Vacuum systems of fire pumps: classification and application. Fixed fire extinguishing systems Schematic diagrams of fire pumps

Stationary installations and fire extinguishing systems. The main goal of fighting a fire is to quickly bring it under control and extinguish it, which is possible only if the extinguishing agent is delivered to the fire quickly and in sufficient quantities.

This can be achieved with the help of fixed fire extinguishing systems. Some of the fixed systems can supply extinguishing agent directly to the fire without the participation of crew members.

Fixed fire extinguishing systems are by no means a substitute for the necessary structural fire protection of a ship. Structural fire protection provides sufficiently long-term protection of passengers, crew and critical equipment from fire, which allows people to evacuate to a safe place.
Firefighting equipment is designed to protect the ship. Shipboard fire extinguishing systems are designed taking into account the potential fire hazard existing in the premises and the purpose of the premises.

Usually:

water is used in stationary systems protecting areas where solid combustible substances are located - public premises and corridors;

foam or fire extinguishing powder is used in fixed systems protecting areas where class B fires can occur; stationary systems are not used to extinguish flammable gas fires;

carbon dioxide, a gallon (halon) and an appropriate extinguishing powder are included in systems that provide protection against class C fires;

there are no fixed systems to extinguish Class D fires.

On ships flying the flag of the Russian Federation, nine main fire extinguishing systems are installed:

1) water fire;

2) automatic and manual sprinkler;

3) water spraying;

4) water curtains;

5) water irrigation;

6) foam extinguishing;

7) carbon dioxide;

8) inert gas system;

9) powder.

The first five systems use liquid extinguishing agents, the next three use gaseous agents, and the last uses solid ones. Each of these systems will be discussed below.

Water fire system

Water fire system It is the first line of fire protection on board. Its installation is required regardless of what other systems are installed on the vessel. Any member of the crew, according to the alarm schedule, can be assigned to the fire post, so each member of the team must know the principle of operation and start-up of the ship's water fire system.

The water fire system provides water supply to all areas of the ship. It is clear that the supply of water in the sea is unlimited. The amount of water supplied to the place of fire is limited only by the technical data of the system itself (for example, the performance of pumps) and the effect of the amount of water supplied on the ship's stability.

The water fire system includes fire pumps, pipelines (main and branches), control valves, hoses and barrels.

Fire hydrants and pipelines

Water moves through pipelines from pumps to fire hydrants installed at fire stations. The diameter of the pipelines must be large enough to distribute the maximum required amount of water from two pumps operating at the same time.
The water pressure in the system should be approximately 350 kPa at the two most distant or high fire hydrants (whichever gives the greatest pressure difference) for cargo ships and other ships, and 520 kPa for tankers.
This requirement ensures that the pipeline diameter is large enough so that the pressure developed by the pump is not reduced by friction losses in the pipelines.

The piping system consists of a main line and branches of pipes of smaller diameter extending from it to fire hydrants. It is not allowed to connect any pipelines to the water fire system, except those intended for fire fighting and washing decks.

All areas of the water fire system on open decks must be protected from freezing. To do this, they can be equipped with shut-off and drain valves that allow you to drain water in the cold season.

There are two main schemes of the water fire system: linear and circular.

Linear scheme. In a water fire system made according to a linear scheme, one main line is laid along the vessel, usually at the level of the main deck. Due to the horizontal and vertical pipes extending from this line, the system branches throughout the ship (Fig. 3.1). On tankers, the fire main is usually laid in the diametrical plane.

The disadvantage of this scheme is that it does not make it possible to supply water beyond the point where serious damage to the system has occurred.

Rice. 3.1. Typical linear diagram of a water fire system:

1 - highway; 2 - branches; 3 - shut-off valve; 4 - fire post; 5 - shore connection; b - kingston; 7 - fire pumps

Ring scheme. The system, made according to this scheme, consists of two parallel highways connected at the extreme bow and stern points, thereby forming a closed ring (Fig. 3.2). Branches connect the system to fire stations.
In a ring scheme, the section where the break occurred can be disconnected from the main, and the main can continue to be used to supply water to all other parts of the system. Sometimes disconnect valves are installed on the main line behind fire hydrants. They are designed to control the flow of water when a break occurs in the system.
In some systems with one annular main, isolation valves are provided only in the aft and bow parts of the decks.

Coastal connections. On each side of the vessel, at least one connection of the water fire main with the shore must be established. Each shore connection should be located in an easily accessible place and provided with shut-off and control valves.

A ship on international voyages must have at least one portable shore connection on each side. This makes it possible for ship crews to use shore-mounted pumps or to use the services of shore-based fire brigades in any port. On some ships, the required international shore connections are permanently installed.

Fire pumps. This is the only means of ensuring the movement of water through the water fire system when the ship is at sea. The required number of pumps, their performance, location and power sources are regulated by the Register Rules. The requirements for them are summarized below.

Quantity and location. Cargo and passenger ships with a capacity of 3,000 tons or more, engaged in international voyages, must be equipped with two fire pumps with autonomous drives. All passenger ships with a gross tonnage of up to 4,000 tons must be equipped with at least two fire pumps, and on ships of more than 4,000 gross tonnage, three fire pumps, regardless of the length of the ship.

If two pumps are to be installed on the ship, they must be located in different rooms. Fire pumps, kingstones and power sources should be located so that a fire in one room does not disable all pumps, thus leaving the ship unprotected.

The crew is not responsible for the installation of the required number of pumps on the ship, for the correct placement of them and the availability of appropriate power sources. The ship is designed, built and, if necessary, re-equipped in accordance with the Register Rules, but the crew is directly responsible for maintaining the pumps in good condition. In particular, it is the responsibility of the mechanics to maintain and test the ship's fire pumps to ensure their reliable operation in the event of an emergency.

Water consumption. Each fire pump must supply at least two jets of water from fire hydrants having a maximum pressure drop of 0.25 to 0.4 N/mm 2 for passenger and cargo ships, depending on their gross tonnage.

In passenger ships of less than 1,000 gross tonnage and all other cargo ships of 1,000 gross tonnage and above, a fixed emergency fire pump must be fitted in addition. The total supply of stationary fire pumps, except for emergency ones, may not exceed 180 m ^ / h (with the exception of passenger ships).

Security. A safety valve and pressure gauge may be provided on the discharge side of the fire pump.

Other fire extinguishing systems (eg sprinkler system) may be connected to the fire pumps. But in this case, their performance should be sufficient so that they can simultaneously serve the water fire and the second fire extinguishing system, providing water supply under the appropriate pressure.

Use of fire pumps for other purposes. Fire pumps can be used for more than just supplying water to a fire main. However, one of the fire pumps should always be kept ready for use for its intended purpose. The reliability of fire pumps is increased if they are used for other purposes from time to time, providing appropriate maintenance.
If control valves that allow the fire pumps to be used for other purposes are installed on the manifold next to the pump, then by opening the valve to the fire main, the operation of the pump for another purpose can be immediately interrupted.

