the temperaturecontroller, when in AUTO mode. The temperature controller setting can be

    changed within the range of +10C to +32C.

    The temperature controller maintains water temperature before LO coolers below aspecified value by way of partial recirculation of water after coolers directing itto the pumps.

    The remote control module for some valves contains the following control buttons:

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    LO COOLER 1 cut-off valve of lube oil cooler 1;

    LO COOLER 2 cut-off valve of lube oil cooler 2;

    FW COOLER 1 cut-off valve of cooler freshwater 1;

    FW COOLER 2 cut-off valve of freshwater cooler 2;

    UPPER CHEST valve of water intake from the upper sea chest;

    LOWER CHEST valve of water intake from the lower sea chest;

    COMPR. COOLER cut-off valve of compressor coolers 1 and 2;

    CPP SERVO valve for delivering water to the oil cooler of the CPP drive system;

    REDUCT GEAR valve for delivering water to the reduction-gear oil cooler.

    The control panel also features temperature indicators:

    LO Cooler Inlet before ME lube oil cooler;

    FW Cooler Inlet before freshwater cooler;

    FW Cooler Outlet after freshwater cooler;

    Air Cooler Outlet after scavenge air cooler;

    Sea Water water temperature from the sea chest (in the upper right-hand

    corner of the control panel).

    The left-hand part of the screen page contains a mnemonic diagram, showingthe current status of valves and pumps in the system.

    Alarm Signals

    Low Pressure low pressure before air cooler (after the pumps);

    Pump Autostart automatic start of the stand-by circulation pump followinga system low pressure signal;

    High TShaft Bear high temperature after shafting bearing coolers;

    High TCompress. 1 high temperature of compressed air after compressor 1;

    High T Compress. 2 high temperature of compressed air after compressor 2;

    Low TLO Cool. In. low water temperature before lube oil coolers.

    Protection System

    No protection system is foreseen for the prototype and neither is modelledby the simulator.

    System Faults Introduced by the Instructor

    Pump 1 Breakdown emergency stop of pump 1;

    Pump 2 Breakdown emergency stop of pump 2;

    Pump Aux. Breakdown emergency stop of Aux. pump; LO Cooler 1 Fouling fouling of lube oil cooler 1 on the seawater side;

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    LO Cooler 2 Fouling fouling of lube oil cooler 2 on the seawater side;

    FW Cooler 1 Fouling fouling of freshwater cooler 1 on the seawater side;

    FW Cooler 2 Fouling fouling of freshwater cooler 2 on the seawater side;

    Scav. Air Cooler Fouling fouling of the scavenge air cooler on the seawater side;

    Temp. Controller Breakdown temperature controller failure;

    Upper Chest Filter Fouling fouling of the upper sea chest filter;

    Lower Chest Filter Fouling fouling of the lower sea chest filter;

    Cavitation in SW system circulation pump failure, cavitation in the system.

    In addition, the instructor can specify the seawater temperature.

    System Operation

    System Preparation and Putting in Operation

    1. Open the upper sea chest (when in port) UPPER CHEST.

    2. Check that the overboard valve is open.

    3. Start the pump (PUMP 1 or PUMP 2 button in MANUAL mode).

    4. Open the FW COOLER water cooler valve, the LO COOLER oil cooler valve of ME.

    5. Open the COMPR. COOLER, CPP Servo and REDUCTION GEAR cooler valves.

    6. Check water pressure in the system.

    7. Switch the pump control mode to AUTO.

    8. Switch the recirculation valve control mode AUTO.

    9. Specify SET POINT for the temperature controller.

    10. Check that there is no alarm signal in the system.

    Control Over System Operation

    1. When putting to sea, switch over to the lower sea chest LOWER CHEST.

    2. Check water pressure in the system.

    3. Check water temperature after/before the coolers.

    4. Check for correctness of temperature controller operation maintaining theproper temperature value.

    5. Adjust the rate of flow through the air cooler using the SCAV. AIR COOLERFLOW valve to maintain scavenge air temperature within the working range.

