During mooring tests, mechanical and other equipment is tested in action on a ship located at the plant's berth. During the testing process, the correctness and quality of installation, preliminary regulation and reliability of the operation and interaction of main and auxiliary mechanisms, devices, systems and other equipment are checked, which are then checked under running conditions. Equipment, the operation of which does not depend on running conditions, as well as mechanisms that are tested using a method that simulates the running conditions of their operation, are finally tested in action and handed over to representatives of the customer and the Register of the Russian Federation.

Before testing, a report is drawn up on the readiness of the vessel for testing and the availability of reserves of fuel, oil and water, etc. Based on this report, an order is issued to begin mooring tests on the ship and at the same time a plan and schedule for their conduct is approved.

The sequence of mooring tests depends primarily on the type of vessel, main engine and the degree of their readiness for testing. General procedure testing of mechanical equipment is approximately the same for all ships. First, they regulate and test the mechanisms and systems that ensure the vessel is unsinkable and fire safe. At the same time, they carry out adjustment and then tests of the main engine with the mechanisms, systems and shaft lines that serve them, and also carry out adjustment and testing of mechanical equipment that does not depend on the operation of the main engine.

When testing the engine, the following basic work is performed: preparation for action in accordance with the instructions (pumping with oil, cranking manually or with a cranking machine, opening valves, etc.); adjustment in action, finishing technical characteristics to regulated and elimination of detected defects; testing of equipment in the modes provided for by the test program and delivery to representatives of the customer and the Register of the Russian Federation; elimination of detected defects and bringing mechanisms, devices and systems to their original state.

The scope of mooring tests is regulated by the program, and their sequence is regulated by the plan and schedule. In order to save their resource, tests of some elements of equipment of ship diesel installations are carried out from shore power sources.

See also:
What are the main provisions of the methodology and organization of these tests?

The construction of any vessel ends with its testing and delivery to the customer. During the delivery period, a set of acceptance tests is carried out in order to comprehensively verify the compliance of the completeness and quality of the vessel with the contract for its construction. Then decisions are made on the commissioning of the vessel. During the tests, a final check is made of the performance of various equipment (including main and auxiliary mechanisms, systems, devices, etc.) and its interaction is worked out, the characteristics of the seaworthiness and habitability of ships are checked. The tests under consideration account for up to 7% of the labor intensity of building the vessel as a whole.

The sequence and scope of acceptance tests of the propulsion equipment and the vessel as a whole are determined by the programs developed by the design bureau of the vessel in accordance with the requirements of the Register of Russia and the provisions of the contract with the customer. Based on the test programs, a certificate log and a list of acceptances are compiled. Certificates are issued for each object subject to acceptance. Acceptance is an inspection or test carried out in accordance with drawings or an acceptance list, and the recognition of products that meet the established specifications.

The certificates indicate:

• Test period;
• Terms of acceptance of this object;
• Acceptance program and its results.

Certificates are usually grouped by design:

• Hull part;
• Power plant;
• Systems;
• Devices;
• Electrical equipment, etc.

In the list of acceptances, certificates are grouped by stages of acceptance testing.

A separate group includes the so-called construction certificates, which are issued before the start of testing.

Such certificates include, for example:

• Results of verification of certificates for ship hull material;
• Certificates of testing the tightness of the housing compartments;
• Certificates of verification of compliance of hull structures with the design, etc.

The total number of identities can be quite significant. Thus, for a dry cargo ship with a deadweight of about 40,000 tons, the magazine provided about 700 certificates, of which 300 were construction certificates.

The entire period of acceptance testing generally includes the following stages of work:

• Preparation for tests;
• Mooring tests;
• Sea trials;
• Inspection of mechanisms;
• Control output.

In addition, for certain types of vessels, another stage of testing is provided - operational tests of the lead vessel of the series. They are carried out after the customer signs the acceptance certificate according to the program developed by the ship designer. For example, for fishing vessels, the program includes checking the performance of fishing, technological and refrigeration equipment in operating conditions and checking the compliance of the technical and economic indicators of the vessel design requirements. Ice tests are provided for icebreakers and ice-navigating vessels.

