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Introduction
This Product Guide provides data and system proposals for the early design phase of marine engine installations. For contracted projects specific instructions for planning the installation are always delivered. Any data and information herein is subject to revision without notice. This 1/2011 issue replaces all previous issues of the Wrtsil Auxpac Project Guides.
Issue 1/2011 1/2008 2/2007 Published 19.01.2011 11.12.2008 10.10.2007 Updates Wrtsil Auxpac portfolio updated, IMO Tier 2 gensets added and other minor updates. Auxpac gensets 1400W8L20 and 1700W9L20 added, Compact Silencer System added, chapter compressed air system updated, other minor updates Transport dimensions chapter updated and some layout changes
THIS PUBLICATION IS DESIGNED TO PROVIDE AS ACCURATE AND AUTHORITATIVE INFORMATION REGARDING THE SUBJECTS COVERED AS WAS AVAILABLE AT THE TIME OF WRITING. HOWEVER, THE PUBLICATION DEALS WITH COMPLICATED TECHNICAL MATTERS AND THE DESIGN OF THE SUBJECT AND PRODUCTS IS SUBJECT TO REGULAR IMPROVEMENTS, MODIFICATIONS AND CHANGES. CONSEQUENTLY, THE PUBLISHER AND COPYRIGHT OWNER OF THIS PUBLICATION CANNOT TAKE ANY RESPONSIBILITY OR LIABILITY FOR ANY ERRORS OR OMISSIONS IN THIS PUBLICATION OR FOR DISCREPANCIES ARISING FROM THE FEATURES OF ANY ACTUAL ITEM IN THE RESPECTIVE PRODUCT BEING DIFFERENT FROM THOSE SHOWN IN THIS PUBLICATION. THE PUBLISHER AND COPYRIGHT OWNER SHALL NOT BE LIABLE UNDER ANY CIRCUMSTANCES, FOR ANY CONSEQUENTIAL, SPECIAL, CONTINGENT, OR INCIDENTAL DAMAGES OR INJURY, FINANCIAL OR OTHERWISE, SUFFERED BY ANY PART ARISING OUT OF, CONNECTED WITH, OR RESULTING FROM THE USE OF THIS PUBLICATION OR THE INFORMATION CONTAINED THEREIN. COPYRIGHT 2011 BY WRTSIL FINLAND OY ALL RIGHTS RESERVED. NO PART OF THIS PUBLICATION MAY BE REPRODUCED OR COPIED IN ANY FORM OR BY ANY MEANS, WITHOUT PRIOR WRITTEN PERMISSION OF THE COPYRIGHT OWNER.
iii
Table of Contents
1. Main 1.1 1.2 1.3 1.4 Data and Outputs ............................................................................................................................. Wrtsil Auxpac reliable and cost-efficient power generation ....................................................... Technical main data and definitions ................................................................................................. Reference conditions ........................................................................................................................ Principal dimensions and weights .................................................................................................... 1 1 1 2 3 4 4 4 5 5 11 19 19 20 21 21 23 23 26 28 43 43 44 46 49 49 51 51 52 56 56 57 62 71 71 72 74 74 76 76 82 82 82 83 83 84 86
2.
Operating Conditions ............................................................................................................................... 2.1 Loading capacity .............................................................................................................................. 2.2 Operation at low load and idling ....................................................................................................... Technical Data ........................................................................................................................................... 3.1 Wrtsil Auxpac 900 rpm / 60 Hz ..................................................................................................... 3.2 Wrtsil Auxpac 1000 rpm / 50 Hz ................................................................................................... Description of the Auxpac Generating Set ............................................................................................. 4.1 Engine main components ................................................................................................................. 4.2 Common base frame ........................................................................................................................ 4.3 Generator ......................................................................................................................................... 4.4 Overhaul intervals and expected component lifetimes ..................................................................... Fuel 5.1 5.2 5.3 Oil System ......................................................................................................................................... Acceptable fuel characteristics ......................................................................................................... Internal fuel system .......................................................................................................................... External fuel system .........................................................................................................................
3.
4.
5.
6.
Lubricating Oil System ............................................................................................................................. 6.1 Lubricating oil requirements ............................................................................................................. 6.2 Internal lubricating oil system ........................................................................................................... 6.3 External lubricating oil system .......................................................................................................... 6.4 Crankcase ventilation system ........................................................................................................... 6.5 Flushing instructions ........................................................................................................................ Compressed Air System ........................................................................................................................... 7.1 Internal starting air system ............................................................................................................... 7.2 External starting air system .............................................................................................................. Cooling Water System .............................................................................................................................. 8.1 Water quality ................................................................................................................................... 8.2 Internal cooling water system ........................................................................................................... 8.3 External cooling water system .......................................................................................................... Combustion Air System ........................................................................................................................... 9.1 Engine room ventilation .................................................................................................................... 9.2 Combustion air system design .........................................................................................................