Unless it is specifically agreed that fire pumps may be used for other purposes, such as cleaning decks and tanks, such connections shall only be provided on the discharge manifold at the pump.

Fire hydrants. The purpose of the water fire system is to supply water to fire hydrants located throughout the ship.

Placement of fire hydrants. Fire hydrants must be located so that the water jets supplied by at least two fire hydrants overlap each other. Fire hydrants on all ships must be painted red.

If deck cargo is carried on board, it should be stowed in such a way as not to obstruct access to fire hydrants.

Each fire hydrant must be equipped with a shut-off valve and a standard quick-closing type coupling head in accordance with the requirements of the Register Rules. According to the requirements of the SOLAS-74 Convention, the use of threaded union nuts is allowed.

Fire hydrants should be placed at a distance of no more than 20 m indoors and no more than 40 m - on open decks.

Sleeves and trunks (refer to fire-fighting equipment).

The hose should have a length of 15+20 m for open deck cranes and 104-15 m for indoor cranes. The exception is hoses installed on the open decks of tankers, where the length of the hose must be sufficient to allow it to be lowered over the side, directing the water jet along the side perpendicular to the water surface.

A fire hose with a suitable nozzle must always be connected to the fire hydrant. But in heavy seas, the sleeves installed on the open deck can be temporarily disconnected from the fire hydrants and stored nearby in an easily accessible place.

The fire hose is the most vulnerable part of the water fire system. If mishandled, it is easily damaged.

Dragging a sleeve over a metal deck, it is easy to damage it - tear the outer lining, bend or split the nuts. If all the water is not drained from the hose before laying, the remaining moisture can lead to mold and rot, which in turn will cause the hose to rupture under water pressure.

Sleeve styling and storage. In most cases, the storage hose at the fire station should be coiled.

In doing so, you must do the following:

1.Check that the hose is completely drained of water. Raw sleeve can not be laid.

2. Lay the sleeve in the bay so that the end of the barrel can be easily fed to the fire.

3. Attach the barrel to the end of the sleeve.

4. Install the barrel in the holder or put it in the sleeve so that it does not fall.

5. The rolled sleeve should be tied up so that it does not lose its shape.

Trunks. Merchant ships use combined shafts with a locking device. They must be permanently attached to the sleeves.

Combined shafts must be equipped with a control that allows you to turn off the water supply and regulate its jet.

River fire nozzles must have nozzles with holes of 12, 16 and 19 mm. In residential and service premises, there is no need to use nozzles with a diameter of more than 12 mm.

Fire fighting systems

A fire on a ship is an extremely serious danger. In many cases, a fire causes not only significant material losses, but also causes death of people. Therefore, the prevention of fires on ships and fire fighting measures are of paramount importance.

To localize the fire, the vessel is divided into vertical fire zones by fire-resistant bulkheads (type A), which remain impenetrable to smoke and flame for 60 minutes. The fire resistance of the bulkhead is provided by insulation made of non-combustible materials. Fire-resistant bulkheads on passenger ships are installed at a distance of not more than 40 m from each other. The same bulkheads shield control posts and premises that are dangerous in terms of fire.

Inside the fire zones, the rooms are separated by fire-retarding bulkheads (type B), which remain impervious to flame for 30 minutes. These structures are also insulated with fire-resistant materials.

All openings in fire bulkheads shall be closed to provide smoke and flame tightness. To this end, fire doors are insulated with non-combustible materials or water curtains are installed on each side of the door. All fire doors are equipped with a device for remote closing from the control station

The success of the fight against fire largely depends on the timely detection of the source of the fire. For this, ships are equipped with various signaling systems that allow detecting a fire at its very beginning. There are many types of alarm systems, but they all work on the principle of detecting temperature rise, smoke and open flames.

In the first case, temperature-sensitive detectors are installed in the premises, which are included in the signal electrical network. When the temperature rises, the detector is triggered and closes the network, as a result, a signal lamp lights up on the navigation bridge and an audible alarm is activated. Alarm systems based on the detection of an open flame work on the same principle. In this case, photocells are used as detectors. The disadvantage of these systems is a certain delay in the detection of a fire, since the onset of a fire is not always accompanied by an increase in temperature and the appearance of an open flame.

More sensitive are systems operating on the principle of smoke detection. In these systems, air is constantly sucked from the controlled premises through signal pipes by a fan. By the smoke coming out of a certain pipe, you can determine the room in which the fire broke out

Smoke detection is carried out by sensitive photocells, which are installed at the ends of the tubes. When smoke appears, the light intensity changes, as a result of which the photocell is triggered and closes the network of light and sound alarms.

The means of active fire fighting on a ship are various fire extinguishing systems: water, steam and gas, as well as volumetric chemical extinguishing and foam extinguishing.

Water extinguishing system. The most common means of fighting fires on a ship is a water fire extinguishing system, which all ships should be equipped with.
The system is made according to the centralized principle with a linear or ring main pipeline, which is made of galvanized steel pipes with a diameter of 100-200 mm. Fire horns (cranes) are installed along the entire highway to connect fire hoses. The location of the horns should ensure the supply of two jets of water to any place on the vessel. In the interior, they are installed no more than 20 m apart, and on open decks this distance is increased to 40 m. In order to be able to quickly detect the fire pipeline, it is painted red. In cases where the pipeline is painted to match the color of the room, two narrow green distinctive rings are applied to it, between which a narrow red warning ring is painted. Fire horns in all cases are painted red.

In the water extinguishing system, centrifugal pumps with a drive independent of the main engine are used. Stationary fire pumps are installed below the waterline, which provides suction pressure. When installed above the waterline, pumps must be self-priming. The total number of fire pumps depends on the size of the vessel and on large vessels it is up to three with a total flow of up to 200 m3/h. In addition to these, many ships have an emergency pump driven by an emergency power source. Ballast, bilge and other pumps may also be used for firefighting purposes, if they are not used for pumping oil products or for draining compartments that may contain oil residues.

On ships with a gross tonnage of 1000 reg. tons and more on the open deck on each side of the water fire main must have a device for connecting an international connection.
The effectiveness of a water extinguishing system is largely dependent on pressure. The minimum pressure at the location of any fire horn is 0.25-0.30 MPa, which gives the height of the water jet from the fire hose up to 20-25 m. Taking into account all losses in the pipeline, such pressure for fire horns is provided at a pressure in the fire main of 0, 6-0.7 MPa. The water extinguishing pipeline is designed for a maximum pressure of up to 10 MPa.

The water extinguishing system is the simplest and most reliable, but it is not possible to use a continuous stream of water to extinguish a fire in all cases. For example, when extinguishing burning oil products, it has no effect, since oil products float to the surface of the water and continue to burn. The effect can be achieved only if water is supplied in spray form. In this case, the water quickly evaporates, forming a steam-water hood that isolates the burning oil from the surrounding air.

On ships, water in spray form is supplied by a sprinkler system, which can be equipped with residential and public premises, as well as the wheelhouse and various storerooms. On the pipelines of this system, which are laid under the ceiling of the protected premises, automatically operating sprinkler heads are installed (Fig. 143).