    6. Check that there is no alarm signal in the system.

    Switching Over to In-Port Mode

    1. When in port, switch over to the upper chest UPPER CHEST.

    2. Switch the pump control mode to MANUAL.

    3. Stop the pump (PUMP 1, PUMP 2 in MANUAL mode).

    4. Start the auxiliary (port) pump AUX. PUMP.

    5. Shut the valves of the unused coolers.

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    Fuel Oil Supply System (FOS Page)

    Purpose

    The system is used to supply fuel from the service tank to the diesel high-pressurefuel pumps (HPFP). The system allows the main engine and the diesel-generators

    to be run on heavy fuel oil or diesel fuel oil. Fuel circulation in the system is providedby two pairs of electrically driven supply pumps operating in the Standby mode i.e.one pump operating, the other one being a stand-by.

    The fuel is supplied:

    Under a certain pressure that ensures HPFP priming;

    At a certain temperature that ensures viscosity of 10 to 15 cSt, necessaryfor proper fuel atomisation by the burner;

    Through the filter that ensures removal of particles greater than 50 m in orderto prevent abrasive wear and jam of high-precision components of the dieselfuel equipment.

    To make the heavy fuel less viscous, heating is provided: preliminary heating in theexpansion tank and the pipelines (steam trace heating); and final heating in the fuelpreheater.

    System Components

    See Fig. 4 for the system scheme realized in the simulator i.e. the system mnemonicdiagram.

    Fig. 4

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    The system includes the following components modelled by the simulator:

    Pipeline system as a hydrodynamic object;

    Tanks and pipelines as thermodynamic objects;

    HFO/DO service tanks, which are replenished by separators from the HFO settle

    tanks and the DO reserve tanks (see Fuel preparation system the FOT page).The service tank overflow pipe connects to the settle tank. The reserve tanks areprovided with taps in their lower parts, designed for draining sludge to the sludgetanks. The receiver pipe is located somewhat higher of the tank bottom to preventsludge entering the system. Therefore, there is always a dead stock of fuel in thetank, which cannot be pumped out. The tank dead stock can be removed throughthe sludge drain tap. The HFO tank and the connected pipelines are steam-heatedto reduce viscosity of the pumped fuel. The HFO/DO suction pipes are connectedwith the suction sides of the supply pump via a three-way plug valve (2/1), which isforeseen for switching ME to another fuel grade while running. There are similarvalves at each of the diesel-generator;

    Supply pumps 1 and 2 (one stand-by) create a pressure of at least 4 bar in the

    circulation system. These are electrically driven pumps of, usually, the gear typeor the screw type. The capacity of each pump covers the fuel consumption by thediesels. The constant pressure at the charging side is maintained by a bypass valve;

    The fuel preheater heats fuel up to the required temperature/viscosity. This is asteam heat exchanger of the shell-and-tube type. Fuel temperature is controlledafter heater with the aid of the steam supply valve. It can be performed manuallyor using the Viscosity Control temperature controller. The heating temperaturefor the required viscosity of 10 to 15 cSt is determined by the fuel grade;

    A duplex fuel filter for removal of particles greater than 50 m from fuel. Theclean filter pressure drop doesnt exceed 0.3 bar. When if becomes higher than0.5 bar, you should switch over to a clean section and then clean out the filter;

    The circulation system is completed by a return fuel tank equipped with anautomatic deaeration valve. The tank is located higher than the service one,its middle being at the level of the service tank top.

    Control Panel

    The upper part of the fuel supply system control panel contains the pump controlmodule (SUPPLY PUMPS). It includes:

    1. The PUMP 1 and PUMP 2 buttons for turning ON/OFF two supply pumps(one being a stand-by) that create a pressure of at least 4 bar at circulationpump inlets. The pumps have two control modes i.e. Manual and automatic.

    2. The switch of pump control mode with two positions: MANUAL and AUTOmode. The PUMP 1 and PUMP 2 buttons are active only in case the pumpcontrol mode switch is in the manual position. In AUTO mode, the automationsystem turns on the pump, when pressure in the system is low. First, it startspump 1, and if the system pressure doesnt rise, it will turn on pump 2. In AUTOmode the button for turning the pumps on/off are not active.

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    3. A pressure gauge showing pressure after the supply pumps.

