ALARMS FOR MAIN ENGINE
MAIN ENGINE AUTO SLOW DOWN
1. Cylinder cooling fresh water pressure low
2. Piston coolant no-flow
3. Oil mist in crankcase
4. Cylinder exhaust gas high temperature
5. Cylinder cooling fresh water high temperature
6. Cylinder lub. oil no-flow
7. Scavenge air box fire
8. Stern tube bearing high temperature
MAIN ENGINE AUTO SHUT DOWN
1. Engine lub. oil pressure
2. Over-speed
3. Camshaft lub. oil pressure
4. Thrust bearing/pad temperature high
5. Emergency stop push-buttons
1. GENERATOR AND DISTRIBUTOR SYSTEM
a) SAFETY IN GENERATOR AND DISTRIBUTOR SYSTEM
The power management system also controls the following:
The number of running generators in accordance with the ship's
power demand.
The start of large motors is blocked until the number of running
generators is sufficient to supply the motor and ship’s demand. In
this case the first standby generator is started and synchronised
automatically.
Sequential Re-start
Essential service motors, which were in service before the blackout,
are started automatically on recovery of the main bus voltage. These
motors are classified into groups (consistent with voltage dip and over
current) to the generator and shall start according to the
predetermined restarting sequence. Motors that were selected for
duty before the blackout are automatically returned to duty after the
blackout. Similarly, motors selected for standby are automatically
returned to standby.
Preference Trip
Non-essential loads are interrupted automatically, in case of over
current of any one of the main diesel generators, to prevent the ship's
power failure.
Generator Protection Equipment
The generator is protected from the abnormal conditions described
below by means of the reverse power trip, short circuit trip, under
voltage trip, and overcurrent trips.
1. Abnormality Due to Under Voltage
If the voltage of a generator decreases to less than 50% of the rated value,
the under voltage tripping device, contained in the air circuit breaker, will
operate to trip the breaker. If a short-circuit fault occurs, the generator
voltage will lower and may cause the under voltage tripping device (UVT) to
operate. With this in mind, a time delay device (of about 0.5 seconds) has
been fitted to the under-voltage device to prevent the ACB from tripping
immediately, allowingthe defective system circuit breaker to operate first.
2. Abnormality Due to Over Current (preference tripping)
If the current on a running generator exceeds 1251 Amps for a period of 10
seconds, the over-current relay will initiate the release of the first stage of
preferential tripping. If the current still exceeds 1251 Amps after a further 5
seconds the second stage of preferential tripping is released, thereby
providing protection against the over-current which would otherwise trip
theACB.
3. Abnormality Due to Over Current (long time delay trip)
If the current on a running generator exceeds 1251 Amps for a period
of 50 seconds the over current relay will operate to trip the ACB.
4. Abnormality Due to Short Circuit
If a short circuit occurs on the bus-bar or the current exceeds 3200 Amps,
the ACB will be tripped almost instantaneously (about 300msec) by the
short time delay trip fitted to the ACB.
5. Abnormality Due to Reverse Power
If there are abnormalities in the output of an engine during parallel
operation, it may cause the generator to function as a motor, due to the
power it receives from the other generator(s) through the common bus-
bar. The effective reverse power will then flow through the connected
circuit. If this reverse power reaches a level of 5% of the rated power, the
reverse power relay is triggered and will trip the ACB after a time delay of 5
seconds.
6.Emergency Generator Abnormality Due to Over-current
If the current on the running generator exceeds 110% of the rated
maximum (265A) for 30 seconds the over-current relay will operate to
trip the generator ACB.
7. Emergency Generator Abnormality Due to Short Circuit
If a short circuit occurs on the bus-bar or the current exceeds 300% of rated
maximum (723A) the ACB will be tripped almost instantaneously (about
200msec) by the short time delay trip fitted to the ACB. The emergency
generator ACB is also fitted with an under-voltage device identical in
operation to the main generators.
