mitsui-man b&wmaytau.ut.edu.vn/userfiles/files/te2517.vol.5.pdf · 2019. 1. 17. · 外注先...

MITSUI-MAN B&W MC(MC-C) ENGINES

INSTRUCTION BOOK

VOLUME 5

MANOEUVRING SYSTEM

THIS BOOK MUST NOT, EITHER WHOLLY OR PARTLY, BE COPIED, REPRODUCED,

MADE PUBLIC OR ANY OTHER WAY MADE AVAILABLE TO A THIRD PARTY

WITHOUT THE WRITTEN CONSENT OF THIS EFFECT FROM MITSUI ENGINEERING

& SHIPBUILDING CO., LTD.

MITSUI ENGINEERING & SHIPBUILDING CO.,LTD. 500-1

INDEX

VOL.5: MANOEUVRING SYSTEM

1. MANOEUVRING EQUIPMENT

1.EXPLANATION

2. DIAGRAM OF ELECTRIC-PNEUMATIC MANOEUVRING SYSTEM

3. PARTS LIST

4. INSTRUCTION MANUAL FOR NABCO PNEUMATIC DEVICE

5. DRAWINGS FOR PNEUMATIC MANOEUVRING SYSTEM

6. INSTRUCTION MANUAL FOR MAIN STARTING VALVE

MITSUI ENGINEERING & SHIPBUILDING CO.,LTD.

VOL.5 MANOEUVRING SYSTEM

1. EXPLANATION

類似参考図代替図製作参考図

計画図

担当CHG.ENGR

図面番号　DRG. NO.

表紙共　17　枚MITSUI ENGINEERING & SHIPBUILDING CO., LTD.

機械工場ディーゼル設計部MACHINARY FACTORY DIESELDESIGN DEPARTMENT

図面種類区分番号

TE239445

1

2006/02/23 －旧図番

3

2

5

4

7

6

9

8

ＲDATE ASST.CHIEF SECT.CHIEF

ＭＨ.Ｃ. 新図番日付課補課長Ｒ

○印－縮図()印－２原

合　計

白　焼トレペ２　原

構中

機デ設

計(担当者)

発

イデアスM.D.O.提　出

BRIDGE CONTROL機技（開）

協設

三　友玉　Ｅ

マキタ三国玉原

WITHMSR電設－制NABCO

三造メタル

ELECTRIC-PNEUMATIC三機Ｃ

（技）１機２機

MANEUVERING SYSTEM３機

機品

デ品

空気式操縦装置デ試デ調

機製－組(回)三造エムテック

機製

溶(デ)技(デ組)組(デ)組(デ)進行

玉資（外）

配布先機生計（

デ）

調　達素　材

6S50MC-C外注先

図　面　来　歴 MITSUI/TAMANOPLAN HISTORY

MITSUI-MAN B&W DIESEL ENGINE

ELECTRIC-PNEUMATIC MANOEUVRING SYSTEM

WITH BRIDGE CONTROL

FOR S50MC-C ENGINES

MITSUI ENGINEERING & SHIPBUILDING CO., LTD.

DIESEL ENGINE DEPARTMENT

I N D E X

ELECTRIC-PNEUMATIC MANOEUVRING SYSTEM

WITH BRIDGE CONTROL A. COMPONENTS B. CONTROL ROOM CONTROL C. BRIDGE CONTROL D. ENGINE SIDE CONTROL E. ADJUSTMENT ETC. F. SCOPE OF STANDARD DERIVERY G. DIAGRAM OF ELECTRIC-PNEUMATIC MANOEUVRING SYSTEM

－1－

MAIN ENGINE ELECTRIC-PNEUMATIC MANOEUVRING SYSTEM This electric-pneumatic manoeuvring system is designed based on the refined pneumatic manoeuvring system of Mitsui-MAN B&W K/L/S-MC type diesel engines. A. COMPONENTS A-1 ARRANGEMENT OF THE COMPONENTS The construction of whole system is shown in the line diagram "ELECTRIC-PNEUMATIC MANOEUVRING SYSTEM". As it can be seen from the diagram, the components are arranged at two different places; Control Room and Engine. Also on the engine, some are arranged in the box and some are arranged separately.

