Program for mooring testing of marine diesel engines. Mooring tests. Application of Triol AT27 and AT24 series converters in maritime transport
Mooring tests- a set of measures carried out on ships and ships that are being completed to determine and test their operational qualities. The mooring testing stage, as a rule, takes place in port or factory conditions after launching, but without going to sea, and is combined with completion. During mooring tests, the operation of individual ship mechanisms is checked, onboard systems are launched, and the engines are idling. Living conditions on the ship during mooring tests may be unsatisfactory.
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Abstract on the topic:
TESTS AND SUBMISSION OF VESSELS
Preparation for passing tests
During the construction of a vessel, constant technical control products that are intermediate products of body-processing, assembly-welding, mechanical-assembly and other workshops. The scope of inspections during construction is regulated by a list of mandatory acceptances, which is compiled jointly by the construction company and the customer. Technical control ends with testing and delivery of the vessel. The purpose of the tests is to verify compliance of the technical and operational characteristics of the vessel with the characteristics specified in the design documentation.
Before testing the vessel, the installation of all pipelines, main and auxiliary machinery systems must be completed; equipment of premises; impermeability tests; installation of ship equipment and practical items. All work performed during the construction process, included in the list of mandatory acceptances, must be documented with the appropriate documents - certificates signed by the quality control department and representatives of the customer.
To hand over the vessel to the customer, a delivery commission, a test batch and a responsible delivery person are assigned. The commission includes assistants to the responsible commissioner for hull and electrical parts, a commissioning mechanic, foremen and workers from highly qualified specialist installers for main and auxiliary mechanisms, ship devices, systems, and electrical equipment. The test batch consists of specialists who monitor the operation of individual units during testing. All deviations from normal operating conditions recorded by the test batch are reported to the responsible commissioner or chief mechanic. At the same time, a test log is maintained in which the test results are recorded. The scope and sequence of tests are established by a special program, which is the guiding document for testing.
The acceptance of the vessel is carried out by an acceptance committee consisting of representatives of the customer and the Register. Before testing begins, the selection committee must be presented with a construction contract and a set of drawings general location vessels, a book of installation certificates, a log of the vessel's weight load, a log of alterations and approvals, bench test reports for main and auxiliary mechanisms and other mechanical equipment, as well as instructions, diagrams, descriptions, equipment forms and passports of instrumentation. After reviewing all submitted documents, the commission makes a decision on readiness to carry out acceptance tests.
In addition to preparation for testing, the vessel testing period includes the following stages: mooring trials, sea trials, inspection, control exit, control tests.
Mooring tests
Mooring tests are a technological stage of acceptance tests, the main purpose of which is to check the quality of ship construction, installation and adjustment of equipment; preliminary testing under main load power plant and auxiliary mechanisms; checking the operation of systems and devices that ensure the survivability of the vessel; preparing the vessel for sea trials.
To carry out mooring tests, they are preparing special places with sufficient depth, equipped with coastal mooring devices and having a quay of durable construction.
Mooring tests are carried out separately for mechanical, electrical and hull parts. The mechanical part is tested first, starting with emergency systems and mechanisms that ensure the safety of the vessel during testing (fire system, flooding and water pumping systems). After this, tests of auxiliary energy equipment take place: turbogenerators and diesel generators, auxiliary boilers, evaporators, desalination plants, etc. Tests of the main power plant are carried out last. Ship systems, pipelines, electrical networks, power and survivability stations are tested simultaneously with the main mechanisms. Before testing the GTZA of a steam turbine installation, the operation of the shaft turning and shaft braking devices is checked, as well as the movement of the turbines into forward and reverse motion. During mooring tests of a steam turbine installation, hydraulic tests of pipelines of all systems are carried out, including fuel, fire, and steam; check the operation of auxiliary installations (start-up, feed, fuel pumps); pump oil through the oil line engine room; carry out hydraulic and steam tests of steam pipelines of the engine room; carry out tests of circulation and condensate pumps, as well as pipelines directly connected to turbines; carry out checking the power and lighting networks and starting the turbogenerator, as well as starting the GTZ for idling. Then the operation of the GTZ is checked at a rotation speed that is permissible according to the conditions of mooring reliability, the condition of coastal structures and the depth of the water area.
If the main installation on the ship is diesel, then at the beginning of its tests the serviceability of the shaft turning device, signaling of pressure drop and oil overheating, and turning off the fuel supply when the rotation speed increases above the permissible level are checked; engine starting qualities and starting air reserves. At the next stages, the operation of the main engines is tested at low and medium speeds. If there is an adjustable pitch screw or special unloading devices, the operation is also checked at full speed corresponding to the running mode.