Fig 143. Sprinkler heads-a - with a metal lock, b - with a glass bulb, 1 - fitting, 2 - glass valve, 3 - diaphragm, 4 - ring; 5- washer, 6- frame, 7- socket; 8 - fusible metal lock, 9 - glass flask

The outlet of the sprinkler is closed by a glass valve (ball) supported by three plates connected to each other by low-melting solder. When the temperature rises during a fire, the solder melts, the valve opens, and the outgoing stream of water, hitting a special socket, is sprayed. In other types of sprinklers, the valve is held by a glass bulb filled with a highly volatile liquid. In a fire, liquid vapor bursts the flask, as a result of which the valve opens.

The opening temperature of sprinklers for residential and public premises, depending on the navigation area, is 70-80 °C.

To ensure automatic operation, the sprinkler system must always be under pressure. The necessary pressure is created by the pneumatic tank with which the system is equipped. When the sprinkler is opened, the pressure in the system drops, as a result of which the sprinkler pump automatically turns on, which provides the system with water when extinguishing a fire. In emergency cases, the sprinkler pipeline can be connected to the water extinguishing system.

In the engine room, a water spray system is used to extinguish oil products. On the pipelines of this system, instead of automatically operating sprinkler heads, water sprayers are installed, the outlet of which is constantly open. Water sprayers start working immediately after opening the shut-off valve on the supply pipeline.

Sprayed water is also used in irrigation systems and to create water curtains. The irrigation system is used to irrigate the decks of oil tankers and bulkheads of rooms intended for the storage of explosive and flammable substances.

Water curtains act as fire bulkheads. Such curtains are equipped with closed decks of ferries with a horizontal loading method, where it is impossible to install bulkheads. Fire doors can also be replaced with water curtains.

A promising system is finely atomized water, in which water is sprayed to a foggy state. Water is sprayed through spherical nozzles with a large number of holes with a diameter of 1 - 3 mm. For better spraying, compressed air and a special emulsifier are added to the water.

Steam extinguishing system. The operation of the steam fire extinguishing system is based on the principle of creating an atmosphere in the room that does not support combustion. Therefore, steam extinguishing is used only in enclosed spaces. Since there are no large-capacity boilers on modern ships with internal combustion engines, only fuel tanks are usually equipped with a steam extinguishing system. Steam extinguishing can also be used in. mufflers of engines and in chimneys.

The steam extinguishing system on ships is carried out according to a centralized principle. From the steam boiler, steam with a pressure of 0.6-0.8 MPa enters the steam distribution box (collector), from where separate pipelines of steel pipes with a diameter of 20-40 mm are run into each fuel tank. In rooms with liquid fuel, steam is supplied to the upper part, which ensures free steam exit when the tank is filled to the maximum. The pipes of the steam extinguishing system are painted with two narrow silver-gray distinctive rings with a red warning ring between them.

Gas systems. The principle of operation of the gas system is based on the fact that an inert gas that does not support combustion is supplied to the fire site. Working on the same principle as the steam extinguishing system, the gas system has a number of advantages over it. The use of non-conductive gas in the system allows the gas system to be used to put out a fire on operating electrical equipment. When using the system, the gas does not cause damage to goods and equipment.

Of all the gas systems on ships, carbon dioxide is widely used. Liquid carbon dioxide is stored on ships in special pressurized cylinders. The cylinders are connected into batteries and operate on a common junction box, from which pipelines from seamless galvanized steel pipes with a diameter of 20-25 mm are carried to separate rooms. On the pipeline of the carbon dioxide system, one narrow distinctive yellow ring and two warning signs are painted - one red and the other yellow with black diagonal stripes. Pipes are usually laid below deck without branches going down, since carbon dioxide is heavier than air and must be introduced into the upper part of the room when extinguishing a fire. From the shoots, carbon dioxide is released through special nozzles, the number of which in each room depends on the volume of the room. This system has a control device.

The carbon dioxide system can be used to extinguish fires in enclosed spaces. Most often, such a system is equipped with dry cargo holds, engine and boiler rooms, electrical equipment rooms, as well as pantries with combustible materials. The use of a carbon dioxide system in the cargo tanks of tankers is not allowed. It must also not be used in residential and public buildings, since even a slight gas leak can lead to accidents.

While having certain advantages, the carbon dioxide system is not without its drawbacks. The main ones are the one-time operation of the system and the need to carefully ventilate the room after applying carbon dioxide extinguishing.

Along with stationary carbon dioxide installations, hand-held carbon dioxide fire extinguishers with cylinders of liquid carbon dioxide are used on ships.

Volumetric chemical extinguishing system. It works on the same principle as gas, but instead of gas, a special liquid is supplied to the room, which, evaporating easily, turns into an inert gas heavier than air.

A mixture containing 73% ethyl bromide and 27% tetrafluorodibromoethane is used as an extinguishing liquid on ships. Other mixtures are sometimes used, such as ethyl bromide and carbon dioxide.

Fire-extinguishing liquid is stored in strong steel tanks, from which a line is laid to each of the guarded premises. An annular pipeline with spray heads is laid in the upper part of the protected premises. The pressure in the system is created by compressed air, which is supplied to the reservoir with liquid from cylinders.

The absence of mechanisms in the system allows it to be carried out both on a centralized basis and on a group or individual basis.

The volumetric chemical extinguishing system can be used in dry cargo and refrigerated holds, in the engine room and rooms with electrical equipment.

Powder extinguishing system.

This system uses special powders that are supplied to the ignition site by a gas jet from a cylinder (usually nitrogen or another inert gas). Most often, powder fire extinguishers work on this principle. On gas carriers, this system is sometimes installed for use in cargo compartments. Such a system consists of a powder extinguishing station, hand barrels and special anti-twisting sleeves.

Foaming system. The principle of operation of the system is based on the isolation of the fire from the oxygen of the air by covering burning objects with a layer of foam. Foam can be obtained either chemically as a result of the reaction of an acid and an alkali, or mechanically by mixing an aqueous solution of a foaming agent with air. Accordingly, the foam extinguishing system is divided into air-mechanical and chemical.

In the air-mechanical foam extinguishing system (Fig. 144), liquid foaming agent PO-1 or PO-b is used to produce foam, which is stored in special tanks. When using the system, the foaming agent from the tank is fed by an ejector into the pressure pipeline, where it mixes with water, forming a water emulsion. At the end of the pipeline there is an air-foam barrel. The water emulsion, passing through it, sucks in air, resulting in the formation of foam, which is supplied to the fire site.

To obtain foam by air-mechanical method, the water emulsion must contain 4% foaming agent and 96% water. When the emulsion is mixed with air, a foam is formed, the volume of which is approximately 10 times the volume of the emulsion. To increase the amount of foam, special air-foam barrels with sprayers and nets are used. In this case, foam with a high foaming ratio (up to 1000) is obtained. Thousand-fold foam is obtained on the basis of the foaming agent "Morpen".