A-2 EACH COMPONENT The explanation of all the components used in the system is hereafter in this section. For an example;

Pos. 42 Governor ..... ENG-SPD

This means that the governor at position 42 is located on the engine (ENG) in the speed setting line (SPD) in the diagram.

Pos. 1 & 9 : Ball Valves ..... ENG-AIR

For ON/OFF of the control air. The safety air line is separated from the control air line.

Pos. 4 : Pressure Transmitter (CAPP) ..... ENG-AIR

For low pressure alarm of the control air. Pos. 6 : Ball valve ..... ENG-REV

Normally this valve should be kept open. When abnormal air leakage inside the cylinder 13 is observed, it should be closed as emergency measure.

Pos. 7 & 8 : Magnet Switches ..... ENG-REV

These switches are used to sense the position of the roller guide reversing air cylinder 13.

Pos. 10 & 11 : 3 Way Valve ..... ENG-REV

Under "stop" or "start" period, these valves lead the "AH" or "AS" air to the air cylinders 13.

Pos. 13 : Air Cylinder ..... ENG-REV

This air cylinder is arranged to every cylinder and reverses the fuel cam roller guide of each cylinder. During the operation of the engine (fuel running period), neither "AH" nor "AS" air is supplied to this air cylinder.

Pos. 14 & 15 : Filter ..... ENG-AIR

－2－

Pos. 16 : 3 Way Ball Valve ..... ENG-AIR

For ON/OFF of the safety air. Pos. 17 : Pressure Switch (PCA-2) ..... ENG-SAF

For low pressure alarm of the safety air. Pos. 20 : Air Reservoir ..... ENG-AIR Pos. 21 : Drain Valve ..... ENG-AIR

This valve blow off the drain in air reservoir. Pos. 22 : Safety Valve ..... ENG-AIR

Opening pressure is set at 0.8 MPa. Pos. 23 : Check Choke Valve ..... U/B-STT

Normally its needle should be fully opened so that it does not delay the cutting off of the air running. Just in case a little longer air running is necessary it is adjusted only slightly.

Pos. 25 : 3 Way Valve ..... ENG-STT

It leads the air to the puncture valve at the top of each fuel injection pump during "stop" and "start" period to prevent the fuel injection.

Pos. 26 : 3 Way Valve ..... ENG-STT

It sends the start air to the starting air distributor when starting. Pos. 27 : 4 Way Valve ..... ENG-STT

It controls the air to the main starting valve actuator. Pos. 29 & 30 : Double Check Valves ..... U/B-REV Pos. 31 : 3 Way Valve ..... U/B-STT

It leads the "start" signal to the valve 27. The air for this valve is through the running interlock. Then, if the turning gear is engaged the “start” signal is blocked by this valve.

Pos. 32 : Check Choke valve ..... U/B-STT

It extends the period of main starting valve being open in order to assure the starting of the engine.

Pos. 34 & 36 : Double Check Valves ..... U/B-STT Pos. 38 : Double Check Valve ..... ENG-SPD

It combines the control air signal to VIT (Variable Injection Timing system) equipment.

－3－

Pos. 40 : 5 Way Valve ..... ENG-SPD, REV

Max. control air press. signal is sent to VIT equipment through this valve at “AS" running.

Pos. 42 : Governor ..... ENG-SPD

Electronic governor.

Pos. 43 : P/I Converter(SCAP) ..... ENG-SPD

Scavenging air pressure is converted to electric signal.

Pos. 44 : Pressure Reducing Valve ..... ENG-SPD It produces the max. control air press. signal to B&W type VIT equipment at “AS" running.