On the hull part, during mooring tests, the displacement of the vessel is checked by measuring the draft according to the marks of the deepening, initial stability (by inclining method), as well as the operation of the anchor, steering, cargo, boat, mooring and towing, railing and awning devices, spars and rigging, outboard ladders, light and sound alarms, spotlights, running lights, bells.
When testing the steering device, the serviceability of the steering drive, the correct operation of the steering wheel position indicators and the operation of the limiters are checked. The anchor device is tested by etching and selecting one by one several links of the anchor chain on the brake band of the capstan or windlass, checking the passage of the anchor chain links through the fairleads, screw stoppers and along the sprocket of the anchor mechanism. In the cargo device, the reliability of the operation of the drums and brakes of the cargo winches, the reliability of fastening the cargo arms in a stowed manner, and the ease of opening and closing the cargo hatch covers are checked. For the lifeboat device, it is necessary to check the ease and correctness of the boats falling out, measuring the time of lowering and raising the boats, and checking the reliability of fastening the boats in a traveling manner.
Hull tests also include checking the operation of the galley, bakery, laundry and other living services on the ship. In addition, the reliability of the latching and tightness of doors, hatches, covers, portholes, etc. is tested. Household equipment is also checked: the reliability of its fastening, completeness.
Simulation tests
In domestic shipbuilding technology, enough a large number of simulation tests that found wide application in world practice. Simulation tests are a type of vessel acceptance tests, in which the specification parameters of ship equipment are checked during mooring tests in shipyard water conditions that are as close as possible to full-scale ones. Simulation tests are carried out using special unloading or loading devices - simulators, reproducing the running conditions of the ship's equipment.
Unloading device called special technological device, used for simulation tests of the main power plant. The unloading device serves to create easier operating conditions for the equipment. Thus, to unload the propeller along the stop and torque to the calculated values, a reduction in the area of the propeller disk is used due to the ring attachment; a flow-directing chamber that ensures the flow of water to the propeller at a speed equal to its design axial speed; supplying compressed air to the propeller area in order to reduce the density of the water surrounding the propeller. The work of the propeller can also be made easier by reducing the draft of the vessel and, therefore, reducing the depth of the propeller.
Load devices create an additional load to check the functionality of the equipment. For example, when testing diesel generators and turbogenerators, the load device is the shore network, where excess electricity is transferred from the vessel being tested.
Simulation tests of the anchor device on mooring lines are carried out in several ways: by securing the anchor chain on the shore while the main engine is running in reverse at design modes; hanging loads on a section of the anchor chain. The most promising method for simulating tests of an anchor device is considered to be a method using a universal loader located on a pontoon and representing a hydromechanical brake with remote control. This method has a number of advantages in terms of versatility, independence technological process tests, accuracy of reproduction of natural conditions.
Simulation devices are also used to test navigation and radar equipment, a gyrocompass, a hydrodynamic log, and hydroacoustic equipment.
To set up radars, special training grounds are set up, located outside the plant and equipped with special reflectors. The direction and distance to the reflectors are known. Radar stations detect reflectors, determine course directions and distances to the reflectors. Data is compared with true values and adjust according to station deviations to the required accuracy in determining the required parameters.
Mooring tests.
Mooring tests are a technological stage of acceptance tests, the main purpose of which is to check the quality of ship construction, installation and adjustment of equipment; preliminary load testing of the main power plant and auxiliary mechanisms; checking the operation of systems and devices that ensure the survivability of the vessel; preparing the vessel for sea trials.
To carry out mooring tests, special places with sufficient depth are prepared, equipped with coastal mooring devices and having a quay of durable construction.
Mooring tests are carried out separately for mechanical, electrical and hull parts. The mechanical part is tested first, starting with emergency systems and mechanisms that ensure the safety of the vessel during testing (fire system, flooding and water pumping systems). After this, tests of auxiliary power equipment come: turbogenerators and diesel generators, auxiliary boilers, evaporators, desalination units, etc. Tests of the main power plant are carried out last. Ship systems, pipelines, electrical networks, power and survivability stations are tested simultaneously with the main mechanisms. Before testing the GTZA of a steam turbine installation, the operation of the shaft turning and shaft braking devices is checked, as well as the movement of the turbines into forward and reverse motion. During mooring tests of a steam turbine installation, hydraulic tests of pipelines of all systems are carried out, including fuel, fire, and steam; check the operation of auxiliary installations (start-up, feed, fuel pumps); carry out pumping of oil through the oil pipeline of the engine room; carry out hydraulic and steam tests of steam pipelines of the engine room; carry out tests of circulation and condensate pumps, as well as pipelines directly connected to turbines; carry out checking the power and lighting networks and starting the turbogenerator, as well as starting the GTZ for idling. Then the operation of the GTZ is checked at a rotation speed that is permissible according to the conditions of mooring reliability, the condition of coastal structures and the depth of the water area.
