Usage of Multipurpose Tasks in Maritime Simulation.

The lubricating oil is pumped from a bottom tank by means of the main lubricating oil pump to the lubricating oil cooler, a thermostatic valve and, through a fullflow filter, to the engine inlet RU. RU lubricates main bearings, thrust bearing, axial vibration damper, piston cooling, crosshead bear- ings, crankpin bearings. It also supplies oil to the Hydraulic Power Supply unit and to moment com- pensator and torsional vibration damper.

The lubricating oil is pumped from a bottom tank by means of the main lubricating oil pump to the lubricating oil cooler, a thermostatic valve and, through a fullflow filter, to the engine inlet RU. RU lubricates main bearings, thrust bearing, axial vibration damper, piston cooling, crosshead bear- ings, crankpin bearings. It also supplies oil to the Hydraulic Power Supply unit and to moment com- pensator and torsional vibration damper.

The lubricating oil is pumped from a bottom tank by means of the main lubricating oil pump to the lubricating oil cooler, a thermostatic valve and, through a fullflow filter, to the engine inlet RU. RU lubricates main bearings, thrust bearing, axial vibration damper, piston cooling, crosshead bear- ings, crankpin bearings. It also supplies oil to the Hydraulic Power Supply unit and to moment com- pensator and torsional vibration damper.

The lubricating oil is pumped from a bottom tank by means of the main lubricating oil pump to the lubricating oil cooler, a thermostatic valve and, through a fullflow filter, to the engine inlet RU. RU lubricates main bearings, thrust bearing, axial vibration damper, piston cooling, crosshead bear- ings, crankpin bearings. It also supplies oil to the Hydraulic Power Supply unit and to moment com- pensator and torsional vibration damper.

The central cooling water system is characterised by having only one heat exchanger cooled by seawater, and by the other coolers, including the jacket water cooler, being cooled by central cool- ing water. In order to prevent too high a scavenge air temperature, the cooling water design temperature in the central cooling water system is normally 36 °C, corresponding to a maximum seawater tem- perature of 32 °C. Our recommendation of keeping the cooling water inlet temperature to the main engine scavenge air cooler as low as possible also applies to the central cooling system. This means that the tem- perature control valve in the central cooling water circuit is to be set to minimum 10 °C, whereby the temperature follows the outboard seawater tem- perature when central cooling water temperature exceeds 10 °C.

The central cooling water system is characterised by having only one heat exchanger cooled by seawater, and by the other coolers, including the jacket water cooler, being cooled by central cool- ing water. In order to prevent too high a scavenge air temperature, the cooling water design temperature in the central cooling water system is normally 36 °C, corresponding to a maximum seawater tem- perature of 32 °C. Our recommendation of keeping the cooling water inlet temperature to the main engine scavenge air cooler as low as possible also applies to the central cooling system. This means that the tem- perature control valve in the central cooling water circuit is to be set to minimum 10 °C, whereby the temperature follows the outboard seawater tem- perature when central cooling water temperature exceeds 10 °C.

The central cooling water system is characterised by having only one heat exchanger cooled by seawater, and by the other coolers, including the jacket water cooler, being cooled by central cool- ing water. In order to prevent too high a scavenge air temperature, the cooling water design temperature in the central cooling water system is normally 36 °C, corresponding to a maximum seawater tem- perature of 32 °C. Our recommendation of keeping the cooling water inlet temperature to the main engine scavenge air cooler as low as possible also applies to the central cooling system. This means that the tem- perature control valve in the central cooling water circuit is to be set to minimum 10 °C, whereby the temperature follows the outboard seawater tem- perature when central cooling water temperature exceeds 10 °C.

The system consists of two supply pumps that supply either HFO or DO from daily tanks via flowmeter into the enclosed circulating system. The fuel within circulating system circulates via circulation pumps through heaters/coolers, automatic and by-pass filter, viscosimeter to generator engine inlet flowmeter and main engine. Continuous fuel circulation is established through main engine and auxiliary generator engines and returned via pressure regulating valve to vent box (mixing tank). Fuel from vent box (mixing tank) is lead to suction valve of a running circulation pump. Consumed fuel from circulating system is refilled into the system with supply pumps. Higher fuel pressure in the system is from discharge side of circulation pumps to the pressure regulating valve.

The system consists of two supply pumps that supply either HFO or DO from daily tanks via flowmeter into the enclosed circulating system. The fuel within circulating system circulates via circulation pumps through heaters/coolers, automatic and by-pass filter, viscosimeter to generator engine inlet flowmeter and main engine. Continuous fuel circulation is established through main engine and auxiliary generator engines and returned via pressure regulating valve to vent box (mixing tank). Fuel from vent box (mixing tank) is lead to suction valve of a running circulation pump. Consumed fuel from circulating system is refilled into the system with supply pumps. Higher fuel pressure in the system is from discharge side of circulation pumps to the pressure regulating valve. (Fig.1.)

