Escolar Documentos
Profissional Documentos
Cultura Documentos
Basic Hydraulic
and Components on a
"FRAMO-ship"
In-Tank pumps have better stripping abilides with less amount of slop
Built-in stripping device. No extra stripping equipment required
Submerged pumps offers the possibility of deck mounted cargo heaters which implies
more efficient heating and reduced steam consumption
Hydraulic power used for deck machinery, no separate power System required
10
11
Hydraulic drive gives staph ass capacity and speed control of cargo pumps
Optimal power consumption regardless of terminal head, cargo viscosity or
specific gravity
12
13
Framo submerged cargo pumps have increased discharge capacity at lower terminal
heads which implies shorter discharge time and more cargo carrying days of the
ships.
14
Cargo pumps are easy to maintain with all service poin~ located at the pump head
Pump to be serviced inside the tank- no need for pulling the pump
15
Hydraulic power plant totally assembled and tested by Rrank Mohn prior to shipment
Modulized design / Easy to install by yard
16
17
Technical support to designers and Framo engineer present at yard during final installation
and commissioning, full scale testing
18
19
World-wide service
20
POWER TRANSMISSION
How many types of power transmission
do you know ?
A) Mechanical power transmission
ENG.
Shaft
Prop.
ENG.
Gen.
ENG.
Hydr. Motor
Hydr. Pipes
Pump
HYDRAULIC
POWER TRANSMISSION
1
No explosion danger.
Item 1/34
Item 1/5/1
Item 27
Item 10
Item 20
In this Service Bulletin we will highlight the hydraulic oil and the filtration.
As we all know the cleanliness of the oil as well as the as the general oil condition is very
important for the lifetime of the system.
The practical life has shown that some of the FRAMO ships are sailing around with far too
high particle level in the hydr. oil.
Our recommended level of particles in the system is:
ISO 4406 code 16/12.
This means:
Number of particles per ml 5m : 320, max 640
Number of particles per ml 15m : 20, max 40
With FRAMO original filter element this cleanliness level should not be of any problem to
maintain.
Nevertheless, we have found ships sailing around with more than 2-3 thousand particles per
ml between 5- 1 5m.
This is very costly in the end, and we therefore strongly advise you to pay attention to the
filtration and the cleanliness of the hydr. Oil.
As you know the hydr. oil has four main functions in the system:
1:
Transmit the power from the aggregates to the different consumers.
2:
Lubrication of all moving parts.
3:
Transter all produced heat back to the cooler.
4:
Transfer all dirt back to the filter.
Do not play around with non FRAMO oil filter elements.
Be aware of the following important filter specifications:
1 The filer Beta Ration ()
Normal FRAMO filters have a Beta Ration = 12 75.
This means it 75 particles of 12 pm or bigger come into the filter only one passes
through. In other words the Beta Ration is the filters ability to stop the particles i e
= particles in
particles out
2 The filter dirt capacity
Filtor with higher dirt capacity gives longer service intervals and improved economy.
Particles counting combined with pressure drop over the filter is the
only safe indicator when to change the filter element.
FRAMO offices in Bergen. Rotterdam. Houston and Singapore can
offer hydr. oil monitoring and particle counting.
It is essential that the oil sampling is provided regularly. from the same
highlighted sampling point, and in an absolutely clean sampling bottle,
FRAMO systems designed before June t 983 are using ISO VG32 oil, and systems designed
after June 1983 are using ISO V046 oil,
For the VG46 oil. FRAMO filter element ID no. 109637, was replaced in 1992 by ID no.
3025780 with approx. 3 times bigger dirt capacity than the old type. The new element fits into
the old filter box.
In addition to the particle counting the oil analysis shall as a minimum give the following infer
mation
TEST
TEST METHOD
Specific gravity
ASTM D 1298
Flash point
ASTM D 92
Viscosity cSt at 40C
ASTM D 445
Viscosity cSt at 100C
ASTM D 445
TAN (total acid No.) mg KOH/g
ASTM D 664
Water %
ASTM D 95
Zinc
PPM
Phosphore
PPM
Chlorides
PPM
Calcium
PPM
General acceptance criteria can not be given as they will vary for different oils, but the following
can be said:
Water
Zinc
Phosphore
Chlorides
Calcium
Viscosity 40C VG46 oil.
Viscosity 100C V046 oil
For the rest of the analyse the oil company will infornn if the oil is fit for further use.