7.
8.
9.
10. Exhaust Gas System ................................................................................................................................. 10.1 Internal air and exhaust gas system ................................................................................................. 10.2 Exhaust gas outlet ............................................................................................................................ 10.3 External exhaust gas system ........................................................................................................... 11. Turbocharger Cleaning ............................................................................................................................. 11.1 Turbine cleaning system ................................................................................................................... 11.2 Compressor cleaning system ........................................................................................................... 12. Exhaust Emissions ................................................................................................................................... 12.1 Diesel engine exhaust components ................................................................................................. 12.2 Marine exhaust emissions legislation ............................................................................................... 12.3 Methods to reduce exhaust emissions .............................................................................................
iv
13. Automation System .................................................................................................................................. 13.1 System overview .............................................................................................................................. 13.2 Automation system scope ................................................................................................................ 13.3 Power supply .................................................................................................................................... 13.4 Safety System .................................................................................................................................. 13.5 Start and stop system ...................................................................................................................... 13.6 Speed control ................................................................................................................................... 13.7 Sensors and signals ......................................................................................................................... 13.8 Control of auxiliary equipment .......................................................................................................... 14. Generator ................................................................................................................................................... 14.1 Connection of main cables ............................................................................................................... 14.2 Anti condensation heater .................................................................................................................. 14.3 Current transformers ........................................................................................................................ 14.4 Generator cooling ............................................................................................................................. 14.5 Automatic voltage regulator ( A.V.R ) ............................................................................................... 15. Foundation ................................................................................................................................................. 15.1 Mounting of generating sets ............................................................................................................. 15.2 Flexible pipe connections ................................................................................................................. 16. Vibration and Noise .................................................................................................................................. 16.1 Structure borne noise ....................................................................................................................... 16.2 Air borne noise ................................................................................................................................. 17. Engine Room Layout ................................................................................................................................ 17.1 Crankshaft distances ........................................................................................................................ 17.2 Space requirements for maintenance .............................................................................................. 17.3 Handling of spare parts and tools .................................................................................................... 17.4 Required deck area for service work ................................................................................................ 18. Transport Dimensions and Weights ........................................................................................................ 18.1 Lifting of W20 based gensets ........................................................................................................... 18.2 Lifting of W26 based gensets ........................................................................................................... 18.3 Major parts dimensions and weights ................................................................................................ 19. Product Guide Attachments ..................................................................................................................... 20. ANNEX ........................................................................................................................................................ 20.1 Unit conversion tables ...................................................................................................................... 20.2 Collection of drawing symbols used in drawings ..............................................................................
88 88 88 88 88 88 89 89 92 94 94 94 95 95 95 96 96 98 99 99 99 100 100 100 101 101 104 104 105 106 109 110 110 111
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1.
1.1
The Wrtsil Auxpacs are the ideal choice for Container vessels, Bulk carriers, General cargo vessels and Tankers.
1.2
900 rpm / 60 Hz Type 520W4L20 645W4L20 760W6L20 875W6L20 975W6L20 1050W6L20 1200W8L20 1400W8L20 1600W9L20 1800W6L26 2100W8L26 2400W8L26 2700W9L26 Output [kWe] Voltage [V] 520 645 760 875 975 1050 1200 1400 1600 1800 2100 2400 2700 450 450 450 450 450 450 450 450 450 450 450-690 450-690 690 Generator Fenxi Fenxi Fenxi Fenxi Fenxi Fenxi Fenxi Fenxi Fenxi AVK AVK AVK AVK Type 520W4L20 670W4L20 790W6L20 860W6L20 1000W6L20 1140W6L20 1350W8L20 1550W9L20 1700W9L20 1950W6L26 2250W8L26 2550W9L26 2850W9L26
1000 rpm / 50 Hz Output [kWe] Voltage [V] Generator 520 670 790 860 1000 1140 1350 1550 1700 1950 2250 2550 2850 400 400 400 400 400 400 400 400 400 400-690 400-690 400-690 690 Fenxi Fenxi Fenxi Fenxi Fenxi Fenxi Fenxi Fenxi Fenxi AVK AVK AVK AVK
Permissible overload is 10% for one hour every twelve hours. Maximum fuel rack position is mechanically limited to 110% continuous output.
1.3
Reference conditions
The output is available up to a charge air coolant temperature of max. 38C and an air temperature of max. 45C. For higher temperatures, the output has to be reduced according to the formula stated in ISO 30461:2002 (E). The specific fuel oil consumption is stated in the chapter Technical data. The stated specific fuel oil consumption applies to engines without engine driven pumps, operating in ambient conditions according to ISO 15550:2002 (E). The ISO standard reference conditions are:
total barometric pressure air temperature relative humidity charge air coolant temperature 100 kPa 25C 30% 25C
Correction factors for the fuel oil consumption in other ambient conditions are given in standard ISO 30461:2002.