All mechanisms and equipment arriving at shipyards are subjected to bench tests to check the quality of assembly and establish the parameters entered in the passport. Bench tests reduce the time and cost of subsequent tests on the ship. At the manufacturing plants of mechanisms, appropriate test benches are created for such tests.

The main part of the preparation of the vessel for testing consists of:

• Reactivation of ship equipment;
• Adjustment;
• Setting up and testing in action;
• Flushing and checking the cleanliness of pipelines and systems, etc.

Due to the increase in the power supply of ships, the expansion of the use of automation and control equipment, the labor intensity of adjustment and adjustment work is increasing and in some cases reaches 50% of the labor intensity of mooring tests. After completing the preparatory work, mooring tests begin.

Mooring tests are carried out in order to check the quality of installation and performance of ship equipment and determine the readiness of the ship for sea trials. Previously, such tests were carried out only after the vessel was launched and moored at the plant's outfitting quay. Hence the name - mooring tests.

Mooring tests are carried out according to programs and methods developed by the vessel designer. In addition to instructions for conducting tests, the methods contain lists of equipment, fixtures and equipment required for testing, as well as table forms for recording equipment performance indicators and the results of their measurements.

Rice. 1 Diagram of a cable measuring line (a) and a measuring line equipped with secant sections (b)

As ship equipment improves and its use automated systems control, both technical means and measurement methods are being improved, which are the main source of obtaining a sufficient amount of objective information about the operation of equipment. During testing, equipment is increasingly being used that automatically records changes in parameters over time and records indicators on tapes of oscilloscopes, recorders, or with digital information displayed on the screens of relevant devices. Instruments and equipment combined into complexes continuously and synchronously record a large number of rapidly changing parameters in both steady-state and unsteady operating modes of ship equipment. All kinds of sensors are used to measure and record various parameters.

During mooring tests, the performance indicators of the presented equipment are recorded and identified deficiencies are noted. If the operating conditions of the equipment during mooring tests do not differ from the operating conditions during sea trials, then according to the results obtained this equipment are finally handed over. Equipment, systems and devices, the operating conditions of which during the ship's progress differ from the conditions for mooring tests, are accepted twice, first at mooring tests and finally during sea trials.

The first group of equipment includes, for example:

• Ship power plant;
• Galley equipment;
• Most ship systems, etc.

To the second:

• Anchor device;
• Steering screw complex, etc.

A significant part of the work during the mooring tests is related to the main power plant. First, they set up and test the auxiliary mechanisms that serve this installation, then they test electrical power equipment and various emergency mechanisms (for example, an emergency diesel generator). In order to save the life of the ship's auxiliary mechanisms, during the testing period the ship is provided with electricity, steam, and compressed air from shore sources.

At the beginning of mooring tests of the main diesel installation, the following is checked:

• The operation of the turning device is correct;
• Alarms for pressure drop and oil overheating;
• Turning off the fuel supply when the rotation speed is higher than permissible;
• Engine starting qualities and starting air reserves.

Then they check the operation of the main engine at low and medium speeds, and, if there is a controlled pitch propeller or special load devices, at full speed.

During the period of mooring tests, the equipment of all ship premises is checked and handed over, the tightness tests of the premises are completed, and the salvage equipment is checked.

Mooring tests of a vessel are considered fully completed if all sections of the test program are completed in full and all equipment of the vessel is accepted by representatives of the technical control department of the plant, the Register and the customer in accordance with the mooring period certificate log. After completion of the mooring tests, the vessel is ready for sea trials.

Sea trials are carried out to check the reliability of:

• Actions of mechanisms;
• System;
• Devices;
• Instruments and the entire vessel under sea conditions;
• As well as compliance with contractual documentation of technical specifications;
• Seaworthiness of the vessel.