Rice. 144. Air-mechanical foam extinguishing system: 1 - buffer liquid, 2 - diffuser, 3 - ejector-mixer, 4 - manual air-foam barrel, 5 - stationary air-foam barrel

Figure 145 Local air-foam installation 1- siphon tube, 2- emulsion tank, 3- air inlets, 4- shut-off valve, 5- throat, 6- pressure reducing valve, 7- foam pipe, 8- flexible hose, 9- spray, 10-cylinder of compressed air; 11 - compressed air pipeline, 12 - three-way valve

Along with stationary foam extinguishing systems on ships, local air-foam installations have found wide application (Fig. 145). In these installations, which are located directly in protected areas, the emulsion is in a closed tank. To start the installation, compressed air is supplied to the tank, which displaces the emulsion into the pipeline through the siphon tube. Part of the air passes through the hole in the upper part of the siphon tube into the same pipeline. As a result, the emulsion is mixed with air in the pipeline and foam is formed. The same installations of small capacity can be carried out portable - air-foam fire extinguisher.

When foam is obtained chemically, its bubbles contain carbon dioxide, which increases its extinguishing properties. Foam is obtained chemically in hand-held foam fire extinguishers of the OP type, consisting of a tank filled with an aqueous solution of soda and acid. By turning the handle, the valve is opened, the alkali and acid are mixed, resulting in the formation of foam, which is ejected from the spray.

The foam extinguishing system can be used to extinguish a fire in any premises, as well as on the open deck. But it has received the greatest distribution on oil tankers. Usually tankers have two foam extinguishing stations: the main one - at the stern and the emergency one - in the superstructure of the tank. A main pipeline is laid between the stations along the vessel, from which an offshoot with an air-foam barrel extends into each cargo tank. From the barrel, the foam goes to the foam drain perforated pipes located in the tanks. All pipes of the foam system have two wide distinctive green rings with a red warning sign between them. To extinguish a fire on open decks, oil tankers are equipped with air-foam monitors, which are installed on the superstructure deck. Fire monitors give a stream of foam over 40 m long, which makes it possible, if necessary, to cover the entire deck with foam.

To ensure the fire safety of the ship, all fire extinguishing systems must be in good condition and always be ready for action. Checking the state of the system is carried out through regular inspections and training fire alarms. During inspections, it is necessary to carefully check the tightness of pipelines and the correct operation of fire pumps. In winter, fire lines can freeze. To prevent freezing, it is necessary to turn off the sections laid on the open decks and drain the water through special plugs (or taps).

Especially careful care is required for the carbon dioxide system and the foam extinguishing system. If the valves installed on the cylinders are in a faulty condition, gas leakage is possible. To check the presence of carbon dioxide, cylinders should be weighed at least once a year.

All malfunctions identified during inspections and training alarms must be immediately eliminated. It is prohibited to release ships to sea if:

At least one of the stationary fire extinguishing systems is out of order; the fire alarm system does not work;

Vessel compartments protected by a volumetric fire extinguishing system do not have devices for closing the premises from the outside;

Fire bulkheads have faulty insulation or faulty fire doors;

The fire-fighting equipment of the ship does not meet the established standards.

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

It is signaled by simple opening of dry contacts #5 and #6). From the passport to the PCF, I concluded that it can only control two power inputs (i.e. main and backup), well, if something goes wrong,

Switch the pump power from one input to another (ATS so to speak). In general, clause SP.513130.2009
12.3.5 "... It is recommended to give a short sound signal: ... , 0 .... power failure at the main and backup power supply inputs of the installation..." Done.
But I (and you, too, should be) needed a signal that the control of the power cabinet was in automatic mode in order to avoid the situation that everything was ready, only here was the "manual" mode of operation on the switchboard or

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

You give a signal, and you (you) cuckoo with butter, the force shield will not work. We shout, we swear, what is it, but how is it, everything is already on fire, the APS gave a signal, I have already launched 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 do not believe, I do not see from the diagrams how it does this). Let's say he's in control. Let's imagine we are sitting at the post and then a general signal comes

"FAULT". And it is not clear what is there, i.e. without decryption. In general, sit down, you see "Fault" on the CPI. And it was Uncle Fedr who did something there and switched the installation to manual mode and forgot to switch it back.

You call the service that serves you, they will come to you now, for urgency, do not cut you, but two. And all you 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 my passport, you will enlighten me) 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 trigger circuit itself (terminals PU X4.1 and so on), and not by the PCF. That if the circuit is not broken, then everything is normal and therefore "auth.

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

And I'll crush the Plasma-T. And so the normal equipment.

And has anyone seen the SHAK firefighting shields, they fulfill the condition

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

--End quote------
Project do no. They will do it, then answer for them :).
After reading the documentation, I called them and arranged an interrogation with torture :) (I'm joking about torture) about the capabilities of their equipment, in general, I asked, is it possible? do it? etc. only for their equipment.

I do not like their passports, as it is written there, everything seems to be, but somehow clumsily. it is necessary to grind so that it would be read and understandable immediately. Because of her, there were questions to them.

Quote Nina 13.12.2011 18:56:31

--End quote------
But let the barbershop do the APS, I'll scratch my turnips :).

Andorra1 Not everything is so simple.
The sensor has setpoint limits 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 0.6 MPa is something wrong here. roofing felts skis do not go, or I'm stupid. These are the return zones Min and max somehow set the range of operation accuracy. It seems like, if they set the setting to 2.3MPa, then the device, when the pressure rises, will work in some range from 2.24 to 2.5 guaranteed, and not exactly 2.3 MPa. In general, hell knows.

Vacuum system of centrifugal fire pump designed for pre-filling the suction line and pump with water when taking water from an open water source (reservoir). In addition, with the help of a vacuum system, it is possible to create a vacuum (vacuum) in the casing of a centrifugal fire pump to check the tightness of the fire pump.

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

Conclusion on the issue: On modern brands of fire trucks, various vacuum systems are used.

Gas jet vacuum systems

This vacuum system consists of the following main elements: a vacuum valve (shutter) installed on the fire pump manifold, a gas-jet vacuum apparatus installed in the exhaust tract of the fire truck engine, in front of the muffler, a GVA 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). The schematic diagram of the vacuum system is shown in fig. one.

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

1 - housing of a 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 - the axis of the eccentric; 10 - eccentric handle; 11 – vacuum valve body; 12 - hole; 13 - exhaust pipe, 14 - valve seat.

The body of the gas-jet vacuum apparatus 1 has a damper 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 a 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, two valves 7 are pressed against the saddles 14 by springs 6. When the handle 10 moves with the axis 9, the eccentric 8 presses the valves 7 from the saddles. The system works as follows.

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

When water is taken from an open water source (see Fig. 1 "B"), after connecting the suction line to the pump, the lower valve is pressed down with the vacuum valve handle. In this case, the cavity of the pump through the cavity of the vacuum valve and pipeline 4 is connected to the cavity of the jet pump. The shutter 2 is moved to the vertical position. The exhaust gases will be sent 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"). By moving the handle, the upper valve is pressed from the seat. In this case, the lower valve will be pressed 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 in winter to prevent freezing of water in pipelines. Then the handle 10 and the damper 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 iron or aluminum alloy, there are two valves 8 and 13. They are pressed by springs 14 to the saddles. When the handle 9 is “away from you”, the eccentric on the roller 11 presses the upper valve from the seat. In this position, the pump is disconnected from the jet pump. By 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 housing there is a plate 2 with a hole for attaching the flange of the connecting pipeline. In the lower part there are two holes closed with eyes 1 made of organic glass. A housing of 4 light bulbs is attached to one of them. Through the peephole control the filling of the pump with water.