1.4
2.
2.1
Operating Conditions
Loading capacity
2.2
Maximum 10 minutes if the engine is to be stopped after the idling. 3-5 minutes idling before stop is recommended. Maximum 6 hours if the engine is to be loaded after the idling.
3.
3.1
Technical Data
Wrtsil Auxpac 900 rpm / 60 Hz
520W4L20 / 60 Hz IMO Tier 2 rpm kW MPa 900 548 2.08 645W4L20 / 60 Hz IMO Tier 2 900 680 2.58 645W4L20 / 60 Hz IMO Tier 2 with VIC Note 5) 900 680 2.58 760W6L20 / 60 Hz IMO Tier 2 900 800 2.02 875W6L20 / 60 Hz IMO Tier 2 900 920 2.32
Wrtsil Auxpac
Engine speed Engine output Mean effective pressure Combustion air system Flow of air at 100% load Temperature at turbocharger intake, max Temperature after air cooler (TE 601) Exhaust gas system (Note 1) Flow at 100% load Flow at 85% load Temp. after turbocharger at 100% load (TE 517) Temp. after turbocharger at 85% load (TE 517) Backpressure, max. Calculated exhaust diameter for 35 m/s Heat balance at 100% load (Note 2) Jacket water Charge air (LT-circuit) Lubricating oil Radiation, etc Fuel system (Note 3) Pressure before injection pumps (PT 101) Pressure before injection pumps, unifuel system HFO viscosity before injection pumps HFO viscosity before injection pumps, unifuel system Max. HFO temperature before engine (TE 101) MDF viscosity, min. Max. MDF temperature before engine (TE 101) Fuel consumption at 100% load Fuel consumption at 85% load Fuel consumption at 75% load Fuel consumption at 50% load Clean leak fuel quantity, MDF at 100% load Clean leak fuel quantity, HFO at 100% load Lubricating oil system Pressure before engine, nom. (PT 201) Priming pressure, nom. (PT 201) Temperature before bearings, nom. (TE 201) Temperature after engine, about Pump capacity (main), engine driven Priming pump capacity Oil volume, nom. Filter fineness, mesh size Oil consumption at 100% load, about Crankcase ventilation flow rate at full load Crankcase ventilation backpressure, max. High temperature cooling water system Pressure at engine, after pump, nom. (PT 401) Pressure at engine, after pump, max. (PT 401) Temperature before cylinders, approx. (TE 401) Temperature after engine, nom. Capacity of engine driven pump, nom. Pressure drop over engine Pressure drop in external system, max. Pressure from expansion tank Engine water volume Low temperature cooling water system
kg/s C C
1.13 45 50...70
1.37 45 50...70
1.37 45 50...70
1.68 45 50...70
1.9 45 50...70
kW kW kW kW
kPa kPa cSt cSt C cSt C g/kWh g/kWh g/kWh g/kWh kg/h kg/h
70050 100050 16...24 12...24 140 1.8 45 197 198 200 212 2.3 0.5
70050 100050 16...24 12...24 140 1.8 45 196 196 197 207 2.8 0.6
70050 100050 16...24 12...24 140 1.8 45 196 196 197 207 2.8 0.6
70050 100050 16...24 12...24 140 1.8 45 193 195 197 206 3.2 0.6
70050 100050 16...24 12...24 140 1.8 45 192 193 194 203 3.7 0.7
Wrtsil Auxpac
520W4L20 / 60 Hz IMO Tier 2 kPa kPa C m/h kPa kPa kPa kPa kPa 250 + static 500 25...38 22.5 30 30 30 120 70...150
645W4L20 / 60 Hz IMO Tier 2 250 + static 500 25...38 22.5 30 30 30 120 70...150
645W4L20 / 60 Hz IMO Tier 2 with VIC Note 5) 250 + static 500 25...38 22.5 30 30 30 120 70...150
760W6L20 / 60 Hz IMO Tier 2 250 + static 500 25...38 34.0 30 30 30 120 70...150
875W6L20 / 60 Hz IMO Tier 2 250 + static 500 25...38 34.0 30 30 30 120 70...150
