Machineries operating principle and structures vary depending on the system design
and usage of each machine.
7.1 Main Engine (Diesel Engine)
The main plant in the engine room and nowadays in big ships employing a diesel
engine plant uses a typical 2-stroke cycle internal combustion engine. They are
commonly classified as slow speed engines for marine used. A 2-stroke cycle engine is an engine employing one revolution of crankshaft and two
stroke of the piston to complete a cycle. According to “Otto cycle” law, there are four stages (intake, compression, power,and exhaust) required to
complete one cycle. In two stroke cycle engine, there are only two stroke of the piston to complete these four stages in one cycle and they are the power stroke and the compression stroke. At the top of the cylinder are exhaust valve and fuel injector. The piston is of cross head type, and can act as the intake valve.
At the bottom of the piston's travel, the piston uncovers the ports for air intake. The intake air is pressurized by a turbocharger or a blower. At the
bottom of the crankcase is the sump tank where oil is stored. The timing diagram at the next page is showing the series of action in a two-stroke cycle
engine during one revolution of the crankshaft. In a two stroke cycle engine, each piston stroke (up & down stroke) is covering the series of action requires to impart power output.
In the beginning of the compression stroke and end of combustion (power) stroke,
the intake and the exhaust events is taking place to accomplished the four required
actions (intake, compression, power and exhaust) in order to have complete
combustions.
7.1.1 Structure of 2-Stroke Diesel Engine (Main Engine)
a. Cylinder Cover
A cylinder cover is provided at all cylinder of a diesel engine to serve as
inspection opening of the cylinder liner and to hold various fittings that are
necessary for the operation such as the exhaust valve, fuel oil injection valve,
starting air valve, cylinder safety valve and the indicator cock.
Cooling water space is provided where the jacket cooling water is running from
the cylinder liner up to the exhaust valve and to the outlet pipe to maintain the
proper temperature of the parts
b. Exhaust Valve
The exhaust valve is provided to release the excess gases from the combustion
space after the combustion takes place. The valve opens by adjusting the
mechanical lobe at the camshaft or by an electronically timed module and close
by an air spring at predetermined timing.
c. Fuel Oil Injection Valve
To obtain complete combustion, intimate mixing of air and fuel is necessary inside
the combustion chamber. The fuel oil injection valve is provided to inject finely
mist spray of fuel oil at a predetermined timing. To achieve this, the fuel oil is supplied to the injection valve of each cylinder by the fuel pump which is timed to
deliver the correct quantity of oil when required. The valve is heal on its seating
by means of a spring, and opens when the pressure of the fuel oil acting on the
annular area formed by the enlargement of the valve stem is sufficient to
overcome the spring pressure. The valve spring can be adjusted so that the valve
opens at a predetermined pressure.
d. Cylinder Safety Valve
Cylinder safety valve is fitted to the cylinder covers to release excess gas
pressure to the combustion chamber when over pressure exist. The valve is force
by a helical spring into the seat and will open when the cylinder pressure exceeds
the set spring pressure during combustion process.
e. Indicator Valve
The indicator valve is one of the fittings of the cylinder head where power
diagrams, compression pressure and maximum pressure of combustion can be
taken
f. Starting Air Valve
Starting air valve is used to open or close for the supply of starting air to each
cylinder at a predetermined timing during starting operation. The valve is held by
spring to be seated close and will only opens when a signal coming from the
starting air distributor is distributed to each starting valve actuator. The opening of the starting valve is only happens when starting and must be kept closed when the diesel engine is in operation.
g. Fuel Injection Pump
The fuel injection pump provides sufficient quantity and pressure of fuel oil to the
fuel injection valve at a predetermined timing. The reciprocating action of the
plunger to the pump barrel creates sufficient pressure and quantity to be injected,
and is adjusted by the throttling movement of the barrel opening provided by the
pump rack connected to the governing device (See Fig.7.1.1-8 Fuel Injection
Pump).
h. Piston and Cylinder Liner
Piston and cylinder liner is the integral part of any diesel engine. The piston is
composed of the piston crown and the piston skirt, the piston crown is provided
with ring grooves for the insertion of the piston rings and the top part is in
concave shape for reducing the combustion turbulence in the combustion
chamber .
The cylinder liner is where the piston is moving up and down to carry out the
cycle of events for combustion, made of forge steel and provided with cooling
jacket. Lubrication between the piston rings and the cylinder liner is provided by the nonreturn valves fitted in the cylinder liner circumference from cylinder lubricator
pumps.