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

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, lugs are provided, machined to fit the saddles of the rotary damper 14. The housing has flanges for fastening to the engine exhaust tract and for fastening a vacuum jet pump. The damper 14 is made of heat-resistant alloy steel or ductile iron and is fixed to the axle 12 with the help of a lever 13. The axle of the damper 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 the pipeline 9, which connects the vacuum chamber jet pump with a fire pump cavity through a vacuum valve. When the damper 14 is in the vertical position, the exhaust gases pass into the jet pump, as shown by the arrow in Fig. 3.25. Due to the rarefaction in the vacuum chamber 2, air is sucked out from the fire pump through the pipeline 9 when the vacuum valve is open. Moreover, the greater the speed of passage of the exhaust gases through the nozzle 3, the greater the vacuum created in the vacuum chamber 2, the 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 shutter 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 in vacuum systems, two-stage gas-jet vacuum apparatuses are installed, which, in terms of design and principle of operation, resemble single-stage ones. 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 for connecting it with the cavity of the centrifugal fire pump.

Scheme of operation of the electro-pneumatic drive for switching on the GVA

1 - gas-jet vacuum apparatus; 2 – pneumatic cylinder of GVA drive; 3 - drive lever; 4 - EPC of inclusion of GVA; 5 – EPK of GVA shutdown; 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 damper in the distribution chamber 1 by 90 0 . In this case, the damper will block the exit of the exhaust gases of the diesel engine through the muffler into the atmosphere. The exhaust gases enter the intermediate chamber 5 and, passing through the receiving 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 allows you to effectively operate the jet pump even at low pressure (velocity) of the exhaust gas flow.

Many modern fire trucks use an electro-pneumatic GVA 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 GVA is given on the example of tank trucks model 63B (137A). 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 the tightness of closing all taps, valves and valves of the fire pump);
• open the lower valve of the vacuum shutter (turn the handle of the vacuum valve “toward yourself”);
• turn on the gas-jet vacuum apparatus (with the appropriate control lever, use the damper in the distribution chamber to shut off the exhaust gases through the muffler into the atmosphere);
• increase the engine idle speed to maximum;
• observe the appearance of water in the inspection eye of the vacuum valve or the reading of the pressure and vacuum gauge on the fire pump;
• when water appears in the inspection eye of the vacuum valve or when the vacuum pressure gauge in the pump reads at least 73 kPa (0.73 kgf / cm 2), close the lower valve of the vacuum shutter (set the handle of the vacuum valve to a vertical position or turn it “away from you”), reduce the engine speed to the minimum idle speed and turn off the gas-jet vacuum apparatus (shut off the flow of exhaust gases to the jet pump using the appropriate control lever using the damper 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 leaks) in the range of 73 ... 76 kPa must be achieved in no more than 20 s.

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

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

Conclusion on the issue:

Electric vane vacuum pump

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

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

Rice. 4 ABC-01E vacuum system kit

The vacuum unit (see Fig. 4) is designed to create the necessary vacuum during water filling in the fire pump cavity and suction hoses. It is a slide-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 jet 2) and two nozzles 20 and 21 for connecting air lines.

The principle of operation of the vacuum pump

The vacuum pump works as follows. When the rotor 23 rotates, the blades 22 are pressed against the sleeve 24 under the action of centrifugal forces and thus form closed working cavities. The working cavities, due to the counterclockwise rotation of the rotor, move from the suction window, which communicates with the inlet pipe 20, to the outlet window, which communicates with the outlet pipe 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 window to the working cavities and from the working cavities to the exhaust window occurs due to pressure drops that are formed due to the presence of eccentricity between the rotor and the sleeve, which leads to compression (expansion) of the volume of the working cavities.

The friction 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 jet 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 with one end rests on the sleeve 9, and the other end through the centering sleeve 12 rests on the protruding shaft of the vacuum pump rotor. Therefore, the inclusion of the electric motor after it is undocked from the vacuum pump is not allowed.

Torque from the engine to the vacuum pump rotor is transmitted through pin 13 and a groove at the end of the rotor. The traction relay 7 provides the switching 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 circuits 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 valve 5. 2, fixed on the rod 7, is connected to the core of the cable from the traction relay of the vacuum unit. In this case, the cable braid is fixed with a sleeve 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 earring 2, and the flow cavity of the vacuum valve opens. When the traction relay is turned off (ie, when the vacuum unit is turned off), the rod 6 returns to its original (closed) position under the action of the spring 9. With this position of the stem, 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 rubbing surfaces of the valve, a lubrication ring 8 is provided, into which, when operating the vacuum system, oil must be added through the 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 internal cavity of a centrifugal fire pump. When the sensor is filled with water, the electrical resistance between the electrode and the body ("mass") changes. The change in the resistance of the sensor is fixed 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 (unit) turns on.

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

Toggle switch 1 "Power" is used to supply power to the control circuits of the vacuum unit and to activate the light indicators on 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 engine of the vacuum unit. Button 6 "Stop" is used to turn off the engine of the vacuum unit and to unlock after the indicator "Not normal" lights up. Cables 4 and 5 are designed to connect the control unit, respectively, with the motor of the vacuum unit and the filling sensor. The remote control has the following light indicators 7, which serve for visual control of the state of the vacuum system:

1. The "Power" indicator lights up when the toggle switch 1 "Power" is turned on;

2. Vacuuming - signals the inclusion of the vacuum pump when you press the button 8 "Start";

1. The pump is full - lights up when the fill sensor is triggered, when the fire pump is completely filled with water;
2. Not the norm - 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 reasons.

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

Vacuum pump ABC-02E 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 should be in the "Off" position, and the "Mode" toggle switch should 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 must be in the On position, and the Mode toggle switch must be in the Auto position. In this case, the electric motor is turned on by briefly pressing the "Start" button. Shutdown is performed 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 indication 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 - 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 water filling process. The manual mode is designed to be able to work in case of failures in the automation system, in case of false locks. The control of the moment of completion of the water filling process and the shutdown of the vacuum pump motor in manual mode is carried out visually according to the “Pump full” indicator.
4. There is a emergency mode, at which the "Power" toggle switch must be turned off, and the "Mode" toggle switch must be switched to the "Manual" position. In this mode, the electric motor is controlled in the same way as in manual mode, but the indication is disabled, 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 malfunction of the control unit 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 a vacuum unit and to direct the exhaust from the vacuum unit.