Pressure at engine, after pump, nom. (PT 451) Pressure at engine, after pump, max. (PT 451) Temperature before engine (TE 451) Capacity of engine driven pump, nom. Pressure drop over charge air cooler Pressure drop over thermostatic valve Pressure drop over oil cooler Pressure drop in the external system, max. Pressure from expansion tank Starting air system Pressure, nom. Pressure, max Pressure, min Air consumption, start (remote) Generator data (Note 4) Generator brand Frequency Rated output Voltage Rated current Power factor CT/Ratio Temperature rise Insulation class Xd (Unsaturated) X'd (Saturated) X"d (Saturated) Td' Td'' Ta Heat dissipation of air cooled generator
Fenxi Hz kVa V A 60 650 450 834 0.8 1500/5 5P10, 20 VA F F p.u p.u p.u s s s kW 3.69 0.23 0.13 0.081 0.0030 0.021 34
Fenxi 60 806 450 1034 0.8 1500/5 5P10, 20 VA F F 3.18 0.18 0.11 0.085 0.0030 0.025 35
Fenxi 60 806 450 1034 0.8 1500/5 5P10, 20 VA F F 3.18 0.18 0.11 0.085 0.0030 0.025 35
Fenxi 60 950 450 1219 0.8 1500/5 5P10, 20 VA F F 4.22 0.21 0.11 0.084 0.0030 0.0209 46
Fenxi 60 1094 450 1404 0.8 2000/5 5P10, 20 VA F F 4.87 0.24 0.12 0.084 0.0030 0.02 58
Notes: Note 1 Note 2 Note 3 Note 4 Note 5 At an ambient temperature of 25C. ISO-optimized engine at ambient conditions according to ISO 3046/1. With engine driven pumps. Fuel net caloric value: 42700 kJ/kg. Radiation includes generator cooling power. According to ISO 3046/1, lower calorofic value 42 700 kJ/kg at constant engine speed, with engine driven pumps. Tolerance 5%. Acc. to IEC 34. VIC = Variable Inlet valve Closing. With VIC is better load acceptance, better SFOC and better smoke behavior at low engine loads obtained.
Wrtsil Auxpac
Engine speed Engine output Mean effective pressure Combustion air system Flow of air at 100% load Temperature at turbocharger intake, max Temperature after air cooler (TE 601) Exhaust gas system (Note 1) Flow at 100% load Flow at 85% load Temp. after turbocharger at 100% load (TE 517) Temp. after turbocharger at 85% load (TE 517) Backpressure, max. Calculated exhaust diameter for 35 m/s Heat balance at 100% load (Note 2) Jacket water Charge air (LT-circuit) Lubricating oil Radiation, etc Fuel system (Note 3) Pressure before injection pumps (PT 101) Pressure before injection pumps, unifuel system HFO viscosity before injection pumps HFO viscosity before injection pumps, unifuel system Max. HFO temperature before engine (TE 101) MDF viscosity, min. Max. MDF temperature before engine (TE 101) Fuel consumption at 100% load Fuel consumption at 85% load Fuel consumption at 75% load Fuel consumption at 50% load Clean leak fuel quantity, MDF at 100% load Clean leak fuel quantity, HFO at 100% load Lubricating oil system Pressure before engine, nom. (PT 201) Priming pressure, nom. (PT 201) Temperature before bearings, nom. (TE 201) Temperature after engine, about Pump capacity (main), engine driven Priming pump capacity Oil volume, nom. Filter fineness, mesh size Oil consumption at 100% load, about Crankcase ventilation flow rate at full load Crankcase ventilation backpressure, max. High temperature cooling water system Pressure at engine, after pump, nom. (PT 401) Pressure at engine, after pump, max. (PT 401) Temperature before cylinders, approx. (TE 401) Temperature after engine, nom. Capacity of engine driven pump, nom. Pressure drop over engine Pressure drop in external system, max. Pressure from expansion tank Engine water volume Low temperature cooling water system Pressure at engine, after pump, nom. (PT 451) Pressure at engine, after pump, max. (PT 451) Temperature before engine (TE 451) Capacity of engine driven pump, nom. Pressure drop over charge air cooler Pressure drop over thermostatic valve Pressure drop over oil cooler
kg/s C C
2.08 45 50...70
2.08 45 50...70
2.1 45 50...70
2.56 45 50...70
