Damn the internet is evil.
Our dear Nina, of course, is the PKF himself, she understands everything and displays on herself what is needed and how it should be and will transmit it to the guard post (the signal is displayed as "malfunction" or "Accident", no matter how you call it, and

Signaled by simple opening of dry contacts no. 5 and no. 6). From the passport to the PKF, I concluded that it can only control two power inputs (i.e. main and backup), well, and if something goes wrong,

Switch the pump power supply from one input to the other (ATS so to speak). In general, item SP.513130.2009
12.3.5 "... It is recommended to send a short sound signal: ..., 0 .... loss of voltage at the main and standby power supply inputs of the installation ..." Completed.
But I (and you too should be) needed a signal that the control of the power cabinet is in automatic mode in order to avoid the situation that everything is ready, only here is the "manual" mode of operation on the board or

Generally "0" (disabled). Or is there no such switch on their shields? :)

You will give a signal, and you will smack me (you) with butter, the power shield will not work. We shout, swear what it is, but how is it, everything is already on, the APS has given a signal, I have already started it 100 times! Where is WATER? I scream in convulsions

:). Of course, competent installers will not allow this and will control it, but this is already a classic in projects, to remove this signal from the shield.

I called Plasma-T. I was told that the PKF controls this (which I don’t believe in, I don’t see from the diagrams how he does it). Let's say he's in control. Let's imagine we are sitting at the post and then a general signal comes

"FAILURE". And it is not clear what it is, i.e. without decoding. In general, you sit, you see the "Fault" on the CPI. And it was Uncle Phaedrus who was doing something there and switched the installation to manual mode and forgot to transfer it back.

You call the service that serves you, they will come to you now, for urgency, do not cut you off, but two. All I had to do was go and turn the switch. Resigned to this that there is a weak point in

My system. And until they convince me (where I can find an explanation myself, they will write in the passport, you will enlighten) that he actually controls, I will refrain from using their equipment in the future.

Perhaps they answered me wrong, but I can assume that the author. the mode is controlled by the starting circuit itself (terminals PU X4.1 and so on), and not by the PKF. That if the chain is not broken, then everything is normal and therefore "ed.

Mode ". But then a signal will come or" NOT AUT. MODE "or" BREAKING THE LINE ", again twenty-five. I don't know, now there is no time to sort it out, while the project is frozen for a while (the more urgent one ousted it). Then I will probably call

And I gnaw at Plasma-T. And so normal equipment.

And did anyone see the SHAK firefighting shields, they fulfill the condition

Quote SP5.13130.2009 12.3.6
12.3.6 A light alarm should be provided in the pumping station premises:
...
b) on disabling the automatic start of fire pumps, metering pumps, drainage
pump;
... Did the plasma help?

--End Quote ------
No project to do. They will do it, answer for them later :).
After reading the documentation, I called them and arranged an interrogation with torture :) (just kidding about torture) about the possibilities of their equipment, in general I asked, can this be? do it? etc. only for their equipment.

I do not like their passports, as it is written there, everything seems to be, but somehow clumsy. you need to polish so that you can read it and it would be clear right away. Because of her, there were questions for them.

Quote Nina on 12/13/2011 6:56:31 PM

--End Quote ------
But let the APS do the hairdressing salon, I'll scratch my turnips :).

Andorra1 Not so simple.
The sensor has a setting range of 0.7-3.0MPa. If you do not penetrate into the return zones (Max and min values), the sensor can be configured (i.e. set) to operate in the range of 0.7-3.0 MPa, i.e. your 0.3 and 0.6MPa something is wrong here. roofing felts skis do not go, or I'm stupid. These are the Min and max return zones that somehow set the operating accuracy range. It seems like they set the setting but 2.3MPA, then when the pressure rises, the device will work in a certain range from 2.24 to 2.5 guaranteed, and not exactly 2.3 MPa. In general, hell knows.

Centrifugal Fire Pump Vacuum System is intended for preliminary filling of the suction line and pump with water when water is taken from an open water source (reservoir). In addition, using a vacuum system, a vacuum (vacuum) can be created in the housing of a centrifugal fire pump to test the tightness of a fire pump.

Currently, two types of vacuum systems are used on domestic fire trucks. The first type of vacuum system is based on gas jet vacuum apparatus(GVA) with a jet type pump, and at the base of the second type - vane vacuum pump(volumetric type).

Conclusion on the question: modern brands of fire trucks use various vacuum systems.

Gas jet vacuum systems

This vacuum system consists of the following main elements: a vacuum valve (shutter) installed on the manifold of a fire pump, a gas-jet vacuum apparatus installed in the exhaust tract of a fire engine engine, in front of a muffler, a HVA control mechanism, the control lever of which is located in the pump compartment, and a pipeline connecting the gas-jet vacuum apparatus and the vacuum valve (shutter). A schematic diagram of the vacuum system is shown in Fig. 1.

Rice. 1 Diagram of the vacuum system of a centrifugal fire pump

1 - the body of the gas-jet vacuum apparatus; 2 - damper; 3 - jet pump; 4 - pipeline; 5 - opening to the cavity of the fire pump; 6 - spring; 7 - valve; 8 - eccentric; 9 - eccentric axis; 10 - eccentric handle; 11 - vacuum valve body; 12 - hole; 13 - outlet pipe, 14 - valve seat.

The body of the gas-jet vacuum apparatus 1 has a flap 2, which changes the direction of movement of the exhaust gases of the fire engine engine either to the jet pump 3 or to the exhaust pipe 13. The jet pump 3 is connected by pipeline 4 to the vacuum valve 11. The vacuum valve is installed on the pump and communicates with it through hole 5. Inside the body of the vacuum valve, springs 6 press against the seats 14 two valves 7. When the handle 10 is moved with the axis 9, the eccentric 8 pushes the valves 7 away from the seats. The system works as follows.

In the transport position (see Fig. 1 "A") the shutter 2 is in the horizontal position. Valves 7 are pressed against the seats by springs 6. The exhaust gases of the engine pass through the housing 1, the exhaust pipe 13 and are discharged into the atmosphere through the muffler.

When taking water from an open water source (see Fig. 1 "B") after connecting the suction line to the pump, press the lower valve down with the handle of the vacuum valve. In this case, the cavity of the pump through the cavity of the vacuum valve and the pipeline 4 is connected to the cavity of the jet pump. Flap 2 is moved to a vertical position. The exhaust gases will be directed to the jet pump. A vacuum will be created in the suction cavity of the pump and the pump will be filled with water at atmospheric pressure.

The vacuum system is switched off after filling the pump with water (see fig. 1 "B"). Moving the handle, the upper valve is squeezed out of the seat. This pushes the bottom valve against the seat. The suction cavity of the pump is disconnected from the atmosphere. But now pipeline 4 will be connected to the atmosphere through hole 12, and the jet pump will remove water from the vacuum valve and connecting pipelines. This is especially necessary for the winter period to prevent freezing of water in pipelines. Then the handle 10 and the shutter 2 are placed in their original position.

Rice. 2 Vacuum valve

(see Fig. 2) is designed to connect the suction cavity of the pump with a gas-jet vacuum apparatus when taking water from open reservoirs and removing water from pipelines after filling the pump. In the valve body 6, cast from cast iron or aluminum alloy, there are two valves 8 and 13. They are pressed against the seats by springs 14. When the handle 9 is "away from you", the eccentric on the roller 11 pushes the upper valve away from the seat. In this position, the pump is disconnected from the jet pump. Moving the handle "towards you", we squeeze the lower valve 13 from the seat, and the suction cavity of the pump is connected to the jet pump. With the handle upright, both valves will be pressed against their seats.

In the middle part of the body there is a plate 2 with a hole for connecting the flange of the connecting pipeline. In the lower part there are two holes covered with eyes 1 made of organic glass. The body 4 of the light bulb is attached to one of them. The filling of the pump with water is controlled through the peephole.

On modern fire trucks in vacuum systems of fire pumps, instead of a vacuum valve (shutter), it is often necessary to connect (disconnect) the suction cavity of a fire pump to a jet pump with cork water taps in an ordinary design.

Vacuum shutter

Gas jet vacuum apparatus designed to create a vacuum in the cavity of the fire pump and the suction line when they are pre-filled with water from an open water source. On fire trucks with gasoline engines, single-stage gas-jet vacuum apparatuses are installed, the design of one of which is shown in Fig. 3

Housing 5 (distribution chamber) is designed to distribute the flow of exhaust gases and is made of gray cast iron. Inside the distribution chamber there are beads machined for the seats of the butterfly valve 14. The body has flanges for attaching to the engine exhaust tract and for attaching a vacuum jet pump. The damper 14 is made of heat-resistant alloy steel or ductile iron and is fixed on the axis 12 by means of a lever 13. The damper axis 12 is assembled on graphite grease.

By means of the lever 7, the axis 12 is rotated, closing either the opening of the housing 5 or the cavity of the jet pump with a damper 14. The jet vacuum pump consists of a cast iron or steel diffuser 1 and a steel nozzle 3. The jet vacuum pump has a flange for connecting a pipeline 9, which connects the vacuum chamber a jet pump with a fire pump cavity through a vacuum valve. With the vertical position of the damper 14, the exhaust gases pass into the jet pump, as shown by the arrow in Fig. 3.25. Due to the vacuum in the vacuum chamber 2 through the pipeline 9, air is sucked from the fire pump when the vacuum valve is open. Moreover, the greater the speed of passage of the exhaust gases through the nozzle 3, the more vacuum is created in the vacuum chamber 2, pipeline 9, the fire pump and the suction line, if it is connected to the pump.