I. Crosshead with Connecting Rod
The crosshead and the connecting rod are connecting the piston from the
crankshaft thru a piston rod. The crosshead is provided with two guide shoes
fitted on the crosshead end, and is designed as bearing journal where the
crosshead bearing is fitted.
The connecting rod where the crosshead is fitted is provided with crankpin
bearing and connected to the crankshaft to provide reciprocating motions to the
piston .
j. Crankshaft and Turning Gear
The crankshaft is either of the semi-built type, where the parts are shrunk
together or a one piece forging. The crankshaft transmits the reciprocating motion
of the piston to rotary motion of the propeller shaft. It is supported by the main
bearings and provided with a chain wheel for the camshaft drive and a turning
wheel. The lubrications are provided via a main lubricating oil pipe that branches
off to the individual bearings and the lubrication for the crankpin is supplied from
the crossheads through bores in the connecting rod .
The turning gear is provided at the aft end part of the engine and used to rotate
the crankshaft via the flywheel. It is composed of electric motor, reduction gear and a gear. When the engine is to be prepared for operation, turning of crankshaft is necessary to prime the lubrication point of the bearings and parts. Turning of crankshaft by turning gear is normally carried out before and after usage of diesel engine for about 30 minutes and cylinder lubrications must be manually supplied by rotating the manual handle of the cylinder lubricator for
about 50 times.
k. Electronic Governor
Electronic governor is one of the governing devices of a diesel engine to create a
smooth running operation by adjusting the amount of fuel oil to be injected in the
combustion chamber and to cut the fuel oil when an abnormality signal has
received from various detecting unit such as the lube oil pressure switch, oil mist
detector, etc. the speed of the engine is being controlled
by the control unit, in which the controller serves to compare the rotating speed
commanded, with the actual engine speed detected by the pulse generator,
execute the PID calculation for the deviation to control the actuator connected to
the fuel pump, and further adjust the amount of fuel supplied to the engine using
the linkage so that the deviation in speed can be eliminated.
l. Cylinder Lubricator
The engine is equipped with mechanically or electronically controlled cylinder
lubricators for lubrication of the running surface of liners and piston rings.
The camshaft is driving the gears of the mechanical controlled cylinder lubricators
and a separate prime movers or device is used when a electronically cylinder
lubricators are attached to an engine.
m. Turbocharger
A turbocharger is consists of a turbine and a compressor linked by a shaft and
supported by bearings at the center of the casing. The turbine inlet receives
exhaust gases from the engine exhaust manifold causing the turbine wheel to
rotate. This rotation drives the compressor, taking and compressing ambient air,
and delivering it to the air intake manifold.
The air that is delivering by the compressor is at high pressure, resulting to a
good mixture of fuel and air which is necessary for good combustion.
n. Auxiliary Blowers
Auxiliary blowers run by an electric motors are providing scavenging air at initial
starting and running at low load operation of the main engine. When the main
engine is running at its normal speed, the scavenging air requirements for
combustion process is provided by an attached turbochargers at the exhaust
outlet side. Numbers of auxiliary blowers and turbochargers are depending on the
size of an engine.
o. Air Cooler
Air cooler is a heat exchanger provided to a diesel engine to cool the air which is
being supplied by the turbocharger. Since ambient air is compressed to higher
pressure by the turbocharger, its temperature increases and cools down by the
air cooler to suitable temperature and increase its density for the combustion of
the diesel engine.
p. Oil Mist Detector
Oil mist detector is one of the safety device of a diesel engine where overheating
of bearings inside the crankcase is being detected through mist detection.
7.1.2 Operation Procedures (Reference B&W 50~98MC, MC-C engines)
a. Preparation Prior Starting
i. Air system
Make sure that the air system has been properly checked and precautionary
measures have been applied as follows:
a. Drain the air reservoir for possible accumulation of waters, etc. and operate the
air drier if applicable, at all times.
b. Pressurized the air system and make sure that the specified pressures are
attained (starting system: min. 1.6 MPa & max. 2.5 MPa & control air system
0.5~0.7 MPa). The above values are reference only and should confirmed to
actual engine parameter lists.
c. Pressurized the air system to the pneumatic exhaust valves. The air that is being
supplied in the exhaust valves are used for closing the valves and is commonly
called the “spring air”. Make sure to operate this system prior operating the
lubrication oil service system to avoid malfunction of the exhaust valves.
ii. Lube oil System
In normal cases this system is continuously operating and keeping the main
engine parts suitably lubricated. When the system has been stopped, the
following checks and confirmation should be done:
a. Make sure that the “spring air” supply for the exhaust valve is already operating.