Tests are carried out in those areas of the sea, reservoir or river where free maneuvering of the vessel is possible, the necessary depths are available and technical support is available for testing individual mechanisms, devices and various equipment of the vessel.

During sea trials, the design specifications of the main ship engines (power, fuel and oil consumption, etc.) are checked under different operating conditions, including:

• Economic;
• Full;
• The most complete;
• Rear.

Simultaneously with the inspection of the ship's power plant During sea trials, the speed and maneuverability of the vessel are determined.

Determining the speed of the ship is necessary to obtain its dependence on the speed of rotation of the propellers and the power of the main power plant. Speed ​​tests are carried out in special areas of the sea (rivers, reservoirs) on a measuring line (measuring mile) shown in Fig. 1. Required terms To organize such a line, there is sufficient depth and the presence of free sections of water at the ends of the measuring section to ensure the safe turn of the vessel on the reverse course and increase in speed. Depth of the water area in the area of ​​the measuring line N l must be no less than the largest value obtained from the formulas:

• IN And T- the width and draft of the vessel, respectively, m;
• V- the highest possible speed of the vessel, m/s.

The measuring section of the measuring line is designated by secant sections (Fig. 1, b). the distance between which is precisely measured. To ensure sufficient accuracy of measurements, the run length on the measuring line should be one mile - at speeds up to 18 knots, two miles at speeds of 18-36 knots, three miles - at speeds over 36 knots.

To eliminate the influence of current, wind, and random errors in measurements on the test results, several runs of the vessel are carried out in opposite directions at the same propeller speed. Usually limited to three-tack runs. Speed ​​is determined as the average of measurements on several tacks.

At electrical methods To determine the speed of a vessel, cable measuring lines are used, in which the role of transverse sections cutting off a measuring section of a certain length is assigned to electrical cables. The equipment installed on the vessel records the moments of the vessel's passage over the cables and determines the time interval for passing the measuring section (Fig. 1, A).

Speed ​​tests of the lead vessel are carried out by a special group distributed among the measurement sites. The locations must be equipped with reliable communication with the measurement supervisor. During the tests, the propeller shaft rotation speed is recorded using recording devices, and readings of the propeller shaft rotation speed counters are taken continuously at regular intervals (no more than two minutes). Required speed measurement accuracy ±0.2%.

During maneuvering tests, the maneuverability of the vessel and its inertia at various speeds are determined, and the stability of the vessel on course is assessed.

The agility of the vessel is characterized by the elements of circulation:

• Tactical diameter (the distance between the return course lines when the ship turns 180°);
• Duration of circulation;
• The angle of heel of the vessel during circulation;
• Losing their speed.

The circulation diameter is measured using standard ship radar stations, as well as using special navigation equipment.

The basis for determining the inertia of a vessel is the assessment of its reversible qualities. Checking the reverses is necessary to determine the duration of the change in the direction of movement of the vessel to the opposite. Reverse is characterized mainly by the length of the path traveled by the ship from the beginning of the reverse to a complete stop. This path is called coasting. The run-out is usually expressed in lengths of the ship's hull, for example, “one length”, “two lengths”, etc. It is measured using radar equipment or using wooden blocks thrown into the water from the bow of the ship along the direction of its movement at the moment the command is given about changing the driving mode. When the stern of the vessel reaches the first dropped bar, the second is dropped, etc. until the vessel comes to a complete stop.

During sea trials in running modes, some elements of electrical equipment and navigation devices are also checked.

Sea trials are considered completed if all sections of the test program have been completed and the results obtained correspond to the specifications of the equipment or vessel.

Inspection of ship machinery and equipment is carried out after completion of sea trials. During the inspection process, a control opening of the mechanism is performed and its individual components are disassembled to determine their condition and identify possible defects. Particular attention is paid to rubbing and high-stress components and parts of disassembled mechanisms. The list of ship equipment subject to inspection, indicating its volume, is compiled by the selection committee.

At the same time as the equipment inspection, deficiencies identified during testing are eliminated. At the same time, the final painting of the ship's hull is carried out.