Factors affecting the lifetime of the oil are:
Specific gravity:
A significant change indicates mixing
Flash point:
A significant change indicates mixing
Viscosity:
Reduced viscosity indicates:
Water:
Chlorides:
Calcium:
Zinc and
Phosphre:
This is for most hydraulic oils the normai antiwear additive for the oil and
should be monitored carefully.
A decreased level will cause increased wear in the system. At a decreased
25% of the values for new oil, counter measures such as:
Replenish with normal fresh oil or
Replenish with new oil specially blended with a higher level of
antiwear additives shout be taken.
If any further information is needed, Please contact FRAMO Service offices world-wide.
A.
1
2
3
4
5
6
7
Wet o-rings (5) on replacement filterv elements with clean oil, and mount
9
10
filter elements in filterhouse. Take care not to strike or scrape filter elements against the flange of the filter house.
Fit by - pass valve assembly (3)
Open valve (7) and vent valve (9).
NEVER OPEN VALVE (6) BEFORE FILTERHOUSE IS COMPLETELY FILLED AND
VENTED. I.E. NO AIR BLEEDS FROM VALVE (9).
11
COLD STARTING
If the oil temperature is below 20C, circulate the oil (through the heating and venting
valve installed in the system) for heating with only one power pack running
according to Fig. 1.
50
40
30
Normal
Optimum range
operating range
20 - 60C
20
10
0
-5
-10
-20
-30
GENERAL
In this Service Bulletin we would like to highlight the importance of keeping your
Hydraulic System air free, to avoid failure, and in the worst case break-down of
components.
Air in a hydraulic system is a contamination and is critical to the performance and
lifetime.
Design practice of the hydraulic system foresees neither air in the oil, nor air as free
pockets in the piping system.
During commissioning at the shipyard, after oil filling and flushing, air venting is an
important part of the start-up procedure.
Air venting must be a cart of your Periodical Maintenance program,
and is important after every service.
Any air in the system will accumulate to high points in the system; where vent
cocks shall be installed.
Necessary time for air venting after service / repair must be included
total scope of work, even if time schedule is limited.
After service/repair the air shall be vented as close to the actual component as
possible to avoid any locked-in air pocket(s) to be mixed into the oil after start-up.
-Air vent the component prior to opening service valves(s).
Check that all connections, 0-rings, gaskets, shaft seals and threads are tight.
-Air can be sucked -in from any opening to atmosphere.
Possible
Yes
Yes
Yes
Oil sample "milky" / white, or air bubbles mixed into the oil.
Yes
Possible
Possible
Possible
the air venting when the hydraulic oil temp. have reached 5Q550 C
Oil filling is crittical for mixing air into the system
For a system delivered today we include a combined / compact Filling Unit with filter
to ensure correct filling.
This unit is permanently hooked-up to the vessels storage tank.
From our program today we can offer a Filling Unit as above for easy installation
onboard an old model hydraulic system.
Level 1 :
Full oil analysis, annually comprising the following:
Particle count
Water content, ppm (max 500ppm)
Viscisity test at 40 C.
Total acid no.
Chlorides, ppm.
Phosphor, ppm.
Zinc, ppm.
Calcium, ppm.
In addition to collecting the oil sample, Framo will also carry out
an Annual inspection of the Framo cargo pumping system.
Annual inspection:
The visual inspection will include the following:
Hydraulic oil sampling and analysing.
Visual inspection of hydraulic power unit.
Inspection of manual wear indicators.
Check for air in the system and deaerate if necessary.
General inspection of the system for leakages, abnormal noise etc.
Visual inspection and evaluation of hydraulic deck piping
and valves, including quick coupling stations for portable
pump connection.
Pre-docking inspection:
Prior to dry-docking, Framo will evaluate the condition of the entire Framo Cargo Pumping system.
The pre-docking inspection is recommended carried out during a discharge operation
or a short voyage.
The inspection comprise the following:
Test all cargo pumps against closed valve in order to evaluate condition of the pumps
and control valves
Purge cofferdam on all cargo pumps.
Test each hydraulic power pack.
Test hydraulic control system, alarm and shutdown functions.
Visual inspection of hydraulic piping and service valves.
Inspection and test of portable pump if possible.
Test and evaluation of ballast pumops and tank cleaning pumps.
Following the survey, a detailed inspection report with repair recommendation will be
sent to the shipowner/management company, preparing the dry-docking activities
on the Framo system.
Control the cargo pump during str pping of the cargo tank.