If the main installation on the ship is diesel, then at the beginning of its tests the serviceability of the shaft turning device, signaling of pressure drop and oil overheating, and turning off the fuel supply when the rotation speed increases above the permissible level are checked; engine starting qualities and starting air reserves. At the next stages, the operation of the main engines is tested at low and medium speeds. If there is an adjustable pitch screw or special unloading devices, the operation is also checked at full speed corresponding to the running mode.
On the hull part, during mooring tests, the displacement of the vessel is checked by measuring the draft according to the marks of the deepening, initial stability (by inclining method), as well as the operation of the anchor, steering, cargo, boat, mooring and towing, railing and awning devices, spars and rigging, outboard ladders, light and sound alarms, spotlights, running lights, bells.
When testing the steering device, the serviceability of the steering drive, the correct operation of the steering wheel position indicators and the operation of the limiters are checked. The anchor device is tested by etching and selecting one by one several links of the anchor chain on the brake band of the capstan or windlass, checking the passage of the anchor chain links through the fairleads, screw stoppers and along the sprocket of the anchor mechanism. In the cargo device, the reliability of the operation of the drums and brakes of the cargo winches, the reliability of fastening the cargo arms in a stowed manner, and the ease of opening and closing the cargo hatch covers are checked. For the lifeboat device, it is necessary to check the ease and correctness of the boats falling out, measuring the time of lowering and raising the boats, and checking the reliability of fastening the boats in a traveling manner.
Hull tests also include checking the operation of the galley, bakery, laundry and other living services on the ship. In addition, the reliability of the battening and tightness of doors, hatches, covers, portholes, etc. is tested. Household equipment is also checked: the reliability of its fastening, completeness.
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ispitaniya-i-sdacha-sudov-v189543
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Sea trials
After mooring are carried out sea trials related to going to sea. Tests are carried out in a specially equipped water area called "measuring mile" ("measuring line"). This is a route of a certain length (for example, one mile), the beginning and end of which are marked by secant sections - a pair of coastal wooden shields with a vertical black stripe painted on them. When the lanes merge into one for an observer on the vessel, the vessel is on target. One alignment marks the beginning and the other the end of the measuring section. The direction of movement of the vessel is set either by guide lines or by the course indicated on the map.
To carry out the tests, a commission is formed, all the results of its work are documented in the form of protocols, where, in particular, the names and positions of the commission members, the time and conditions of the tests, information about the measuring instruments used, and measurement results are entered.
At the time of testing, the vessel itself, the measuring mile itself, the test conditions and measuring instruments are subject to certain requirements.
The vessel must be freshly painted (no more than 15 days, and in cold water - 30 days after leaving the dock), and must not have a list or trim. During sea trials, the displacement is usually less than when fully loaded, which is taken into account when processing the results. For this purpose, it is recommended to measure the drafts at the ends and on both sides amidships, which will make it possible to take into account the list and general bend of the vessel. During docking, the condition of the protruding parts is examined and, if necessary, their damage is repaired. Special requirements are presented to the condition of ship propulsors. The geometric characteristics of the propellers are checked, and if there is damage to the blades, they are repaired.
Tests are carried out in calm weather: wind force is allowed up to approximately 3 points (for small ships - up to 1000 tons - up to 2 points, for large ships - over 20,000 tons - up to 4 points), and waves - up to 2 points (also for small ships - less, and for large ones - more), and the leading signs should be clearly visible. In the area of the measured mile there should not be a strong current, especially in the transverse direction, which distorts the speed measurement results. It is very important that the depth at the meter be deep enough to avoid the influence of shallow water on the resistance. Let us recall that a sharp increase in resistance begins at the Froude number in depth
where H is the depth of water at a measured mile. It is believed that the depth of water at a measured mile must exceed the greater of the two values calculated using the formulas
where B and T are the width and draft of the vessel, respectively; v- highest speed vessel during testing. Thus, at normal speeds for transport ships of 15-16 knots, the required depth is approximately 25-30 m (if the vessel's draft is not very deep). As speed increases, the required depth increases rapidly.