    Fuel is supplied via a duplex fuel filter that ensures removal of particles greater than

    50 m. The filter condition is assessed by the pressure drop through it. The cleanfilter pressure drop doesnt exceed 0.3 bar. When if becomes higher than 0.5 bar,you should switch over to a clean section and then clean out the filter. The control

    panel has the FILTER switch for selection of filter sections 1 or 2, with positionindications 1 and 2, as well as analog/digital indicators of fuel pressure beforeHPFP ENGINE INLET, and of pressure drop through the filter FILTER DROP.

    Viscosity of the pumped heavy fuel is adjusted by heating: the preliminary one inthe service tank and the pipelines and the final one in the fuel preheater. Toprovide for these functions, there are following controls on the control panel:

    the TRACING button to turn ON the steam tsrace heating ofthe pipelines.

    the HEATING controller to regulate steam supply for heating heavy oil in

    the service tank (fuel temperature in the service tank is monitored by thetemperature indicator);

    the PREHEATER ON and PREHEATER BYPASS buttons for remotecontrol of the fuel preheater cut-off valve and the bypass valve:

    Fuel temperature after the preheater can be regulated by the valve of steam supplyto the fuel preheater. It is performed with the aid of the VISCOSITY CONTROL fuelviscosity module on the control panel, which includes:

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    1. MANUAL-AUTO mode switch of fuel viscosity control.

    2. HEATING controller used to control the steam supply valve in MANUAL mode.The 0 position of the controller corresponds means the preheater of OFF,while the 100 position corresponds to preheater maximum capacity.

    Current position of the HEATING controller is shown by the digital indicatorin the mnemonic diagram.

    3. The SET POINT rotating knob for setting a value of fuel temperature after theVISCOSITY CONTROL controller In AUTO mode.

    Fuel temperature is monitored by temperature indicators at the following points:

    Preheater Inlet before preheater;

    Preheater Outlet after preheater.

    The lower part of the control panel contains tap control buttons to drain sludge fromthe service tanks:

    DO DRAIN from the diesel fuel oil tank, and

    DRAIN (the HFO TANK module) from the heavy fuel oil tank.

    Fuel type selection for ME and two DGs is made using the HFOOFFDO three-

    way switches that remotely control the fuel receiving taps. The switch positionscorrespond to the following:

    HFO from the HFO service tank;

    OFF the tap is closed (the middle tap position);

    DO from the DO service tank.

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    The left-hand part of the screen page contains a mnemonic diagram, showingthe current state of system devices, and also:

    Level in DO/HFO service tanks (diesel oil and heavy fuel oil);

    Setting of the HEATING controller, for reduction of fuel viscosity;

    DO/FFO consumption, m3/h.

    Alarm Signals

    Pump Supp. Autostart automatic start of the stand-by supply pump by a low-

    pressure-after-pumps signal;

    Filter Dirty fouled filter, increased filter pressure drop;

    To HFO Tank high/low fuel temperature in the HFO service tank;

    To ME Inlet high/low temperature (viscosity) of fuel before ME;

    Low Press. ME Inlet low fuel pressure before ME;

    Level HFO Tank high/low fuel level in the heavy fuel oil service tank;

    Level DO Tank high/low fuel level in the diesel oil service tank.

    Protection System

    No protection system is foreseen for the prototype and neither is modelledby the simulator.

    System Faults Introduced by the Instructor

    Supply Pump 1 Breakdown emergency stop of supply pump 1;

    Supply Pump 2 Breakdown emergency stop of supply pump 2;

    Filter 1 Fouling fouling of filter 1, increase of pressure drop through it;

    Filter 2 Fouling fouling of fuel 2, increase of pressure drop through it;

    Temp. Controller Breakdown temperature controller failure;

    Preheater fouling fouling of unit.

    System Operation

    System Preparation and Putting in Operation

    1. Check the level in the DO service tank. Drain sludge (the DO DRAIN button).Fill up the tank, if necessary (the DO TRANSFER PUMP in the FOT system the START/STOP button).

    2. Check the level in the HFO service tank. Drain sludge (the DRAIN button).Fill up the tank, if necessary (SEPARATOR in the FOT system the START/STOP button).

    3. Check temperature in the heavy fuel service tank HFO TANK. Turn ON HFOTANK HEATING, if necessary.

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    4. Set switches of fuel type selection for ME and DGs to the required position:HFO-OFF-DO and AE1-AE2, respectively.