Start the L.O. pump for the lubrication oil system and see to it that operating
pressures at various parts of the engine is at specified condition.
b. Start the exhaust valve oil operating system, turbocharger lubrication oil system
(if applicable), and check the cylinder oil lubrication system. Make sure that
pressure, temperature and flow are within the specified condition.
c. Carry out manual operation of the cylinder lubricators and see to it that lube oil
flow is established.
iii. Cooling Water System
a. Start the cooling fresh water pump, check the pressure is at specified condition
and no leakage has been observed.
b. Start the pre-heater system for the jacket cooling fresh water and adjust the
cooling water temperature to preferably 50oC. In all cases the jacket cooling fresh
water temperature is maintained to a little higher than to 50oC temperature when
the main engine is in idle condition. In exceptional cases, the main engine should
not be operated with the cooling water temperature is below 20oC.
iv. Turning of the Main Engine
When the operation of the air system, lubrication oil system and cooling fresh
water system has already been established, turning of main engine should be
conducted. This is must be carried out to prevent damage to engine parts caused
by fluids in one of the cylinders and to check the reversing mechanism. Turning
procedure should be by the following:
a. Inform and ask permission to the bridge for turning of the main engine.
b. Make sure to check that all indicator cocks are “open” in the individual cylinder.
c. Supply some amount of cylinder oil to the cylinder liner;
In electronically controlled cylinder lubricator push the “Pre-Lub” button at the
control panel.
For mechanical cylinder lubricator, rotate the cylinder lubricator handle for each
cylinder (if individual) or for the main lubricator for about 50 times and see to it
that oil flow has been established.
d. Engage the turning gear device, see to it that the gear and flywheel are properly
engaged and the turning gear “Engage” lamp is lit. Run the turning gear motor for
about 30 minutes (or at least one complete turn of the crankshaft) and observed
the indicator cocks of any fluid flows out during this procedure.
e. When turning has been completed, disengage the turning gear device and make
sure that the gear and flywheel meshing teeth are free and the indicator lamp
“disengage” is lit.
v. Fuel Oil System
At normal condition, the fuel oil system is already under operating condition. The
fuel oil temperature should be maintained at the specified temperature under
engine maker’s recommendation to avoid troubles at all times. For preheating of
Heavy Fuel Oil.
a. Preheating to be considered the maximum limit of 150oC, as too high temperature
of fuel oil will affect the fuel oil injection pump parts such as o-ring, seal, etc.
b. Fuel oil viscosity at the inlet of the engine should be maintained between 10~15
cSt.
c. Generally, minimum fuel oil pumping temperature from the storage tank to settling
tank is 45oC, the optimum separation temperature at the purifier is about 98oC
and heating is required at the settling tank between 70~80oC to optimize
gravitational separation of sediments.
d. Draining of settling and service tank occasionally should be considered to remove
waters and other impurities into the fuel oil.
In exceptional cases, diesel oil is used for starting until the minimum load and
temperature for change-over to fuel oil is reach especially when the fuel injection
pump has been newly overhauled, unavailability of heating system, etc. The
diesel oil temperature should also be maintain to about 45oC when is being used
to the main engine.
vi. Ready for Try-Engine
If all of the above condition has been met, try-engine can be done, with C/E
approval, inform the bridge that the main engine is ready and ask permission to
carry out try engine. When approval has been given, starting operation
procedures can be carried out.
b. Starting/Stopping Operations:
The starting operations of the main engine can be done in different location as
provided in accordance to the design of engine control system.
For most vessels, the following location is applicable for main plant (main engine)
control position:
i Remote control from control room
ii. Remote control from the bridge (optional)
iii. Emergency Control
Control location plays a significant role for accessibility and ease up of operation
control for personnel especially with the newly built and large vessel. Personnel
require greater understanding of the instrumentation control processes and
familiarity of the operation and function of various devices.
a. Operation at the Remote Control Room
At any instant that the main engine is to be used before and after idle condition,
air running and try engine should be suitably carried out after any preparation.