Operation of a vacuum system with a vane pump

How the vacuum system works:

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 lock;

c) turn on the “Power” toggle switch on the control unit (remote);

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

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, stop is forced by pressing the "Stop" button, in manual mode - you need to release the "Start" button;

g) close the vacuum lock and use a stopwatch to check the rate of vacuum drop in the cavity of the fire pump;

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

1. Water intake in automatic mode:

b) open the vacuum lock;

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: at the same time, the “Vacuumization” indicator lights up simultaneously with the activation of the vacuum unit drive;

e) after completion of water filling, the drive of the vacuum unit switches off automatically: in this case, the “Pump full” indicator lights up and the “Vacuumization” indicator goes out. In the event of a leak in the fire pump, after 45 ... 55 seconds, the vacuum pump drive should automatically turn off and the “Not Normal” indicator should light up, after which it is necessary to press the “Stop” button;

g) turn off the “Power” toggle switch on the control unit (remote).

As a result of the 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 release of water from the exhaust pipe. In this case, it is recommended, without waiting for the protection to operate, to close the vacuum shutter and turn off the vacuum pump forcibly (using the “Stop” button), and upon completion of work, detect and eliminate the malfunction.

1. Water intake in manual mode:

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

b) open the vacuum lock;

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 completion of water filling (as soon as the “Pump full” indicator lights up), stop the vacuum pump - release the “Start” button;

f) close the vacuum lock 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 (remote control), and set the “Mode” toggle switch to the “Auto” position.

In the event of a 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 out the air lines of the vacuum pump, even in cases where the fire pump was supplied with water from a tank or hydrant (water can enter the vacuum pump, for example, through a loose or faulty vacuum valve). Purging should be carried out by short-term (for 3÷5 sec.) activation of the vacuum pump. At the same time, it is necessary to remove the plug from the suction pipe of the fire pump and open the vacuum lock.

b) Before starting work, check the vacuum valve for the absence of freezing of its moving part. To check, you need to make sure that its rod is mobile by pulling the earring 2 (see Fig. 3.30), to which the cable core is attached. In the absence of freezing, the earring, together with the stem of the vacuum valve and the core cable, must move from a force of approximately 3 ÷ 5 kgf.

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

Conclusion on the issue: in vacuum systems of centrifugal fire pumps, in order to improve the technical and operational characteristics, slide-type vacuum pumps are installed.

Maintenance

At simultaneously with checking the fire pump for leaks, the operability of the gas-jet vacuum apparatus, the vacuum valve is checked and (if necessary) the drive rods of the gas-jet vacuum apparatus are adjusted.

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 the operations of TO-1, the performance of the vacuum system is checked on 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 (DTO) and first maintenance (TO-1). The list of works and technical requirements for carrying out these types of maintenance are given in Table.

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

View Maintenance	Content of works	Technical requirements (method of conducting)
Daily Maintenance (DTO)	1. Checking the presence of oil in the oil tank.	1. Maintain the oil level in the tank 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. Perform the test in the fire pump leak test mode (“dry vacuum”). When the vacuum pump is turned on, the oil supply tube must be completely filled with oil up to the jet.
First maintenance	1. Checking the tightness of fasteners.	1. Check the tightness of the fasteners of the components of the vacuum system.
	2. Lubricate the stem 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 braid 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. The play is determined by moving the cable sheath back and forth. In case of discrepancy, exclude play.
	4. Checking the correct position of the earring 2 of the vacuum valve.	4. Check clearances: - Gap "B" - when the electric drive is not working; - Gap "B" - when the electric drive is running. The gaps "B" and "C" must be at least 1 mm. If necessary, the gaps should be adjusted. To adjust, disconnect the cable from the vacuum valve, loosen the lock nut and set the desired position of the earring; tighten the locknut.
	5. Checking oil consumption.	5. Average oil consumption per 30 sec cycle. must 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 issue: maintenance is necessary to maintain vacuum systems in working condition.

Vacuum system malfunctions

During the operation of 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 turned on. This malfunction, with a serviceable engine of a fire truck, can be caused by the following reasons:

1. The outlet of exhaust gases 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 GVA housing, a violation of the adjustment of the drive of its control rod, wear of the damper axis.
2. Clogged diffuser or vacuum jet pump nozzle.
3. There are leaks in the connections of the vacuum valve and the fire pump, the pipeline of the vacuum system or cracks in it.
4. There are deformations or cracks in the GVA body.
5. There are leaks in the exhaust tract of the engine of a fire truck (usually occur due to burnout of the exhaust pipes).
6. Clogging of the vacuum system pipeline or freezing of water in it.

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

The name of the failure, its external signs	Probable Cause	Elimination Method
When you turn on the "Power" toggle switch, the "Power" indicator does not light up.	The control box fuse has blown.	Replace fuse.
	An open in the power supply circuit of the control unit.	Eliminate 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 fill sensor housing.	Repair open circuit.
	Decreased electrical 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 on 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 "Vacuum" indicator goes out and the "Not normal" indicator lights up. In manual mode, the pump works normally.	Unreliable 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 lugs 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 during operation of the electric motor.	Remove the traction relay, check the ease of movement of the armature. If the armature moves freely, clean the relay contacts or replace it.
The vacuum pump does not start in either automatic or manual mode. After 1-2 sec. after pressing the "Start" button, the "Vacuum" 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.
	Difficulty moving the vacuum valve stem.	Lubricate the valve through hole A. In winter, take measures to prevent the parts of the vacuum valve from freezing.
	Open circuit power supply	Repair open circuit.
	The position of the earring 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 open circuit.
	The contacts of the traction relay burned out.	Clean the contacts or replace the traction relay.
	The electric motor is overloaded (vane pump blocked by frozen water or foreign objects).	Check the condition of the vane pump. In winter, take measures to prevent mutual freezing of the parts of the vane pump.
When the vacuum pump is running, it is noted that the oil flow is too low (on average less than 1 ml per cycle)	Lubricating oil of the wrong grade or too viscous.	Replace with all-weather motor oil in accordance with GOST 10541.
	The metering hole of jet 2 in the oil line is clogged.	Clean the oil metering hole.
	There is air leakage through the joints of the oil pipeline.	Tighten the oil line clamps.
When the vacuum pump is operating, the required vacuum is not provided	Air leakage in suction hoses, through open valves, drain cocks, through damaged air ducts.	Ensure the tightness of the vacuum volume.
	Air leakage through the oil tank (in the absence of oil).	Fill up the oil tank.
	Insufficient supply voltage of the electric drive of the vacuum unit.	Clean the contacts of power cables, battery terminals; Lubricate them with petroleum jelly and tighten securely. Charge battery
	Insufficient lubrication of the vane pump.	Check oil consumption.

Conclusion on the issue: Knowing the device and possible malfunctions of vacuum systems, the driver can quickly find and fix the problem.

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

24 "Bulkhead deck" is the uppermost deck, to which transverse watertight bulkheads are brought.

25 "Deadweight" is the difference (in tons) between the ship's displacement in water of 1.025 density at the load waterline corresponding to the assigned summer freeboard and the ship's light displacement.

26 "Light displacement" is the ship's displacement (in tons) without cargo, fuel, lubricating oil, ballast, fresh and boiler water in tanks, ship's stores, as well as without passengers, crew and their property.