    5. When running on heavy fuel oil turn ON the heating of the fuel pipelines by theTRACING button.

    6. Start the supply pump (the PUMP 1 or PUMP 2 button of the SUPPLY PUMPSmodule, in MANUAL mode). Check its operation on the pressure gauge.

    7. Switch the pump control mode to AUTO.

    8. When running on heavy fuel oil, open the preheater valves (the PREHEATER ONbutton); if operating on diesel oil, open the bypass valve (the PREHEATERBYPASS button).

    9. Check fuel pressure before diesel (the ENGINE INLET pressure gauge).

    10. Check filter pressure drop (the FILTER DROP pressure gauge); change overto the filter stand-by section, if necessary.

    11. Switch to the MANUAL mode of thermostatic valve control.12. Use the HEATING controller to adjust fuel temperature before diesel (PREHEATER

    OUTLET).

    13. Check that there is no alarm signal in the system.

    Control Over System Operation

    1. After starting the diesel, switch to the AUTO mode of thermostatic valve control.

    2. Specify SET POINT for the temperature controller.

    3. Check fuel temperature before diesel.

    4. Check for correctness of temperature controller operation maintaining theproper temperature value.

    5. Check fuel pressure before diesel.

    6. Check pressure drop through the filter; change over to the stand-by section ofthe fuel, if necessary.

    7. Check the flow rate for the fuel from the service tanks.

    8. Check the level in the DO service tank. Drain sludge (the DO DRAIN button).Fill up the tank, if necessary (the DO TRANSFER PUMP in the FOT system the START/STOP button).

    9. Check the level in the HFO service tank. Drain the sludge (the DRAIN button).Fill up the tank, if necessary (SEPARATOR in the FOT system theSTART/STOP button).

    10. Check temperature in the heavy fuel service tank HFO TANK. Turn ON HFOTANK HEATING, if necessary.

    11. Check that there is no alarm signal in the system.

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    Switching Over to In-Port Mode

    1. If your stay in port is of short duration, you can continue to use the running modeof the FOS system for the purpose of being ready for operation on heavy fuel oil.

    2. Before a long-duration stay, change the system in due time to DO beforemanoeuvring.

    3. Switch to the MANUAL mode of thermostatic valve control.

    4. Set the fuel type selection switch HFOOFFDO of the main engine to the DOposition.

    5. Use the HEATING controller to gradually reduce fuel temperature before diesel(PREHEATER OUTLET).

    6. Check fuel pressure before diesel (the ENGINE INLET pressure gauge).

    7. Open the preheater bypass valve (the PREHEATER BYPASS button),close the preheater valves (the PREHEATER ON button).

    8. Turn ON the fuel pipeline heating using the TRACING button.

    9. After stopping the diesel, change control of the fuel-supply pumps to the MANUALmode; stop the pumps.

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    Fuel Oil Transfer System (FOT Page)

    Purpose

    The system is designed for fuel storage, settling, pumping, separating and directingto the diesel service tank.

    System Components

    See Fig. 5 for a system schematic diagram.

    Fig. 5

    See Fig. 6 for the system scheme realized in the simulator i.e. the system mnemonicdiagram.

    Fig. 6

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    The system includes the following components modelled by the simulator:

    Heavy fuel oil storage bunker. Equipped with steam heating coils;

    Diesel oil storage bunker;

    HFO pump for replenishment of fuel in the settling tank and for other fuel

    transfer operations. This is an electrically driven pump, of, usually, the gear typeor the screw type;

    DO transfer pump for replenishment of fuel in the DO service tank and for otherfuel transfer operations. This is an electrically driven pump, of, usually, the geartype or the screw type;

    HFO settling tank. It is replenished from the bunker by the HFO transfer pump.The settling tank overflow pipe connects to the spill fuel tank. The tap in thelower part of the settling tank is designed for draining sludge to the sludge tank.The settling tank is provided with steam heating coils. The fuel pipelines drainingto the tank are heated by steam to reduce viscosity of the pumped fuel;

    The fuel separators (please see page OFS) is designed for removal of water and

    mechanical particles from HFO fuel or DO fuel. Separation wastes are removedto the sludge tank;

    The spill tank is designed as an assurance against overfill of the settling/servicetanks. When it is overfilled, the fuel will run out through the air gosling onto thedeck (emergency situation). The fuel can be pumped out from the spill tank tothe settling tank;

    The sludge tank serves as a collector of separation waste, sludge and otherkinds of fouled fuel and oil.