Therefore, in practice, when a vacuum jet pump is operating (when taking water into a fire pump or checking it for leaks), the maximum engine speed of a fire engine is set. If the flap 14 closes the hole in the vacuum jet pump, the exhaust gases pass through the body 5 of the gas jet vacuum apparatus into the muffler and then into the atmosphere.

On fire trucks with a diesel engine, two-stage gas-jet vacuum devices are installed in vacuum systems, which resemble single-stage ones in structure and principle of operation. The design of these devices is capable of providing short-term operation of the diesel engine in the event of back pressure in its exhaust tract. A two-stage gas-jet vacuum apparatus is shown in Fig. 4. The vacuum jet pump of the apparatus is flanged to the housing 1 of the distribution chamber and consists of a nozzle 8, an intermediate nozzle 3, a receiving nozzle 4, a diffuser 2, an intermediate chamber 5, a vacuum chamber 7 connected to the atmosphere through a nozzle 8, and through an intermediate nozzle - with intake nozzle and diffuser. A hole 9 is provided in the vacuum chamber 7 to connect it to the cavity of the centrifugal fire pump.

Scheme of operation of the electric pneumatic drive for switching on the GVA

1 - gas-jet vacuum apparatus; 2 - pneumatic cylinder of the GVA drive; 3 - drive lever; 4 - EPK for switching on GVA; 5 - EPK for switching off GVA; 6 - receiver; 7 - pressure limiting valve; 8 - toggle switch; 9 - atmospheric outlet.

To turn on the vacuum jet pump, it is necessary to turn the flap in the distribution chamber 1 to 90 0. In this case, the damper will block the exit of diesel exhaust gases through the muffler to the atmosphere. The exhaust gases enter the intermediate chamber 5 and, passing through the intake nozzle 4, create a vacuum in the intermediate nozzle 3. Under the action of the vacuum in the intermediate nozzle 3, atmospheric air passes through the nozzle 8 and increases the vacuum in the vacuum chamber 7. This design of the gas-jet vacuum apparatus makes it possible to effectively operate the jet pump even at low pressure (speed) of the exhaust gas flow.

Many modern fire trucks use the GVA electropneumatic drive system, the composition, design, principle of operation and operation features of which are described in the chapter.

Rice. 4 Two-stage gas-jet vacuum apparatus

The procedure for working with a vacuum system based on HVA is shown on the example of model 63B (137A) tank trucks. To fill the fire pump with water from an open water source or check the fire pump for leaks, you must:

• make sure that the fire pump is tight (check that all taps, valves and valves of the fire pump are closed);
• open the lower valve of the vacuum seal (turn the handle of the vacuum valve "towards yourself");
• turn on the gas-jet vacuum apparatus (with the corresponding control lever using the damper in the distribution chamber, shut off the exhaust gases outlet through the muffler into the atmosphere);
• increase engine idle speed to maximum;
• observe the appearance of water in the sight glass of the vacuum valve or the indication of the pressure gauge on the fire pump;
• when water appears in the sight glass of the vacuum valve or when the vacuum pressure gauge in the pump is at least 73 kPa (0.73 kgf / cm 2), close the lower valve of the vacuum seal (set the handle of the vacuum valve to a vertical position or turn "away from you"), reduce engine speed to minimum idle speed and turn off the gas-jet vacuum apparatus (use the corresponding control lever to shut off the flow of exhaust gases into the jet pump using a flap in the distribution chamber).

The time for filling the fire pump with water at a geometric suction height of 7 m should be no more than 35 s. Vacuum (when checking the fire pump for tightness) within 73 ... 76 kPa should be achieved in a time of no more than 20 s.

The control system of the gas-jet vacuum apparatus can also have a manual or electro-pneumatic drive.

The manual drive of switching on (turning the damper) is carried out by lever 8 (see Fig. 5) from the pump compartment, connected through a system of rods 10 and 12 with the lever of the damper axis of the gas-jet vacuum apparatus. To ensure a tight fit of the damper to the seats of the distribution chamber of the gas-jet vacuum apparatus during the operation of the fire truck, it is necessary to periodically adjust the length of the rods using the appropriate adjusting units. The tightness of the damper in its vertical position (when the gas-jet vacuum apparatus is turned on) is assessed by the absence of exhaust gases passing through the muffler into the atmosphere (with the integrity of the damper itself and the serviceability of its drive).

Conclusion on the question:

Electric sliding vane vacuum pump

Currently, vane vacuum pumps are installed in the vacuum systems of centrifugal fire pumps in order to improve technical and operational characteristics, incl. AVS-01E and AVS-02E.

In terms of its composition and functional characteristics, the AVS-01E vacuum pump is an autonomous vacuum system for water filling of a centrifugal fire pump. AVS-01E includes the following elements: vacuum unit 9, control unit (panel) 1 with electric cables, vacuum valve 4, vacuum valve control cable 2, filling sensor 6, two flexible air lines 3 and 10.

Rice. 4 Vacuum system set AVS-01E

The vacuum unit (see Fig. 4) is designed to create the vacuum required for water filling in the cavity of the fire pump and in the suction hoses. It is a vane-type vacuum pump 3 with an electric drive 10. The vacuum pump itself consists of a housing part formed by a housing 16 with a sleeve 24 and covers 1 and 15, a rotor 23 with four blades 22 mounted on two ball bearings 18, a lubrication system (including an oil tank 26, tube 25 and nozzle 2) and two nozzles 20 and 21 for connecting air ducts.

How the vacuum pump works

The vacuum pump works as follows. When the rotor 23 rotates, the blades 22 under the action of centrifugal forces are pressed against the sleeve 24 and thus forms closed working cavities. The working cavities, due to the counterclockwise rotation of the rotor, move from the suction window communicating with the inlet 20 to the outlet window communicating with the outlet 21. When passing through the area of ​​the suction window, each working cavity captures a portion of air and moves it to the exhaust a window through which air is discharged into the atmosphere through an air duct. The movement of air from the suction port to the working cavities and from the working cavities to the exhaust port occurs due to pressure drops that are formed due to the presence of eccentricity between the rotor and the sleeve, leading to compression (expansion) of the volume of the working cavities.

The rubbing surfaces of the vacuum pump are lubricated with engine oil, which is supplied to its suction cavity from the oil tank 26 due to the vacuum created by the vacuum pump itself in the inlet pipe 20. The specified oil flow rate is provided by a calibrated hole in the nozzle 2. The electric drive of the vacuum pump consists of an electric motor 10 and traction relay 7. Electric motor 10, designed for a voltage of 12 V DC. The rotor 11 of the electric motor is supported by one end on the sleeve 9, and the other end through the centering sleeve 12 bears on the protruding shaft of the rotor of the vacuum pump. Therefore, turning on the electric motor after disconnecting it from the vacuum pump is not allowed.

The torque from the engine to the rotor of the vacuum pump is transmitted through the pin 13 and the groove at the end of the rotor. The traction relay 7 provides commutation of the contacts of the power circuit "+12 V" when the electric motor is turned on, and also moves the core of the cable 2, leading to the opening of the vacuum valve 4, in systems where it is provided. The casing 5 protects the open contacts of the electric motor from accidental short circuit and from the ingress of water on them during operation.

The vacuum valve is designed to automatically shut off the cavity of the fire pump from the vacuum unit at the end of the water filling process and is installed in addition to the vacuum seal 5. 2, fixed on the rod 7 is connected to the cable core from the traction relay of the vacuum unit. In this case, the cable sheath is fixed by the bushing 4, which has a longitudinal groove for installing the cable. When the traction relay is turned on, the cable core pulls the rod 6 by the shackle 2, and the flow cavity of the vacuum valve opens. When the traction relay is turned off (i.e. when the vacuum unit is turned off), the rod 6, under the action of the spring 9, returns to its original (closed) position. With this position of the rod, the flow cavity of the vacuum valve remains closed, and the cavities of the centrifugal fire pump and the vane pump remain disconnected. To lubricate the friction surfaces of the valve, a lubricating ring 8 is provided, into which, during operation of the vacuum system, oil must be added through hole "A".

The filling sensor is designed to send signals to the control unit about the completion of the water filling process. The sensor is an electrode installed in an insulator at the top point of the inner cavity of a centrifugal fire pump. When the sensor is filled with water, the electrical resistance between the electrode and the body ("ground") changes. The change in the resistance of the sensor is recorded by the control unit, in which a signal is generated to turn off the electric motor of the vacuum unit. At the same time, the "Pump full" indicator on the control panel (block) turns on.

The control unit (panel) is designed to ensure the operation of the vacuum system in manual and automatic modes.

Toggle switch 1 "Power" serves to supply power to the control circuits of the vacuum unit and to activate the light indicators about the state of the vacuum system. Toggle switch 2 "Mode" is designed to change the operating mode of the system - automatic ("Auto") or manual ("Manual"). Button 8 "Start" is used to turn on the motor of the vacuum unit. Button 6 "Stop" is used to turn off the engine of the vacuum unit and to release the lock after the indicator "Not normal" comes on. Cables 4 and 5 are designed to connect the control unit, respectively, to the motor of the vacuum unit and the filling sensor. The control panel has the following light indicators 7, which serve to visually monitor the state of the vacuum system:

1. The "Power" indicator lights up when you turn on toggle switch 1 "Power";

2. Evacuation - signals the activation of the vacuum pump by pressing the button 8 "Start";

1. Pump full - lights up when the fill sensor is triggered, when the fire pump is completely filled with water;
2. Not normal - fixes the following malfunctions of the vacuum system:
   • the maximum time of continuous operation of the vacuum pump (45 ... 55 seconds) has been exceeded due to insufficient tightness of the suction line or fire pump;
   • poor or missing contact in the traction relay circuit of the vacuum unit due to burning of the relay contacts or broken wires;
   • the vacuum pump motor is overloaded due to clogged vane vacuum pump or other causes.