Stepless capacity control locally from deck, if required.
Special tool:
To improve the operation of todays generation local control valves on cargo
pumps equipped with the stainless steel Speed Torque Control valve (STC), a
special tool is available.
Ball valves:
In all Framo Cargo Pumping Systems dosigned after 1983, the ball valve on
the hydraulic inlet line to each cargo pump shall always be in open position
(even when the cargo pump is not in operation). The same applies to systems
designed before 1983, which have been upgraded with pressurised return line
(overpressure system). This to ensure the safety of having a pressurised hydraulic
return side with a higher pressure than the static cargo pressure.
Also on older ships built before 1983, we recommend to keep the ball valves
open. This to avoid opening the valves with high hydraulic inlet pressure.
Operating the valves with high inlet pressure willreduce the valves lifetime.
To avoid sticking we recommend to move all ball valves on deck quarterly,
when the main hydraulic system is not in use.
Mild steel valves are delivered with primer only. During replacement a proper
coating must be applied to the valves, and a corrosion protection must be
maintained.
To increase the lifetime of these valves and reduce the costs:
Use them
Move them
Paint them
General
Purging of the eofferdam is one of the most important operations to be done when
operating a submerged FRAMO Cargo Pump. This is because the only way to check
the pumps seals, and thus the conditions of the pumps, is by purging possible
leakages in the cofferdam. If this is done and necessary action in case of large
leakages is taken, troublefree operation of the cargopump is obtained.
To get a quicker response in case the ships staff need Information/advise from
FRAMO, they shall according to the new routine from 1995 contact us by telefax. Use
telefax No. +47 55 99 93 82, and the ship will receive a quick answer from
Frank Mohn SerMces AS. Alternatively call +47 55 99 92 00 or after office hours
47 90 99 00 06
The standard purging routine diagram will normahy not be answered by FRAMO
anymore due to time delay, but will be controlled and filed by FRAMO as a part of our
service record for the ship.
CONTENTS
1
TROUBLE SHOOTING
This procedure is to be followed for purging of submerged cargo pumps with "DRY" cofferdarn
For submerged cargo pumps on FSOS and EPSOS, refer to instruction 1000-102-4.
1
LOADING
1. Immediately before
loading,
VOYAGE
1. 1-2 days after loading.
2. If no leakage at step 1,
purge every fortnight.
3. If leakage is detected at
step 1, or at a later stage
during the voyage, purge
this pump every day.
4. If pumps are used for
cargo circulation during
the voyage, the cofferdam
must be purged before
start and after stop.
DISCHARGE
1. Immediately before
discharging.
2. Immediately after
discharging.
The purging form should be filled in with the results from every purging operation. Each
horizontal line in the form represents one cargo in one tank from loading till discharging. If a
ship loads and discharges some tanks more frequently than other, an extra form should be
filled in for these tanks.
Fill in the columns as follows: (see page 9 for example of purging form)
Tank no.
Cargo
Date
Result
tank no.
type of cargo
date for the purging operation
If no leakage. write OK
If leakage, write amount of leakage in litres and type of leakage
(Example: 1H = 1 litre hydraulic oil. 1C = 1 litre cargo, 1H/C = 1 litre mixture
of hydraulic oil and cargo)
Remarks
The development of a cargo leakage can be followed if purging is done according to specified
intervals. Thereby maintenance work can be planned, and unexpected shut down due to
leakage can be avoided.
4.2 Hydraulic oil leakage
Hydraulic oil in the cofferdam can come from shaft seals, flange face seals in pipestack/
pumphead or damage (cracks) on the pipestack/pumphead.
A small leakage rate into the cofferdam up to about 10 mI/h (0.25 l/day) from the mechanical
oil seal or lip seal during pump operation is normal. For short periods of time, higher leakage
peaks can occur.
If the leakage rate is increasing above acceptable level, the pump must be purged a couple of
times daily, and inspected as soon as possible to find the reason for the leakage.
Intensit the purging if the leakage rate is increasing anove acceptable level. If this is not
keeping the leakage under control, close the hydraulic service valve. Do not operate the pump,
use the portable pump to discharge the cargo.
5 TROUBLE SHOOTING
Symptom:
No air/inert gas is
coming out of the
exhaust trap vent
pipe when purging
Possible reason
Blocked cofferdam
system
Remedy:
Check the exhaust trap and piping for blockage.
Open if possible.