Main Engine onboard simulated ship is a crosshead engine of two-stroke type. The engine is equipped with scavenging ports and exhaust valve. Exhaust valve opens at the end of combustion/expansion process and creates uniflow scavenging system within engine cylinder. Exhaust valve is operated hydraulically either by mechanical or electrical activation. In this particular simulator it is assumed that exhaust valve is operated mechanically. Exhaust valve is submitted to high mechanical and thermal overstresses and therefore is subject to potential failures. One of the potential failures is exhaust valve burning. That might happen due to various reasons, mainly due to poor combustion process, fuel quality and/or material quality.

The system is designed for production, storage and supply of compressed air, including air for the diesel start/control. The system includes the following components: The system of pipelines and reservoirs as a gas-dynamic object; Electrically driven two-stage air compressor 1 with water cooling and an air cooler - pumping air under a pressure of 30 bar to two main bottles; Electrically driven two-stage air compressor 2 with

The lubricating oil is pumped from a bottom tank by means of the main lubricating oil pump to the lubricating oil cooler, a thermostatic valve and, through a fullflow filter, to the engine inlet RU. RU lubricates main bearings, thrust bearing, axial vibration damper, piston cooling, crosshead bear- ings, crankpin bearings. It also supplies oil to the Hydraulic Power Supply unit and to moment com- pensator and torsional vibration damper.

The Compressed Air system is designed to generate and supply compressed air for ship systems by:Compressed Starting and Service Air System.Control Air System. To ensure the functionality of the components in the compressed air system, the compressed air has to be dry and clean from solid particles and oil.

Main Engine onboard simulated ship is a crosshead engine of two-stroke type. The engine is equipped with scavenging ports and exhaust valve. Fuel injection pump is operated mechanically by means of camshaft. Fuel injection pump is of helix type with two control levers; one for fuel index and another for VIT index adjustment. Fuel index lever is designed to control (adjust) amount of fuel to be injected into cylinder while VIT level control injection point – beginning of injection. Both levers are control by engine pneumatic system by means of pneumatic cylinders. During more excessive movement in case one of the control levers stuck it will cause deviations in exhaust gas temperature, significant changes in injection timing and differences in injected fuel quantity between cylinders.

Initially the water is in the feed tank. Through a pump (Feed Pump) it is transferred to the water chamber of the Boiler after it has been preheated. Then through pump (Gas Boiler Pump) the water is transported to the highest point of Gas Boiler where it is preheated to a very close vaporization temperature. It is then transported to the middle point of Gas Boiler where liquid steam is produced.

The system has been manufactured for the appropriate production and supply of the whole necessary electrical energy in a ship. It consists of at least two main generators driven by independent auxiliary diesel engines (generators set) located in electrical room. Generally, only the first generator operates and serves the electrical loads, but when multiple electromechanical machines are required to operate simultaneously, there might be an overload.

The smoke density monitor is designed to continuously monitor the smoke density and observation in the flue gas. The system includes a transmitter head TH, a receiver head RH, and a control unit CU, see illustration of the smoke density monitoring system. The system can display in readings of either, smoke density, transmission, extinction (linear), extinction (log), or Ringelmann effect. The sensing heads are installed in the flue gas funnel after the boiler.

Marine auxiliary boiler is only used in port and the exhaust boiler caters for all heating and steam needs while at sea. These boilers have boiler burners to supply the required heat when the supply of heat from the ME exhausts gases is not sufficient. Generally, if the burner routines are carried out religiously and the filters are cleaned, there is no major maintenance or routine that needs to be done.

Emergency generator (EG) on ship provides power ( 220 and 440 V ) in case the main and auxilliary generators of the ship fail and creates a “dead or blackout condition”. Emergency generator (EG) is constructed to supply electric power to some of the most important instruments, devices, and machinery on a ship such as essential sensors and alarm systems, crucial instruments, and other important machinery such as Navigation systems, vessel’s alarm system, emergency pumps, emergency lighting, and steering motor, GMDSS equipment, emergency air compressors, fire detection systems, communication equipment. In other words, an emergency generator (EG) powers essential machinery needed for the vessel to maneuver, communicate, start critical pumps, and send distress signals while the crew repairs the main or auxiliary engines

Emergency generator (EG) on ship provides power ( 220 and 440 V ) in case the main and auxilliary generators of the ship fail and creates a “dead or blackout condition”. Emergency generator (EG) is constructed to supply electric power to some of the most important instruments, devices, and machinery on a ship such as essential sensors and alarm systems, crucial instruments, and other important machinery such as Navigation systems, vessel’s alarm system, emergency pumps, emergency lighting, and steering motor, GMDSS equipment, emergency air compressors, fire detection systems, communication equipment. In other words, an emergency generator (EG) powers essential machinery needed for the vessel to maneuver, communicate, start critical pumps, and send distress signals while the crew repairs the main or auxiliary engines.

The STEERING GEAR SYSTEM is used to steer the ship during its movement to maintain a straight course, to make turns and when maneuvering to enter or leave a port, as well as for maneuvers when berthing to a quay and unberthing from a quay wall.

The STEERING GEAR SYSTEM is used to steer the ship during its movement to maintain a straight course, to make turns and when maneuvering to enter or leave a port, as well as for maneuvers when berthing to a quay and unberthing from a quay wall.