On the AVS-02E model and the latest AVS-01E models, the vacuum valve (item 4 in Fig. 3.28) is not installed.

The AVS-02E vacuum pump ensures the operation of the vacuum system only in manual mode.

Depending on the combination of the position of the "Power" and "Mode" toggle switches, the vacuum system can be in four possible states:

1. Out of service the "Power" toggle switch must be in the "Off" position, and the "Mode" toggle switch must be in the "Auto" position. This position of the toggle switches is the only one in which pressing the "Start" button does not turn on the electric motor of the vacuum unit. The indication is off.
2. In automatic mode(main mode) the "Power" toggle switch should be in the "On" position, and the "Mode" toggle switch should be in the "Auto" position. In this case, the electric motor is switched on by short-term pressing of the "Start" button. Disconnection is carried out either automatically (when the filling sensor or one of the types of protection of the electric drive is triggered), or forcibly - by pressing the "Stop" button. The indicator is on and reflects the state of the vacuum system.
3. In manual mode the "Power" toggle switch must be in the "On" position, and the "Mode" toggle switch must be in the "Manual" position. The engine is turned on by pressing the "Start" button and runs as long as the "Start" button is held down. In this mode, the electronic protection of the drive is disabled, and the readings of the light indicators only visually reflect only the process of water filling. The manual mode is designed to be able to work in case of failures in the automation system, in case of false alarms of interlocks. Control of the end of the process of water filling and shutdown of the vacuum pump motor in manual mode is carried out visually by the indicator "Pump full".
4. There is emergency mode, at which the "Power" toggle switch must be turned off, and the "Mode" toggle switch must be set to the "Manual" position. In this mode, the electric motor is controlled in the same way as in the manual mode, but the indication is turned off, and the control of the end of the water filling process and the shutdown of the vacuum pump motor is carried out upon the appearance of water from the exhaust pipe. Systematic work in this mode is unacceptable, because can lead to serious damage to the elements of the vacuum system. Therefore, immediately upon returning to the fire department, the cause of the control unit malfunction should be identified and eliminated.

Air ducts 3 and 10 (see Fig. 3.28) are designed, respectively, to connect the cavity of the centrifugal fire pump with the vacuum unit and to direct the exhaust from the vacuum unit.

Vane Pump Vacuum System Operation

The order of work of the vacuum system:

1. Checking the fire pump for leaks ("dry vacuum"):

a) prepare the fire pump for testing: install a plug on the suction pipe, close all taps and valves;

b) open the vacuum seal;

c) turn on the "Power" toggle switch on the control unit (panel);

d) start the vacuum pump: in automatic mode, it is started by briefly pressing the "Start" button, in manual mode - the "Start" button must be pressed and held;

e) evacuate the fire pump to a vacuum level of 0.8 kgf / cm 2 (in the normal state of the vacuum pump, fire pump and its communications, this operation takes no more than 10 seconds);

f) stop the vacuum pump: in automatic mode, it is forced to stop by pressing the "Stop" button, in manual mode - release the "Start" button;

g) close the vacuum seal and, using a stopwatch, check the rate of the vacuum drop in the cavity of the fire pump;

h) turn off the "Power" toggle switch on the control unit (console), and set the "Mode" toggle switch to the "Auto" position.

1. Water intake in automatic mode:

b) open the vacuum seal;

c) set the "Mode" toggle switch to the "Auto" position and turn on the "Power" toggle switch;

d) start the vacuum pump - press and release the "Start" button: in this case, simultaneously with the activation of the drive of the vacuum unit, the "Vacuuming" indicator lights up;

e) after the end of water filling, the drive of the vacuum unit turns off automatically: the "Pump full" indicator lights up and the "Vacuuming" indicator goes out. In case of leakage of the fire pump, after 45 ... 55 seconds, the vacuum pump drive should be automatically turned off and the "Not normal" indicator will light up, after which the "Stop" button should be pressed;

g) turn off the "Power" toggle switch on the control unit (panel).

As a result of failure of the filling sensor (this can happen, for example, when a wire breaks), the automatic shutdown of the vacuum pump does not work, and the "Pump full" indicator does not light up. This situation is critical because after filling the fire pump, the vacuum pump does not turn off and begins to "choke" with water. This mode is immediately detected by the characteristic sound caused by the ejection of water from the exhaust pipe. In this case, it is recommended, without waiting for the protection to operate, to close the vacuum seal and turn off the vacuum pump forcibly (using the "Stop" button), and at the end of the work, detect and eliminate the malfunction.

1. Manual water intake:

a) prepare the fire pump for water intake: close all valves and taps of the fire pump and its communications, connect the suction hoses with a mesh and immerse the end of the suction line into the reservoir;

b) open the vacuum seal;

c) set the "Mode" toggle switch to the "Manual" position and turn on the "Power" toggle switch;

d) start the vacuum pump - press the "Start" button and hold it down until the "Pump full" indicator lights up;

e) after the end of water filling (as soon as the "Pump full" indicator lights up), stop the vacuum pump - release the "Start" button;

f) close the vacuum seal and start working with the fire pump in accordance with the instructions for its operation;

g) turn off the "Power" toggle switch on the control unit (console), and set the "Mode" toggle switch to the "Auto" position.

In case of loss of pressure, it is necessary to stop the fire pump and repeat operations "c" - "e".

1. Features of work in winter:

a) After each use of the pumping unit, it is necessary to blow through the air lines of the vacuum pump, even in cases where the fire pump was supplied with water from a tank or hydrant (water may enter the vacuum pump, for example, through a loose or faulty vacuum seal). Purge should be carried out by short-term (for 3 ÷ 5 sec.) Turning on the vacuum pump. In this case, it is necessary to remove the plug from the suction pipe of the fire pump and open the vacuum seal.

b) Before starting work, check the vacuum valve for freezing of its moving part. To check, it is necessary to make sure that its rod is mobile by pulling on the shackle 2 (see Fig. 3.30), to which the cable core is attached. In the absence of freezing, the shackle together with the rod of the vacuum valve and the living cable should move from a force of about 3 ÷ 5 kgf.

c) To fill the oil tank of the vacuum pump, use winter brands of engine oils (with low viscosity).

Conclusion on the question: vane vacuum pumps are installed in vacuum systems of centrifugal fire pumps in order to improve technical and operational characteristics.

Maintenance

At Simultaneously with checking the fire pump for tightness, the operability of the gas-jet vacuum apparatus, the vacuum valve is checked and (if necessary) adjustment of the drive rods of the gas-jet vacuum apparatus is carried out.

TO-1 includes daily maintenance operations. In addition, if necessary, dismantling, complete disassembly, lubrication, replacement of worn parts and installation of a gas-jet vacuum apparatus and a vacuum valve are carried out. Graphite grease is used to lubricate the damper axis in the distribution chamber of the gas-jet vacuum apparatus.

At TO-2, in addition to TO-1 operations, the performance of the vacuum system is checked at special stands of the station (post) of technical diagnostics.

To ensure the constant technical readiness of the vacuum system, the following types are provided Maintenance: daily maintenance (ETO) and first maintenance (TO-1). The list of works and technical requirements for carrying out the specified types of maintenance are given in table.

List of works during maintenance vacuum system AVS-01E.

View Maintenance	Content of work	Technical requirements (methodology)
Daily Maintenance (ETO)	1. Checking the presence of oil in the oil tank.	1. Maintain the oil level in the reservoir at least 1/3 of its volume.
	2. Checking the performance of the vacuum pump and the functioning of the lubrication system of the vane pump.	2. Carry out the check in the test mode of the fire pump for tightness ("dry vacuum"). When the vacuum pump is turned on, the oil supply pipe must be completely filled with oil up to the nozzle.
First maintenance	1. Checking the tightening of fasteners.	1. Check the tightness of the fasteners of the components of the vacuum system.
	2. Lubrication of the rod and control cable of the vacuum valve.	2. Put a few drops of engine oil into hole A of the vacuum valve body. Disconnect the cable from the vacuum valve and drip a few drops of engine oil into the cable.
	3. Checking the axial play of the sheath of the vacuum valve control cable at the point of its connection with the traction relay of the vacuum pump electric drive.	3. Axial play is allowed no more than 0.5 mm. Determine the play by moving the cable sheath back and forth. If there is a discrepancy, exclude backlash.
	4. Checking the correct position of the shackle 2 of the vacuum valve.	4. Check the clearances: - Gap "B" - when the electric drive is not working; - Gap "B" - when the electric drive is running. The dimensions of the gaps "B" and "C" must be at least 1 mm. The clearances should be adjusted if necessary. To adjust, disconnect the cable from the vacuum valve, loosen the lock nut and set the required shackle position; Tighten the lock nut.
	5. Checking oil consumption.	5. Average oil consumption for a cycle of 30 sec. should be at least 2 ml.
	6. Cleaning the working surfaces of the filling sensor.	6. Unscrew the sensor from the housing, clean the electrode and the visible part of the body surface to the base metal.

Conclusion on the question: maintenance is necessary to maintain the vacuum systems in working order.

Malfunctions of vacuum systems

When operating a vacuum system as part of a pumping unit, the following malfunction of the vacuum system is most typical: the pump is not filled with water (or the required vacuum is not created) when the vacuum system is on. This malfunction, with a serviceable fire engine engine, can be caused by the following reasons:

1. The exhaust gas outlet through the muffler to the atmosphere is not completely blocked by the damper. The reasons may be the presence of carbon deposits on the damper and in the HVA body, violation of the adjustment of the thrust drive of its control, wear of the damper axis.
2. The diffuser or nozzle of the vacuum jet pump is clogged.
3. There are leaks in the connections between the vacuum valve and the fire pump, the piping of the vacuum system or cracks in it.
4. There are deformations or cracks in the HVA body.
5. There are leaks in the exhaust tract of the fire engine engine (usually occur due to burnout of the exhaust pipes).
6. Clogged piping of the vacuum system or freezing of water in it.