Symptom:
Cargo leakage in
cofferdam
Possible reason
Remedy:
How to find the leakage
Pressure test the cofferdam. Soap wash to localize
the leakage. Never start any dismantling before
you know if/where you have a leakage.
Cracks/wear on
ceramic sleeve
Leaking pipestack/
pumphead seals
Cracks in pipes
Combined purging
/stripping valve
leaking *
* Combined valve
only on earlier
pump models.
Hydraulic oil in
cofferdam
Wear on shaft
sleeve (Lip seal
only)
Leaking pipestack/
pumphead seals
NOTE! Evaluate if changed parts as sleeves, mechanical seals etc. are possible to recondition..
Keep these parts in stock until next visit by a FRAMO representative, and ask for a evaluation.
evaluation.
Acid cargoes
After discharging and purging is finished, it can bean dvantace to circulate fresh water
through the cofferdam to remove all residue after a leakage.
Polymerising cargoes. (TM. MDI)
Fill cofferdam with 5-10 litres of DOP to avoid hlockint of cofferdam.
Crystallizing cargoes
Fill cofferdant with 5-10 litres of fresh watcr. The cofferdam flay also he filled completely
and arranged with a small water circulation
Phenol. caustic etc
A circulation of hot water through the cofferdam can avoid clogcing But remember some of
these types of cargoes are very dangerous, poisonous).
If a cargo leakage is detected the complete cargo pumps cofferdam has to be pressure
tested to identify the leak. We have learned from FRAMO on board training that crew on
some ships start to automatically change the pumps cargo seal as soon as there is a
cargo leakage although the eak may be somewhere else. This is waste of time and
money. So always identify where you have a leak first!
The cofferdam can be pressure tested by bUnding 0ff the purging medium relief valve by
means of a rubber gasket. Dismantle the cofferdamss riser pIpe flange on the top cover
plate and install a test flange with pressure gauge (see figure 1). Connect the purging
medium to the test flange and increase the pressure to 3 bar.
After approximately 5 minutes check all flanges around cargo seal, riser pipe, and all
other connections for possible leakage. Use soapy water for better detecting of the
possible leakage.
Note:
If the cargo leakage is not possible to identify, and the 3 bar pressure is stabilized
for a long period of time during the pressure testing, - it is still possible that the
cargo seal in the pump is worn out, and have to be changed. The reason could
be that the 3 bar pressure in the cofferdam is pressing the upper lip (facing the
cofferdam) around the pump shaft. Dismantle the cargo seal for control.
If this is not the case, and the cargo leakage is not possible to detect, you have to split the
cargo pump, and pressure test the main components separately.
If the cargo pump has a hydraulic oil leak you normally have to split the pump to identify
the leak. A hydraulic oil leak is very rare under normal conditions, but if a hydraulic oil
leak does occur, there could be three reasons:
a)
Hydraulic oil seal - the life time is normally very high (> 10.000 running hours).
b)
Crack in pipe stack - can occur if the cargo pump is vibrating heavily for some
abnormal reasons.
c)
Corrosion attack in seal rings grooves can occur after long service.
After the leakage h05 been identified and repaired, and the repaired part has
been pressure tested, the cargo pump can be reassembled,
Remember, cleanliness is absolutely necessary.
When the mounting is completed, pressure tesf the complete cofferdam with max.
After minimum 5 min. check all flanges, cargo seal and other critical points with
soapy water for possible leakage.
Leave the 3 bar pressure in the pumps cofferdam for at least 30 mm., and check
that the pressure is stable.
Necessary time for control must be included in the total scope of work, even if
time schedule is limited.
Fill the pumphead and pipe stack with hydn oil by opening
the ball valve on the pressure line on deck.
Open the venting plug on the non return valve on the return
pipe on deck.
Keep the venting plug open and start the cargo pump
carefully for test running.
Close the venting plug when clean airfree oil is coming out.
SUBJECT:
Statistics show that these seals are changed mostly with the same service
intervals, and we recommend that these seats are changed at the same time,
based on following reasons:
ID no.s
Pump types
A 20887
A 20888
A 20889
A 20890
A 20891
A 20898
SD-100/SVS-4
SD-125/15015D5-5I6ISDS-4
SD-200/TK-150/5v5-6/sPs-8
SD-300/SPS-1O/12
SD-350-VERSION 2-4
SD-350-VERSION 1
PERFORMANCE DIAGRAM
A standard performance diagram
Test Procedure
Each cargo pump to be tested against a closed discharge valve.