A)GENERATOR ALARMS AND SHUT DOWN
The following alarms are incorporated on the engine side:
1. F.O. LEAKAGE TANK HIGH LEVEL ALARM
2. L.O. FILTER DIFFERENCE PRESSURE HIGH ALARM
3. PRIMING L.O. INLET NON-FLOW ALARM
4. LOW L.O.LEVEL IN SUMP TANK ALARM
5. L.O. INLET TEMP. HIGH ALARM
6. F.W. OUTLET TEMP. HIGH ALARM
7. F.O. FILTER DIFFERENCE PRESSURE HIGH ALARM
8. STARTING AIR INLET LOW PRESS. ALARM
9. F.O. ENGINE INLET LOW PRESS. ALARM
The following TRIPS are incorporated on the engine side:
1. L.O. INLET LOW PRESS. SHUT DOWN
2. C.F.W. OUTLET HIGH TEMP. SHUT DOWN
3. OVER SPEED SHUT DOWN AND ALARM
The following BLOCK is incorporated on the engine side:
1. TURNING DEVICE START BLOCKING
B) STEAM BOILER
THE FOLLOWING ALARMS ARE INCORPORATED IN AUX.BOILER
COMMON ALARM “ABNORMAL” AT:
1. HIGH STEAM PRESSURE
2. TOO LOW WATER LEVEL
3. LOW OIL PRESSURE IN RING LINE
4. HIGH OIL PRESSURE IN BURNER RETURN LINE
5. OVER LOAD BURNER MOTOR
6. BURNER SWING OUT
7. QUICK CLOSING VALVES CLOSED
8. HIGH OIL TEMP.
9. LOW OIL TEMP.
10. FLAME FAILURE
11. HIGH WATER LEVEL ALARM
12. LOW WATER LEVEL ALARM
13. POWER FAILURE
14. AUTO ST.BY OIL TRANSFER PUMP
THE FOLLOWING SAFETY INTER LOCKS ARE INCORPORATED IN
AUX. BOILER
AUTOMATIC MODE:
1. TOO LOW WATER LEVEL
2. HIGH STEAM PRESSURE
3. HIGH OIL PRESSURE IN BURNER RETURN LINE
4. OVER LOAD BURNER MOTOR
5. BURNER SWING OUT
6. QUICK CLOSING OIL SUPPLY VALVES CLOSED
7. HIGH OIL TEMP.
8. LOW OIL TEMP.
MANUAL MODE:
1. TOO LOW WATER LEVEL
2. HIGH STEAM PRESSURE
3. HIGH OIL PRESSURE IN BURNER RETURN LINE
4. OVER LOAD BURNER MOTOR
5. BURNER SWING OUT
C) PURIFIERS
COMMON ALARM “ABNORMAL” AT:
ALARM AT:
1. LOW OIL PRESSURE
2. OVER FLOW
3. AIR PRESSURE LOW
4. LOW TEMP.
STOP AT:
1. MOTOR OVER LOAD’
D)AIR COMPRESSOR
ALARM AT:
1. LUB.OIL LEVEL LOW
2. AIR TEMP. HIGH
“STOP” AT:
1. LOW OIL LEVEL
2. AIR TEMP. HIGH
3. ELECTRIC MOTR OVERLOAD
REFRIGERATED SYSTEM
“STOP” AT:
1. LOW COOLING WATER PRESSURE
2. ELECTRIC MOTR OVERLOAD
E) STEERING SYSTEM
ALARM AT:
3. OIL LEVEL LOW
“STOP” AT:
4. LOW LOW OIL LEVEL IN TANK
F) DECK MACHINERY
ALARM AT:
1. OIL LEVEL LOW
2. HIGH OIL TEMPERATURE
3. FILTER CLOGGED
DESIGN FEATURES OF SYSTEM CONFIGURATION OF AUTOMATIC
CONTROL EQUIPMENT AND SAFETY DEVICE.
GENERAL REQUIREMENTS: THERE ARE NUMER Of PROCESS CONTROL SYSTEMS UTILIZED
ONBOARD A SHIP FOR VARIOUS TYPES OF MACHINERIES. ELECTRONIC SENSING AND
CONTROL SYSTEMS ARE WIDELY USED FOR BETTER PROCESS CONTROL; FINAL CONTROL
ELEMENTS ARE OFTEN PNEUMATIC AS THIS MEDIUM IS EXTREMELY SAFE AND CHEAPLY
AVAILABLE. PNEUMATIC CONTROL SYSTEMS ARE USED TO ENHANCE SAFETY ON TANKERS
WHERE THERE ARE MANY CONTROL SYSTEMS RELATED TO FLAMMABLE CARGO . HERE, THE
SENSORS AND THE CONTROL VALVES ARE OFTEN LOCATED ON THE DECK.
