Introduction To Marine Machineries

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UNIVERSITY KUALA LUMPUR MALAYSIAN INSTITUTE OF MARINE ENGINEERING TECHNOLOGY (MIMET) (LGB 40503)
INTRODUCTION TO MARINE MACHINERIES
ASSIGNMENT 1
PREPARED BY:
MUHAMAD ASYRAF BIN MUSTAFFA
 
56280113681
 
LECTURER NAME : MD SALIM BIN KAMIL
 
 
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1. PROPULSION SYSTEMS
GAS STEAM TURBINE PROPULSION SYSTEM For marine applications, the cross compound double reduction steam turbine was a popular choice because it was more compact, taking up less space in the ships engine-room. It also had the advantage of a built-in astern turbine giving easier astern movement, with up to 50% astern output power as that of the ahead turbine. First open all the turbine-casing and main steam-line drain valves and ensure that all the steam control valves at the manoeuvring station and around the turbine are closed. All bled steam-line drain valves should be opened. Start the lubricating oil pump and see that the oil is flowing freely to each bearing and gear sprayer, venting off air if necessary and check that the gravity tank is overflowing. Obtain clearance from the bridge to turn the shaft. Engage the turning gear and rotate the turbines in each direction.Start the sea water circulating pump for the main condenser. Then start the condensate extraction pump with the air ejector recirculation valve wide open. Open the manoeuvring valve bypass or 'warming through' valve, if fitted. This allows a small quantity of steam to pass through the turbine and heat it. Raising a small vacuum in the condenser will assist this warming through. The turbines should be continuously turned with the turning gear until a temperature of about 75°C is reached at the LP turbine inlet after about one hour. The expansion arrangements on the turbine to allow freedom of movement should be checked. Gland sealing steam should now be partially opened up and the vacuum increased. The turning gear should now be disengaged. Short blasts of steam are now admitted to the turbine through the main valve to spin the  propeller about one revolution. This should be repeated about every three to five minutes for a period of 15 to 30 minutes. The vacuum can now be raised to its operational value and also the gland steam pressure. The turbines are now ready for use. While waiting for the first movements from the bridge, and between movements, the turbine must be turned ahead once every five minutes by steam blasts. If there is any delay gland steam and the vacuum should  be reduced.
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MARINE DIESEL PROPULSION SYSTEM The propulsion demands of large merchant vessels can be covered using a single slow-speed, direct-drive Diesel engine. This type of engine can burn very low quality fuel, such as HFO, more easily than medium-speed Diesel engines because the physical space and time available to combustion are significantly larger. Slowspeed engines are usually built with a smaller number of cylinders and, in consequence, a smaller number of moving parts, increasing thus the reliability of The main parts of the engine are:
• Bedplate and crankcase: The bedplate supports the engine and ensures alignment of the
shaft. The crankcase provides housing for the crankshaft. In large engines the crankcase and  bedplate come in one piece.
• Crankshaft and flywheel: The crankshaft is o
ne of the heaviest and costliest components of large marine engines. The flywheel ensures attenuation of the vibrations introduced by the discrete firings in each cylinder.
• Engine body: This part of the engine provides mechanical support for the engine
cylinders and ensures the mechanical robustness and flexibility of the engine structure. Account is also taken that human access to the inner parts of the engine remains possible.
• Cylinder blocks and liners: In large marine diesels each cylinder is contained in it’s own
separate cylinder block.
• Pistons and connecting rods: Pistons consist of the piston crown, the piston rings and the
 piston rod. Their role is to deliver mechanical power The Marine Diesel Propulsion To the crankshaft to which they are connected through the connecting rods.
• Cylinder heads and exhaust valves: The cylinder heads secure the top of the combustion
chamber and provide mechanical support for two other engine components, namely the exhaust valves and the fuel injectors.
• Camshaft(s): The camshaft is one of the most critical engine parts because it ensures timing
of exhaust valves opening/closure, as well as fuel injection.
• Fuelling system: This is comprised of the high
-pressure fuel pumps, the high-pressure  pipelines and the fuel injectors (there can be more than one for each cylinder). Diesel engines used for ship propulsion are tuned in order to operate nearsteady-state on a well-defined
operating curve, the so called “fouled
-
hull” or propeller curve
 
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 NUCLEAR PROPULSION SYSTEM A nuclear-powered ship is constructed with the nuclear power plant inside a section of the ship cded the reactor compartment. The components of the nuclear power plant include a high-strength steel reactor vessel, heat exchanger(s) (steam generator), and associated piping,  pumps, and valves. Each reactor plant contains over 100 tons of lead shielding, part of which is made radioactive by contact with radioactive material or by neutron activation of impurities in the lead. The propulsion plant of a nuclear-powered ship or submarine uses a nuclear reactor to generate heat. The heat comes from the fissioning of nuclear fuel contained within the reactor. Since the fisioning process also produces radiation, shields are placed around the reactor so that the crew is protected. The nuclear propulsion plant uses a pressurized water reactor design which has two basic systems - a primary system and a secondary system. The primary system circulates ordinary water and consists of the reactor, piping loops, pumps and steam generators. The heat  produced in the reactor is transferred to the water under high pressure so it does not boil. This water is pumped through the steam generators and back into the reactor for re-heating.
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