Pos. 46 : Pressure Switch (PFZ) ..... ENG-STT

Under BRIDGE CONTROL condition it is used to assure the fuel injection zero before start of the engine.

Pos. 49 : Limit Switch (LIP) ..... ENG-SPD

This switch watches whether the governor engages with the fuel regulating link or not.

Pos. 51 : Pressure Gauge ..... ENG-SPD

The VIT(Variable Injection Timing system) control air pressure is indicated. Pos. 52 : Positioner ..... ENG-SPD

The FO injection pump barrel position is moved by this positioner to control the maximum cylinder pressure.

Pos. 53 : Control Valve ..... ENG-SPD

Control air pressure of the VIT system is made by this valve according to the fuel regulating shaft position.

Pos. 54 : Check Choke Valve ..... ENG-SPD

It prevents the sudden increase of Pmax when changing engine speed.

Pos. 55 & 56 : Proximity Switch(PDAH & PDAS) ..... ENG-REV

These switches constitute the distributor position interlock. Pos. 57 : Air Cylinder ..... ENG-REV

Distributor "AH-AS" change over is made by this air cylinder. Pos. 58 : Speed Control Dial ..... C/R-SPD

Potentiometer 62 and Switches 60, 61, and 64 are incorporated in this dial.

－4－

Pos. 60 & 61 : Limit Switches (RHO & RHOA) ..... C/R-SPD

RHO is used in the "shut down" reset function, and RHOA is used in the auxiliary blower "auto start position request" cancel function.

Pos. 62 : Potentiometer ..... C/R-SPD

It produces the speed setting signal in accordance with the position of the Dial 58.

Pos. 64 : Limit Switch ..... C/R-STT

The "stop" signal is generated by the switch 64 in case of CONTROL ROOM CONTROL. Pos. 70 : Limit Switches ..... C/R-REV

attached to Telegraph Receiver

Two limit switches are attached to the Telegraph Receiver and those switches produce the "AH" or "AS" signal respectively in case of CONTROL ROOM CONTROL. The signal is made only during "stop" or "start" period from either one of the switches when the Telegraph Receiver is in "AH" or "AS" position.

Pos. 80 : Switch ..... C/R

The switch over between BRIDGE CONTROL and CONTROL ROOM CONTROL is made by this switch.

Pos. 84 : 3 Way Solenoid Valve (VSTP) ..... U/B-STT

The electric signal "stop" is converted to pneumatic signal by this valve. Pos. 86 & 88 : 3 Way Solenoid Valves (VAH & VAS) ..... U/B-REV

The electric signals "AH" and "AS" are converted respectively by these valves. Pos. 90 : 3 Way Solenoid Valve (VSTT) ..... U/B-STT

The "start" signal is converted. Pos. 97 : Pressure Switch (EHO) ..... U/B-STT

Under ENGINE SIDE CONTROL condition, after a shut down of the engine the re-start can not be done unless the stop button 102 is once push so that the switch EHO is activated.

Pos. 100 : 4 Way Valve ..... U/B-AIR

Remote control (CONTROL ROOM CONTROL) and the ENGINE SIDE CONTROL shift is made by this valve. At the same time, the fuel regulating link engagement must be changed manually.

Pos. 101 : 3 Way Valve ..... U/B-STT

Under ENGINE SIDE CONTROL, this valve is used to make the "start" signal.

－5－

Pos. 102 : 3 Way Valve ..... U/B-STT

Under ENGINE SIDE CONTROL, this valve is used to make the "stop" signal. It is activated by the push button on its top and returns by the "start" signal air pressure.

Pos. 103 : Double Check Valve ..... U/B-STT Pos. 104 & 106 : Pressure Switches (PIP & PIE) ..... U/B-SAF

Control position (Remote or Engine side) is checked by those switches. Pos. 105 : 4 Way Valve ..... U/B-REV

In case of ENGINE SIDE CONTROL this valve sends the "AH" or "AS" signal to the engine.