WHILE DESIGNING SYSTEMS FOR AUTOMATIC CONTROL FOR SHIP EQUIPMENTS, FOLLOWING
POINTS MUST BE REMEMBERED AND INCORPORATED IN DESIGN FEATURE:
1. SUFFICIENT SAFETY DEVICES MUST BE INCORPORATED IN THE SYSTEM.
2. ELECTRONIC EQUIPMENT DESIGNED FOR LAND USE OFTEN NOT SUITABLE FOR SHIP
USE. SOLUTION MUST BE FOUND SO THAT SPECIAL FEATURES ARE INCORPORATED IN
THE SYSTEM FOR SHIP USE.
3. CARE MUST BE TAKEN , SO THAT ALL MATERIALS USED IN THE SYSTEM ARE NON-
FLAMMABLE.
4. ALSO, CARE MUST BE TAKEN , SO THAT ALL MATERIALS USED IN THE SYSTEM ARE
FLAME RETARDANT.
5. CARE MUST BE TAKEN FOR THE EFFECT OF TEMPERATURE CHANGES ON ELECTRO-
MAGNETIC DEVICES AND GENERATOR VOLTAGE.
6. MAXIMUM TEMPERATURE OF AIR & SEA-WATER USED FOR DESIGN PURPOSE SHOULD
BE ACCEPTABLE FOR SHIP USE: ( AIR TEMP. +50⁰C to ₋50⁰C; SEA TEMP: +34⁰C to ₋3⁰C;
SALINITY OF SEA WATER 3.5%; RELATIVE HUMIDITY 60% to 100%;
WIND/BREEZE/STORM WAVE SPEED UPTO 30 METRES PER SEC; ANGLE OF HEEL - 30⁰
to 40⁰; VIBRATION PROOF; DECK EQUIPMENTS WILL BE SUBJECTED TO RAIN, SNOW
AND SOLAR RADIATION)
7. AXIS OF ROTATING MACHINE SHOULD NOT BE PLACED ATHWART SHIPS UNLESS SO
DESIGNED.
8. PERIODICAL CHECKS MUST BE CARRIED OUT FOR CHECKING THE TIGHTNESS OF ALL
TERMINAL CONNECTIONS.
Apart from direct temperature measurement of the stator
windings and the internal air, the protection of a generator is
largely based on the sensing of current and voltage from CTs
and VTs.
The number and type of
protective relay functions
increases with the generator
kV A rating and voltage
level.
Protective relays are electromagnetic (traditional) or
electronic (increasingly more common) which are mounted
on the generator front panel of the main switchboard.
Settings for level and time-delay must be periodically checked
by injecting currents and/or voltages directly into the relay
(usually via a special multi-pole socket adjacent to the relay and
internally wired to it).
OCIT (Over Current Inverse Time) protection of ship generator
The Over Current Inverse Time relay function monitors
general balanced overloading and has current / time settings
determined by the overall protective discrimination scheme
Typical setting ranges for current (I) and time (t) are:
I>:0.7-2.In, (In : normal or rated generator current)
and t: 1-10s
OC(INST.) – “Instantaneous” trip protection of ship generator /
“Instantaneous” trip to protect against
extremely high overcurrent caused by a
short-circuit fault. Typical setting ranges are:
I >>: 2 – 10 In, and t: 0.1 – 1s
NPS (Negative Phase Sequence relay) protection of ship generator
A Negative Phase Sequence relay determines the amount of
unbalance in the stator currents which is an indirect measure
of the generator stator and rotor temperature.
A relatively small degree of unbalance causes a significantly
increased temperature rise so the NPS current setting is low at
around 0.2.In.
DIFF (Differential Measurement) protection of ship generator
This is a differential measurement of current at each end of a stator phase winding.
This comparison of current is to detect an internal fault in the
stator windings which may be caused by partially short-circuited
coil turns and/or earth faults.
Current settings for this very serious fault are very low e.g. about 0.1.In.
EL (Earth Leakage) protection of ship generator
An Earth Leakage relay (sometimes called Zero Phase
Sequence) detects an earth fault current returning back
through the earthed neutral connection.
In a ship’s HV generator system the earth fault current is
limited by a high impedance NER (neutral earthing
resistor) or earthing transformer so the pick-up current setting is
very low, e.g. 1-5 A with a time delay of 0.1- 0.5 s.
UV/OV (Under Voltage and Over Voltage) protection
Under Voltage and Over Voltage functions are monitored by these relays with
settings of around 0.8 Un and 1.2 Un
respectively (Un : rated voltage) with time
delays of about 2s. An overvoltage function
may not be required in many protection
schemes.