A control exit to the sea (reservoir, river) is carried out after:

• Audits;
• Elimination of all identified defects and shortcomings;
• Installation in standard places of equipment;
• As well as spare tools and devices.

The purpose of the control output is to check the operation of the equipment that has been audited.

Acceptance tests are organized and carried out by the ship's building plant together with representatives of counterparty plants, whose participation is stipulated in separate agreements with them. The preparation and conduct of tests is carried out by the plant’s delivery team, led by the responsible commissioner, consisting of highly qualified workers and engineers from both this plant and some contractors. The composition of the delivery team is appointed by order of the plant director. The acceptance team also includes the test batch, whose responsibilities include ensuring the normal operation of all measuring instruments and recording their readings during testing.

Acceptance of the vessel during acceptance tests is carried out by the acceptance committee, which includes representatives of the organization supervising the construction, the captain of the vessel and representatives of the customer and design organization. Upon completion of the acceptance tests, the acceptance committee signs the vessel acceptance certificate. From this moment the vessel is considered delivered to the customer.

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, 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 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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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 by propeller shaft- 3% of the moment 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 desired 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 the 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 by other methods that 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 for in the design 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.

http://files.stroyinf.ru/data2/1/4293827/4293827304.htm#i1364208

Related information.

Diesel operating according to characteristics

Test duration, h

screw, rotation speed, % of nominal value

load, power, % of rated value

4,00; 8,00 * ; 1,00 **

Corresponding to the rated reverse power

Minimum stable

*Only for remote controls of lead ships.

** Only for vessels of departments not supervised by the USSR Register.

Notes:

Designation

Measurement error, %

Note

Torque on the shaft, N m (kg m)

Subject to preliminary calibration of the propeller shaft in bench conditions

Rotation speed when determining power, C -1 (rpm)

Effective power, kW (hp):

by generator load

±2.5

by measurement on the shaft

±3.0

by average indicator pressure

indirect method

Hourly fuel consumption, kg/h

for diesel engines powered by a propeller and without an indicator drive

Where T t g- torque, N m;

n- rotation speed, s -1;

for diesel engines powered by a propeller and having an indicator drive:

Where P i- indicated diesel power, kW;

Where z- stroke coefficient (for two-stroke diesel enginesz = 1; for four strokez = 0,5);

Where s- area of ​​the indicator diagram, determined by the planimeter as the arithmetic mean of three measurements, m 2 ;

where Δ V- volume of fuel consumed during measurement (volume of the measuring vessel between control points) at a given temperature, m 3 ;

Q- fuel density at the temperature observed during the measurement process, kg/m 3 ;

τ - time of emptying the vessel between control points, s.

Where B- fuel consumption obtained during testing under given conditions, kg/h;

Q n, Q n that - accordingly, the actual lower calorific value of the fuel used during the testing process and specified in the diesel specifications, kJ/kg.

B etc - reduced fuel consumption, kg/h;

P e etc - effective diesel power, reduced to standard conditions, kW.

2.4.11 . Cylinder oil consumption is determined by the mass method, and the permissible measurement error must meet the requirements GOST 10448.

The amount of oil supplied through the lubricators must be adjusted according to the technical documentation for the diesel engine.

3. SAFETY REQUIREMENTS

3.1 . The following persons are allowed to participate in the tests:

who have reached the age of 18;

having a diploma or certificate for the right to occupy a position, practical skills in servicing ships power plants, as well as those who have undergone training in safety precautions, fire safety and industrial sanitation in the workplace and have a mark in the instructor’s personal card about permission to work;

having a medical certificate confirming their suitability for work on board a ship;

able to correctly use life-saving equipment, as well as protective and safety devices necessary when performing the assigned work;

aware of the responsibilities assigned to them in case of alarms.

