SEU of tanker Dw = 100000t and speed of 15 knots - diploma

Contents

1. Introduction

2. Calculation of vessel speed and determination of optimal propeller elements

3. Calculation of ICE operating process and justification of MES selection

4. Calculation of ship systems and selection of auxiliary mechanisms

5. Calculation of the ship's power plant

6. Remote control microprocessor system for MODS

Norcontrol

7. Technology of piston rings manufacturing

8. Occupational safety

9. Economic justification for the selection of SEU

Conclusion

List of sources used

3.1 Purpose of calibration thermal calculation

By the span thermal calculation of the main engine is understood the span thermal calculation of the ICE working process, which is a system of calculations, mainly thermodynamic, allowing you to establish the expected power and economic performance of the engine. Therefore, the main goal of the verification calculation during the diploma design is to familiarize yourself with the nature of the ongoing processes in the cylinders of the engine and with their defining parameters. It is required to find the expected engine power for the nominal mode according to its given dimensions and carry out this calculation according to the methodological manual.

3.4 Justification of engine type selection

Specific operating conditions for main ship engines include:

1) change of rotation speed, operating modes and load in wide

limits;

2) continuous and reliable operation for a long time at nominal

power and share loads;

3) fast and frequent launches, stops and reverses during maneuvering .

Selecting the engine type is an important task in the design of the SEU, since the type of engine determines a number of main technical and economic indicators of the plant as a whole: weight, dimensions, construction cost, etc. The choice of DG type depends on the purpose of the vessel and the requirements for the MES.

The SEU shall meet the following requirements:

1) reliability of action under all possible navigation conditions;

2) ability to provide the required reversible and maneuverable qualities;

3) high economy, possibility of application of cheap varieties of GSM;

4) the ability to provide the required speed of the vessel at a given range;

5) simplicity of design and maintenance;

6) minimum service staff;

7) compliance of the SEU with the conditions of living on the vessel.

In this regard, we will consider the main types of modern SEUs.

3.1 Steam Turbine Units (STP)

STP is used as the main engines mainly for large-capacity tankers in the range of large powers from 18,500 or more.

The main advantage of STP is the ability to concentrate high power in one unit.

Disadvantages of STP:

1) inability to quickly switch from low speed to full speed mode due to the possibility of dangerous thermal stresses;

2) slow start-up (boiler ignition required);

3) inability to work directly on the screw due to high speed (= 80130 rpm);

4) low cycle efficiency (¼ e = 0.250.28);

5) high fresh water consumption compared to diesel;

3.2 Gas turbine units (GTU)

Mainly GTU are used abroad on oil fleet vessels. Modern GTU operating at the initial gas temperature t = 1140 K (867 ° C) have a specific fuel consumption of ge = 260300 g/kWh and a full engine resource of up to 50000 hours; The GTU can have Ne = 4500 kW and ¼ e = 0.28 - 0.32.

Compared to STP, STP has the advantages of:

1) smaller weight and size indices;

2) ease of maintenance and lower operating costs;

3) fast start-up;

4) significant greater efficiency.

Compared to the piston ICE, GTU has the following advantages:

1) absence of crank-gear mechanism (KSM) with reciprocating movement of masses;

2) possibility of concentration of large capacities in one unit. The main obstacle to the use of GTU is the temperature limitation of gases entering the rotor blades.

3.3 Nuclear power plants (AES)

AEDs are usually installed on ships where high-power power plants are required - icebreakers, supertankers, Navy ships. Advantages of AES;

1) a large "energy density" (the energy reserve per unit mass of nuclear fuel is 1.7 * 10 times the energy reserve in liquid hydrocarbon fuel);

2) absence of constant fuel supply, exhaust gas emission, etc.

Disadvantages of AED:

1) large weight of the plant;

2) use of expensive scarce materials;

3) the highest requirements for manufacturing, inspection and installation, etc.:

4) The need for biological protection, waste collection and disposal systems.