2.75 45 50...70
kW kW kW kW
kPa kPa cSt cSt C cSt C g/kWh g/kWh g/kWh g/kWh kg/h kg/h
70050 100050 16...24 12...24 140 1.8 45 192 192 193 201 4.1 0.8
70050 100050 16...24 12...24 140 1.8 45 192 192 193 201 4.1 0.8
70050 100050 16...24 12...24 140 1.8 45 193 191 192 197 4.4 0.9
70050 100050 16...24 12...24 140 1.8 45 193 195 196 204 5.1 1.0
70050 100050 16...24 12...24 140 1.8 45 196 193 194 201 6.0 1.2
kPa kPa C C m/h kPa kPa kPa m kPa kPa C m/h kPa kPa kPa
250 + static 500 83 91 29.0 90 120 70...150 0.105 250 + static 500 25...38 34.0 30 30 30
250 + static 500 83 91 29.0 90 120 70...150 0.105 250 + static 500 25...38 34.0 30 30 30
250 + static 500 83 91 29.0 90 120 70...150 0.105 250 + static 500 25...38 34.0 30 30 30
250 + static 500 83 91 39.0 90 120 70...150 0.13 250 + static 500 25...38 45.0 30 30 30
250 + static 500 83 91 44.0 90 120 70...150 0.13 250 + static 500 25...38 50.0 30 30 30
Wrtsil Auxpac
Pressure drop in the external system, max. Pressure from expansion tank Starting air system Pressure, nom. Pressure, max Pressure, min Air consumption, start (remote) Generator data (Note 4) Generator brand Frequency Rated output Voltage Rated current Power factor CT/Ratio Temperature rise Insulation class Xd (Unsaturated) X'd (Saturated) X"d (Saturated) Td' Td'' Ta Heat dissipation of air cooled generator
Fenxi Hz kVa V A 60 1219 450 1564 0.8 2000/5 5P10, 20 VA F F p.u p.u p.u s s s kW 4.99 0.24 0.13 0.084 0.0030 0.015 59
Fenxi 60 1219 450 1564 0.8 2000/5 5P10, 20 VA F F 4.99 0.24 0.13 0.084 0.0030 0.015 59
Fenxi 60 1313 450 1685 0.8 2500/5 5P10, 20 VA F F 5.64 0.28 0.14 0.086 0.0030 0.025 66
Fenxi 60 1500 450 1925 0.8 2500/5 5P10, 20 VA F F 4.25 0.2 0.11 0.1 0.0030 0.029 66
Fenxi 60 1750 450 2245 0.8 3000/5 5P10, 20 VA F F 3.39 0.24 0.15 0.52 0.065 0.052 68
Notes: Note 1 Note 2 Note 3 Note 4 Note 5 At an ambient temperature of 25C. ISO-optimized engine at ambient conditions according to ISO 3046/1. With engine driven pumps. Fuel net caloric value: 42700 kJ/kg. Radiation includes generator cooling power. According to ISO 3046/1, lower calorofic value 42 700 kJ/kg at constant engine speed, with engine driven pumps. Tolerance 5%. Acc. to IEC 34. VIC = Variable Inlet valve Closing. With VIC is better load acceptance, better SFOC and better smoke behavior at low engine loads obtained.
Wrtsil Auxpac
1600W9L20 / 60 Hz IMO Tier 2 with VIC Note 5) rpm kW MPa 900 1680 2.83
Engine speed Engine output Mean effective pressure Combustion air system Flow of air at 100% load Temperature at turbocharger intake, max Temperature after air cooler (TE 601) Exhaust gas system (Note 1) Flow at 100% load Flow at 85% load Temp. after turbocharger at 100% load (TE 517) Temp. after turbocharger at 85% load (TE 517) Backpressure, max. Calculated exhaust diameter for 35 m/s Heat balance at 100% load (Note 2) Jacket water Charge air (LT-circuit) Lubricating oil Radiation, etc Fuel system (Note 3) Pressure before injection pumps (PT 101) Pressure before injection pumps, unifuel system HFO viscosity before injection pumps HFO viscosity before injection pumps, unifuel system Max. HFO temperature before engine (TE 101) MDF viscosity, min. Max. MDF temperature before engine (TE 101) Fuel consumption at 100% load Fuel consumption at 85% load Fuel consumption at 75% load Fuel consumption at 50% load Clean leak fuel quantity, MDF at 100% load Clean leak fuel quantity, HFO at 100% load Lubricating oil system Pressure before engine, nom. (PT 201) Priming pressure, nom. (PT 201) Temperature before