Possible malfunctions of the AVS-01E vacuum systemand methods of their elimination

Refusal name, its external signs	Probable cause	Elimination method
When you turn on the "Power" toggle switch, the "Power" indicator does not light up.	Control box fuse blown.	Replace fuse.
	Open in the power supply circuit of the control unit.	Eliminate the break.
When operating in automatic mode, after water intake, the vacuum pump does not automatically turn off.	Open circuit from the electrode or from the filling sensor housing.	Repair the open circuit.
	Reducing the conductivity of the surface of the body and the electrode of the filling sensor	Remove the filling sensor and clean the electrode and the surface of its body from contamination.
	Insufficient supply voltage at the control unit.	Check the reliability of contacts in electrical connections; ensure the supply voltage of the control unit is at least 10 V.
In automatic mode, the vacuum pump starts, but after 1-2 seconds. stops; the "Vacuuming" indicator goes out and the "Not normal" indicator comes on. In manual mode, the pump operates normally.	Loose contact in the connecting cables between the control unit and the electric drive of the vacuum pump.	Check the reliability of the contacts in the electrical connections.
	The tips of the wires on the contact bolts of the traction relay are oxidized or the nuts of their fastening are loosened.	Clean the tips and tighten the nuts.
	A large (more than 0.5 V) voltage drop between the contact bolts of the traction relay when the electric motor is running.	Remove the traction relay, check the ease of movement of the armature. If the armature moves freely, then clean the relay contacts or replace it.
The vacuum pump does not start automatically or manually. After 1-2 sec. after pressing the "Start" button, the "Vacuuming" indicator goes out and the "Not normal" indicator lights up	It is difficult to move the core of the vacuum valve control cable.	Check the ease of movement of the cable core, if necessary, eliminate a strong bend in the cable or lubricate its core with engine oil.
	The movement of the vacuum valve stem is difficult.	Lubricate the valve through hole A. In winter, take measures to prevent the parts of the vacuum valve from freezing.
	Breakage of the power supply circuit	Repair the open circuit.
	The position of the shackle of the vacuum valve is violated.	Adjust the position of the earring.
	Breakage of electrical circuits in the cable connecting the control unit with the electric drive of the vacuum unit.	Repair the open circuit.
	The contacts of the traction relay are burnt out.	Clean the contacts or replace the traction relay.
	The electric motor is overloaded (the vane pump is inhibited by frozen water or foreign objects).	Check the condition of the vane pump. In winter, take measures to prevent mutual freezing of the vane pump parts.
When the vacuum pump is operating, it is noted that the oil consumption is too low (on average less than 1 ml per cycle)	Lubricating oil is of the wrong grade or is too viscous.	Replace with multigrade engine oil in accordance with GOST 10541.
	The metering hole of the nozzle 2 in the oil line is clogged.	Clean the metering hole of the oil line.
	Air is leaking through the oil line joints.	Tighten the oil line clamps.
When the vacuum pump is operating, the required vacuum is not provided	Air leaks in the suction hoses, through unclosed valves, drain taps, through damaged air ducts.	Ensure the tightness of the vacuum volume.
	Air leaks through the oil tank (with no oil at all).	Fill oil tank.
	Insufficient supply voltage of the electric drive of the vacuum unit.	Strip contacts of power cables, battery terminals; grease them with petroleum jelly and tighten securely. Charge the battery
	Insufficient lubrication of the vane pump.	Check oil consumption.

Conclusion on the question: Knowing the device and possible malfunctions of vacuum systems, the driver can quickly find and eliminate the malfunction.

Lesson conclusion: The vacuum system of a centrifugal fire pump is designed to pre-fill the suction line and pump with water when water is taken from an open water source (reservoir), in addition, using a vacuum system, a vacuum (vacuum) can be created in the body of a centrifugal fire pump to check the tightness of a fire pump.

Chapter 12 - Stationary Emergency Fire Pumps

1 Application

This chapter sets out the specifications for emergency fire pumps required by chapter II-2 of the Convention. This chapter does not apply to passenger ships of 1,000 gross tonnage and over. For requirements for such ships, see regulation II-2 / 10.2.2.3.1.1 of the Convention.

2 Technical specifications

2.1 General

The emergency fire pump must be a stationary pump with an independent drive.

2.2 Component requirements

2.2.1 Emergency fire pumps

2.2.1.1 Pump flow

The pump flow shall be at least 40% of the total fire pump flow required by regulation II-2 / 10.2.2.4.1 of the Convention, and in any case not less than the following:

2.2.1.2 Pressure at valves

If the pump delivers the amount of water required by paragraph 2.2.1.1, the pressure at any tap must be at least the minimum pressure required by chapter II-2 of the Convention.

2.2.1.3 Suction heights

For all heel, pitch, roll, and pitch conditions that may occur during operation, the total suction lift and net positive lift of the pump shall be determined taking into account the requirements of the Convention and this chapter for pump flow and valve pressure. A vessel in ballast when entering or exiting drydock may not be considered to be in service.

2.2.2 Diesel Engines and Fuel Tank

2.2.2.1 Starting a diesel engine

Any diesel driven power source that feeds the pump should be able to be easily started manually from a cold state down to 0 ° C. If this is impracticable, or if lower temperatures are anticipated, consideration should be given to the installation and operation of rapid start-up heating facilities acceptable to the Administration. If manual starting is impracticable, the Administration may authorize the use of other means of starting. These means must be such that the diesel-powered power source can be started at least six times in 30 minutes and at least twice in the first 10 minutes.

2.2.2.2 Fuel tank capacity

Any service fuel tank must contain sufficient fuel to operate the pump at full load for at least 3 hours; Outside a category A machinery space, there must be sufficient fuel to keep the pump running at full load for an additional 15 hours.

What fixed fire extinguishing systems are used on ships?

Fire extinguishing systems on ships include:

● water fire extinguishing systems;

● low and medium expansion foam extinguishing systems;

● volumetric extinguishing systems;

● powder extinguishing systems;

● steam extinguishing systems;

● aerosol extinguishing systems;

Ship premises, depending on their purpose and degree of fire hazard, should be equipped with various fire extinguishing systems. The table shows the requirements of the Rules of the Register of the Russian Federation for the equipment of premises with fire extinguishing systems.

Stationary water fire extinguishing systems include systems that use water as the main extinguishing agent:

• fire-fighting water system;
• water spraying and irrigation systems;
• flooding system for individual rooms;
• sprinkler system;
• deluge system;
• water mist or water mist system.

Stationary volumetric extinguishing systems include the following systems:

• carbon dioxide extinguishing system;
• nitrogen extinguishing system;
• liquid extinguishing system (on freons);
• volumetric foam extinguishing system;

In addition to fire extinguishing systems on ships, fire prevention systems are used, such systems include the inert gas system.

What are the design features of a water fire-fighting system?

The system is installed on all types of ships and is the main one for extinguishing fires and a water supply system for ensuring the operation of other fire extinguishing systems, general ship systems, washing tanks, cisterns, decks, for washing anchor chains and haws.

The main advantages of the system:

Unlimited seawater supplies;

The cheapness of the extinguishing agent;

High fire extinguishing ability of water;

High survivability of modern air defense systems.

The system includes the following main elements:

1. Receiving kingstones in the underwater part of the vessel for receiving water in any operating conditions, incl. roll, trim, rolling and pitching.

2. Filters (mud boxes) to protect pipelines and pumps of the system from clogging them with debris and other waste.

3. The valve is non-returnable, which does not allow the system to drain when the fire pumps are stopped.

4. Main fire pumps with electric or diesel drives for supplying seawater to the fire main to fire hydrants, fire monitors and other consumers.

5. An emergency fire pump with an independent drive for supplying seawater in the event of failure of the main fire pumps with its own kingston, blade valve, safety valve and control device.

6. Manometers and manovacuum meters.

7. Fire hydrants (end valves) located throughout the ship.

8. Fire mains valves (shut-off, irreversible shut-off, secant, cut-off).

9. Fire main pipelines.

10. Technical documentation and spare parts.

Fire pumps are classified into 3 types:

1. main fire pumps installed in machinery spaces;

2. an emergency fire pump located outside the machinery spaces;

3. pumps allowed as fire pumps (sanitary, ballast, bilge, general use, if they are not used for pumping oil) on cargo ships.

The emergency fire pump (APZHN), its kingston, the receiving branch of the pipeline, the discharge pipeline and the shut-off valves are located outside the machine visit. The emergency fire pump must be a stationary pump with an independent drive from an energy source, i.e. its electric motor must also be powered by an emergency diesel generator.

Fire pumps can be started and stopped both from local stations at the pumps, and remotely from the bridge and the central control room.

What are the requirements for fire pumps?

Ships are provided with independently driven fire pumps as follows:

● Passenger ships of 4000 gross tonnage and over must have at least three, less than 4000 at least two.

● cargo ships of 1000 gross tonnage and over - at least two, less than 1000 - at least two power-driven pumps, one of which is independently driven.

The minimum water pressure in all fire hydrants when two fire pumps are in operation should be:

● for passenger ships with gross tonnage of 4000 and over 0.40 N / mm, less than 4000 - 0.30 N / mm;

● for cargo ships with gross tonnage of 6000 and more - 0.27 N / mm, less than 6000 - 0.25 N / mm.

The flow rate of each fire pump must be at least 25 m3 / h, and the total water supply on the cargo ship must not exceed 180 m3 / h.

The pumps are located in different compartments, if this is not possible, then an emergency fire pump with its own power source and kingston must be provided outside the room where the main fire pumps are located.