27 "Combination vessel" is a tanker designed to carry oil in bulk or dry cargo in bulk.

28 "Crude oil" is any oil naturally occurring in the earth's interior, whether or not processed to facilitate its transportation, including:

1 crude oil from which some distillation fractions may have been removed; And

2 crude oil to which some distillation cuts may have been added.

29 "Dangerous goods" are goods referred to in regulation VII/2.

30 "Chemical tanker" is a tanker constructed or adapted and used for the carriage in bulk of any liquid flammable product specified:

1 in chapter 17 of the International Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk, hereinafter referred to as the International Bulk Chemical Code, adopted by resolution MSC.4(48) of the Maritime Safety Committee, as amended by the Organization; or

2 in chapter VI of the Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk, hereinafter referred to as "The Bulk Chemical Code", adopted by resolution A.212(VII) of the Assembly of the Organization, as amended by or may be adopted by the Organization

whichever is applicable.

31 "Gas carrier" is a tanker constructed or adapted and used for the carriage in bulk of any liquefied gas or other flammable products specified:

1 in chapter 19 of the International Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk, hereinafter referred to as the International Gas Carrier Code, adopted by resolution MSC.5(48) of the Maritime Safety Committee, as amended by the Organization; or

2 in chapter XIX of the Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk, hereinafter referred to as the LNG Carrier Code, adopted by resolution A.328 DX) of the Assembly of the Organization, as amended by the Organization as may be or may be adopted, as applicable.

32 "Cargo area" is the part of a ship containing cargo tanks, slop tanks and cargo pump-rooms, including pump-rooms, cofferdams, ballast rooms and void spaces adjacent to cargo tanks, as well as deck areas throughout the length and breadth of the ship. above the said premises.

33 For ships constructed on or after 1 October 1994, the following definition shall apply instead of the definition of main vertical zones provided in paragraph 9:

the main vertical zones are zones into which the hull, superstructure and deckhouses of the ship are divided by "A" class divisions, the average length and width of which on any deck does not, as a rule, exceed 40 m,"

34 "Ro-ro passenger ship" means a passenger ship with ro-ro cargo spaces or special category spaces as defined in this regulation.

34 Code of Fire Test Procedures means the International Code for the Application of Fire Test Procedures adopted by the Organization's Maritime Safety Committee in resolution MSC.61(67). as amended by the Organization, provided that such amendments are adopted, come into force and operate in accordance with the provisions of Article VIII of this Convention relating to the procedures for the adoption of amendments applicable to the Annex other than Chapter I.

Rule 4

Fire pumps, fire lines, faucets and hoses

(Paragraphs 3.3.2.5 and 7.1 of this regulation apply to ships constructed on or after 1 February 1992)

1 Every ship shall be provided with fire pumps, fire mains, faucets and hoses complying, as far as applicable, with the requirements of this regulation.

2 Fire pump performance

2.1 The required fire pumps must be capable of supplying fire-fighting water at the pressure specified in paragraph 4 in the following quantities:

1 pumps on passenger ships - not less than two thirds of the amount provided by bilge pumps when pumping water from the holds; And

2 pumps in cargo ships, other than any emergency pump, not less than four thirds of the quantity supplied by each independent bilge pump under regulation II-1/21 when pumping water from holds in a passenger ship of the same dimensions; however, it is not necessary that the total required capacity of fire pumps on any cargo ship exceed 180 m/h.

2.2 The capacity of each of the required fire pumps (other than any emergency pump required by paragraph 3.3.2 for cargo ships) should be not less than 80% of the total required capacity divided by the minimum number of fire pumps required, but in any case not less than 25 m^3 /h each such pump must in any case provide at least two jets of water. These fire pumps must supply water to the fire main under the required conditions. If the number of pumps installed exceeds the required minimum number, the capacity of the additional pumps shall be to the satisfaction of the Administration.

3 Measures related to fire pumps and fire mains

3.1 The ships shall be provided with fire pumps with independent drives in the following quantity:

		passenger			at least 3
			capacity
	4000 reg. tons and more
		passenger			at least 2
			capacity
	less than 4000 registered tons and
	freight
	with a capacity of 1000 tons and
	on cargo ships gross				in accordance with the requirements
	with a capacity of less than 1000				Administrations

3.2 Sanitary, ballast, and bilge or general purpose pumps may be considered fire pumps, provided they are not normally used for fuel transfer, and if occasionally used for fuel transfer or transfer, appropriate switching devices must be provided.

3.3 The location of receiving kingstones, fire pumps and their power sources should be such that:

1 in passenger ships of 1,000 gross tonnage and upwards, a fire in any of the compartments could not disable all fire pumps;

2 in cargo ships of 2,000 gross tonnage and upwards, if a fire in any of the compartments would put all pumps out of action, another means is available, consisting of a fixed emergency pump, independently driven, which shall provide two jets of water in accordance with the requirements Administration. This pump and its location must meet the following requirements:

2.1 the pumping capacity must be not less than 40% of the total fire pumping capacity required by this regulation and in any case not less than 25 m^3/h;

2.2 if the pump delivers the amount of water required by paragraph 3.3.2.1, the pressure at any tap must not be less than the minimum pressure specified in paragraph 4.2;

2.3 Any diesel-powered power source feeding the pump should be capable of being easily started manually from a cold state, down to a temperature of 0°C. If this is not practicable, or if lower temperatures are expected, consideration should be given to the installation and operation of heating means acceptable to the Administration to ensure rapid starting. If manual starting is not practicable, the Administration may authorize the use of other means of starting. These means must be such that the diesel driven power source can be started at least 6 times within 30 minutes and at least twice during the first 10 minutes;

2.4. Any service fuel tank shall contain sufficient fuel to operate the pump at full load for at least 3 hours; outside the main machinery room, there must be sufficient fuel supplies to ensure the operation of the pump at full load for an additional 15 hours.

2.5 Under conditions of list, trim, roll and pitch which may occur during operation, the total suction head and net positive suction head of the pump shall be such that the requirements of paragraphs 3.3.2, 3.3.2.1, 3.3.2.2 and 4.2 of this regulations;

2.6 the structures surrounding the space containing the fire pump should be insulated to a structural fire protection standard equivalent to that required by regulation II-2/44 for the control station;

2.7. No direct access from the engine room to the space containing the emergency fire pump and its power source is allowed. In cases where this is not practicable, the Administration may allow an arrangement whereby access is by a vestibule, both doors of which are self-closing, or a watertight door, which can be operated from the emergency fire pump room and which is not likely to will be cut off in the event of a fire in these premises. In such cases, a second means of access to the space containing the emergency fire pump and its source of power must be provided;

2.8 ventilation of the room in which an independent source of energy for the emergency fire pump is located should be

to prevent, as far as practicable, the possibility of smoke entering or being drawn into that space in the event of a fire in the machinery space;

2.9 ships constructed on or after 1 October 1994 shall, in lieu of the provisions of paragraph 3.3.2.6, comply with the following requirements:

The space containing the fire pump shall not be adjacent to the boundaries of category A machinery spaces or those spaces containing the main fire pumps. Where the above is not practicable, the common bulkhead between these two spaces should be insulated to a structural fire protection standard equivalent to that required for control stations in regulation 44.