This procedure is to ensure that no troubles may occur to the main engine while
the vessel is in entering/leaving harbor operation. The following procedures
should be followed:
i. Make sure that the control selector in the local panel is selected to “Remote”
position.
ii. Make sure that the turning gear has been disengaged and the “disengage” lamp
indicator is lit.
iii. Open the starting air stop valve at the main air reservoir tank and make the two air compressors ready for starting. If additional generator is required for the main engine operation, start another D/G engine and engage the generator.
iv. Auxiliary blowers can be operated manually or automatically.
v. Station all personnel available at each station, inform them and the bridge that air running/try engine should be carried out.
vi. Carry out air running by putting the engine telegraph handle to start position for about 2~3 seconds then return back to stop position. Be cautious in doing this
procedure as putting the telegraph handle into start position for a long time will
drained out air in the reservoir tank.
vii. When air running has been completed and no abnormality has been observed to
the engine, the indicator valve should be closed and fuel running can be done.
viii. Carry out fuel running by putting the revering handle to “Ahead” position if the control is separate from the telegraph handle and telegraph handle to start
position for about 3 seconds or when the propeller revolution has came to a
minimum point for fuel running, move up the fuel handle to the specified position
(dead slow ahead position) and fuel running of main engine shall follow.
Precautionary measure shall be taken when the vessel is still moored that her
movement shall not exceed to more than a meter so as not to affect the lines
holding the ship from the shore. Move back the telegraph handle to stop position
immediately when the revolution of the engine has come to fuel running and main
engine revolution shall come to stop condition. The personnel at local station
shall observe the condition of the main engine while trying engine and coordinate
the observations to the control room. Any abnormalities should be rectified
accordingly. Repeat the procedure for fuel running at “Astern” condition. When
ahead and astern try engine has been completed, main engine is now ready for
use and to kept on stand-by condition.
b. Operation at the Emergency Control
In the event that any breakdown of the remote control equipments (pneumatic
maneuvering system, the governor, or electronics), the main engine can be
operated from the emergency console at the engine side. The following
procedure shall be followed when operation at the emergency control is
inevitable:
i. Turn the handle “A” anti-clockwise to free the regulating handwheel ”B”.
ii. Pit the Blocking arm in emergency position.
iii. Turn the hand wheel ”B” to move to the innermost lever of the change-over
mechanism “C” to a position where the impact hand wheel “P” is able to enter the
tapered slots in both levers. Quickly, turn the impact hand wheel “P” anticlockwise,
this will cause disconnection of the governor and connection of the
regulating hand wheel “B” to the fuel pumps.
iv. Change the position of the valve (100) from Normal to Emergency. Air supply is
led to the valves of the maneuvering system for emergency running.
v. Check that valve (105), which is the “telegraph handle” of the emergency control
system, is in the required position.
vi. Engine is now ready to start.
7.1.3 Electronically Controlled Engine
a. Development of the ME-engine
1991 Start of Intelligent Engine Project
1993 4T50MX equipped with Electronic Engine Control equipment
1997 4T50MX with 2nd generation control equipment
1997/98 Design - Production - Installation of mechanical/hydraulic
components for service test on M/T "Bow Cecil"
1997/98 Design and implementation of governor functionality, and service
test onboard ”Shanghai Express”
1998/2000 Design - Production - Test - Installation of Engine Control
System on M/T ”Bow Cecil”
2000 Start of service test on M/T ”Bow Cecil”
2003 First production engine
b. Difference between ME engine and Conventional engine
The specific characteristics of electronically control engine are:
i. Economical on fuel
ii. Environment-friendly (less Nox, Sox, CO2)
iii. Easy on firing up
c. Control Network
The Engine Control System (ECS) consists of a set of controllers and formative
control network with MOP, see Fig. 7.1.3-2 Engine Control System Diagram.
Briefly described, the functions of the controllers are:
EICU Engine Interface Control Units handle the interface to external systems.
ECU Engine Control Units perform the engine control functions:
Engine speed, running mode and start sequence. CCU Cylinder Control Units control the FIVA valves and the starting air valves. ACU Aux. Control Units control the pumps of HPS unit and auxiliary blowers.
MOP Main Operating Panel that is engineers’ interface to the ECS.
i. Engine Control System (ECS)
In the following an example of how the control units of the ECS work together
during normal operation is described.
ii. Engine Interface Control Unit (EICU
） EICU is installed in engine control room. It is duplicate unit as EICU-A and EICUB. Based on remote control system signal, EICU controls required rpm and
running direction of main engine.
iii. Engine Control Unit (ECU)
ECU is also installed in engine control room. When ECU-A is working, ECU-B is
always standing by for the failure of ECU-A. ECU’s main function is calculating
quantity of fuel injection and injection timing to control main engine rpm. Fuel
injection timing is controlled by tachometer function which detects crank angle.
iv. Cylinder Control Unit (CCU)
Each CCU is installed near each cylinder. CCU controls the signal of FIVA (Fuel
Injection Valve Actuation), Cylinder Lubricator, and Starting Air Pilot Valve. CCU
controls timing of starting of fuel injection, quantity of fuel injection by signal fromECU.
v. Auxiliary Control Unit (ACU)
ACU is installed near main engine. ACU controls No.1 & 2 electric driven
hydraulic pump and No.1, 2, and 3 engine driven hydraulic pump, and Auxiliary
blowers.
vi. Main Operating Panel (MOP)
MOP touch screen is slotted into control console in engine control room. Through
MOP engineers can execute engine commands, adjust engine parameters, select
running modes, and observe status of the control system.