The capacity of the emergency fire pump must be at least 40% of the total capacity of the fire pumps, and in any case at least as indicated below:

● on passenger ships with a capacity of less than 1000 and on cargo ships of 2000 and more - 25 m3 / h; and

● on cargo ships with a gross tonnage of less than 2000 - 15 m3 / h.

Schematic diagram of a water fire system on a tanker

1 - kingston highway; 2 - fire pump; 3 - filter; 4 - kingston;

5 - pipeline for supplying water to fire hydrants located in the stern superstructure; 6 - pipeline for water supply to the foam fire extinguishing system;

7 - double fire hydrants on the deck of the poop; 8 - deck fire main; 9 - shut-off valve for shutting off the damaged section of the fire main; 10 - double fire hydrants on the deck of the tank; 11 - irreversible shut-off valve; 12 - manometer; 13 - emergency fire pump; 14 - blade gate valve.

The system design is linear, powered by two main fire pumps (2) located in the MO and an emergency fire pump (13) APZhN on the tank. At the entrance to the fire pumps, a kingston (4), a line filter (mud box) (3) and a clinket valve (14) are installed. A non-return shut-off valve is installed behind the pump to prevent water from flowing out of the line when the pump is stopped. A fire valve is installed behind each pump.

There are branches (5 and 6) from the main line through the clinket valves to the superstructure, from which fire hydrants and other seawater consumers are powered.

The fire main is laid on the cargo deck, has branches every 20 meters to double fire hydrants (7). On the main pipeline, intersecting fire mains are installed every 30-40 m.

According to the Rules of the Maritime Register, portable fire nozzles with a spray diameter of 13 mm are mainly installed in the interior, and 16 or 19 mm on open decks. Therefore, fire hydrates (hydrates) are installed with D at 50 and 71 mm, respectively.

On the deck of the tank and poop in front of the wheelhouse, double-sided fire hydrants (10 and 7) are installed.

When the ship is docked in port, the fire water system can be powered from the international shore connection using fire hoses.

How do water spraying and irrigation systems work?

The water spraying system in rooms of a special category, as well as in machinery spaces of category A of other ships and pumping rooms, must be powered by an independent pump, which automatically turns on when the pressure in the system drops, from a water fire main.

In other protected areas, the system may only be powered from the water-fire main.

In rooms of a special category, as well as in machinery spaces of category A of other ships and pumping rooms, the water-spraying system must be constantly filled with water and under pressure up to the control valves on the pipelines.

Filters must be installed on the intake pipe of the pump supplying the system and on the connecting pipeline with the water-fire main to prevent clogging of the system and nozzles.

Control valves should be located in easily accessible places outside the protected area.

In protected areas with constant presence of people, remote control of control valves from these areas should be provided.

Water spraying system in the machine-boiler room

1 - roller drive bushing; 2 - drive roller; 3 - valve of the drain impulse pipeline; 4 - pipeline for upper water spraying; 5 - impulse pipeline; 6 - high-speed valve; 7 - fire main; 8 - pipeline for lower water spraying; 9 - spray nozzle; 10 - drain valve.

Sprayers in protected areas should be located in the following locations:

1.under the ceiling of the room;

2. in mines of machinery spaces of category A;

3. over equipment and mechanisms, the work of which is associated with the use of liquid fuel or other flammable liquids;

4. over surfaces on which liquid fuel or flammable liquids can spread;

5. over stacks of fishmeal bags.

The nozzles in the protected area must be located so that the area of ​​action of any nozzle overlaps the area of ​​coverage of adjacent nozzles.

The pump can be driven by an independent internal combustion engine located so that a fire in the protected room does not affect the air supply to it.

This system makes it possible to extinguish a fire in a municipal district under the shale with the sprayers of the lower water spraying or at the same time the upper water spraying.

How does a sprinkler system work?

Passenger ships and cargo ships are equipped with such systems according to the IIC protection method for signaling a fire and automatic fire extinguishing in protected premises in the temperature range from 68 0 to 79 0 C, in dryers at a temperature exceeding the maximum temperature in the Podvoloka area no more than 30 0 C and in saunas up to 140 0 C inclusive.

The system is automatic: when the maximum temperatures in the protected premises are reached, depending on the area of ​​the fire, one or more sprinklers (water spray) are automatically opened, fresh water is supplied through it for extinguishing, when its supply is over, the fire will be extinguished with seawater without the intervention of the ship's crew.

General diagram of the sprinkler system

1 - sprinklers; 2 - water main; 3 - distribution station;

4 - sprinkler pump; 5 - pneumatic tank.

Sprinkler system schematic diagram

The system consists of the following elements:

Sprinklers grouped into separate sections, no more than 200 each;

Main and sectional control and signaling devices (KSU);

Fresh water block;

Seawater block;

Panels for visual and sound signals about the operation of sprinklers;

Sprinklers - these are closed-type sprayers, inside of which are located:

1) a sensitive element - a glass flask with an easily evaporating liquid (ether, alcohol, gallon) or a low-melting lock made of Wood's alloy (insert);

2) a valve and a diaphragm closing the hole in the sprayer for water supply;

3) a socket (divider) for creating a water torch.

Sprinklers should:

Triggered when the temperature rises to the specified values;

Resistant to corrosion when exposed to sea air;

Installed in the upper part of the room and located so as to supply water to the nominal area with an intensity of at least 5 l / m2 per minute.

Sprinklers in residential and office premises should operate in the temperature range 68 - 79 ° С, with the exception of sprinklers in drying and galley rooms, where the response temperature can be increased to a level exceeding the temperature at the ceiling by no more than 30 ° С.

Control and signaling devices (KSU ) are installed on the supply pipeline of each sprinkler section outside the protected premises and perform the following functions:

1) an alarm is given when the sprinklers are opened;

2) open water supply paths from water supply sources to operating sprinklers;

3) provide the ability to check the pressure in the system and its performance using a test (drain) valve and control pressure gauges.

Fresh water block maintains the pressure in the system in the section from the pressure tank to the sprinklers in standby mode when the sprinklers are closed, as well as supplying fresh water to the sprinklers during the period of starting the sprinkler pump of the seawater unit.

The block includes:

1) A pressurized pneumatic hydraulic tank (NPHTs) with a water-measuring glass, with a capacity for two water reserves, equal to two capacities of the sprinkler pump of the seawater block for 1 minute for simultaneous irrigation of an area of ​​at least 280 m 2 at an intensity of at least 5 l / m 2 per minute.

2) Means to prevent the ingress of seawater into the tank.

3) Means for supplying compressed air to the NPHC and maintaining such an air pressure in it, which, after the constant supply of fresh water in the tank is used up, would provide a pressure not lower than the operating pressure of the sprinkler (0.15 MPa) plus the pressure of the water column measured from the bottom tanks to the highest located sprinkler of the system (compressor, pressure reducing valve, compressed air cylinder, safety valve, etc.).

4) A sprinkler pump for replenishing the supply of fresh water, which turns on automatically when the pressure in the system drops, before the constant supply of fresh water in the pressure tank is completely used up.

5) Pipelines made of galvanized steel pipes, located under the ceiling of the protected premises.

Seawater block supplies seawater to the open, after triggering of the sensitive elements, sprinklers for irrigation of premises with a spray jet and extinguishing a fire.

The block includes:

1) Independent sprinkler pump with pressure gauge and piping for continuous automatic seawater supply to the sprinklers.

2) A test valve on the discharge side of the pump with a short outlet pipe having an open end to allow water to flow at the pump capacity plus the water column pressure measured from the bottom of the NPHC to the highest sprinkler.

3) Kingston for an independent pump.

4) A filter for cleaning the seawater from debris and other objects in front of the pump.

5) Pressure switch.

6) A pump start relay, which automatically turns on the pump when the pressure in the sprinkler power system drops before the constant supply of fresh water in the NPHC is completely consumed.

Visual and audio panels sprinklers are installed on the navigating bridge or in the central control room with a constant watch, and in addition, visual and audio signals from the panel are output to another place to ensure that the crew immediately receives a fire signal.

The system should be filled with water, but small outdoor areas may not fill with water if this is a necessary precaution in freezing temperatures.

Any such system must always be ready for immediate activation and be activated without any crew intervention.

How does the deluge system work?

It is used to protect large areas of decks from fire.

Diagram of the deluge system on the RO-RO vessel

1 - spray head (drenchers); 2 - highway; 3 - distribution station; 4 - fire pump or deluge pump.

The system is not automatic, it irrigates large areas with water from drenchers at the same time at the choice of the team, uses outside water for extinguishing, therefore it is in an empty state. Drenchers (water sprayers) have a design similar to sprinklers but without a sensitive element. Powered by water from a fire pump or a separate deluge pump.

How does the foam extinguishing system work?

The first fire extinguishing system with air-mechanical foam was installed on the Soviet tanker "Absheron" with a deadweight of 13,200 tons, built in 1952 in Copenhagen. On the open deck, for each protected compartment, a stationary air - foam barrel (foam monitor or fire monitor) of low expansion, a deck line (pipeline) for supplying a foam solution was installed. A branch, equipped with a remotely controlled valve, was connected to each trunk of the deck line. The solution of the foaming agent was prepared in 2 fore and aft foam extinguishing stations and was fed into the deck line. On the open deck, fire hydrants were installed to supply the PO solution through foam hoses to portable air - foam barrels or foam generators.

foam stations

Foam extinguishing system

1 - kingston; 2 - fire pump; 3 - fire monitor; 4 - foam generators, foam barrels; 5 - highway; 6 - emergency fire pump.