    Control Panel

    The upper left part of this systems control panel contains control modules for heavy

    fuel oil transfer pumps HFO TRANSFER PUMP and diesel oil transfer pumps DO TRANSFER PUMP:

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    1. The HFO transfer pump is designed for replenishment of the settling tank andfor other fuel transfer operations. The pump is controlled by the START/STOPbutton, which turns ON/OFF the HFO pump. You can select the source, fromwhich fuel is to be transferred, i.e. the bunker or the spill tank, using the remote-controlled two-way valve. This valve can be controlled using the From Bunker From Spill Tank switch. To check the pressure on the suction side (SUCTION)

    and the discharge side (DISCHARGE) of the fuel transfer pump, two respectiveanalog/digital indicators are provided.

    2. The DO transfer pump is designed for replenishment of the DO service tank.The pump can be turned ON/OFF using the START/STOP button. To show thesuction/discharge pressure, two analog/digital pressure gauge are available:SUCTION and DISCHARGE.

    The lower part of the panel has:

    1. HFO BUNKER control module for the heavy fuel oil bunker:

    the HEATING controller of the tank heating control system(the controller setting is shown in the mnemonic diagram digitalindicator of the tank heater);

    fuel temperature indicator;

    the TRACING button for turning ON the pipeline heating, whichis required for normal transfer of heavy fuel oil.

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    2. The HFO SETTLE TANK control module for the heavy fuel oil settling tank:

    the HEATING controller of the tank heating control system (the controllersetting is shown in the mnemonic diagram digital indicator of the tank heater);

    fuel temperature indicator;

    the DRAIN button for control of the tap draining sludge from the settling tankto the sludge tank.

    3. The SEPARATOR SELECTIONS control module:

    the FUEL (DO HFO) switch for selection of fuel forseparation;

    the SUCTION (SERVICE SETTLE) switch forselection of separator suction direction (for HFO);

    the DISCHARGE (SERVICE SETTLE) switch forselection of separator discharge direction (for HFO).

    The left-hand part of the screen page contains a mnemonicdiagram of the system, showing the current state of systemdevices, fuel levels in tanks, as well as the statuses of theheating systems in the bunker, the HFO settling tank andthe separator.

    Alarm Signals High Level Spill Tank high level in the spill tank;

    High Level Sludge Tank high level in the sludge tank;

    Level HFO Sett. Tank low/high level in the HFO settling tank;

    To HFO Settl. Tank high/low fuel temperature in the HFO settling tank.

    Protection System

    No protection system is foreseen for the prototype and neither is modelledby the simulator.

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    System Faults Introduced by the Instructor

    Not provided for in the simulator for the given system.

    System Operation

    DO Service Tank Replenishment

    1. Start the DO TRANSFER PUMP to transfer diesel oil from the DO bunkerto the DO service tank (the START/STOP button).

    2. Check pump operation using the pressure gauges on the suction side (SUCTION)and the discharge side (DISCHARGE).

    3. Check the fuel level in the DO service tank.

    4. Stop the pump in time to prevent overflow.

    HFO Settling Tank Replenishment

    1. Turn ON the heating of the HFO bunker in due time to provide for its normaltransfer.

    2. Turn ON the heating of the fuel pipelines by the TRACING button.

    3. Set the HFO TRANSFER PUMP suction switch to the required position i.e.From Bunker or From Spill Tank.

    4. Start the HFO TRANSFER PUMP (the START/STOP button).

    5. Check pump operation using the pressure gauges on the suction side(SUCTION) and the discharge side (DISCHARGE).

    6. Check the level in the HFO settling tank.

    7. Stop the pump in time to prevent overflow.

    8. Turn ON the fuel pipeline heating using the TRACING button.

    HFO Service Tank Replenishment

    1. Turn ON the heating of the HFO settling tank in due time to provide for itsnormal transfer.

    2. Drain sludge.

    3. Set the separator suction switch (SUCTION) to the FROM SETTLE position.

    4. Set the separator discharge switch (DISCHARGE) to the TO SERVICE position.

    5. Turn ON the heating of the fuel to be treated.

    6. Start the separator(s) please see the page OFS.

    7. Check the fuel level in the HFO service tank and stop the separator in timeto prevent overflow.

    8. Turn OFF the heating of the separated fuel.

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    Oil and Fuel Separators (OFS Page)

    Purpose

    Before being used in the diesel engine, fuel and lubricating oil should be treated toremove water and solid particles from it. This is necessary for ensuring adequate fuel

    burning, decreasing fuel equipment wear and damage to the engine parts. To accomplishthis, along with filtering and settling, the centrifugal separation process is used.

