BS ISO 18215-2015 Ships and marine technology Vessel machinery operations in polar waters Guidelines《船舶和海洋技术 极地水域的船舶机械操作 指南》.pdf

《BS ISO 18215-2015 Ships and marine technology Vessel machinery operations in polar waters Guidelines《船舶和海洋技术 极地水域的船舶机械操作 指南》.pdf》由会员分享，可在线阅读，更多相关《BS ISO 18215-2015 Ships and marine technology Vessel machinery operations in polar waters Guidelines《船舶和海洋技术 极地水域的船舶机械操作 指南》.pdf（18页珍藏版）》请在麦多课文档分享上搜索。

1、BSI Standards PublicationBS ISO 18215:2015Ships and marine technology Vessel machinery operationsin polar waters GuidelinesBS ISO 18215:2015 BRITISH STANDARDNational forewordThis British Standard is the UK implementation of ISO 18215:2015. Itsupersedes PD ISO/PAS 18215:2012 which is withdrawn.The UK

2、 participation in its preparation was entrusted to TechnicalCommittee SME/32/-/3, Ships and marine technology - Piping andmachinery.A list of organizations represented on this committee can beobtained on request to its secretary.This publication does not purport to include all the necessaryprovision

3、s of a contract. Users are responsible for its correctapplication. The British Standards Institution 2015. Published by BSI StandardsLimited 2015ISBN 978 0 580 79737 8ICS 47.020.01Compliance with a British Standard cannot confer immunity fromlegal obligations.This British Standard was published unde

4、r the authority of theStandards Policy and Strategy Committee on 30 April 2015.Amendments issued since publicationDate Text affectedBS ISO 18215:2015 ISO 2015Ships and marine technology Vessel machinery operations in polar waters GuidelinesNavires et technologie maritime Exploitation des machines de

5、s navires en eaux polaires Lignes directricesINTERNATIONAL STANDARDISO18215First edition2015-05-01Reference numberISO 18215:2015(E)BS ISO 18215:2015ISO 18215:2015(E)ii ISO 2015 All rights reservedCOPYRIGHT PROTECTED DOCUMENT ISO 2015All rights reserved. Unless otherwise specified, no part of this pu

6、blication may be reproduced or utilized otherwise in any form or by any means, electronic or mechanical, including photocopying, or posting on the internet or an intranet, without prior written permission. Permission can be requested from either ISO at the address below or ISOs member body in the co

7、untry of the requester.ISO copyright officeCase postale 56 CH-1211 Geneva 20Tel. + 41 22 749 01 11Fax + 41 22 749 09 47E-mail copyrightiso.orgWeb www.iso.orgPublished in SwitzerlandBS ISO 18215:2015ISO 18215:2015(E)Foreword iv1 Scope . 12 Normative references 13 Terms and definitions . 14 Cold weath

8、er diesel engine operations. 14.1 General . 14.2 Starting diesel engines in cold weather. 14.3 Cold weather starting aids 24.3.1 General 24.3.2 Glow plugs, preheaters, and block heaters 24.4 Gelling of fuel 24.5 Other fuel, equipment storage, and operational considerations . 34.6 Proper lubricating

9、oil viscosity . 34.7 Cetane number 45 Preparations for other engineering systems 45.1 Lifeboat engine preparations . 55.2 Cold weather preparations for other lifeboat machinery 56 Cold weather deck machinery preparations and operations 66.1 General . 67 Batteries 6Annex A (informative) Other importa

10、nt logistical and operational considerations for extremely cold weather . 7Annex B (informative) Battery maintenance considerations for extremely cold weather 8Bibliography 9 ISO 2015 All rights reserved iiiContents PageBS ISO 18215:2015ISO 18215:2015(E)ForewordISO (the International Organization fo

11、r Standardization) is a worldwide federation of national standards bodies (ISO member bodies). The work of preparing International Standards is normally carried out through ISO technical committees. Each member body interested in a subject for which a technical committee has been established has the

12、 right to be represented on that committee. International organizations, governmental and non-governmental, in liaison with ISO, also take part in the work. ISO collaborates closely with the International Electrotechnical Commission (IEC) on all matters of electrotechnical standardization.The proced

13、ures used to develop this document and those intended for its further maintenance are described in the ISO/IEC Directives, Part 1. In particular the different approval criteria needed for the different types of ISO documents should be noted. This document was drafted in accordance with the editorial

14、 rules of the ISO/IEC Directives, Part 2 (see www.iso.org/directives).Attention is drawn to the possibility that some of the elements of this document may be the subject of patent rights. ISO shall not be held responsible for identifying any or all such patent rights. Details of any patent rights id