bearings, nom. (TE 201) Temperature after engine, about Pump capacity (main), engine driven Priming pump capacity Oil volume, nom. Filter fineness, mesh size Oil consumption at 100% load, about Crankcase ventilation flow rate at full load Crankcase ventilation backpressure, max. High temperature cooling water system Pressure at engine, after pump, nom. (PT 401) Pressure at engine, after pump, max. (PT 401) Temperature before cylinders, approx. (TE 401) Temperature after engine, nom. Capacity of engine driven pump, nom. Pressure drop over engine Pressure drop in external system, max. Pressure from expansion tank Engine water volume Low temperature cooling water system Pressure at engine, after pump, nom. (PT 451) Pressure at engine, after pump, max. (PT 451) Temperature before engine (TE 451) Capacity of engine driven pump, nom. Pressure drop over charge air cooler Pressure drop over thermostatic valve Pressure drop over oil cooler
kg/s C C
3.2 45 50...70
3.7 45 60...65
4.18 45 60...65
4.76 45 60...65
5.35 45 60...65
kW kW kW kW
kPa kPa cSt cSt C cSt C g/kWh g/kWh g/kWh g/kWh kg/h kg/h
70050 100050 16...24 12...24 140 1.8 45 195 192 193 199 6.9 1.4
70050 100050 16...24 12...24 140 2.0 45 190 190 192 202 7.4 1.5
70050 100050 16...24 12...24 140 2.0 45 188 191 195 204 8.5 1.7
70050 100050 16...24 12...24 140 2.0 45 189 189 192 202 9.8 2.0
70050 100050 16...24 12...24 140 2.0 45 189 189 192 202 11.0 2.2
kPa kPa C C m/h kPa kPa kPa m kPa kPa C m/h kPa kPa kPa
250 + static 500 83 91 44.0 90 120 70...150 0.14 250 + static 500 25...38 50.0 30 30 30
350 + static 500 81 91 35.0 210 120 70...150 0.3 260 + static 500 0...38 42.0 30 0 0
360 + static 500 81 91 45.0 220 120 70...150 0.4 270 + static 500 0...38 56.0 30 0 0
360 + static 500 81 91 45.0 220 120 70...150 0.4 270 + static 500 0...38 56.0 30 0 0
360 + static 500 81 91 50.0 220 120 70...150 0.45 250 + static 500 0...38 63.0 30 0 0
Wrtsil Auxpac
1600W9L20 / 60 Hz IMO Tier 2 with VIC Note 5) kPa kPa 120 70...150
Pressure drop in the external system, max. Pressure from expansion tank Starting air system Pressure, nom. Pressure, max Pressure, min Air consumption, start (remote) Generator data (Note 4) Generator brand Frequency Rated output Voltage Rated current Power factor CT/Ratio Temperature rise Insulation class Xd (Unsaturated) X'd (Saturated) X"d (Saturated) Td' Td'' Ta Heat dissipation of air cooled generator
Fenxi Hz kVa V A 60 2000 450 2566 0.8 4000/5 5P10, 20 VA F F p.u p.u p.u s s s kW 3.98 0.26 0.17 0.52 0.065 0.053 82
AvK 60 2250 450 2887 0.8 4000/5 5P10, 20 VA F H 0.02 0.01 0.01 0.35 0.016 0.045 73
Notes: Note 1 Note 2 Note 3 Note 4 Note 5 At an ambient temperature of 25C.At ISO 3046-1 conditions (ambient air temperature 25C, LT-water 25C) and 100% load. Flow tolerance 5% and temperature tolerance 15C. ISO-optimized engine at ambient conditions according to ISO 3046/1. With engine driven pumps. Fuel net caloric value: 42700 kJ/kg. Radiation includes generator cooling power. The heat balances are made for ISO 3046/1 standard reference conditions. The heat balances include engine driven pumps (two water pumps and one lube oil pump). According to ISO 3046/1, lower calorofic value 42 700 kJ/kg at constant engine speed, with engine driven pumps. Tolerance 5%. According to ISO 3046/1, lower calorific value 42 700 kJ/kg at constant engine speed, with engine driven pumps. Tolerance 5%. Acc. to IEC 34. VIC = Variable Inlet valve Closing. With VIC is better load acceptance, better SFOC and better smoke behavior at low engine loads obtained.