Errors in speed measurements should not exceed 0.5%, time of passage of the measuring section - 0.2 s, number of propeller shaft revolutions per minute - 0.2%, torque on the propeller shaft - 3% of the torque at rated power, fuel consumption - 0.5%, wind speed - 2%, wind direction -5%, vessel draft - 2 cm, water and air temperature - 1 degree, start and end time of the run - 1 min.
The sea trials program provides for the vessel to move in several modes corresponding to the main engine speed from minimum to maximum, including nominal. For lead transport vessels with internal combustion engines, the following modes are mandatory: n = nom, n = 1.03 nom, n = 0.91 nom, n = 0.80 nom, n = 0.63 nom. In each mode, the ship makes three runs (the movement pattern is shown in Fig. 11.1; the curve that the ship describes when turning in the opposite direction is called the “coordinate”). To do this, it falls on a given course, which must be precisely maintained, the required rotation speed is set, and the established speed is picked up. There are observers on the ship with stopwatches, the number of which must be at least three. When passing the first target, the stopwatches start, the second – stop. The results are recorded in the protocol; if one of the three results is significantly different from the others, it is discarded. The speed of the vessel during the run is calculated as the quotient of the measured mile length divided by the average time. The average speed over three runs in one mode is calculated using the formula:
Rice. 11.1. Vessel traffic pattern on a measured mile
This takes into account the possible flow speed, which will be taken into account twice with a plus and twice with a minus. Moreover, if during the test the speed gradually changed approximately linearly, the formula allows you to eliminate the influence of the flow. This is faster and more accurate than determining the average speed over four runs.
Modern navigation systems make it possible to accurately determine the position of a vessel anywhere in the World Ocean and at any time, which makes it possible in principle to conduct high-speed tests in places not specially equipped for this purpose. However, the possible flow must be taken into account.
Another important measured characteristic is engine speed. On ships under operating conditions, it is measured by tachometers, but for test conditions their accuracy is insufficient. Here they use a tachoscope - a mechanical or electrical device that has a revolution counter and a stopwatch in one housing. The tachoscope roller rests against the engine shaft at the nose end; when pressed, both the stopwatch and the revolution counter start working, and when released they stop.
There are pulse tachoscopes operating on various physical principles. They are also used in cases where it is not possible to connect a tachoscope to the end of the shaft.
It is highly advisable to also measure engine power and propeller thrust or thrust. These measurements are technically more complex and less accurate. One way to measure the power of diesel plants is by fuel consumption. To do this, a measuring tank is included in the fuel pipeline, at the inlet and outlet of which there are transparent tubes with marks. At some point, the fuel pipeline is closed, and fuel from the tank begins to be consumed. At the moment when the fuel level is equal to the input mark on the tank, the stopwatch is started, and at the exit mark it is stopped. Knowing the specific fuel consumption in g/kWh and measuring the actual consumption in g/h, the power is calculated. But specific fuel consumption is not a completely stable characteristic and does not guarantee accuracy. The error of this method is approximately 4-5%.
Diesel power can also be measured using an indicator diagram - recording the pressure in the engine cylinder as a function of piston movement. There are special devices for this purpose. The sum of the powers of all cylinders gives the indicated power; the effective engine power is less due to losses in the engine (friction), which is taken into account by mechanical efficiency, the value of which can be determined during bench tests of a diesel engine at the manufacturer, but is also not completely stable.
The power of steam and gas turbine plants is determined in other ways, which we do not consider. On ships with electric propulsion, power can be determined from current parameters.
There are other, more complex ways. Since the power PD is uniquely related to the torque Q transmitted by the shafting (PD = 2пn * Q),
You can use torsiometers to measure the torque through the angle of rotation of the shaft f on a certain base 1. In this case
Here Ip is the polar moment of inertia of the shaft section; for solid round section with diameter D
Based on the operating principle, a distinction is made between electric and acoustic torsiometers. To convert the angle of twist into torque, knowledge of the shear modulus G is required, which is not a completely stable characteristic of the material. If you first calibrate the measuring section of the shaft to determine the shear modulus, the error in determining the torque is 2-3%.
Using strain gauges glued at an angle of 45 degrees to the shaft axis, it is possible to measure tangential stresses in the shaft (strictly speaking, shaft deformation from torsion), which can be easily converted into torque and power on the shaft. But here a serious problem arises in transmitting the signal from the rotating shaft to the stationary measuring equipment. Metal deformations are measured in hundredths of a percent, the same order of change electrical resistance sensors that need to be measured with high accuracy. If readings are taken using slip rings and brushes, a resistance arises in the contact, the fluctuations of which can be of the same order of magnitude as the measured signal. To reduce this resistance, firstly, the pressing force of the brushes is selected, and secondly, attempts are made to use low-melting metals, for example gallium alloys (the melting point of pure gallium is 30 C). These errors can be avoided if a pre-amplifier and a radio transmitter are also placed on the rotating shaft, and a receiver and other measuring equipment nearby. Note that an additional error with this method arises due to inaccurate knowledge of the shear modulus of the shaft material.
