Instruction for recovery of power generating plant after blackout

ENGINEER ON WATCH:

1. Change over the control level to ER
2. Inform duty officer by phone about blackout and estimated time for engine recovery
3. Stop the main engine
4. Sound engineer alarm
5. Start stand by diesel generator
6. Switch on synchronoscope and main circuit breaker running DG on main switchboard
7. Restart all pumps in following sequence:

• ME LO pump
• ME SW cooling pump
• ME FW cooling pump
• Piston cooling pump
• Boiler feed pump
• Check whether ME AUX blower is on auto mode

CHIEF ENGINEER:

1. Check all ME service system parameters and reset ME shut down button
2. Ring “DEAD SLOW AHEAD” by telegraph
3. Upon positive replay from bridge – start ME

ENGINEERS:

1. Check and restart all AUX systems
2. Check and restart the boiler
3. Check all running pumps in engine room for leakage and proper temperature
4. Restart A/C compressor; domestic fridge (ECR); A/C cooling pump

EL. ENGINEER:

1. Investigate reason of blackout to avoid reocurrence
2. Switch on ESB LINK circuit breaker
3. Stop emergency generator
4. Restart all consumer’s breakers

Main Engine Control System for Internal Combustion Marine Diesel Engines

Main engine control system is used for automatic remote control and protection of main ship's diesels. It permits to change direction and speed rotation of propeller directly from the bridge by navigators. The system consists of the equipment installed on the bridge, engine control room (ECR) locally mounted near the engine.

The set of Engine Remote Control equipment in ECR essentially consists of a panel fitted up with the various signalling, alarm and control facilities, in addition to the electronic modules (both logic and analog).

Electronic Control Modules Rack comprises:
a) Engine starting and reversal logic module, with LED display (direction of rotation indicator) of logic status and starting set-point adjust potentiometer status;
b) Digital/analog engine RPM converter with cut-in thresholds and LED display of the status of the thresholds and thresholds adjusting potentiometers.
c) Engine control programmer with LED display of stand-by, RPM reduction, emergency, etc. and acceleration gradient adjusting potentiometer.
d) RPM controller with potentiometers for variables and operating limits adjustment.
e) Torque lirniter, with limit indicator.

Locally Mounted Equipment comprises electro-hydraulic type actuator, for remote control of the fuel linkages; the said actuator is continuously linked mechanically to the lever and is therefore driven by the manual handwheel when it is deenergized.

The equipment also comprises induction type pick-ups to monitor the number of RPM's and rotating direction, as well as a five-position servo-motor, complete with four devices to position the engine local control lever for reversing gears and starting air distributors for engine stop, running ahead, starting ahead, running astern, starting astern. Equipment on Bridge comprises:

1. Engine telegraph.
2. Automatic control panel. It has the following items mounted on panel front:
a) Manual power limiter.
b) Engine speed fine adjustment potentiometer.
c) Illuminated push-button for bridge control demand.
d) "Control transfer inhibited" signal display.
e) "Control on the bridge/ECR" signal display.
f) Direction of engine rotation indicator (LED).
g) Engine RPM indicator.
h) Fuel oil lever actuator position indicator.
3. Shield push-button for emergency stop and emergency manoeuvring.

Starting Control from ECR. Navigation

By shifting the telegraph lever from FULL AHEAD to NAVIGATION, a gradual acceleration program is activated; the program is adjustable and enables the engine to reach navigation RPM's in the desired lapse of time. If any fault occurs during gradual load take-over the engine load increase is interrupted; the engine stabilizes at the value reached at the moment in which the fault occurred and remains in that condition until the fault disappears.

Automatic resumption of power increase takes place according to the preset gradient.

If one of the stand-by causes persists beyond a given time the device automatically starts decreasing the load, beginning from stand-by position and persists until its determining cause disappears. The decrease may occur according to two adjustable speeds which are automatically selected by the programme as a function of the seriousness of the fault.

The following are some of the anomalous conditions which determine the limiting and safety functions described above:

• fresh cooling water high temperature at the outlet of each cylinder; 
• cylinder exhaust gas high temperature versus average value; 
• cylinder exhaust gas mean temperature;
• thrust bearing, journal bearing, stern tube bearing, crosshead bearing, and big end bearing high temperatures;
• cylinder average high temperature, piston cooling fluid low flow rate;
• engine luboil high temperature;
• fuel injectors cooling fluid flow failure.

If any of the above variables, in particular bearing temperature and luboil pressure, reach exceptionally critical values, RPM reduction is converted to an engine lockout.

Emergency

Shield push-buttons are provided both on Bridge and ECR. By means of these push-buttons some safety and protection facilities may be excluded (RPM reduction, torque limitation, acceleration gradient, engine power manual limitation).

If a "crash stop" is affected in this condition, the admission of starting air takes place at a number of RPM's higher than required for normal reversal and the RPM set-point, as well as positioning limit of the fuel oil lever are automatically brought to a third emergency level.

If said emergency starting RPM's are not reached within a certain limit, the air valves close and a starting failure alarm is displayed.

To repeat the "crash stop" operation, the operator must reset the engine telegraph on STOP position and then set the desired number of RPM's.

Starting Control from Engine Control Room

Starting the Engine

By shifting the telegraph lever from STOP position to any one of the manoeuvring speed positions, both the engine logic starting circuitry and analog RPM control are energized.

The starting prerequisites are immediately and automatically verified.

The unit contemplates on/off consent inputs which could be turning gear disengaged: starting air pressure, fresh water, lube oil sufficient. Tt is also checked whether the propeller is stooped or rotates in the demanded direction below the minimum RPM; conseauently the engine starting logic is activated, as follows;

1st Attempt

In order to limit starting air consumption at the 1st attempt, starting air is fed to the engine for a minimum preset time, with simultaneous setting of the first starting RPM and fuel lever.

Once the preset time has lapsed and without waiting for the RPM response, starting air flow is cut off and the RPM's reach the value corresponding to the speed preset by the operator by means of the engine telegraph lever, with the manoeuvring gradient.

2nd Attempt

If, the engine RPM's drop below 20% of minimum running speed after cutting off the starting air, the second attempt immediatelv takes place, with reopening of the starting air valves and return of the starting speed set-point and fuel oil lever to the first starting speed is achieved, the starting air control valves close and the engine RPM's reach the value set by the operator, with manoeuvring gradient.

3rd Attempt

If the required starting RPM's are not reached after a given time from the opening of the starting air valves on the second attempt, the air valves reclose and as soon as the engine speed falls below 20% of minimum running RPM's and the position of the fuel lever are set on a second higher level and the starting air valves reopen.

Once the required number of starting RPM's is reached, the air valves reclose and the engine achieves the speed set by the operator with the manoeuvring gradient; otherwise, after a given time lapse from opening, the valves reclose and a "Starting failure" alarm is activated.

To repeat the starting attempts, the operator must reposition the telegraph lever on STOP position, then reset the desired speed.

Engine Reversal

In case of engine reversal, the first attempt is automatically by-passed and the starting air valves open as soon as the RPM's of the engine (which is obviously turning in the direction opposite to that demanded) drop below approximately 20% of maximum RPM's. Then the two attempts are repeated exactly as described above.