    The centrifugal separator is used for separating two fluids (e.g. oil and water) or forseparating a liquid from solid particles (e.g. oil from metal inclusions, coke, etc.).

    Alfa-Laval separators have been chosen as prototype for simulation in general.The most essential and interesting functionality has been accentuated specially(for purposes of education and for training) and some generic separator has beenmodeled as a result.

    The separator can operate in two modes:

    Purification mode purification mode with the permanent removal of water from

    the separator bowl and with the regular removal (shooting off) of separated sludge.It is used for purifying fuel containing a large amount of water (> 1%);

    Clarification mode clarification/refining mode with the regular removal(shooting off) of separated solid particles (sludge) and small amount of waterfrom the separator bowl.

    The separator can operate in manual and automatic modes. Some automaticoperations are applied in the manual mode.

    In the simulator, the separator operation can only be started manually.

    Automatic separator operation mode ensures proper purification of a product,provided automatics parameters are correctly chosen and separators are turned

    on n the optimum manner.

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    System Components

    The system block diagram is shown in Fig. 7:

    Fig. 7

    The block diagram of the system implemented in the simulator is presented on the

    mnemonic diagram shown in Fig. 8:

    Fig. 8

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    The system includes the following components which are modelled in the simulator:

    Three separators. Separators 1 and 2 are used for the fuel oil purification (separation)or clarification for choice. Separator 3 is used for the clarification/refinement oflubricating oil. It is possible to combine operation of separators 1 and 2 by turningthem on, one by one or in twos, in parallel or serially in different service modes

    (purification or clarification) depending on the condition (quality) of the fuel to bepurified. The separator has a separator bowl which separates the fuel or lubricatingoil from admixtures by centrifuging. The separator bowl is rotated by an electric motorvia a belt transmission (the rate of revolutions is up to 10000 min

    -1). Fed to the

    separator is operating water, closing water, opening water and the product to bepurified. Released from the separator is the purified product, water and sludge withsome amount of water separated from the product;

    Pipelines for feeding the product to and removing the product from the separator.Pipelines are fitted out with necessary valves and pumps. Feed pumps ensure theproduct circulation in the system;

    Pipelines of unlocking, locking and operating water. The pipelines are fitted out

    with necessary valves; Steam heaters for the product to be separated and operating water. These

    are intended for ensuring the necessary viscosity of the product to be separatedand aintaining the required water temperature in the system;

    Control unit with the automatics equipment fitted out with the monitoring and controlpanel.

    Control Panel

    The top part of the control panel incorporates controls for the system as a whole:

    CONTROL AIR pressure gauge to show the compressed control air pressure;

    OPERATING WATER pressure gauge to show the operating water pressure;

    WATER ON button to open the valve for feeding operating water

    in the system;

    OPEN WATER button to open the valve for feeding opening waterin the system;

    CLOSING WATER button to open the valve for feeding closingwater in the system;

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    Operating mode switch for separators 1 and 2. It has two positions: PARALLELand IN SERIES. It controls a closing (three-way) valve and allows the separatorsto work in series or in parallel;

    TO SEP. 2 button to open the valve for feeding the product to bepurified direct to separator 2 in parallel mode.

    To select separator 1 or 2 or 3, use the tabs:

    Arranged below is the selected separator monitoring and control units:

    POWER on/off indicator;

    Separator START button;

    Separator STOP button;

    Separator EMERGENCY STOP button;

    DISCHARGE button for turning on the separator drain mode (in AUTO mode);

    BRAKE button for stopping the separator;

    Separator PURIFICATION and CLARIFICATION oper. mode buttons(for separators 1 and 2);

    Separator AUTO-MANUAL mode switch;

    Separator bowl R.P.M. indicator;

    WATER CONTENTS, % INLET display showing the water per cent contentin the product at the separator inlet, and at the outlet WATER CONTENTS, %OUTLET display;

    IMPURITY, ppm INLET display showing the content of solid particles in productat the separator inlet, and at the outlet IMPURITY, ppm OUTLET.