15、entified during the development of the document will be in the Introduction and/or on the ISO list of patent declarations received (see www.iso.org/patents).Any trade name used in this document is information given for the convenience of users and does not constitute an endorsement.For an explanatio

16、n on the meaning of ISO specific terms and expressions related to conformity assessment, as well as information about ISOs adherence to the WTO principles in the Technical Barriers to Trade (TBT), see the following URL: Foreword Supplementary information .The committee responsible for this document

17、is ISO/TC 8, Ships and marine technology, Subcommittee SC 3, Piping and machinery.iv ISO 2015 All rights reservedBS ISO 18215:2015Ships and marine technology Vessel machinery operations in polar waters Guidelines1 ScopeThe intent of this International Standard is to provide guidance to ship design a

18、nd operational personnel (crew) on the critical issues to consider regarding machinery, prior to and during vessel operations in the extreme conditions of the Earths polar regions. This International Standard is intended to supplement the IMO Code for Ships Operating in Polar Waters and the IACS UR

19、“I”, Requirements Concerning Polar Class. Although the application of this International Standard is primarily concerned only for ships operating in polar regions, some of the design considerations and planning might need to be implemented during construction or in a shipyard environment.2 Normative

20、 referencesThe following documents, in whole or in part, are normatively referenced in this document and are indispensable for its application. For dated references, only the edition cited applies. For undated references, the latest edition of the referenced document (including any amendments) appli

21、es.ISO 8217, Petroleum products Fuels (class F) Specifications of marine fuels3 Terms and definitionsFor the purposes of this document, the following terms and definitions apply3.1cetane numbermeasure of ignition quality, or ability of a fuel to ignite, in a diesel engine3.2CFFPcold filter plugging

22、pointlowest temperature at which a given volume of diesel fuel will pass through a standard filter in a prescribed amount of time4 Cold weather diesel engine operations4.1 GeneralOperators should review their diesel engine procedures to ensure that they have a special set of operating procedures for

23、 the colder months. Procedures for summer conditions might not be adequate in extremely cold conditions.4.2 Starting diesel engines in cold weatherDiesel engines shall be adequately prepared for starting in lower temperatures. Weak batteries might not crank the starter motor fast enough or long enou

24、gh to start a cold engine. As the temperature goes down, so does battery capacity. A battery that has all of its power available at 27 C (80 F) will have only about 46 % available power at 17 C (0 F). Also, the engine will be much harder to start at 17 C because of cold, thicker oil and resistance t

25、o movement of internal moving parts. In effect, an engine is about five times harder to start at 17 C than at 27 C. Test weak or suspicious batteries under load before cold weather to help identify potential problems (see Clause 6 and Annex B). If batteries need INTERNATIONAL STANDARD ISO 18215:2015

26、(E) ISO 2015 All rights reserved 1BS ISO 18215:2015ISO 18215:2015(E)replacement, always replace with a battery equal to or more powerful than the original battery. Turn off any accessories that draw large amounts of current before engaging the starter motor.4.3 Cold weather starting aids4.3.1 Genera

27、lDiesel fuel evaporates much slower than gasoline (petrol) and requires more heat for combustion in the cylinders. In many cold weather installations, additional measures, such as those listed below, are required to ensure proper engine starting and operation.4.3.2 Glow plugs, preheaters, and block

28、heatersGlow plugs are normally installed in the pre-combustion chamber of the cylinder head. The glow plug is activated by the ignition switch. On some equipment, a light signals that the glow plug is cycling, which warns the operator to wait between 15 s to 30 s before cranking the engine. The ener

29、gy created by electrical resistance in the glow plug heats the fuel-air mixture and helps the fuel to ignite.Preheaters are normally installed in the intake manifold; however, in a two-stroke cycle engine, they are placed in the air passages surrounding the cylinders. The preheater burns a small qua

30、ntity of diesel fuel in the air before the air is drawn into the cylinders. This burning process is accomplished by the use of either a glow plug or an ignition coil that produces a spark to ignite a fine spray of diesel fuel. The resulting heat warms the remaining air before it is drawn into the cy

31、linders.Block heaters are electric resistive heaters in the engine block, used when an engine is turned off for extended periods in cold weather in order to reduce start-up time and engine wear. Block heaters are also used for emergency power generators that should rapidly pick up load on a power fa

32、ilure. To save time and electricity, the block heater can be put on an electrical timer set to turn on a couple of hours before the engine is started.Some older engines use a system to introduce small amounts of ether or other starting fluid into the inlet manifold to start combustion. Recent direct