MOP-A type has no ordinary keyboard or mouse. Both may optionally be
equipped; a trackball replaces typically the mouse. A keyboard is essentially not
required during normal engine operation and a virtual keyboard is displayed in
case textual input (e.g. password) is needed.
MOP-B type is based on standard PC technology, and with a keyboard, mouse
and CD-ROM drive.
d. Outline of ME Engine Control
i. Tachometer System
The crankshaft position sensors, detected trigger and marker ring are the
mechanical parts of the tachometer system. The tachometer system is used for
measuring the actual engine speed and synchronizing the control events in
relation to the crankshaft position. Angle encoder consists two semi-circular
marking rings (half round) and two trigger rings (360 teeth, one tooth is one deg.).
There are two sets of angle encoders jointed in front of crankshaft. One marker
ring is mounted on the turning wheel.
ii. Engine Driven Pump and Electric Start-up Pump
HPS (Hydraulic Power Supply) consists of two
electric start-up pump (Axial Piston Pump) and five
engine driven pumps. A start-up pump establishes
hydraulic oil pressure 175bar and stopped at M/E
15% MCR rpm after M/E started. After stopped, the
start-up pump, hydraulic pressure down to 165 bar.
No.4 &5 driven pump set full swash position during
engine have been running.
All engine driven pumps are connected with the stepup
gear through the high friction disc. If strong stress
occurred on the shafts (in case of pump damaged),
the high friction disc have been broken and protect
the gears and chains.
When M/E rotation changes from ahead to astern, the suction and delivery ports
of the pump don’t change. It is because swash plate moves from + to – position.
iii. Hydraulic Cylinder Unit (HCU)
The HCU, of which there is one per cylinder, consists of Fuel Oil Pressure
Booster, Exhaust Valve Actuator, Hydraulic Lubricator and Accumulators. Each
individual HCU is interconnected by double-wall piping, through which the hydraulic oil is led. One common FIVA （Fuel Injection Valve Actuation ）
valve controlling both exhaust valve activation and fuel oil injection.
iv. Fuel Oil Pressure Booster
When a fuel pump is at injection
timing, the CCU sent the signal to the
FIVA. Then, hydraulic oil runs through the FIVA for supplying to fuel booster. The
hydraulic piston of the fuel booster upturn, and plunger of fuel pump upturned
and the pressure reached about 750 bars. The fuel pressure reached to the fuel
valve injection pressure, the high-pressure fuel oil will be injected.
Fuel injection quantity is set by M/E load (rpm). FIVA controls fuel injection
quantity by hydraulic oil release timing.
After injection, fuel pump pressure goes down to about 8 bars, the fuel pump
suction valve opens and fresh fuel oil will be supplied into the plunger top.
Then, the plunger pushes down to bottom of stroke.
v. Exhaust Valve Booster
When an exhaust valve is at open timing, the CCU sent the control signal to
FIVA. Then, hydraulic oil runs through the FIVA for supplying oil to the hydraulic
unit of exhaust valve. When the actuator piston of hydraulic unit for exhaust valve
starts to upturn, the exhaust valve starts to open too. When the crank angle is at
the close timing of exhaust valve, the CCU sent the signal to FIVA again.
The FIVA releases the hydraulic oil from lower space of actuator piston of
exhaust valve to L.O. sump tank. Then, exhaust valve spindle returns to close
position by spring air.
The exhaust valve lift, detect by measuring cone on the E/V spindle and contact
less sensor.
If an exhaust valve lift sensor damaged, removed the lift sensor and we can run
engine by the standard curve.
vi. FIVA (Fuel Injection Valve Actuation) Valve
Engine driven pump generates hydraulic oil pressure, and the pressurized hydraulic oil sent to HCU(Hydraulic Cylinder Unit). HCU consists of hydraulic oil distributor block with pressure accumulator, exhaust valve actuator, fuel oil pressure booster, and cylinder lubricator. The piston of FIVA valve has two kinds of control. One is for fuel oil pump, the other is for exhaust valve. The control (function) is divided at the middle of the piston stroke. The upper side is for F.O pump moving and the lower side is for exhaust valve moving. Quantity of fuel oil injection depends on M/E load (rpm).