Measuring the thrust or thrust of a screw is even more difficult to perform. For example, the thrust of a screw on moorings can be determined by the tension force of the cable connecting the ship to the shore, for which powerful dynamometers or metal plates with strain gauges glued to them are used.
The most accurate results can be obtained by replacing one of the intermediate shafts with a special insert equipped with instruments for measuring both thrust and torque. This insert is made specifically for a specific series of ships. A pressure meter (hydraulic or electric) can also be installed in a thrust bearing. The error in measuring the stop usually exceeds 5%.
Test results are processed and analyzed. To convert from displacement at the time of testing to full displacement, the Admiralty formula is usually used. It is desirable that the vessel reach its design speed at the nominal engine operating mode. Sometimes the test speed turns out to be less than the design speed. This may be due to insufficient depth at the measuring mile or due to the roughness of the skin - these cases should be excluded during preparation for testing. As we noted, errors may be due to the insufficient level of development of science and the characteristics of the constructed vessel. There are also cases when the test speed exceeds the design speed.
If during the tests the ship's speed, propeller shaft rotation frequency and power were measured (thrust often cannot be measured), then based on their results the coefficients of the associated flow and the influence of the unevenness of the velocity field on the torque, which were previously known from the data of model tests, can be corrected. Further, having calculated the resistance of the vessel, if there is a discrepancy with the results of model tests, it is possible to correct either the resistance or the suction coefficient.
Sometimes propeller elements are adjusted based on test results.
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Procedure for mooring and sea trials electrical equipment.
Mooring tests
11.4.1 All consumers during mooring tests must be powered from standard ship generators.
In some cases, by special agreement with the expert, it may be possible to carry out mooring tests while powering ship consumers from shore-based power sources that have the appropriate parameters.
In the case where regular consumers electrical energy do not provide the load of ship generators required during mooring tests, special loading devices are used.
11.4.2 During mooring tests, the electric propulsion installation is checked:
.1 correct functioning of the installation in forward and reverse in all switching options provided project documentation;
.2 serviceability of starting means for main diesel generators, backup exciters, fans, cooling and lubrication units;
.3 the ability to control the installation from backup positions;
.4 degree of sparking under the brushes at full load and reverse;
.5 serviceability of protection, alarm and blocking devices;
.6 insulation resistance of electrical machines, cable networks and auxiliary units of the electric propulsion system in cold and warm states;
.7 consistency of readings of propeller shaft speed indicators in the engine room and on the navigation bridge.
11.4.3 Ship power plant generators are tested in all modes together with the main switchboard.
When testing, check:
.1 performance of generators according to the test program;
.2 stability of parallel operation at different loads and load switching from one generator to another;
.3 serviceability of voltage regulators and devices for distributing active and reactive loads between generators;
.4 setting up automatic generator protection devices;
.5 degree of sparking under generator brushes;
.6 insulation resistance;
.7 serviceability of automatic synchronization and load distribution devices.
11.4.4 When testing batteries in operation, check:
.1 density and level of electrolyte in batteries;
.2 insulation resistance;
.3 operation of the charger and battery in discharge mode;
.4 activation of automatic protection devices (against reverse current, etc.);
.5 battery capacity for discharge for its intended purpose and voltage at its terminals;
.6 ventilation efficiency of a room or cabinet (on lead ships).
11.4.5 When testing switchgears, check:
.1 operability of devices under load in all modes in combinations and load variants provided for by the project;
.2 the possibility of transferring the control of installations from main posts (control panels) to local ones and their uninterrupted operation with such control;
.3 compliance of the specified positions of the controls with the actual operating modes of the controlled object;
.4 setting up automatic protection devices (by examining the values of the trip settings and random tests of the machines, except for protection against currents short circuit), interlocks and alarms;
.5 readings of measuring and recording instruments;
.6 insulation resistance.
11.4.6 When testing electric drives, the characteristics of each electric drive and its suitability for its intended purpose must be identified.
In addition to these tests, the following is checked:
.1 operability of the drive under load for the time specified in the test program (using measuring instruments, if necessary);
.2 the ability to control the drive from remote and local stations and turn it off using emergency switches;
.3 correct functioning of limit switches, brakes, interlocks, control devices, automatic protection and alarm devices;
.4 correspondence of the thermal protection settings to the currents of the protected electric motors;
.5 insulation resistance of electric motors and equipment in cold and heated states.