3 in passenger ships of less than 1,000 gross tonnage and cargo ships of less than 2,000 gross tonnage, if a fire in any of the compartments would put all pumps out of action, other means of supplying fire-fighting water to the satisfaction of the Administration shall be provided;

3.1 For ships constructed on or after 1 October 1994, the alternative provided in accordance with the provisions of paragraph 3.3.3 shall be an independently powered emergency fire pump. The power source of the pump and the kingston of the pump must be located outside the engine room.

4 in addition, in cargo ships where other pumps, such as general purpose, bilge, ballast, etc., are located in the machinery space, measures shall be taken to ensure that at least one of these pumps, having performance and pressure required by paragraphs 2.2 and 4.2, could supply water to the fire main.

3.4 Measures to ensure the constant availability of water supply should:

1 for passenger ships of 1,000 gross tonnage and upwards, be such that at least one effective jet of water can be immediately supplied from any fire hydrant in the interior spaces and that a continuous supply of water is ensured by automatically starting the required fire pump;

2 for passenger ships of less than 1,000 gross tonnage and for cargo ships, to the requirements of the Administration;

3 for cargo ships when their machinery spaces are periodically unattended or when only one person is required to keep watch, provide an immediate supply of water from the fire main at an appropriate pressure, or by remote start of one of the main fire pumps from the navigation bridge and

from control room for fire extinguishing systems, if any, or by continuously pressurizing the fire main by one of the main fire pumps, unless the Administration may waive this requirement in cargo ships of less than 1,600 gross tonnage if the location of access is in

engine room makes this redundant;

4 for passenger ships, if their machinery spaces are periodically unmanned in accordance with regulation II-1/54, the Administration should determine requirements for a fixed water fire-extinguishing system for such spaces equivalent to those for machinery spaces with a normal watch.

3.5 If fire pumps are capable of generating pressures in excess of the pressure for which piping, faucets and hoses are designed, all such pumps must be equipped with relief valves. The location and adjustment of such valves should help prevent excessive pressure from building up in any part of the fire main.

3.6 On tankers, in order to preserve the integrity of the fire main in the event of a fire or explosion, shut-off valves shall be installed in the bow of the poop in a protected place and on the deck of cargo tanks at intervals of not more than 40 m.

4 Fire main diameter and pressure

4.1 The diameter of the fire main and its branches must be sufficient to effectively distribute water with the maximum required supply of two simultaneously operating fire pumps; however, on cargo ships it is sufficient that this diameter provides only 140 m^3 /h.

4.2 If two pumps simultaneously supply through the nozzles specified in paragraph 8 the quantity of water specified in paragraph 4.1 through any adjacent taps, the following minimum pressure must be maintained at all taps:

passenger ships:
gross tonnage
	reg.t and more
gross tonnage
	reg.t and more,
but less than 4000 registered tons
gross tonnage		in accordance with the requirements of the Administration
less than 1000 registered tons
cargo ships:
gross tonnage
	reg.t and more
gross tonnage
	reg.t and more,

4.2.1 Passenger ships built on 1 October. 1994 or after that date, instead of the provisions of paragraph 4.2, must meet the following requirements:

if two pumps simultaneously supply water through the shafts and taps specified in paragraph 8 to supply the quantity of water specified in paragraph 4.1, then a minimum pressure of 0.4 N/mm^2 shall be maintained at all taps for ships of 4000 gross tonnage and more and 0.3N/mm^2 for ships of less than 4000 gross tonnage.

4.3 The maximum pressure in any valve must not exceed the pressure at which effective control of the fire hose is possible.

5 Number and placement of taps

5.1 The number and placement of taps should be such that at least two jets of water from different taps, one of which is supplied through a solid hose, reach any part of the ship normally accessible to passengers or crew during navigation, as well as any part of any empty cargo space, any ro-ro cargo space, or any special category space, in the latter case, any part of it must be reached by two jets supplied through one-piece hoses. In addition, such cranes should be located at the entrances to the protected premises.

5.2 On passenger ships, the number and arrangement of cranes in accommodation, service and machinery spaces shall be such as to enable lunge the requirements of paragraph 5.1 when all watertight doors and all doors in main vertical zone bulkheads are closed.

5.3 If on a passenger ship the machinery space of category A is provided for access at the lower level from the adjacent propeller shaft tunnel, then outside the machinery space, but close to the entrance to it, two cranes shall be provided. If such access is provided from other spaces, two cranes shall be provided in one of these spaces at the entrance to the machinery space of category "A". This requirement may not apply if the tunnel or adjacent spaces are not part of the escape route.

6 Pipelines and taps

6.1 Fire mains and faucets should not be made of materials that easily lose their properties when heated, unless they are adequately protected. Pipelines and faucets should be located so that fire hoses can be easily attached to them. The location of pipelines and valves should exclude the possibility of their freezing. In ships capable of carrying deck cargo, the placement of cranes should be such as to ensure easy access to them at all times, and pipelines should be laid as far as practicable so as to avoid the risk of damage to them by the cargo. If the ship does not provide a sleeve and a stem for every crane, full interchangeability of connecting heads and stems must be ensured.

6.2 A valve shall be provided for servicing each fire hose so that any fire hose can be disconnected while the fire pumps are running.

6.3 Disconnect valves for disconnecting the section of the fire main located in the engine room containing the main fire pump or pumps from the rest of the fire main should be installed in an easily accessible and convenient place outside the engine spaces. The arrangement of the fire main shall be such that, with the shut-off valves closed, all ship's cranes, except those located in the above-mentioned machinery space, can be supplied with water from a fire pump located outside this machinery space, through pipelines passing outside it. By way of exception, the Administration may allow short sections of the suction and pressure pipes of an emergency fire pump to pass through the machinery space if it is impracticable to route them around the machinery space, provided that the integrity of the fire main can be ensured by enclosing the pipes in a strong steel casing.

7 Fire hoses

7.1 Fire hoses must be of an Administration approved durable material and be of sufficient length to carry a jet of water into any space where they may be required. Fire hoses of wear resistant material shall be provided on ships built on or after February 1, 1992 and on ships built before February 1, 1992 when replacing existing fire hoses. The maximum length of sleeves shall be to the satisfaction of the Administration. Each sleeve must be equipped with a barrel and the necessary connecting heads. The hoses referred to in this chapter as "fire hoses", together with all necessary accessories and tools, must be kept in a conspicuous place near the taps or connections and ready for use at all times. In addition, in the interior of passenger ships carrying more than 36 passengers, fire hoses must be permanently connected to taps.

7.2 Ships shall be fitted with fire hoses, the number and diameter of which shall be to the satisfaction of the Administration.

7.3 In passenger ships, each crane required in paragraph 5 shall be provided with at least one fire hose, and these hoses shall be used only for the purpose of extinguishing fire or checking the operation of fire