Hydr. System pressure to be at maximum.
Record hydr. pressure at control valve and cargo pressure at top cover plate.
Corrections
Ullage and sp. gr. for the cargo.
Conlrol of results
Check the recorded results against the actual pump curve
Possible wear and tear
Increased wear ring clearance.
Control valve is not compensating.
Worn out hydr. motor.
Evaluation of results
1
2
3
Start the pump slowly and run it on deck for about 30 sec. to
make sure that oil flow is free and the pump runs normal flush the seal area with water.
General
FRAMO Portable Pump is normally supplied as a part 0f our cargo pumping systems, for stand-by and safety
applications according to classification societies
In addition, the equipment is also supplied separately to coastguards, saLvage companies, refineries and
terminals all over the world - and also available for rental world-wide.
Ranges of portable pumps produced by FRAMO have been up-graded and redesigned many times over the
last 30 years, but for all types of portable pumps supplied as part of our cargo pumping systems spare parts
and service are available world-wide if needed
B)
Handling:
Lower the portable pump into the cargo tank by means of a sling, and newer
by the hoses.
For easy and controlled handling of pump and hoses in/out of tank use the
FRAMO portable hoist.
as a standard routine, but here the operator must pay extra attention to avoid
dry running of the portable pump.
Starting - Discharging:
C)
Start the portable pump by turning the handwheel on the starting head anticIock wice.
Discharge capacity will increase if the back pressure is reduced to a minimum.
if possible use the portable pump to transfer the cargo to another cargo tank
and discharge the cargo ashore with the main cargo pump.
Stopping:
Cleaning:
For cleaning the pump inside, run the pump in fresh water in a drum on deck.
For cleaning the pump and hoses outside, use steam or flush with fresh water,
according to what type of cargo has been discharged.
Disconnection:
D)
Storage on board
General
For oh ships trading world-wide, it wih in the near future be required to have an approved
Quality Assurance System - ISO 9002 onboard.
An important part of your ships Q-A System will be a Planned Maintenance System far all the
equipment on board, he, lob specifications, carried cut by, approved by, inspection intervals
as well as a separate record book far logging of results,
There is no doubt that a properly maintained system will reduce operation costs and obtain a
safe and sound ship.
Planned Maintenance System for FRAMO Cargo Pumping System
Approximately 1200 ships are today equipped with FRAMQ Cargo Pumping System Some of
them have already an approved Quality Assurance System on board, but the majority will have
to develop and implement a Q-A System in the near future.
To give these FRAMO Ships some guidance, we have in this Service Bulletin proposed a ba
sic Planned Maintenance System on the next pages. The equipment on board, as well as the
type of ship and trade may differ from ship to ship - our proposal is therefore to be understood
as guidance only.
Explanation to the following basic Planned Maintenance System
Equipment
Job Specifications:
Drawing No, :
Maintenance instruction:
Inspection intervals:
Purge the cargo pumps cofferdam before and after discharge. Lag and
evaluate the purging result. Take necessary action.
Never start any dismantling of the cargo pump before you have identified
the problem. Always pressure test the cargo pumps cofferdam to identify
any leak. Always remember to use the correct tools from the FRAMQ tool
box.
Avoid air in the hydraulic system. Deoirate the system on a regular basis.
Take a hydraulic oil sample, every 3rd month for particle counting (ISO
4406). Every 12th month full analyze according to FRAMO standard
1400.063.
10
200ppm.
Any increase In water content must be investigated, the
cause corrected and the water removed. To remove water
we may offer rental 0f purifier and / or special water
filter. Note that this is only a temporary solution - the
cause of the water ingress must be located and repaired
Spline Lubrication
Experience indicates that inspection and lubricotion of the spline connection between the hydraulic pumps and the
PTO output shafts is neglected, causing abnormal wear on the spline. This is also the case on electric motors with
spline connection.
It is very importrant to have a scheduled routine for control of this lubrication. We recommend that the oil on the
spline is changed every 800 running hours, or every six months, whichever comes first.
Reduced
Turn Around Time
Availability
Reconditioning
Maintenance
Survey on
board
Prefabrication
Installation
Upgrading
Material
Design
Documentation
Upgrading
During the years a lot of efforts have been put into reducing the sound level. Hydraulic piping
systems can be upgraded to the latest version to minimize noice, by use of resilient bulkhead
penetrations and resilient pipe clamps.
Deck Side