3.9.7.1. Basic requirements for foam extinguishing systems... The performance of each fire monitor must be at least 50% of the design performance of the system. The length of the foam jet must be at least 40 m. The distance between adjacent fire monitors installed along the tanker should not exceed 75% of the flight range of the foam jet from the barrel in the absence of wind. Twin fire hydrants are evenly installed along the ship at a distance of no more than 20 m from each other. A shut-off valve must be installed in front of each fire monitor.

To increase the survivability of the system, secant valves are installed on the main pipeline every 30 - 40 meters, with which you can turn off the damaged section. To increase the survivability of the tanker in the event of a fire in the cargo area, on the deck of the first tier of the aft deckhouse or superstructure, two fire monitors are installed on the side and double fire hydrants for supplying solution to portable foam generators or shafts.

The foam extinguishing system, in addition to the main pipeline laid along the cargo deck, has branches to the superstructure and to the MO, which end with fire foam valves (foam hydrants), from which portable air-foam barrels or more efficient portable medium expansion foam generators can be used.

Almost all cargo ships combine in the cargo area two water fire extinguishing systems and a foam fire extinguishing pipeline by laying these two pipelines in parallel and branching from them to the combined foam and water monitors. This significantly increases the survivability of the vessel as a whole and the ability to use the most effective extinguishing agents, depending on the class of fire.

Stationary foam extinguishing system with main consumers

1 - fire monitor (at air intake); 2 - foaming heads (indoors); 3 - medium expansion foam generator (on airspace and indoors);

4 - manual foam barrel; 5 - mixer

The foam extinguishing station is an integral part of the foam extinguishing system. Purpose of the station: storage and maintenance of the foam concentrate (PO); replenishment of stocks and unloading of software, preparation of a foaming agent solution; flushing the system with water.

The composition of the foam extinguishing station includes: a tank with a supply of software, an outboard supply pipeline (very rarely fresh water), a recirculation pipeline (mixing the software in the tank), a pipeline for a software solution, fittings, instrumentation, and a dosing device. It is very important to maintain a constant interest rate.

the ratio PO - water, because the quality and quantity of foam depends on it.

What are the steps to use the pen station?

STARTING THE FOAM STATION 1. OPEN VALVE “B“ 2. START THE FIRE PUMP 3. OPEN VALVES “D“ and “E“ 4. START FOAM SUPPLY PUMP (BEFORE CHECKING THAT VALVE “C” IS CLOSED) 5. OPEN VALVE TO FOAM MONITOR (OR FIRE HYDRANT), AND START EXTINGUISHING FIRE.

EXTINGUISHING BURNING OIL 1. Never aim a foam jet directly at burning oil. it can cause splashing of burning oil and spread of fire 2. It is necessary to direct the foam stream so that the foam mixture “floods” onto the burning oil layer by layer and covers the burning surface. This can be done using the prevailing wind direction or the tilt of the deck where possible. 3. You need to use one monitor and / or two foam barrels

Foam Fire Monitor Station

Stationary volumetric foam extinguishing systems are designed to extinguish fires in municipalities and other specially equipped premises by supplying high-expansion and medium-expansion foam to them.

What are the design features of the medium foam extinguishing system?

Medium volumetric foam extinguishing uses several medium expansion foam generators permanently installed in the upper part of the room. Foam generators are installed above the main fire sources, often at different levels of the HW, in order to cover as much of the extinguishing area as possible. All foam generators or their groups are connected to a foam extinguishing station placed outside the protected premises by pipelines of a foam concentrate solution. The principle of operation and structure of the foam extinguishing station is similar to the conventional foam extinguishing station, considered earlier.

Disadvantages of the dye system:

Relatively low expansion rate of air-mechanical foam, i.e. less fire extinguishing effect compared to high expansion foam;

Higher consumption of foaming agent; compared to high expansion foam;

Failure of electrical equipment and automation elements after using the system, because the foaming agent solution is prepared in seawater (the foam becomes electrically conductive);

A sharp decrease in the foam rate when the foam generator ejects hot combustion products (at a gas temperature of ≈130 0 С, the foam rate decreases by 2 times, at 200 0 С - by 6 times).

Positive indicators:

Simplicity of construction; low metal consumption;

Use of a foam station designed to extinguish fires on the cargo deck.

This system reliably extinguishes fires on mechanisms, engines, spilled fuel and oil on and underneath the floorboards, but practically does not extinguish fires and smoldering in the upper parts of bulkheads and on the ceiling, thermal insulation of pipelines and burning insulation of electrical consumers due to a relatively small layer of foam.

Diagram of an average volumetric foam extinguishing system

What are the design features of a high expansion foam volumetric fire extinguishing system?

This fire extinguishing system is much more powerful and effective than the previous medium-frequency extinguishing system, because uses more efficient high expansion foam, which has a significant fire extinguishing effect, completely fills the room with foam, expelling gases, smoke, air and vapors of combustible materials through a specially opened skylight or ventilation closures.

The station for the preparation of the foaming agent solution uses fresh or desalinated water, which significantly improves foaming and makes it non-conductive. To obtain a high-expansion foam, a more concentrated PO solution is used than in other systems, approximately 2 times. To obtain high expansion foam, stationary high expansion foam generators are used. Foam is supplied to the room either directly from the outlet of the generator, or through special channels. The channels and the outlet from the supply cover are made of steel; they must be hermetically closed so as not to let the fire into the fire extinguishing station. The lids open automatically or manually at the same time as the foam is dispensed. Foam is delivered to MO at platform levels where there are no obstructions for foam to spread. If there are fenced-off workshops and storerooms inside the MO, then their bulkheads must be designed in such a way that foam gets into them, or separate valves must be supplied to them.

Schematic diagram of obtaining a thousandfold foam

Schematic diagram of volumetric fire extinguishing with high expansion foam

1 - Fresh water tank; 2 - Pump; 3 - A tank with a foaming agent;

4 - electric fan; 5 - Switching device; 6 - Skylight; 7 - Blinds of foam supply; 8 - Top closure of the channel for the release of foam to the deck; 9 - throttle washers;

10 - Foaming nets of the high expansion foam generator

If the area of ​​the room exceeds 400m 2, it is recommended to inject foam in at least 2 places located in opposite parts of the room.

To test the system in operation, a switching device (8) is installed in the upper part of the channel, which diverts the foam outside the room onto the deck. The reserve of foaming agent for replacing systems should be five times for extinguishing a fire in the largest room. The performance of the foam generators should be such that it can fill the room with foam in 15 minutes.

High-expansion foam is obtained in generators with forced air supply to a foam-forming grid, wetted with a foaming agent solution. An axial fan is used to supply air. To apply the foaming agent solution to the grid, centrifugal atomizers with a twisting chamber are installed. Such sprayers are simple in design and reliable in operation, they have no moving parts. GVPV-100 and GVGV-160 generators are equipped with one sprayer, other generators have 4 sprayers each, installed in front of the tops of the pyramidal foaming grids.

Purpose, device and types of carbon dioxide extinguishing systems?

Carbon dioxide fire extinguishing as a volumetric method began to be used in the 50s of the last century. Until that time, steam extinguishing was very widely used, because most of the ships were with steam turbine power plants. Carbon dioxide fire extinguishing does not require any form of ship power to operate the installation, i.e. it is completely autonomous.

This fire extinguishing system is designed to extinguish fires in specially equipped, i.e. guarded premises (MO, pump rooms, paint pantries, storerooms with flammable materials, cargo rooms mainly on dry cargo ships, cargo decks on RO-RO ships). These areas should be sealed and equipped with piping with sprayers or nozzles for supplying liquid carbon dioxide. In these rooms, sound (howler, bells) and light ("Go away! Gas!") Warning signaling about the activation of the volumetric fire extinguishing system are installed.

System composition:

Carbon dioxide fire extinguishing station where carbon dioxide reserves are stored;

A minimum of two launch stations for remote activation of the fire extinguishing station, i.e. for the release of liquid carbon dioxide into a specific room;

An annular pipeline with nozzles under the ceiling (sometimes at different levels) of the protected area;

Sound and light alarm, warning the crew about the activation of the system;

Elements of the automation system that turn off ventilation in this room and shut off the quick-closing valves for supplying fuel to the operating main and auxiliary mechanisms for their remote stop (only for MO).

There are two main types of carbon dioxide fire extinguishing systems:

High pressure system - storage of liquefied СО 2 is carried out in cylinders at a design (filling) pressure of 125 kg / cm 2 (filling with carbon dioxide 0.675 kg / l of cylinder volume) and 150 kg / cm 2 (filling 0.75 kg / l);

Low pressure system - the estimated amount of liquefied CO 2 is stored in the tank at an operating pressure of about 20 kg / cm 2, which is ensured by maintaining the CO 2 temperature at about minus 15 0 C. The tank is served by two autonomous refrigeration units to maintain a negative CO 2 temperature in the tank.

What are the design features of the high pressure carbon dioxide extinguishing system?

CO 2 extinguishing station is a separate heat-insulated room with powerful forced ventilation, located outside the protected area. Double rows of cylinders with a volume of 67.5 liters are installed on special stands. The cylinders are filled with liquid carbon dioxide in the amount of 45 ± 0.5 kg.

The cylinder heads have quick-opening valves (full flow valves) and are connected by flexible hoses to the manifold. The cylinders are grouped into cylinder banks by a single manifold. This number of cylinders should be enough (according to calculations) for extinguishing in a certain volume. In a CO 2 extinguishing station, several groups of cylinders can be grouped to extinguish fires in several rooms. When the cylinder valve is opened, the gaseous phase of CO 2 displaces liquid carbon dioxide through a siphon tube into the collector. A safety valve is installed on the manifold to release carbon dioxide when the maximum CO 2 pressure is exceeded outside the station. At the end of the collector, a shut-off valve for supplying carbon dioxide to the protected area is installed. This valve is opened both manually and with compressed air (or CO2, or nitrogen) remotely from the starting cylinder (the main control method). The valves of the CO2 cylinders into the system are opened:

Manually, with the help of a mechanical drive, the valves of the heads of a number of cylinders are opened (outdated design);

With the help of a servo motor, which is able to open a large number of cylinders;

Manually by releasing CO 2 from one cylinder into the starting system of a group of cylinders;

Remotely using carbon dioxide or compressed air from a starting cylinder.