Pos. 107 : Check Choke Valve ..... U/B-STT

Under ENGINE SIDE CONTROL, this valve delays the blow from the air cylinder 13 so as to ensure the reversing of fuel cam rollers.

Pos. 111 : 3 Way Ball Valve ..... ENG-STT

At manual open and close of the main starting air valve, this valve is used to blow the air in the actuator of the main starting valve.

Pos. 112 & 113 : Limit Switches (LSVS & LSVB) ..... ENG-STT

Sensors for main starting valve "SERVICE" or "BLOCKED" position. Pos. 114 : Filter ..... ENG-STT Pos. 115 : 3 Way Valve ..... ENG-SAF

This valve constitutes the turning gear interlock. Pos. 116 : Limit Switch (LTG) ..... ENG-SAF

Sensor for turning gear position. Pos. 117 : 3 Way Valve ..... ENG-STT

When the engine starts fuel running, the air going to the starting air distributor is cut by this valve to stop the air running.

Pos. 118 : Cock ..... ENG-STT Pos. 124 : Quick Release Valve ..... ENG-SAF

The delay of air-run to fuel-run change timing is prevented. Pos. 125 : Air Reservoir ..... ENG-AIR

Air reservoir for safety air line.

－6－

Pos. 126 : Drain Valve ..... ENG-AIR

This valve blow off the drain in air reservoir. Pos. 127 : 3 Way Solenoid Valve (EST) ..... ENG-SAF

It leads the emergency shut down air to each puncture valve. In case of emergency shut down, the puncture valve at the fuel injection line is used to cut the fuel.

Pos. 128 : Double Check Valve ..... ENG-SAF

It combines the emergency shut down air and the fuel injection stop air. Pos. 138 : Pressure Switch (PEXA) ..... ENG-AIR

Exhaust valve spring air low pressure sensor. Pos. 139 : Ball Valve ..... ENG-AIR

Valve to shut the exhaust valve spring air line. Pos. 150 : Check Valve ..... ENG-AIR

－7－

B. CONTROL ROOM CONTROL B-1. PREPARATION First, the valves 1 and 16 must be opened to supply the control air and the safety air to the system. The rotary valve 100 on the engine must be turned to "remote" position and the fuel regulating link must be connected to the governor so that the speed control through the governor is ensured. The switch 80 in the control room panel must be turned to CONTROL ROOM CONTROL position.

Then all the control is given to the engine through a Telegraph Receiver which determines the shaft rotating direction, and through a speed control dial which decides whether the engine should "stop" or "start" or "run" at certain speed.

Those three orders, "stop", "start", and "run" are the basic control modes that can be given to the engine in this control system. Therefore the explanation of the system is made on these three control modes in the following sections.

B-2. "STOP" MODE During the "stop" mode of control the "stop" signal is sent to the engine. Then, if the engine has been running it will stop, and if it has already been stopped, it will keep standing still. The "stop" mode is made by setting the speed control dial 58 to "stop" position; in consequence the switch 64 is activated by a cam attached to the speed control dial 58.

The "stop" signal made by the switch 64 goes to the valve 84, from where the pneumatic signal goes eventually to the each puncture valve of fuel injection line. The puncture valve, getting the "stop" signal, prevents the fuel injection.

When the reversing of the engine is necessary, it is most likely that the Telegraph Receiver is handled during this "stop" phase. The Telegraph Receiver is obviously to answer the order from the bridge, but also it gives a signal to the fuel roller guides of all the cylinders and to the starting air distributor. In this system, the positions of fuel roller guides must be changed according to the shaft rotating direction. Therefore, before the "start" of the engine, "AH" or "AS" signal must be sent to the roller guide. Under the "stop" mode, by moving the Telegraph Receiver from "AH" to "AS", the signal goes to the valve 88 and finally to the air cylinders 13 which moves the roller guide pivot mechanism and to the air cylinder 57. The actual shift of the roller guide starts normally after the engine starts its shaft rotation.