3.4 Diesel units (DS)

Currently, RDUs are used on ships of all types, but RDs with low-speed engines (MOD) are most widely used. Resource of engines of this group of 7000080000 h. Specific weight of FASHION with naduvy with power from 5000 hp to 30000 hp. Ge/Ne = 3545 kg/hp; specific fuel consumption is 0.1630.178 kg/kWh.

The main advantages of DM but compared to the above-mentioned forks of engines are:

1) constant readiness of the plant for action;

2) high thermal use of fuel;

3) high fire explosion safety;

4) wide range of power, speed, dimensions and mass of engines;

5) good living and maintenance conditions (low temperature level in MKO, etc.)

The main disadvantages of DM include:

1) design complexity;

2) high noise (especially for high-speed diesel engines);

3) significant dimensions and weight of high-power engines.

The main parameters of the diesel cycle are increased due to the improvement of gas exchange, supercharging, mixing and combustion. Reduction of fuel consumption is provided by complex improvement of working cycle and deeper utilization of heat of exhaust gases.

4.1 Fuel system. Purpose and composition

The fuel system is designed to ensure the reception, transfer and storage of fuel on the ship, preparation (cleaning from mechanical impurities and water, heating) and supply of fuel to the nozzles of ship diesel engines and steam boilers for combustion. Given the fact that the cost of fuel accounts for the bulk of the ship's operating costs, the fuel system should be designed in such a way as to ensure reliable long-term operation of diesel engines and steam boilers on the heaviest grades of fuels, which are much cheaper (2-2.5 times) distillate. As a result of research in the field of combustion of heavy grades of fuel and during the operation of a large number of plants abroad, the need for the use of additional equipment, pumps, separators, heat exchangers, etc. was revealed, which led to a significant complication of the system.

RMG35 is used as the main fuel for the main engine. Starting, reversing, operating on maneuvers and stopping the engine is carried out on heavy fuel grade RMG35, emergency diesel generator and boiler ignition nozzle operate on light fuel grade DMX or DMA.

The main supply of heavy fuel on the ship is stored in the right, left side bunker. There is a separate tank for light fuel. In addition, there are settling and consumption tanks for heavy and light fuels. The volume of heavy fuel service tanks should ensure the operation of the main engine for at least 12 hours, and light for at least 8 hours. From on-board tanks, heavy fuel is pumped by pump to settling tanks, and from there through separators, it is supplied to service tanks .

From the service tanks, the fuel pumping (booster) pump is supplied to the fuel heaters and further through the coarse and fine filters to the TNVD. Reduction valves are installed on the return pipeline to ensure constant pressure before the HPV at all loads. Maintaining the specified viscosity of heavy fuel (1015 cSt) is carried out using a viscometer operating automatically. Diesel fuel system has settling and service tanks. From the service tank, fuel is consumed for the boiler ignition nozzle and incinerator, in front of which filters are installed.

Fuel system consists of the following pipelines:

- fuel intake and transfer;

- consumable fuel;

- return;

- separation of heavy and diesel fuel.

Heavy fuel intake and transfer pipe provides:

- reception of fuel into tanks of the main stock by non-ship means through fuel and oil receiving pipes located on the upper deck;

- filling of sump tank with fuel transfer pump;

- pumping of fuel from the vessel;

- heavy fuel is received by heavy fuel receiving system.

The fuel flow pipe of the DG provides fuel reception by one of two retaining fuel pumps from the service tank of the heavy or from the service tank of the DT and its supply to the intake by the fuel pumping pump of the DG. This fuel is mixed with the fuel coming from the return pipe, one of two fuel supply pumps, through the fuel preheater, fuel filter and viscosity regulator is supplied to the high pressure pumps of the DG.

Excess fuel enters the return pipe or heavy fuel service tank. DG fuel flow pipe receives heavy fuel by DG electric fuel pump of one of two tanks and supplies it to DG fuel supply pumps.

Pipeline for separation of fuel and transfer of oil residues provides:

- separation of heavy fuel;

- separation of diesel fuel;

- transfer of oil residues.