11.4.7 When testing control and signaling devices, check:
.1 consistency of operation of master and actuator devices (telegraphs, steering wheel position indicators, tachometers, etc.);
.2 serviceability of alarms, devices, apparatus;
.3 activation of emergency and fire alarms;
.4 insulation resistance.
11.4.8 During testing of the emergency electrical installation, the following is checked:
.1 reliability of automatic start-up of an emergency diesel generator;
.2 failure-free automatic connection of the emergency generator to the busbars of the emergency distribution board;
.3 uninterrupted connection of consumers to power from an emergency source of electrical energy (diesel generator or battery);
.4 uninterrupted connection of consumers to power from an emergency short-term source of electrical energy (if one is provided);
.5 values of emergency diesel generator parameters by measuring voltage, rotation speed and current during operation of all emergency consumers.
11.4.9 It is necessary to check the correct functioning of the blocking devices of the electric drive of the boat winch when turning on the manual drive and limit switches.
11.4.10 It is necessary to check the serviceability of main and emergency lighting fixtures, including at all critical objects of ship equipment, in the premises and spaces of the ship, at lifeboats, rafts, places for storing personal life-saving equipment, etc.
11.4.11 It is necessary to check the operation of the signal lights and the signaling of their malfunctions.
Sea trials
11.5.1 During sea trials, the operation of the ship's electrical installation is checked in all modes provided for by the program, under actual loads and conditions occurring while the ship is moving, as well as the correct functioning of electrical equipment that was not fully tested during mooring trials. The duration of tests and inspections of electrical equipment is determined taking into account the time specified in the relevant sections of these Rules when formulating the requirements for testing and inspection of ship technical equipment and devices driven by electrical energy.
11.5.2 When testing a ship power plant, the following is checked:
.1 sufficiency of generator power to power consumers in accordance with the load table for all modes of operation of the vessel, except for mooring;
.2 uninterrupted switching on of an emergency source of electrical energy in the event of a loss of voltage at the main switchboard and powering the necessary consumers from it;
.3 uninterrupted inclusion of a short-term emergency source of electrical energy (if one is provided) during the commissioning of the emergency diesel generator.
11.5.3 When testing an electric propulsion system, the following is carried out:
.1 checks specified in 11.4.2.1 , 11.4.2.3 And 11.4.2.4 ;
.2 measurement of reverse duration at different speeds vessel.
11.5.4 Electric drives of pumps, compressors, separators, fans and other objects of marine equipment are checked when operating for their intended purpose in terms of reliability (uninterrupted) operation, switching on and off, switching to a backup set, if provided, the actions of remote controls for switching on and off the electrical drive, automatic activation of backup electric drives based on signals from adjustable parameters of the working environment in automated installations, etc.
Checks of operating electrical equipment for the absence of overloads, unacceptable temperature rises of housings, shells, panels, bearings, etc. are carried out using existing instruments or tactile methods. They also check the parameters of both their own vibration and vibration caused by the operation of the main engines and other objects of ship equipment or the ship’s propulsion system.
11.5.5 Electric drives of steering devices, their power systems (main and backup power lines), control systems, indication of the rudder position, signaling of the operation of the electric drive and its stop, etc. are checked when the steering device is operating in all intended modes.
11.5.6 The check is carried out both during the operation of two (if installed) electric steering drive units, and each power unit separately from all provided remote and local government when powering electric drives of power units and control systems from the main and backup power lines.
In this case, the cycle of shifting the rudder from side to side, provided for in Section. 9 , should be performed at least five times for each unit from each station and for each power line.
11.5.7 Electrical drives of anchor and mooring devices and boat winches are checked when testing the listed devices when the vessel is anchored and unanchored, leaving the berth, mooring and anchoring the vessel.
11.5.8 During sea trials, the insulation resistance of electrical equipment is measured both during its operation using panel board instruments for measuring insulation resistance, and with a portable megohmmeter immediately after decommissioning at the temperature of the equipment established during operation.
11.5.9 Electrical machines with commutators and slip rings are checked for the degree of sparking.
11.5.10 After sea trials, the scope of the inspection is established, during which it is necessary to open the bearings of electrical machines that heated up above normal during sea trials.
11.5.11 When opening an electric machine, check:
.1 technical condition of the supporting structures of the stator winding;
.2 location of winding slot wedges;
.3 technical condition and location of poles with their windings;
.4 reliability of fastening of rotating parts.