It is controlled by the piston stroke of F.O pump. When rpm of M/E is low, the stroke is low. Vice versa, high rpm is high stroke. However, the piston stroke of exhaust valve keeps full stroke all the time . We can confirm the FIVA valve piston movement from inspection hole on the nFIVA body. Open the hexagon plug, and you’ll find the connection flange of FIVA piston and synchronized motor.
vii. Cylinder Lubricator
The ME engine has the advantage of an integrated ALPHA lubrication system which utilizes the hydraulic oil as the medium for activation of the main piston in the lubricators. In this way, an individual oil pump and control station are not necessary. The signal to solenoid valve of lubricator comes from CCU. Hydraulic oil flows into the actuator piston when solenoid valve activates. Actuator piston connects with the injection plunger of cylinder. The pressurized cylinder oil is supplies inside the cylinder liner by pushing of injection nozzles. Inductive proximity sensor for feedback signal detects the actuator piston movement. And the level switch detects cylinder oil flow. The initial feed rate can be adjusted by the plunger stroke adjusting screw.
e. Operation Procedures
i. Procedures for Entering Port
1 Hour Notice: Start of Double Watch
Carry out marine-grit cleaning
Set Exhaust Gas Economizer (EGE) soot blow switch from "Auto" to "Remote",
and carry out soot blow.
Carry out firing test of Aux. Boiler
Stop F.W. Generator and record flowmeter.
Change sea chest and MGPS from "Low" to "High".
Discharge drain of both air reservoirs.
Open main starting air valve of stand-by (S/B) air reservoir for parallel use.
Discharge drain of starting air and control air line.
Discharge drain of Diesel Generator (D/G) engine starting air line.
Start additional D/G engine.
Report to the Bridge that reducing Main Engine (M/E) rpm is ready.
End of Sea Passage (EOP)
Record flowmeter and counter.
Start Reducing M/E RPM
Adjust (Decrease) M/E Fuel Oil (F.O.) header pressure.
Adjust M/E Air Cooler (A/C) air outlet temp if required.
Reduce Turbo Generator (T/G) load in order the steam pressure to decrease
slowly.
Confirm that Aux. Boiler start firing.
Change Power Management System (PMS) mode to Proportional (PROP).
*** Change over E.G.E. damper and Superheated (S/H) steam line (at the timing of
M/E revolution reducing below 60rpm) ***.
Offload T/G and take standby D/G on load.
Press “By-pass side damper open” button and check the damper is opened
automatically.
Check “EGE side damper” is shut automatically.
Check that the exhaust gas temperature is dropped to less than 200oC.
Press “S/H by-pass valve open” button and check that the valve is opened
automatically.
Check “S/H out valve” is shut automatically.
Put T/G on rolling (750 to 800 rpm).
* Take precaution for Boiler Water level abnormality not to become low *.
Aux. blowers will be started automatically when scavenging air press is lower
than 0.05MPa.
Stand-by Engine (S/B)
Open M/E FO fine filter min-flow valve (F-199V) 1/8turns.
Start-up pump (Master) will be started when M/E rev is lower than 15rpm.
Start jacket warming up pump & open steam inlet valve (1turn).
*** Stand-by Bow Thruster (B/T) by Bridge Request ***
Start additional D/G and engage by closing the Vacuum Circuit Breaker (VCB)
for each (need total 3 sets generators to start).
Request bridge to start B/T room fan and hydraulic pumps and be standby to
start B/T motors
Close VCB for B/T.
Inform the bridge for "Ready to start" of B/T.
*** Stop Bow Thruster by Bridge Order ***
Confirm VCB of B/T was opened automatically.
Open VCB and stop additional D/G’s.
Carry out air blow.
Stop Diesel Oil (D.O.) service pump if possible.
＊ Push prepare start button when aux blowers are stopped automatically after 30
minutes from stopped engine (delayed start condition). Pre-lube will be done
and aux blowers will be started automatically.
＊ One hour after stopped engine, slow turn will be done automatically when
starting engine.
Arrival
Read flowmeter & tank level.
Disable fire alarm and set local fire fighting system to “Manual” mode.
Change high pressure dump valve setting to 0.97MPa.
Finished With Engine (FWE)
Answer to the sub-telegraph of “FWE Engine”.