The CO 2 extinguishing station must have a device for weighing the cylinders or devices for determining the level of the liquid in the cylinder. From the level of the liquid phase of CO 2 and the ambient temperature, the weight of CO 2 can be determined from tables or graphs.

What is the purpose of the launch station?

Launch stations are installed outside the premises and outside the CO 2 station. It consists of two starting cylinders, instrumentation, pipelines, fittings, limit switches. Launching stations are mounted in special cabinets, locked with a key, the key is located next to the cabinet in a special case. When the cabinet doors are opened, limit switches are triggered, which turn off ventilation in the protected room and supply power to the pneumatic actuator (a mechanism that opens the CO 2 supply valve to the room) and to sound and light alarms. The board lights up in the room "Leave! Gas!" or the blue flashing lights come on and an audible signal sounds with a howler or loud banging bells. When the valve of the right starting cylinder is opened, compressed air or carbon dioxide is supplied to the pneumatic valve and the supply of CO 2 to the corresponding room is opened.

How to turn on a carbon dioxide fire suppression system for a pumpvogo and engine rooms.

2. MAKE SURE ALL PEOPLE LEAVE THE PUMP UNIT PROTECTED BY THE CO2 SYSTEM. 3. SEALING THE PUMP COMPARTMENT. 6. SYSTEM IN OPERATION.

1. OPEN THE DOOR OF THE STARTING CONTROL CABINET. 2. MAKE SURE ALL PEOPLE LEAVE THE MACHINE ROOM PROTECTED BY THE CO2 SYSTEM. 3. SEALING THE ENGINE ROOM. 4. OPEN THE VALVE ON ONE OF THE START-UP CYLINDERS. 5. OPEN VALVE NO. 1 AND No. 2 6. SYSTEM IN OPERATION.

3.9.10.3. COMPOSITION OF THE SHIPBOARD SYSTEM.

Carbon dioxide extinguishing system

1 - valve for supplying CO 2 to the collecting manifold; 2 - hose; 3 - blocking device;

4 - non-return valve; 5 - valve for supplying CO 2 to the protected area

Diagram of the CO 2 system of a separate small room

What are the design features of the low pressure carbon dioxide extinguishing system?

Low pressure system - the estimated amount of liquefied CO 2 is stored in the tank at an operating pressure of about 20 kg / cm 2, which is ensured by maintaining the CO 2 temperature at about minus 15 0 C. The tank is served by two autonomous refrigeration units (cooling system) to maintain a negative CO 2 temperature in the tank.

The reservoir and the pipe sections connected to it, filled with liquid carbon dioxide, have thermal insulation, which prevents the pressure from rising below the setting of the safety valves for 24 hours after the refrigeration unit is de-energized at an ambient temperature of 45 ° C.

The tank for storing liquid carbon dioxide is equipped with a remote-acting liquid level sensor, two control valves for the liquid level of 100% and 95% of the calculated filling. The alarm system sends light and sound signals to the central control room and mechanics' cabins in the following cases:

Upon reaching the maximum and minimum (not less than 18 kg / cm 2) pressures in the tank;

With a decrease in the level of CO 2 in the tank to the minimum allowable 95%;

In the event of a malfunction in refrigeration units;

When starting CO 2.

The system is started from remote posts from carbon dioxide cylinders similar to the previous high pressure system. The pneumatic valves open and carbon dioxide is supplied to the protected area.

How does the bulk chemical extinguishing system work?

In some sources, these systems are called liquid extinguishing systems (LFS), because the principle of operation of these systems on the supply of fire extinguishing liquid halon (freon or freon) to the protected area. These liquids evaporate at low temperatures and turn into gas, which inhibits the combustion reaction, i.e. are combustion inhibitors.

The stock of freon is in the steel tanks of the fire extinguishing station, which is located outside the protected premises. In the protected (guarded) rooms under the ceiling there is a circular pipeline with tangential nozzles. Sprayers spray liquid freon and it, under the influence of relatively low temperatures in the room from 20 to 54 ° C, turns into a gas that easily mixes with the gaseous environment in the room, penetrates into the most remote parts of the room, i.e. able to fight the smoldering of combustible materials.

Freon is displaced from the tanks with the help of compressed air stored in separate cylinders outside the extinguishing station and the protected area. When the valves for the supply of freon into the room are opened, an audible and light warning alarm is triggered. The room must be left!

What is the general structure and principle of operation of a stationary powder fire extinguishing system?

Vessels intended for the carriage of liquefied gases in bulk must be equipped with dry chemical powder extinguishing systems to protect the cargo deck, as well as all loading areas in the bow and stern of the vessel. It should be possible to supply powder to any part of the cargo deck with at least two monitors and / or hand guns and arms.

The system is powered by an inert gas, usually nitrogen, from cylinders located near the powder storage.

There should be at least two independent, self-contained powder extinguishing installations. Each unit should have its own controls, high pressure gas, piping, monitors, and hand guns / hoses. On ships with a capacity of less than 1000 r.t., one such installation is sufficient.

The protection of the areas around the loading and unloading manifolds should be provided by a monitor, both locally and remotely controlled. If the monitor covers the entire protected area from its fixed position, then remote aiming is not required. At the rear end of the cargo area, at least one hand arm, pistol or monitor should be provided. All arms and monitors should be capable of being actuated on a sleeve reel or on a monitor.

The minimum allowable feed of the monitor is 10 kg / s, and the hand arm is 3.5 kg / s.

Each container must hold enough powder to ensure that all monitors and hand arms that are connected to it deliver for 45 seconds.

What is the working principle withAerosol fire extinguishing systems?

Aerosol fire extinguishing system refers to volumetric fire extinguishing systems. Extinguishing is based on chemical inhibition of the combustion reaction and dilution of the combustible medium with a dusty aerosol. Aerosol (dust, smoke fog) consists of the smallest particles suspended in the air, obtained by burning a special discharge of a fire extinguishing aerosol generator. The aerosol hovers in the air for about 20 minutes and during this length affects the combustion process. It is not dangerous for humans, does not increase the pressure in the room (a person does not receive a pneumatic shock), does not damage ship equipment and energized electrical mechanisms.

The igniter of the fire extinguishing aerosol generator (for igniting the charge with the igniter) can be activated manually or by giving an electrical signal. When the charge burns, the aerosol comes out through the slots or windows of the generator.

These fire extinguishing systems were developed by JSC NPO "Kaskad" (Russia), are new, fully automated, do not require large costs for installation and maintenance, 3 times lighter than carbon dioxide systems.

System composition:

Fire-extinguishing aerosol generators;

System and alarm control panel (SCHUS);

A set of sound and light alarms in the protected area;

Control unit for ventilation and fuel supply to MO engines;

Cable routes (connections).

When signs of fire in a room are detected, automatic detectors send a signal to the SCHUS, which issues a sound and light signal to the central control room, central control room (bridge) and to the protected room, and then supplies power to: stopping ventilation, blocking the fuel supply to the mechanisms to stop them and to ultimately to operate fire-extinguishing aerosol generators. Different types of generators are used: SOT-1M, SOT-2M,

SOT-2M-KV, AGS-5M. The type of generator is selected depending on the size of the room and the burning materials. The most powerful SOT-1M protects 60 m 3 of the premises. The generators are installed in places that do not impede the spread of aerosol.

AGS-5M is manually operated and thrown indoors.

To increase survivability, the SCHUS is powered from different power sources and from batteries. SCHUS can be connected to a single computer fire extinguishing system. When the SCHUS fails, the generators start up themselves when the temperature rises to 250 0 С.

How does the water mist extinguishing system work?

The fire extinguishing properties of water can be improved by reducing the size of water droplets .

Water mist extinguishing systems, referred to as “water mist extinguishing systems,” use smaller droplets and require less water. Compared to standard sprinkler systems, water mist systems have the following advantages:

● Small diameter pipes, making them easier to lay, minimal weight, lower cost.

● Pumps of lesser capacity are required.

● Minimal secondary damage associated with the use of water.

● Less impact on the stability of the vessel.

Higher efficiency of the water system, operating with the use of small droplets, is provided by the ratio of the surface area of ​​the water droplet to its mass.

An increase in this ratio means (for a given volume of water) an increase in the area through which heat transfer can occur. Simply put, small water droplets absorb heat faster than large droplets and therefore have a higher cooling effect on the fire zone. However, excessively small droplets may not reach their destination, since they do not have a mass sufficient to overcome the warm air currents generated by fire. Water mist extinguishing systems reduce the oxygen content in the air and therefore have a choking effect. But even in closed rooms, such an action is limited, both due to its limited duration and due to the limited area of ​​\ u200b \ u200btheir zone. With a very small droplet size and a high heat content of the fire, which leads to the rapid formation of significant volumes of steam, the asphyxiant effect is more pronounced. In practice, water mist extinguishing systems provide extinguishing primarily through cooling.

Mist extinguishing systems should be carefully designed to provide uniform coverage of the protected area and, when used to protect specific areas, should be located as close as possible to the relevant potentially hazardous area. In general, the design of such systems is the same as the previously described design of sprinkler systems (with "wet" pipes), except that the water mist systems operate at a higher operating pressure, in the order of 40 bar, and they use specially designed heads that create drops of the required size.

Another advantage of water mist extinguishing systems is that they provide excellent protection to people, as fine water droplets reflect heat radiation and bind flue gases. As a result, the personnel involved in extinguishing a fire and providing evacuation can get closer to the source of the fire.