UF/OF (Under and Over Frequency) protection of ship generator
Under and Over Frequency settings are typically 58 Hz and 62 Hz for a 60 Hz system.
LO (Lock Out) protection of ship generator
This is the master Lock Out or trip / hand-reset
relay responsible for tripping the generator
circuit breaker. Its action is instantaneous when
triggered by protective relay.
It can also be used to trip the generator prime-mover and
initiate generator field suppression together with the signalling
of an alarm.
ARP (Reverse Power Protection) of ship generator
Generators intended to operate in parallel must have reverse power protection (RP).
A reverse power relay monitors the
direction of power flowing between the
generator and the load. If a prime-mover
failure occurred the generator would act
as a motor.
The reverse power relay detects this fault and acts to trip the generator circuit-
breaker.
The pick-up power level setting and time-delay setting are adjustable and are pre-set to suit the
prime-mover.
If the prime mover is a turbine, very little power is absorbed
when motoring and a reverse-power pick-up setting of 2-3 %
is usual. If the prime mover is a diesel then a setting range of
5-15% is usually adopted. A time delay range of about 0.5 –
3 s is usual.
The RP (Reverse Power) relay operation is easily checked during a generator changeover.
The outgoing generator is gradually throttled down so that it motors
causing the reverse power relay to trip its generator circuit-
breaker.
/
GENERATOR AND DISTRIBUTOR SYSTEM
b) SAFETY IN GENERATOR AND DISTRIBUTOR SYSTEM
The power management system also controls the following:
The number of running generators in accordance with the ship's
power demand.
The start of large motors is blocked until the number of running
generators is sufficient to supply the motor and ship’s demand. In
this case the first standby generator is started and synchronized
Automatically.
Sequential Re-start
Essential service motors, which were in service before the blackout, are started
automatically on recovery of the main bus voltage. These motors are classified
into groups (consistent with voltage dip and over current) to the generator and
shall start according to the predetermined restarting sequence. Motors that
were selected for duty before the blackout are automatically returned to duty
after the blackout. Similarly, motors selected for standby are automatically
returned to standby.
Preference Trip
Non-essential loads are interrupted automatically, in case of over current of any
one of the main diesel generators, to prevent the ship's power failure.
Generator Protection Equipment
The generator is protected from the abnormal conditions described below by
means of the reverse power trip, short circuit trip, under voltage trip, and over
current trips.
1. Abnormality Due to Under Voltage
If the voltage of a generator decreases to less than 50% of the rated value, the under
voltage tripping device, contained in the air circuit breaker, will operate to trip the
breaker. If a short-circuit fault occurs, the generator voltage will lower and may cause
the under voltage tripping device (UVT) to operate. With this in mind, a time delay
device (of about 0.5 seconds) has been fitted to the under-voltage device to prevent
the ACB from tripping immediately, allowing the defective system circuit breaker to
operate first.
2. Abnormality Due to Over Current (preference tripping)
If the current on a running generator exceeds 1251 Amps for a period of 10 seconds,
the over-current relay will initiate the release of the first stage of preferential tripping.
If the current still exceeds 1251 Amps after a further 5 seconds the second stage of
preferential tripping is released, thereby providing protection against the over-current
which would otherwise trip the ACB.
3. Abnormality Due to Over Current (long time delay trip)
If the current on a running generator exceeds 1251 Amps for a period of 50
seconds the over current relay will operate to trip the ACB.
4. Abnormality Due to Short Circuit
If a short circuit occurs on the bus-bar or the current exceeds 3200 Amps, the ACB will
be tripped almost instantaneously (about 300msec) by the short time delay trip fitted
to the ACB.
5. Abnormality Due to Reverse Power
If there are abnormalities in the output of an engine during parallel operation, it may
cause the generator to function as a motor, due to the power it receives from the
other generator(s) through the common bus-bar. The effective reverse power will then
flow through the connected circuit. If this reverse power reaches a level of 5% of the
rated power, the reverse power relay is triggered and will trip the ACB after a time
delay of 5 seconds.
6.Emergency Generator Abnormality Due to Over-current
If the current on the running generator exceeds 110% of the rated maximum
(265A) for 30 seconds the over-current relay will operate to trip the generator
ACB.