The oil transfer system uses a screw pump for pumping sludge from the separator tank, as well as gear and manual pumps for pumping from the oil collection tank and the oil contaminated water collection tank ashore or into the main engine settling tank.

4.2 Lubrication oil system. Purpose and composition

Lubrication system is used for reception, storage, pumping and supply of oil for lubrication of friction parts and mechanisms.

The engine has a complex oil system, which includes several independent systems: pressure - to lubricate the movement mechanism and to cool the pistons; gravity - for gas turbine engine lubrication; linear - for lubrication of cylinders; pressure - for lubrication of mechanisms of fuel pumps drive and gas distribution system.

The oil system consists of the following pipelines:

- oil reception and transmission, as well as oil separation;

- GD circulation lubricant;

- cylinder lubrication of GD;

- circulation lubrication of the DG distributor;

- circulation lubrication of gas turbine compressor;

- cleaning of gas engine rod glands oil;

- circulation lubricant DG.

The following oil grades are recommended:

- cylinder oil: MOBILGARD 570, MOBIL.

- circulation oil: MOBILGARD 300, MOBIL.

- turbine oil: MOBILGARD 300, MOBIL.

According to the Register rules, the oil system shall include temperature controller, magnetic filter, pressure and temperature alarm, etc.

4.3 Cooling system

The main purpose of the water cooling system is to remove heat from the bushings and covers of the working cylinders, heads, pistons, to cool the gas outlet manifold, supercharging air and oil of the circulation lubrication system.

This system is also designed to remove heat from gears, compressors, support and thrust bearings in the shaft line.

The water cooling system is double-circuit. it consists of a closed external circuit system, the water of which cools the diesel engine and an open external circuit system, in which sea water circulates through the refrigerator.

Electric motors and generators have air cooling, and air, in turn, is cooled in air coolers of sea water.

The water cooling system consists of the following pipelines:

- sea water providing:

- water intake by GD, DG pumps and pumping pumps of auxiliary mechanisms and heat exchangers from kingston pumping, where water is supplied from bottom or side kingston boxes through filters;

- pumping of DG and DG water coolers;

- pumping of deudwood oil coolers;

- water supply for fresh water cooling of compressors;

- pumping of spent steam condensers;

Fresh water pipeline provides:

- water supply by independent pumps for DG cooling;

- water supply by DG pumps for cooling of DG in "hot standby";

- water supply by pumps for DG cooling;

- supply of water by suspended pumps of air compressors for their cooling;

- replenishment of leaks in engine cooling systems from expansion tank;

- introduction of additives into cooling water through the additive tank;

- reception and storage of additives;

- heating of desalination unit from DG system.

For a power plant with a low-speed diesel engine, it is advisable to use an autonomous cooling system for the inner circuit, and for the outer circuit, a backplane.

Centrifugal pumps with independent drive (electric motor) are used as fresh and sea water pumps.

4.4 Compressed Air System

The compressed air system is mainly designed to ensure the start-up of main and auxiliary diesel engines. In addition, compressed air is used for the operation of the sound signal (typhon) and pneumatic tools, as well as for the make-up of the pneumatic tank, the blowing of kingstons, a number of automatic control and control devices.

Compressed air system consists of cylinders, compressors, water and oil separators, pipelines and valves. Cylinders, depending on the purpose, are divided into starting main engines, starting auxiliary diesel engines and cylinders for typhon and household needs.

According to the Regulations of the Maritime Register of Shipping, the number of cylinders for starting the main engine must be at least two equal to the capacity. Auxiliary engines can have one starting cylinder. The capacity of starting cylinders of main and auxiliary engines is also regulated by the Regulations of the Maritime Register.

In an installation with a reverse engine, the compressed air reserve in the starting bottles must provide at least 12 launches.

The compressed air supply for auxiliary engines shall be sufficient to provide at least 6 starts.

The capacity of each compressor, and their capacity according to the Regulations of the Maritime Register of Navigation on the vessel must have at least two, must be sufficient to fill the main engine cylinders within one hour from a pressure of 0.5 MPa to the operating pressure.