Parallelograms of speeds on the impellers

When entering the blade and leaving the blade, each liquid particle acquires, respectively:

1. Peripheral speeds U 1 and U 2, directed tangentially to the input and
the output circumference of the impeller.

2. Relative speeds W 1 and W 2, directed tangentially to the surface of the blade profile.

3. The absolute velocities C 1 and C 2, obtained as a result of the geometric addition of U1,

Since the pump is a mechanism that converts the mechanical energy of the drive into energy (pressure), imparting the movement of fluid in the space between the blades of the wheel, its theoretical value (pressure) obtained during the operation of the pump can be determined by the Euler formula:

C 2 U 2 cos α 2 - C 1 U 1 cos α 1

H t ∞ = __________________________

In view of the fact that the centrifugal pump does not have a guide vane when the liquid enters the blades, in order to avoid large hydraulic losses from the impacts of the liquid on the blades, and to reduce the pressure losses, the liquid inlet to the wheel is made radial (the direction of the absolute speed С 1 is radial). In this case, α 1 = 90, then cos 90 - 0, therefore, the product C 1 U 1 cos α 1 = 0. Thus, the basic equation for the head of a centrifugal pump, or Euler's equation, will take the form:

Н t ∞ = C 2 U 2 cos α 2 / g

In a real pump there is a finite number of blades and head losses due to vortices of liquid particles are taken into account by the coefficient φ (phi), and hydraulic resistances are taken into account by hydraulic efficiency - ηg, then the actual head will take the form: Нд = Нt φηг

Taking into account all losses, the efficiency of the centrifugal pump is ηн 0.46-0.80.

Under operating conditions, the head of a centrifugal pump is determined by an empirical formula and depends on the number of revolutions of the drive motor and the diameter of the impeller:

Нн = к "* n 2 * D 2,

where: k "- experimental dimensionless coefficient

n - impeller rotation speed, rpm.

D is the outer diameter of the wheel, m.

The flow rate of the pump hp -1 is roughly determined by the diameter n of the discharge pipe:

Qн = k "d 2

where: k "- for a branch pipe diameter up to 100 mm - 13-48, more than 100 mm - 20-25

d is the diameter of the discharge pipe in dm.

2. To ensure the normal and safe operation of the vessel, as well as to create appropriate conditions for the stay of people on it, ship systems are used.
The ship system is understood as a network of pipelines with mechanisms, apparatus and instruments that perform certain functions on the ship. With the help of ship systems, the following are carried out: receiving and removing ballast water, fighting fires, draining the compartments of the ship from water accumulating in them, supplying passengers and crew with drinking and washing water, removing sewage and contaminated water, maintaining the necessary parameters (conditions) of air in the premises. Some ships, such as tankers, icebreakers, refrigerators, etc., are equipped with special systems due to specific operating conditions. So, tankers are equipped with systems designed for receiving and pumping out liquid cargo, heating it in order to facilitate pumping, washing tanks and cleaning them from oil residues. The large number of functions performed by ship systems determine the variety of their design forms and the mechanical equipment used. The ship systems include: pipelines, consisting of interconnected individual pipes and fittings (valves, valves, taps), which are used to turn on or off the system and its sections, as well as for various adjustments and switching; mechanisms (pumps, fans, compressors) that impart mechanical energy to the medium flowing through them and ensure the movement of the latter through pipelines; vessels (tanks, cylinders, etc.) for storing a particular medium; various devices (heaters, coolers, evaporators, etc.), used to change the state of the environment; system management and monitoring tools.
Of the listed mechanisms and devices in each given ship system, there may be only a few of them. It depends on the purpose of the system and the nature of the functions it performs.
In addition to general ship systems, the ship has systems that serve the ship's power plant. On diesel vessels, these systems supply the main and auxiliary engines with fuel, oil, cooling water and compressed air. Ship power plant systems are discussed in the course on these plants.

3. Modern marine vessels are the place of permanent work and residence of crew members and long-term stay of passengers. Therefore, in the residential, office, passenger and public premises of these ships in any navigation areas, at any time of the year and under any meteorological conditions, a microclimate favorable for people should be maintained, i.e., the combination of the composition and parameters of the state of air, as well as thermal radiation in limited spaces of premises. The microclimate in the ship's rooms is ensured with the help of comfortable air conditioning systems and appropriate insulation of the rooms, the temperature of the inner surface of which should not differ significantly (more than 2 ° C) from the air temperature in these rooms.

Marine refrigeration unit.
1 - compressor; 2 - capacitor; 3 - expansion valve; 4 - evaporator; 5 - fan; o - refrigerator chamber; 7 - room of the evaporation plant.

Comfort air conditioning systems are designed for cleaning and heat-and-humidity treatment of air supplied to the premises. In this case, the room must be provided with certain, predetermined conditions, that is, the parameters of the composition and state of the air: its purity, a sufficient percentage of oxygen content, temperature, relative humidity and mobility (speed of movement). These preset air conditions determine the so-called comfortable conditions for people.

In different areas of navigation of ships at different times of the year, the temperature of the outside (atmospheric) air can reach the highest (up to 40-45 ° C) and lowest (up to -50 ° C) values. In this case, the seawater temperature can vary over a wide range: from + 35 ° C to -2 ° C, and the moisture content in 1 kg of air is from 24-26 to 0.1-0.5 g. the intensity of solar radiation also changes. Considering that ships are large metal structures with a high coefficient of thermal conductivity, it becomes clear how great the influence of external conditions on the formation of the microclimate in ship premises is. In addition, there are a lot of internal objects of heat and moisture on the ship.

All this requires great flexibility (maneuverability) from the ship's comfort air conditioning system. In warm areas (or in summer), it should ensure the removal of the corresponding excess heat and moisture from the premises, and in cold areas (or in winter) - compensate for heat losses and remove excess moisture, mainly emitted by people, as well as some equipment ... In the summer season, the outside air usually needs to be cooled and dehumidified before being supplied to the premises, and in winter it must be heated and humidified (although the outside air in winter has a high relative humidity - up to 80-90%, it contains a very small amount of moisture, does not more than 1-3 g per 1 kg of air).

Air heating and humidification carried out, as a rule, with steam or water, and its cooling and dehumidification - with the help of refrigerating machines. Thus, refrigeration machines are an integral part of marine comfort air conditioning systems (hereinafter we will omit the word “comfortable” for brevity).

In addition, refrigerators are used on almost all ships of the sea and river fleet to preserve the stock of provisions, as well as on fishing, industrial and transport refrigerated vessels for handling and storing perishable goods (this function of refrigerators is commonly called refrigeration). In recent years, refrigeration machines began to be used for drying air in the holds of dry cargo ships and tanks of oil tankers. This prevents damage to hygroscopic cargo (flour, grain, cotton, tobacco, etc.), damage to equipment and machinery transported on board, and significantly reduces corrosion of internal metal parts of the hull and equipment of ships. This air handling in holds and tanks is commonly referred to as technical conditioning.

The first experience of using "machine" cooling on ships dates back to the 70s-80s of the last century, when steam compressor ammonia, carbon dioxide and sulfur dioxide, air and absorption refrigerating machines were created and began to spread almost simultaneously. For example, in 1876, the French engineer-inventor Charles Tellier successfully used "machine" cold for the first time on the Frigori-fiq steamer to transport chilled meat from Buenos Aires to Rouen. In 1877 the steamboat "Paraguay", equipped with an absorption refrigeration unit, delivered frozen meat from South America to Le Havre, and the meat was frozen on the same ship in special chambers. This was followed by successful flights with meat from Australia to England, in particular on the steamer "Strathleven", equipped with an air refrigerator. By 1930, the world sea refrigerated fleet already consisted of 1,100 vessels with a total cargo capacity of 1.5 million conventional tons.

Fire Pumps

They are used as fire safety installations on tankers transporting liquefied natural gas, as well as on tankers converted for storage in oil field areas and for production facilities Manufacturer Ellehammer

As a rule, they are used as backup systems that duplicate ring fire extinguishing systems, when 3-4 emergency fire pumps do not allow the water pressure to drop in case of failure of the main system.

Emergency fire pumps equipped with electric or diesel engines. The range of such pumps is very large: from pumps with a 4-cylinder engine, developing 120 hp, which pump 70 m3 per hour, to huge units with a 12-cylinder engine, with a capacity of 38 liters, developing a power of 1400 hp. which are capable of pumping over 2000 m3 per hour at a pressure of 12 bar.

Fire pumps and their kingstons should be located on the ship in heated

rooms below the waterline, the pumps must have independent drives and the flow of each stationary pump must be at least 80 % total flow divided by the number of pumps in the system, but not less 25 m3 / h. Fire fighting pumps should not be used to drain compartments containing petroleum products or other flammable liquids.

A stationary fire pump can be used on a ship and for other purposes if the other pump is in constant readiness for immediate action to extinguish the fire.
Total flow of stationary pumps should be increased if they serve other fire extinguishing systems simultaneously with the fire system. When determining this flow, the pressure in the systems must be taken into account. If the pressure in the connected systems is higher than in the fire system, the pump flow must be increased due to the increase in flow through the fire nozzles with increasing pressure.
Stationary emergency fire pump is provided with everything necessary for operation (energy sources for its drive, receiving kingston) in case of failure of the main pumps and is connected to the ship's system. If necessary, it is provided with a self-priming device.

Emergency pumps are located in separate rooms, and emergency diesel-driven pumps are provided with fuel for 18 h work. The supply of the emergency pump must be sufficient for the operation of two shafts with the largest diameter of the nozzle, adopted for the given vessel, and not less 40% total pump flow, but not less 25 m3 / h.