33、-injection systems that use a common rail and electronic fuel injection are technologically advanced to the extent that pre-chamber systems might not be needed.4.4 Gelling of fuelDiesel fuel is prone to waxing or gelling in cold weather; both are terms for the solidification of diesel oil into a par

34、tially crystalline state. The temperature at which this process commences is sometimes known as the “cloud point”. The crystals build up in the fuel line, eventually clogging the filter and starving the engine of fuel, causing it to stop running. Electric heaters in fuel tanks and around fuel lines

35、are used to help solve this problem. Most engines also have a spill return system, by which any excess fuel from the injector pump and injectors is returned to the fuel tank. Once the engine has warmed, returning warm fuel prevents waxing in the tank. Because of improvements in fuel additive technol

36、ogy, waxing rarely occurs in all but the coldest weather. If fuel has gelled from cold temperatures, change the fuel filter and warm the fuel by using a block heater before attempting to start the engine. Gelled fuel in the filter can block the flow of fuel from the tank to the injector pump.Similar

37、 to cloud point, the “Cold Filter Plugging Point” (CFPP) can also be used as a cold weather fuel reference temperature, below which the diesel fuel will tend to clog and not pass through filters. CFPP can provide a reference temperature below which the fuel will create problems for system operation.

38、NOTE ASTM D6371 and DIN EN 116 provide test methods to determine CFPP.Marine Gas Oil (MGO) is known to begin gelling at approximately 10 C. Biodiesel fuels tend to have higher CFPP temperatures.Add winter diesel fuel additive to the fuel to lower the possibility of gelling and improve starting.2 ISO

39、 2015 All rights reservedBS ISO 18215:2015ISO 18215:2015(E)4.5 Other fuel, equipment storage, and operational considerationsBecause of lower viscosity and higher ignition qualities, ISO 8217 marine distillate fuels, or a mix of ISO 8217 marine distillate and low viscosity residual fuels should be us

40、ed in cold weather if possible. Also, the fuel tank should be kept full to prevent water condensing inside the tank, which can freeze and plug fuel lines from the tank to the engine.Portable equipment, such as dewatering pumps, should be stored in suitable locations that are heated or warmer than ou

41、tside temperatures. Only a few degrees warmer temperature can make starting faster and easier. The warmer the battery is, the more power it will provide to the starter motor to crank the engine. The warmer the engine oil is, the less resistance it will have to moving engine parts. After starting the

42、 engine on a cold day, allow the engine to warm up a few minutes before putting it under load. Proper engine temperatures ensure more efficient fuel combustion and can prevent damage to cold engine parts. Engine oil flows more readily at operating temperatures and allows proper lubrication of upper

43、engine parts and areas.Diesel engines are designed to operate under a loaded condition. Engine operation for extended periods of time under a no-load condition (excessive idling), especially in cold climates, can cause significant problems. Low loads on the engine can cause low combustion chamber te

44、mperatures, incomplete combustion, and result in increased deposits of material on exhaust system components. Excessive build-up of these deposits can cause exhaust valves to stick either open or closed. A stuck open valve can cause piston damage; a stuck closed valve can cause a bent push rod.The e

45、nvironment can have a negative effect on the engine, even when the engine is shut down. Deposits formed while the engine was running are still there. The lower the temperature, the thicker this material becomes. It can harden to the point of forming a black, glassy semi-solid. The harder the materia

46、l becomes, the greater the chances of engine damage. As the engine is placed back into operation, the valves will seat on the hardened solid, frequently causing the material to crack. Solid particles can end up in the lubricating system, causing scoring on cylinder walls. Engine efficiency can be re

47、duced if exhaust valves are not seating properly, which reduces compression pressures.The following operational items should be considered to decrease the probability of engine damage.a) The most significant procedure is dont idle the engine for extended periods of time. If the engine doesnt run, it

48、 doesnt produce exhaust products.b) Increase engine load. One engine running at 50 % load is significantly better than two engines at 25 % load. Alternate engines. The more load the hotter the exhaust and less build-up of products. This might be easier to do with generators.c) If the engine is run a

49、t idle for a portion of the day, make sure to load the engine prior to shutdown to help remove deposits.d) Raise jacket water heater (block heater) temperature. Increase the jacket water thermostat. This can promote softer deposits.e) Install a higher temperature thermostat. Increasing thermostat temperature will provide a warmer engine and softer deposits.4.6 Proper lubricating oil viscosityCorrect lube oil viscosity for the expected ambient operating temperature is essential for proper starting and operation of all internal combu