B-3. "START" MODE The "start" mode is made by moving the speed control dial 58 to "start" position. During this period, the start signal is sent to the valve 90. The valve 90 will send the air to the main starting air valve to open it. Then the air running of the engine is started.

Under certain conditions the "start" can not be made. 1. Telegraph Position

If the Telegraph Receiver is at "stop" position, the valve 90 does not get the supply air and the "start" signal does not reach the main starting air valve.

2. Distributor Position Interlock it is detected by proximity switch 55 or 56, and the "start" signal is not issued.

3. Turning Gear Interlock If the turning gear is engaged, the main starting valve is not opened.

－8－

B-4. "RUN" MODE During the "run" mode the speed setting signal from the potentiometer 62 is the only one signal to control the engine speed. The switch 64 is in non-active positions. In this period the speed control dial is advanced further to the "running" zone in which the higher engine speed is acquired by advancing the dial more.

As soon as the "start" mode changes over to "run" mode, following things happen; 1. Start of Fuel Injection

The air in the puncture valve blows away and the fuel injection is started. 2. End of Air Running

The main starting valve is closed and the valve 117 which supplies the air to the distributor ceases to supply the air.

3. End of Reversing The valves 10 and 11 are no more active. The reversing air can not go to the air cylinder 13 any more.

The fuel running can not be started if the emergency shut down valve 127 is working. For the first few seconds after starting of the engine governor sends enough fuel to the engine so that the engine does not stall in this period. The governor is equipped with a scavenging air pressure fuel limiter. During the acceleration of the engine, if the scavenging air pressure is not high enough the combustion condition is not good. In order to prevent the smoking at such period, the scavenging air pressure fuel limit works to limit the amount of fuel going into the cylinders. As it is mentioned, the reversing air does not go to the air cylinders 13 during the "run" period. If the position of the roller guide is wrong, the fuel injection timing is delayed. The roller guide positions are monitored by the magnetic switches and indicated at the cam position lamp. The lamp represents all the cylinders, in another words, it will turn on only when all the roller guides are in the same position. The roller guide position of each cylinder can be checked by the rod sticking out at the back of the fuel pump. If the wrong position of the roller guide is found, it will be corrected by trying to re-start the engine by turning the dial 58 to the stop position for a few seconds and then putting it back to the running position again.

－9－

B-5. ASTERN OPERATION At astern occasion, following steps will be taken.

1. Answer the Telegraph Order.

The fuel is cut by wrong way condition. 2. Turn the Speed Control Dial to "stop" Position.

The reversing of the roller guides is started. 3. Start the Air Running.

At the pre-determined engine speed for braking start, advance the dial 58 to "start" position so that the air running (including the braking) is started.

4. Start the Fuel Running

If the engine speed reaches high enough for fuel running, advance the dial 58 to fuel run position.

－10－

C. BRIDGE CONTROL C-1. CHANGE OVER BETWEEN BRIDGE AND CONTROL ROOM CONTROL The change over between BRIDGE and CONTROL ROOM CONTROL can be made during either "stop" condition or "running" condition. If it is made during "stop" condition, just turn the switch 80 and the shift is completed. During the "running" condition, if the shift is made without any precautions the engine speed might change suddenly because of the difference of the speed order between control room and bridge. Therefore before the shift, it is advisable to see to it that the speed order difference is small so that there would be no sudden speed jump of the engine. During BRIDGE CONTROL, the speed control dial of the Control Room (pos. 58) must be set at high speed range.

C-2. "STOP" MODE During the "stop" mode the "stop" signal is made at the solenoid valve 84.

C-3. "START" MODE The lever in the bridge does not have the "start" position but as soon as the lever is moved from "stop" to either "AH" or "AS" position, the electric circuit automatically gives the order of "start" to the solenoid valve 90 and gives the signal of "AH" or "AS" to either valve 86 or valve 88. At this time the valve 84 is also activated. In addition to the interlock functions described in B-3, the fuel injection zero condition before starting is observed by the pressure switch pos. 46 to prevent the fuel injection during air running.