10
3.2
Engine speed Engine output
Wrtsil Auxpac
Mean effective pressure Combustion air system Flow of air at 100% load Temperature at turbocharger intake, max Temperature after air cooler (TE 601) Exhaust gas system (Note 1) Flow at 100% load Flow at 85% load Temp. after turbocharger at 100% load (TE 517) Temp. after turbocharger at 85% load (TE 517) Backpressure, max. Calculated exhaust diameter for 35 m/s Heat balance at 100% load (Note 2) Jacket water Charge air (LT-circuit) Lubricating oil Radiation, etc Fuel system (Note 3) Pressure before injection pumps (PT 101) Pressure before injection pumps, unifuel system HFO viscosity before injection pumps HFO viscosity before injection pumps, unifuel system Max. HFO temperature before engine (TE 101) MDF viscosity, min. Max. MDF temperature before engine (TE 101) Fuel consumption at 100% load Fuel consumption at 85% load Fuel consumption at 75% load Fuel consumption at 50% load Clean leak fuel quantity, MDF at 100% load Clean leak fuel quantity, HFO at 100% load Lubricating oil system Pressure before engine, nom. (PT 201) Priming pressure, nom. (PT 201) Temperature before bearings, nom. (TE 201) Temperature after engine, about Pump capacity (main), engine driven Priming pump capacity Oil volume, nom. Filter fineness, mesh size Oil consumption at 100% load, about Crankcase ventilation flow rate at full load Crankcase ventilation backpressure, max. High temperature cooling water system Pressure at engine, after pump, nom. (PT 401) Pressure at engine, after pump, max. (PT 401) Temperature before cylinders, approx. (TE 401) Temperature after engine, nom. Capacity of engine driven pump, nom. Pressure drop over engine Pressure drop in external system, max. Pressure from expansion tank Engine water volume Low temperature cooling water system Pressure at engine, after pump, nom. (PT 451) Pressure at engine, after pump, max. (PT 451) Temperature before engine (TE 451) Capacity of engine driven pump, nom. Pressure drop over charge air cooler
kg/s C C
1.17 45 50...70
1.44 45 50...70
1.78 45 50...70
1.92 45 50...70
kW kW kW kW
kPa kPa cSt cSt C cSt C g/kWh g/kWh g/kWh g/kWh kg/h kg/h
70050 100050 16...24 12...24 140 1.8 45 198 200 202 213 2.3 0.5
70050 100050 16...24 12...24 140 1.8 45 197 198 199 208 2.9 0.6
70050 100050 16...24 12...24 140 1.8 45 194 196 198 207 3.4 0.7
70050 100050 16...24 12...24 140 1.8 45 194 195 197 205 3.7 0.7
kPa kPa C C m/h kPa kPa kPa m kPa kPa C m/h kPa
250 + static 500 83 91 20.0 90 120 70...150 0.08 250 + static 500 25...38 24.0 30
250 + static 500 83 91 20.0 90 120 70...150 0.08 250 + static 500 25...38 24.0 30
250 + static 500 83 91 30.0 90 120 70...150 0.105 250 + static 500 25...38 36.0 30
250 + static 500 83 91 30.0 90 120 70...150 0.105 250 + static 500 25...38 36.0 30
11
Wrtsil Auxpac Pressure drop over thermostatic valve Pressure drop over oil cooler Pressure drop in the external system, max. Pressure from expansion tank Starting air system Pressure, nom. Pressure, max Pressure, min Air consumption, start (remote) Generator data (Note 4) Generator brand Frequency Rated output Voltage Rated current Power factor CT/Ratio Temperature rise Insulation class Xd (Unsaturated) X'd (Saturated) X"d (Saturated) Td' Td'' Ta Heat dissipation of air cooled generator p.u p.u p.u s s s kW Hz kVa V A kPa kPa kPa Nm kPa kPa kPa kPa
Fenxi 50 651 400 940 0.8 1500/5 5P10, 20 VA F F 3.22 0.14 0.08 0.054 0.0030 0.015 32
Fenxi 50 838 400 1210 0.8 2000/5 5P10, 20 VA F F 4.16 0.17 0.09 0.054 0.0030 0.015 47
Fenxi 50 988 400 1426 0.8 2000/5 5P10, 20 VA F F 4.12 0.17 0.09 0.053 0.0030 0.019 51
Fenxi 50 1075 400 1552 0.8 2000/5 5P10, 20 VA F F 3.57 0.13 0.07 0.051 0.0030 0.015 51
Notes: Note 1 Note 2 Note 3 Note 4 Note 5 At an ambient temperature of 25C. ISO-optimized engine at ambient conditions according to ISO 3046/1. With engine driven pumps. Fuel net caloric value: 42700 kJ/kg. Radiation includes generator cooling power. According to ISO 3046/1, lower calorofic value 42 700 kJ/kg at constant engine speed, with engine driven pumps. Tolerance 5%. Acc. to IEC 34. VIC = Variable Inlet valve Closing. With VIC is better load acceptance, better SFOC and better smoke behavior at low engine loads obtained.