3.2 . Monitoring the training and testing of practical skills of members of the commissioning team in the maintenance and management of a diesel unit, as well as the organization and implementation of measures to prevent accidents, compliance with safety regulations and timely provision of members of the commissioning team and the acceptance committee with special clothing and by individual means protection during the testing period is entrusted to the administration of the shipyard in the person of the responsible delivery person of the vessel and the delivery mechanic.

3.3 . Before testing begins, the survivability (stability, unsinkability and fire safety) of the vessel must be ensured by regular or temporary means, and a watch instruction must be posted in the engine room.

3.4 . Fire safety requirements must comply GOST 12.1.004.

3.5 . Before going to sea for testing, the administration must draw up an emergency schedule for the commissioning team, indicating the responsibilities of each team member.

3.6 . Maintenance of ship diesel installations during the testing period must be carried out in accordance with approved instructions and rules on safety, industrial sanitation and fire safety.

3.7 . Before the main diesel engines are launched, a watch and a navigator must be posted in the pilothouse (on the bridge) to monitor the condition of the mooring facilities, the position of the vessel and the situation in the water area of ​​the enterprise.

If there is a possibility of an emergency, the watchman must immediately give the command “Stop the machine!”

3.8 . During diving operations at the propeller and inspection of the underwater part of the ship's hull, an observation post must be placed near the diesel engine controls. On the starting handles and levers of the main diesel engine and the turning device, warning signs must be posted: “Do not start the engine! There are people working at the propeller!” The results of the diving inspection must be documented in a report.

3.9 . The signal colors and safety signs used must comply with GOST 12.4.026.

3.10 . Mechanisms, equipment and devices, the installation of which was not completed in a timely manner, must be fenced and have warning signs “Do not let in (do not turn on)!”

3. 11 . Ladders, gratings, decking, platforms, regular and temporary fences and handrails in the engine room must be in good condition.

Emergency exits must be indicated and evacuation routes must be shown in the event of a danger that threatens human life.

3 .12 . All passages in the engine room must be free and provide access to all places for measuring parameters, control stations and maintenance of mechanisms and devices of the diesel installation.

3.13 . It is prohibited to remove or remove installed barriers and warning notices without the permission of the person responsible for testing.

3.14 . It is prohibited to start and operate mechanisms with the covers and guards of moving or rotating parts removed.

3.15 . It is prohibited to use open fire in places where fuel and lubricants are stored, as well as in other places where fuel vapors, oil and gases of explosive concentrations may accumulate. To illuminate these areas, portable battery-powered flashlights or portable electric lamps with a voltage of 12 V in an explosion-proof design must be used.

3.16 . Bunkering of the vessel with fuel and lubricants should only be done in a closed manner.

3.17 . It is prohibited to turn, start, stop and inspect hard-to-reach parts and components of a diesel engine and its servicing mechanisms without the permission of the person responsible for testing.

3.18 . Each member of the delivery team who discovers a malfunction of the diesel engine and the mechanisms, systems and devices servicing it is obliged to immediately notify the delivery mechanic about this and accept necessary measures to prevent danger, including stopping the diesel engine, if a detected malfunction threatens human life or the safety of the vessel.

3.19 . In case of accidents, the personnel of the delivery team located at the scene of the incident must immediately provide first aid to the victim (before the doctor arrives or send him to the outpatient clinic) and take measures to urgently send the victim to the nearest medical institution or call a doctor on board.

3.20 . Members of the commissioning team servicing the diesel installation are allowed to stand watch only in working, fastened protective clothing and a safety helmet. It is prohibited to go on duty wearing shoes with rubber soles or metal heels.

When testing the remote control in natural conditions, each member of the test team must have individual life-saving equipment.

3.2 1 . The noise and vibration characteristics of remote control and imitation means must comply GOST 12.1.003, GOST 12.1.012.

Members of the acceptance team and selection committee servicing remote control systems with noise levels exceeding permissible standards must use personal hearing protection.

3.22 . The housings of generators, electric motors and starting electrical equipment must be reliably grounded to the ship's hull.

3.23 . Electrical safety requirements during preparation and testing must comply with

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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