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Related information.
Constant technical control of products that are intermediate products of hull processing, assembly and welding, mechanical installation and other shops is carried out regularly during the construction of ships.
Constant technical control of products that are intermediate products of hull processing, assembly and welding, mechanical installation and other shops is carried out regularly during the construction of ships.
The scope of inspections during construction is regulated by a list of mandatory acceptances, which is compiled jointly by the Contractor-shipyard and the Customer.
Technical control ends with testing and delivery of the vessel.
The purpose of the tests is to verify compliance of the technical and operational characteristics of the vessel with the characteristics specified in the design documentation.
Before testing the vessel begins, the following work must be completed:
For installation of all pipelines,
Systems of main and auxiliary mechanisms;
Equipment of premises;
Impermeability tests;
Installation of ship equipment and practical items.
All work performed during the construction process, included in the list of mandatory acceptances, is documented with the appropriate documents - certificates signed by the quality control department and representatives of the customer.
To hand over the vessel to the customer, a delivery commission, a test batch and a responsible delivery person are assigned. The commission includes assistants to the responsible commissioner for hull and electrical parts, a commissioning mechanic, foremen and workers from highly qualified specialist installers for main and auxiliary mechanisms, ship devices, systems, and electrical equipment.
The test batch consists of specialists who monitor the operation of individual units during testing.
All deviations from normal operating conditions recorded by the test batch are reported to the responsible commissioner or chief mechanic. At the same time, a test log is maintained in which the test results are recorded.
The scope and sequence of tests are established by a special program, which is the guiding document for testing.
The acceptance of the vessel is carried out by an acceptance committee consisting of representatives of the customer and the Register.
Before the start of testing, the acceptance committee must be presented with a construction contract, a set of drawings of the general layout of the vessel, a book of installation certificates, a log of the weight load of the vessel, a log of alterations and approvals, bench test reports for main and auxiliary mechanisms and other mechanical equipment, as well as instructions, diagrams, descriptions, forms of equipment and passports of control and measuring instruments (instruments). After reviewing all submitted documents, the commission makes a decision on readiness to carry out acceptance tests.
In addition to preparation for testing, the vessel testing period includes the following stages:
Mooring tests;
Sea trials;
Audit;
Control output;
Control tests.
Mooring tests
Mooring tests of ships (SH) are a technological stage of acceptance tests, including Preparation for tests, Mooring tests, Sea trials, Inspection, Control output, Control tests.
ShI is carried out in a sufficient depth of the shipyard water area near the outfitting quay, equipped with coastal mooring devices, without access to the sea.
The purpose of the SHI is to check the quality of ship construction, installation and adjustment of equipment, preliminary testing under load of the main power plant at idle speed, auxiliary mechanisms, systems and devices that ensure the survivability and safety of the ship, preparing the ship for going to sea for sea trials.
By the beginning of the ship construction work must be completed to the extent provided for in the construction certificates.
Checking the main performance indicators of equipment during the period of ShI and sea trials is carried out according to the methods developed by the Designer for lead ships and by the shipyard for serial ships.
The technique involves the use of non-standard instrumentation, as well as devices with established limits of measurement scales and the required accuracy classes to check parameters and create the required operating conditions for the equipment.
SI is carried out separately for mechanical, electrical and housing parts:
Testing of the mechanical part, starting with emergency systems and mechanisms that ensure the safety of the vessel during testing (fire system, flooding and water pumping systems).
Testing of auxiliary energy equipment: turbogenerators and diesel generators, auxiliary boilers, evaporators, desalination units, etc.
Tests of the main power plant are carried out last. Ship systems, pipelines, electrical networks, power and survivability stations are tested simultaneously with the main mechanisms. Before testing the GTZA of a steam turbine installation, the operation of the shaft turning and shaft braking devices is checked, as well as the movement of the turbines into forward and reverse motion. During mooring tests of a steam turbine installation, hydraulic tests of pipelines of all systems are carried out, including fuel, fire, and steam; check the operation of auxiliary installations (start-up, feed, fuel pumps); carry out pumping of oil through the oil pipeline of the engine room; carry out hydraulic and steam tests of steam pipelines of the engine room; carry out tests of circulation and condensate pumps, as well as pipelines directly connected to turbines; carry out checking the power and lighting networks and starting the turbogenerator, as well as starting the GTZ for idling. Then the operation of the GTZ is checked at a rotation speed that is permissible according to the conditions of mooring reliability, the condition of coastal structures and the depth of the water area.
Simulation tests
Simulation tests are tests in which the specification parameters of ship equipment are checked during mooring tests in the conditions of the shipyard water area, as close as possible to full-scale ones.