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    The come:

    Group of controls of back pressure at the side of the purified product outlet fromthe separator:

    BACK PRESSURE gauge;

    SET POINT, bar back pressure controller.

    Control group for product supply to the separator:

    FEED PUMP pressure gauge showing product pressure after the feed pump; ON button for start of Feed pump;

    FUEL INLET pushbutton for opening product supply to the cleaning system;

    FLOW controller for adjustment product supply to the separator.

    Separator water control and sludge drain control group:

    OPER. WATER button to open operating water feed valve to the separator(in the event of separator start and wash in MANUAL mode, refilling ofseparator bowl, with the supply of water for the lubricating oil clarification);

    SEPARATOR/OPEN button to open separator opening water supply valve(in MANUAL mode) and separator status OPEN indicator;

    SEPARATOR/CLOSE button to open separator closing water supply valve(in MANUAL mode) and separator status CLOSE indicator;

    TIME, min setter used in draining sludge from the separator by timein automatic mode.

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    TEMPERATURE CONTROL group for the control of the product heating:

    HEATING button to open the valve feeding steam to the product and water heaters;

    SET POINT,oC product temperature controller;

    Temperature gauge showing the temperature of the product at the heateroutlet/separator inlet.

    Heating of water is turned on simultaneously with the heating of the product.In addition to the indicators arranged on the control panel, there are also someindicators on the system mnemonic diagram.

    The mnemonic diagram has indicators of:

    Separator drive operation;

    Status of valves and solenoids;

    Output of purified product, water, sludge;

    Level in operating water tank;

    Feeding of steam to the heaters.

    Alarms

    High Water Level separator overfilled with water (for Separators 1, 2 and 3);

    Low Inlet To

    low product temperature at the separator inlet(for Separators 1, 2 and 3);

    High Vibration high vibration level of the separator bowl (for Separators 1, 2 and 3);

    Low Back Pressure low pressure at the separator outlet (for Separators 1, 2 and 3);

    Waterlock Break break of the waterlock in the separator bowl(for Separators 1 and 2);

    Dry Fuel low water content in the fuel at the separator inlet (for Separators 1 and 2).

    Safety System

    Closing of product output line in case of high water contents, waterlock break andlow back pressure (in AUTO mode only).

    System Faults Entered by the Instructor

    Separator drive breakdown (for Separators 1, 2 and 3);

    Separator bowl fouling high vibration (for Separators 1, 2 and 3);

    Waterlock break (for Separators 1 and 2);

    Pressostat fault (for Separators 1, 2 and 3);

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    Closing Water solenoid valve fault (for Separators 1, 2 and 3);

    Opening Water solenoid valve fault (for Separators 1, 2 and 3);

    High water contents high water level in product (5% in Service HFOand DO tanks);

    Medium water contents medium water level in product (3%);

    High impurity contents high level of mechanical admixtures in product(10000 ppm).

    System Operation

    Separators 1 and 2 in the simulator are intended for the fuel purificationor clarification, if necessary.

    Separator 3 in the simulator is intended for the clarification of the lubricating oil.

    Separators 1 and 2 can operate:

    In parallel in this case both separators operate separately;

    In series in this case, e.g. separator 1 operates in the purification mode,whereas separator 2 operates in clarification mode (for example).

    Serial or parallel operation of separators is enabled by the pipeline valve whichopens the supply of non-purified fuel oil in separator 2 (TO SEP. 2 button) andthree-way valve at the outlet from separator 1 (PARALLEL IN SERIES switch).

    Before starting the separator(s), it is necessary to supply operating water inthe system (WATER ON) and open supply of opening and closing water inthe separators (OPEN WATER and CLOSING WATER buttons).