Change control position from "W/H" to "ECR".
Open all indicator valves.
Change access level from “Operator level” to “Chief level”.
Get the permission of “M/E Air blow” from the Bridge.
Carry out air blow by pushing “Air Run” button on “Engine–Operation” screen
and put telegraph handle to “Dead slow”.
Close starting air main root valves of both air reservoirs.
Open drain valve (A-23V) of starting air line and discharge off starting air.
Set main start air valve to be in “Locked” position.
Set start air distribution valve to be in closed position.
Vent control air pressure for M/E (follow the C/E’s intention).
Confirm Starting Air Press less than 0.5 MPa, engage turning gear, and start
turning. Time : Amp
Carry out “Pre-lube” of cyl. oil by pushing “Pre-lube” button on “Auxiliaries –
Cylinder Lubricators” screen.
※ This operation should be done by “Chief level”.
※ A pre-lubrication will be triggered on all cylinders and be activated 20 times at
the fastest possible speed (less than 10sec).
※ Put back access level from “Chief level” to “Operator level”.
Press “M/E stop” button on Engine Control Console (ECC), confirm the start-up
pump and aux. blower are stopped automatically.
Enable fire alarm and set Local fire fighting system to “Auto” mode
Stop Turning gear and breaker off.
Stop following pumps according to situation.
① Main L.O. pump (Close Accom. A/C CFW press SW root valve prevent for
tripping.)
② T/C L.O. pump
③ Hydraulic oil pump
＊ Never stop Turbocharger (T/C) L.O. pump to avoid damage to T/C bearings.
Never cut out the spring air while hydraulic oil pump is running to prevent
exhaust valve lift becoming exceedingly high.
Stop Supply Low Pressure (L.P.) Steam to T/G L.P. Section
Set T/G Low Pressure (L.P.) steam shut valve control switch to “Close”.
ii. Procedures for Leaving Port Prepare Engine (1Hour Before Departure)
Check electrical load and start additional D/G.
Make 2 set of Main Cooling Sea Water (MCSW) pumps and Central Cooling
Fresh Water (CCFW) pumps running.
Set Jacket Cooling Fresh Water (JCFW) temp controller to 89oC
Confirm the following :
1) Jacket C.F.W > 75oC, 2) M/E LO Sump TK level
3) T/C LO Sump TK level 4) C.C.F.W. Exp. Tk level
5) Hyd LO Sump TK level. 6) S/T LO Sump TK level
7) Stern Tube (S/T) L.O. Tk level 8) Steady BRG oil level
9) Start-up pumps are Remote 11) Aux Blowers are Remote
Open control air valve for M/E.
Confirm that exhaust valve spring air press is in normal range.
Start Main L.O. pump and check piston cool oil flow through the crank case
sight glass.
Start T/C L.O. pump and check oil flow through the T/C sight glass (Normally
keep running).
Start M/E Hydraulic oil pump and check condition (Normally keep running).
Confirm all indicator valves are open.
Change operator mode to “Chief Level”.
Push “ME Stand-By” switch on ECC. Confirm two units of “Start-up” pumps are
automatically started and one pump will be automatically stopped after
hydraulic oil pressure was established.
Start turning and check ampere.(carry out "0"adjust for SEC power meter).
Time : Amp: .
Carry out “Pre-lube” of cylinder oil by pushing “Pre-lube” button on “Auxiliaries– Cylinder Lubricators” screen.
※ A pre-lubrication will be triggered on all cylinder and be activated 20 times at the fastest possible speed.(Less than 10sec)
Discharge drain of both air reservoirs and control air.
Discharge drain from D/G starting air line.
Confirm no abnormal sound, leak, level etc, around engine room.
< 30 Minutes Turning >
Stop turning, disengage turning gear and switch off.
Duty engineer to physically verify that the turning gear is disengaged.
Close drain valves of starting air line (A-23V).
Open main starting air root valves of No.1&2 air reservoirs.
Set main starting air valve to “Unlocked” position.
Set start air distribution valve to “Opened” position.
Confirm no alarm on Data Logger CRT, MOP and M/E Remo-con Panel.
Cut fire alarm and set local fire fighting system to “Manual” mode.
Check “Start conditions” on MOP (Starting is not blocked).
*** Stand-by Bow Thruster by Bridge Request ***
Start additional D/G (Need total 3 sets Generators to start).
Request bridge to start B/T room fan, hyd. pumps and be standby to start B/T
motors
Close VCB of No.1&2 B/T at main switchboard (MSB).