7. Emergency Generator Abnormality Due to Short Circuit
If a short circuit occurs on the bus-bar or the current exceeds 300% of rated
maximum (723A) the ACB will be tripped almost instantaneously (about
200msec) by the short time delay trip fitted to the ACB. The emergency
generator ACB is also fitted with an under-voltage device identical in operation
to the main generators.
c) GENERATOR ALARMS AND SHUT DOWN
The following alarms are incorporated on the engine side:
10.F.O. LEAKAGE TANK HIGH LEVEL ALARM
11.L.O. FILTER DIFFERENCE PRESSURE HIGH ALARM
12.PRIMING L.O. INLET NON-FLOW ALARM
13.LOW L.O.LEVEL IN SUMP TANK ALARM
14.L.O. INLET TEMP. HIGH ALARM
15.F.W. OUTLET TEMP. HIGH ALARM
16.F.O. FILTER DIFFERENCE PRESSURE HIGH ALARM
17.STARTING AIR INLET LOW PRESS. ALARM
18.F.O. ENGINE INLET LOW PRESS. ALARM
The following TRIPS are incorporated on the engine side:
4. L.O. INLET LOW PRESS. SHUT DOWN
5. C.F.W. OUTLET HIGH TEMP. SHUT DOWN
6. OVER SPEED SHUT DOWN AND ALARM
The following BLOCK is incorporated on the engine side:
2. TURNING DEVICE START BLOCKING
EXCESSIVE HEAT
EXCESSIVE LOAD
SURGE
RIPPLES
SPIKES
TRANSIENTS
Typical alarms and shut downs (Safeties in purifier)
The following gives a general list of alarms only some of which may be
a
fitted. t
Back Pressure low shutdown- this measures the discharge oil
pressure and alarms and initiates a shut down when below a set value
Back pressure high shut down- this measures the discharge oil
pressure and alarms and initiates a shut down when the value is higher
than set value
Feed pressure low- Alarm and shut down when feed pressure is
low. High oil temperature alarm and shut down
Low oil temperature alarm and shut down
Heavy phase overflow- when the oil overflow through water side
make an alarm
Bowl not open- this may be done in several ways, typically by a lever
switch operated by the discharged sludge hitting a striker plate. The other
method is by measuring the motor current, when the bowl opens the
bowl speed is dragged
down due to friction effects of the discharging sludge and water. The
motor current rises until full speed is re-established. This is detected
by a current sensing relay
Water in oil- This found on modern designs which have a detection
probe mounted in the oil discharge
Low control/seal water pressure- Where control water is supplied via a
fixed small header tanks a float switch may be fitted.
Most of the important machineries on ship are always provided with emergency backup
or standby system which can be used in case of failure of the main unit. Even power
supplies of the essential machineries are provided with emergency generator. Marine
engine is also provided with emergency maneuvering control system in case the remote
control system fails to operate.
Main marine engine is responsible for propulsion of the ship and its direction and
rotation are controlled from either bridge or Engine Control Room (ECR) through
telegraph and fuel lever control. This control system is a remote control type used for
both sea voyage and manoeuvring of vessel.
If the remote control manoeuvring system fails to operate from both the remote stations,
i.e. bridge and ECR, or the governor of the main marine engine goes faulty, additional
safety is given to main marine engine by providing a local manoeuvring control system.
When the ship is in a narrow channel under manoeuvring, then it is very important for all
engine room crew to know the change over and operating procedure for local or
emergency control. Failure in knowing the remote control manoeuvring system, can
lead to accident like collision and grounding.
Procedure for Local or Emergency Manoeuvring
The changeover and operating procedure differs from engine to engine as different
control systems are adopted for different engine types; however the basic remains the
same. When there is automation or remote control failure alarm then changeover of
control is to be done from remote (either wheelhouse or ECR) to Local control stand.
The local control stand is normally located in the engine room near the fuel pump
platform of the main marine engine.
Changeover Procedure
The change over procedure can be done with marine engine in stopped as
well as running condition, but if the situation permits it is better to be done
when the engine is stopped.
First change control from wheel house to ECR and both the telegraph on
wheel house and ECR are to be in stopped position.
Bring the fuel lever of wheel house and ECR in stop position.
A changeover switch is provided in the ECR. Operate the switch from
–“ECR to Local”.
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Go to the local control station and changeover the fuel pump control shaft
from local to manual.
A cone clutch arrangement or a mechanical lever arrangement may be
provided, depending upon the engine type, which acts as manual control
when attached to hand wheel for operating fuel rack.
A locking pin or clip may be provided for the above arrangement as an
additional safety so that it should not come out in normal operation.
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