    Starting the Separator

    1. In the simulator, the separator is started in the manual control mode:AUTO-MANUAL switch is in MANUAL position.

    2. Select the separator operating mode: Purification or Clarification buttons.

    3. Check the separator Brake BRAKE button must be off.

    4. Open WATER ON valve.

    5. Lock the bowl. Feed the closing water CLOSE button. Check the statusof the OPEN button (must be off).

    6. Start the separator drive electric motor (START button). Check that the separatorbowl develops its rated revolutions (about 10000 rpm). As this is done, the bowl isopened, and the remains of water, product and sludge are removed from it.

    7. Open FUEL INLET valve.

    8. Turn on the pump for supplying the product to the separator (FEED PUMP buttonis on). As this is done, FLOW valve feeding fuel to the separator is closed.

    9. Turn on the heating (HEATING button) and set the required producttemperature (SET POINT,

    oC controller).

    10. Supply the operating water for water lock OPER. WATER button and thebowl is filled with water until the water appears in the indicator (peep-hole)in the water drain line.

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    11. The separator bowl is filled with fuel - FLOW valve opens slowly to supplythe product to the separator (check the required fuel temperature before). Theproduct pressure at the separator outlet (BACK PRESSURE) is controlled withthe aid of SET POINT, bar controller. If the waterlock is broken because of thehigh back pressure, it is necessary to reduce the back pressure by 0,5-1 barsand/or to decrease the fuel feed. Safety solenoid valve is opened if back

    pressure more than 1 bar and closed if back pressure less then 0,8 bar orin emergency, if sludge or water will appeared in separator outlet (productdischarge line). Back pressure regulator especially significant in manual mode.In automatic mode, WATER DRAIN valve is closed, if water level in bowl isreduced. Use AUTO-MANUAL switch to switch the separator to AUTO mode.

    12. Set the time of removing the sludge from the separator bowl the time is set byusing TIME, min controller (in AUTO mode).

    13. Check the separation quality water content in the product before/after theseparator or the content of solid particles. Its simulated by WATER CONTENTS,% INLET/OUTLET and IMPURITY, ppm INLET/OUTLET displays.

    14. Check the separator operating parameters by using the indicators on the controlpanels.

    Separator Washing

    1. The separator operates in AUTO mode.

    2. Empty the bowl (DISCHARGE button).

    3. Switch the separator to MANUAL mode.

    4. Supply closing water CLOSE button.

    5. Supply operating water OPER. WATER button. The bowl is filled with waterand is washed.

    6. Empty the bowl. Operations can be repeated several times depending on howdirty the separator is.

    Stopping the Separator

    1. The separator operates in AUTO mode.

    2. Empty the bowl (DISCHARGE button).

    3. Switch the separator to MANUAL mode.

    4. Cut the water supply to the separator.

    5. Stop the separator drive electric motor (STOP button).

    6. Brake the separator (BRAKE button).

    7. In emergencies, use EMERGENCY STOP button.

    Specific Features of Separator Operation in Clarification Mode

    In the case of product clarification, the sludge and remains of water are removed atregular intervals rather than constantly. The sludge is removed either when some amountof it is accumulated in the bowl (by level) or over a certain time interval (by timer).

    In the separation of lubricating oil, hot operating water used for clarifying the lub.Oil it is deoxidation in MANUAL control mode.

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    System of Circulation Lubrication and Piston Cooling (LO Page)

    Purpose

    The system is designed for lubrication of friction couples and cooling of dieselpistons. Lube oil of certain temperature is supplied under certain pressure to

    circulation lubrication points, from where it drains to the crankcase oil pan andfurther on to the circulation oil tank under the diesel. Part of lube oil is directed tocooling the pistons, from where it drains to the crankcase oil pan too. The separatesub-system is designed for lubrication of cylinder head valve drives (valve rockers).

    Thus, the system page includes two sub-systems:

    Circulation lubrication of ME bearings and piston cooling (Main Circulation

    System). The devices and mechanisms of the main system are in the right-handpart of the mnemonic diagram, while the controls/indicators thereof are locatedin the upper part of the control panel;

    Valve Rockers Lubricating Oil System. Components of the system are presentedin the left-hand part of the mnemonic diagram, while the controls/indicators

    thereof are in the lower part of the control panel.

    System Components

    See Fig. 9 for the system scheme realized in the simulator i.e. the system mnemonicdiagram.

    Fig. 9

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