Inform the bridge for "Ready to start" B/T.
Try Engine and Stand-by (S/B)
Inform the Bridge for "Ready to Try Engine", and get permission.
Request to the Bridge to set sub-telegraph to "S/B" mode. Confirm that “Startup”
pumps are kept running.
Push “Prepare Start” button on MOP.
Confirm that the aux. blowers are started and “Pre-lube” is done automatically.
Inform machine side to carry out air running.
Carry out air blow by “Air Run” button on “Engine – Operation” screen and put
telegraph on “Dead slow”, and then confirm condition. Put back telegraph
handle to stop for finishing air running.
Close all indicator valves.
Push “Auto” button on MOP.
Carry out Try Engine from ECR (D/S Ahead & Astern), and confirm normal
condition.
Change control position to Wheelhouse (W/H), and Try Engine from W/H.
Inform the bridge for the result of try engine.
Read flow meter & tank level for departure.
Enable fire alarm and set local fire fighting system to “Auto” mode.
Start Engine
Adjust L.O. flow of “FWD S/T” seal if required
Stop M/E JCFW warming up pump & close steam inlet valve.
Close min. flow valve of M/E FO fine filter (F-199V) and confirm the flow after
closing min flow valve.
Carry out aux. boiler furnace soot blow (ensure vessel cleared from port area).
Change High Pressure (HP) dump valve setting to 0.86MPa.
Start additional Eng' room Fan.
＊ Start-up pump （ Master ） will be stopped automatically 25sec after M/E rev up to
15rpm.
*** Stop Bow thruster***
Confirm VCB of B/T are opened automatically.
Open VCB and stop additional D/G’s.
Carry out air blow.
Stop D.O. service pump if possible*
*** Change over E.G.E. damper and Superheated (S/H) steam line at the timing of
M/E revolution increasing over 60rpm ***.
Press “S/H out valve open” button.
Check drain valve (piston valve) is opened automatically and drain valve is shut
after time up of its timer (10 mins.).
Check “S/H out valve” is opened automatically.
Check “S/H by-pass valve” is shut automatically.
Press “E.G.E. side damper open” button and check the damper is opened
automatically.
Check “E.G.E. by-pass damper” is shut automatically.
Rev up T/G to full speed and take on load
* Take precaution of the Boiler Water Level abnormality not to become high*.
＊Push prepare start button when aux. blowers are stopped automatically, after
30 mins of stopped engine (delayed start condition) pre-lube will be done and
aux. blowers will be started automatically.
＊One hour later stopped engine, slow turn will be done automatically when
starting engine.
Run-Up and Start of Sea Passage (SOP)
Record flowmeter and counter for SOP.
Change over PMS mode to “OPTIMUM” after the aux. boiler has stopped firing.
Change air reservoirs to single use.
Change sea chests and MGPS from "High" to "Low".
Carry out M/E T/C marine-grit cleaning.
Start F.W. Generator.
Stop additional D/G (depend on total load).
Start EGE soot blow and set selector switch from "Remote to "Auto" at local
control panel. Soot blowing to be done 3 times/day.
Aux. blowers will be stopped automatically depending on scavenging air
pressure (higher than 0.07MPa).
Adjust (increase) M/E FO header pressure.
Adjust M/E A/C air outlet temperature.
Start to Supply L.P. Steam to T/G L.P. Section (Depend on the Situation)
Drain out from L.P. steam line.
Set L.P. steam shut valve control “COS to AUTO”, confirm the shut valve will be
opened.
iii. Operation at Local Stand
Changing over during M/E running
Control Room to Local
Set rev. dial on LOP to actual M/E rpm.
Change over control position select push button on LOP to Local and accept
same on Bridge . Control position will be shifted to LOP without stopping M/E.
＊ For forced takeover of command, press “Forced Take Control” pushbutton at
LOP.
Local to Control room
Set telegraph handle to actual M/E rpm.
Change over control position select push button on LOP to ECR and accept
same in Control Room. Control position will be shifted to ECR without stopping
M/E.
＊For forced takeover of command, press “C/R Take command” pushbutton in
ECR.
＊LOP has first priority of control position if both ECR and LOP request to take
command.
Changing over during M/E stopped condition
Control Room to Local
Change over control position select push button on LOP to local and accept
same on Bridge.
Set rev. dial to 2-3 for starting the engine and adjust the speed with same dial.
＊It is necessary to wait more than 30sec for starting if the Aux blowers are stopped.
Local to Control room
Change over control position select push button on LOP to ECR and accept
same in Control Room.
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