C-4. "RUN" MODE Under BRIDGE CONTROL, the "run" mode automatically begins when the engine speed reaches a certain level enough for fuel running. The valve 90 becomes non-active and the speed setting is made by the governor which receives the speed order according to the position of the lever in the bridge. Either the valve 86 or 88 will cease to be activated a few seconds after the start of the engine.

－11－

D. ENGINE SIDE CONTROL D-1. PREPARATION For ENGINE SIDE CONTROL, the valve 100 on the emergency console must be turned to "engine side" position and the fuel regulating link must be disconnected from the governor and connected to the emergency handle.

The idea of control system is quite the same as that of the CONTROL ROOM CONTROL except few differences.

D-2. "STOP" MODE By pushing the valve 102, the "stop" signal is sent to the engine. The "stop" signal reaches to the puncture valve and also makes the valve 10 or 11 ready for reversing.

The reversing of the fuel roller guide is done by turning the rotary valve 105. Then the air goes to the valve 10 or 11 through 29 or 30.

Basically there is no danger whenever this rotary valve 105 is manipulated, but it is better to switch it during the period when the "stop" signal is made by the valve 102.

D-3. "START" MODE Before the start of the engine, the speed regulating handle at the emergency console must be advanced to "start" position. The air running of the engine starts when the valve 101 is pushed. The "start" signal goes through 36 to the valve 31 which eventually opens the main starting valve.

D-4. "RUN" MODE By releasing the valve 101 the engine enters into fuel running. When starting with reversing, wait for all the fuel roller guides to reverse before releasing the valve 101. During the fuel running, the speed control is made by turning the speed regulating handle.

－12－

E. ADJUSTMENT ETC. E-1. FINISHED WITH THE ENGINE When finished with the engine, the followings must be done;

1. Turn the control dial and regulating handle Set the speed control dial 58 in the control room at the "stop" position and also the speed regulating handle at the emergency console must be set to stop position.

2. Close the control air supply valves Turn the valves 1,9 and 16 so that the control and the safety air is blown off.

3. Set the Telegraph Receiver at stop position.

E-2. ADJUSTMENT 1. Air Source 0.7 MPa 2. Safety Valve (pos. 22) 0.8 MPa 3. Pressure Switch (pos. 17) 0.55 MPa 4. Timer (pos. 23) 0 sec 5. Timer (pos. 107) 6 sec 6. Timer (In EMS Control Unit) 5-7 sec

－13－

F. SCOPE OF STANDARD DELIVERY

F-1. SCOPE OF STANDARD DELIVERY

For the list of components, see the chapter A. The line diagram shows the components

fitted on the engine including Unit Box are supplied by the engine builder

components and their location.

As regarding the components located in the control room,

followings are supplied by the engine builder.

・C/R display

・Speed control dial

・Main control unit

・Governor control circuit

・Servo panel

・Transformer

・GCIO P.C.B. unit

・All the numbered components in the "Diagram of

electric-pneumatic manoeuvring system" including the telegraph receiver.

The control desk is not included in the standard delivery extent.

The fitting work to the desk is done by the shipbuilder. The wiring is done by

the shipbuilder.



2. DIAGRAM OF ELECTRIC-PNEUMATIC MANOEUVRING SYSTEM



3. PARTS LIST



4. INSTRUCTION MANUAL FOR NABCO PNEUMATIC DEVICE



5. DRAWNGS FOR PNEUMATIC MANOEUVRING SYSTEM

4X-28942



6. INSTRUCTION MANUAL FOR MAIN STARTING VALVE

mitsui-man b&wmaytau.ut.edu.vn/userfiles/files/te2517.vol.5.pdf · 2019. 1. 17. · 外注先...

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