Simulation tests are carried out using special unloading or loading devices - simulators, reproducing the running conditions of the ship's equipment.
An unloading device is a special technological device used for simulation tests of the main power plant. The unloading device serves to create easier operating conditions for the equipment. To unload the propeller along the stop and torque to the calculated values, a reduction in the area of the propeller disk is used due to the ring attachment; a flow-directing chamber that ensures the flow of water to the propeller at a speed equal to its design axial speed; supplying compressed air to the propeller area in order to reduce the density of the water surrounding the propeller. The work of the propeller can also be made easier by reducing the draft of the vessel and, therefore, reducing the depth of the propeller.
Load devices create additional load to check the functionality of the equipment. For example, when testing diesel generators and turbogenerators, the load device is the shore network, where excess electricity is transferred from the vessel being tested.
Simulation tests of the anchor device on moorings are carried out in several ways: by securing the anchor chain on the shore when the main engine is running in reverse at design modes, or by hanging loads on a section of the anchor chain. The most promising method for simulating tests of an anchor device is considered to be a method using a universal loader located on a pontoon and representing a hydromechanical brake with remote control. This method has a number of advantages in terms of versatility, independence of the testing process, and accuracy of reproducing natural conditions.
Simulation devices are also used to test navigation and radar equipment, a gyrocompass, a hydrodynamic log, and hydroacoustic equipment.
To set up radars, special training grounds are set up, located outside the plant and equipped with special reflectors. The direction and distance to the reflectors are known. Radar stations detect reflectors, determine course directions and distances to the reflectors. The data is compared with the true values and adjusted based on station deviations to the required accuracy in determining the required parameters.
Hydroacoustic equipment is checked using a measuring device installed under the bottom of the vessel - a hydrophone, which measures the sound pressure of the vibrator of the hydroacoustic apparatus. Based on the measured sound pressure, the range of the hydroacoustic equipment is recalculated.
Simulation tests approximately halve the duration of the acceptance period, make it possible to create stable test conditions, improve the quality of testing and reduce the consumption of fuel and energy resources.
Sea trials and delivery of the vessel
Sea trials are a technological stage of acceptance tests, the purpose of which is to check the operation of the equipment and its parameters under running conditions, as well as to check the seaworthiness of the vessel (buoyancy, stability, controllability, propulsion, maneuverability, strength on waves). Sea trials are divided into factory and acceptance tests.
During the factory sea trials, adjustment and adjustment work is carried out and equipment is prepared for sea acceptance tests. During factory sea trials, the specifications of the main ship engines are checked in terms of power, fuel and oil consumption, and time to develop full power. This check is carried out in various operating modes: at economic speed, cruising speed, full and full speed with all engines running, reverse gear. Simultaneously with checking the power plant, the speed and maneuverability of the vessel are determined.
The speed is determined by passing the measuring line indicated by leading signs. At a speed of 18 knots, the ship must pass a measuring line of 1 mile, at a speed of 18 - 36 knots - 2 miles, at a speed over 36 knots - 3 miles. This ensures sufficient accuracy in determining speed. Speed is determined as the average value from measurements on several tacks.
The sea trials program provides for determining the agility of the vessel at low, economic, cruising and full speed.
Agility is characterized by circulation elements:
Circulation diameter (distance between return course lines when changing direction by 180°);
Duration of circulation;
Bank angle during circulation, loss of speed.
The circulation diameter is determined in terms of the lengths of the ship's hull. The measurement is carried out by the ship's standard radar stations or special equipment.
The length of the hull also determines the coasting of the vessel due to inertia. When checking inertia, the time from the moment the command is given until the vessel comes to a complete stop or reaches a certain speed is also determined.
Inspection and final acceptance of equipment during sea acceptance tests are carried out while the ship is moving under conditions that ensure obtaining nominal parameters. According to requirements regulatory documents Equipment testing is carried out under normal climatic conditions (atmospheric pressure 1.01 105 Pa, temperature 293 K, relative humidity 70%), with a wind force of no more than 3 points on the Beaufort scale, taking into account the depth and speed of the current in the test area.
At the end of the vessel's acceptance sea trials, an inspection of the main and auxiliary mechanisms and devices is carried out according to the list compiled by the selection committee. The list contains those mechanisms and devices in the operation of which deficiencies have been noticed. The audit consists of revealing these mechanisms and eliminating the shortcomings noticed by the commission.
After the inspection, the ship goes to the control exit. If the commission has no more comments, then a certificate of delivery and acceptance of the vessel is signed.