12
Wrtsil Auxpac
Engine speed Engine output Mean effective pressure Combustion air system Flow of air at 100% load Temperature at turbocharger intake, max Temperature after air cooler (TE 601) Exhaust gas system (Note 1) Flow at 100% load Flow at 85% load Temp. after turbocharger at 100% load (TE 517) Temp. after turbocharger at 85% load (TE 517) Backpressure, max. Calculated exhaust diameter for 35 m/s Heat balance at 100% load (Note 2) Jacket water Charge air (LT-circuit) Lubricating oil Radiation, etc Fuel system (Note 3) Pressure before injection pumps (PT 101) Pressure before injection pumps, unifuel system HFO viscosity before injection pumps HFO viscosity before injection pumps, unifuel system Max. HFO temperature before engine (TE 101) MDF viscosity, min. Max. MDF temperature before engine (TE 101) Fuel consumption at 100% load Fuel consumption at 85% load Fuel consumption at 75% load Fuel consumption at 50% load Clean leak fuel quantity, MDF at 100% load Clean leak fuel quantity, HFO at 100% load Lubricating oil system Pressure before engine, nom. (PT 201) Priming pressure, nom. (PT 201) Temperature before bearings, nom. (TE 201) Temperature after engine, about Pump capacity (main), engine driven Priming pump capacity Oil volume, nom. Filter fineness, mesh size Oil consumption at 100% load, about Crankcase ventilation flow rate at full load Crankcase ventilation backpressure, max. High temperature cooling water system Pressure at engine, after pump, nom. (PT 401) Pressure at engine, after pump, max. (PT 401) Temperature before cylinders, approx. (TE 401) Temperature after engine, nom. Capacity of engine driven pump, nom. Pressure drop over engine Pressure drop in external system, max. Pressure from expansion tank Engine water volume Low temperature cooling water system Pressure at engine, after pump, nom. (PT 451) Pressure at engine, after pump, max. (PT 451) Temperature before engine (TE 451) Capacity of engine driven pump, nom. Pressure drop over charge air cooler Pressure drop over thermostatic valve Pressure drop over oil cooler
kg/s C C
2.17 45 50...70
2.17 45 50...70
2.31 45 50...70
2.9 45 50...70
kW kW kW kW
kPa kPa cSt cSt C cSt C g/kWh g/kWh g/kWh g/kWh kg/h kg/h
70050 100050 16...24 12...24 140 1.8 45 193 193 195 203 4.3 0.9
70050 100050 16...24 12...24 140 1.8 45 193 193 195 203 4.3 0.9
70050 100050 16...24 12...24 140 1.8 45 194 192 193 198 4.9 1.0
70050 100050 16...24 12...24 140 1.8 45 195 196 198 204 5.8 1.2
kPa kPa C C m/h kPa kPa kPa m kPa kPa C m/h kPa kPa kPa
250 + static 500 83 91 30.0 90 120 70...150 0.105 250 + static 500 25...38 36.0 30 30 30
250 + static 500 83 91 30.0 90 120 70...150 0.105 250 + static 500 25...38 36.0 30 30 30
250 + static 500 83 91 30.0 90 120 70...150 0.105 250 + static 500 25...38 36.0 30 30 30
250 + static 500 83 91 40.0 90 120 70...150 0.13 250 + static 500 25...38 48.0 30 30 30
13
Wrtsil Auxpac
Pressure drop in the external system, max. Pressure from expansion tank Starting air system Pressure, nom. Pressure, max Pressure, min Air consumption, start (remote) Generator data (Note 4) Generator brand Frequency Rated output Voltage Rated current Power factor CT/Ratio Temperature rise Insulation class Xd (Unsaturated) X'd (Saturated) X"d (Saturated) Td' Td'' Ta Heat dissipation of air cooled generator
Fenxi Hz kVa V A 50 1250 400 1804 0.8 2500/5 5P10, 20 VA F F p.u p.u p.u s s s kW 3.83 0.17 0.09 0.068 0.0030 0.021 58
Fenxi 50 1250 400 1804 0.8 2500/5 5P10, 20 VA F F 3.83 0.17 0.09 0.068 0.0030 0.021 58
Fenxi 50 1425 400 2057 0.8 3000/5 5P10, 20 VA F F 4.1 0.18 0.1 0.068 0.0030 0.024 64
Fenxi 50 1688 400 2436 0.8 3000/5 5P10, 20 VA F F 4.39 0.17 0.08 0.066 0.0030 0.02 73
Notes: Note 1 Note 2 Note 3 Note 4 Note 5 At an ambient temperature of 25C. ISO-optimized engine at ambient conditions according to ISO 3046/1. With engine driven pumps. Fuel net caloric value: 42700 kJ/kg. Radiation includes generator cooling power. According to ISO 3046/1, lower calorofic value 42 700 kJ/kg at constant engine speed, with engine driven pumps. Tolerance 5%. Acc. to IEC 34. VIC = Variable Inlet valve Closing. With VIC is better load acceptance, better SFOC and better smoke behavior at low engine loads obtained.
14
Wrtsil Auxpac
1350W8L20 / 50 Hz IMO Tier 2 with VIC Note 5) rpm kW MPa 1000 1421 2.42
Engine speed Engine output Mean effective pressure Combustion air system Flow of air at 100% load Temperature at turbocharger intake, max Temperature after air cooler (TE 601) Exhaust gas system (Note 1) Flow at 100% load Flow at 85% load Temp. after turbocharger at 100% load (TE 517) Temp. after turbocharger at 85% load (TE 517) Backpressure, max. Calculated exhaust diameter for 35 m/s Heat balance at 100% load (Note 2) Jacket water Charge air (LT-circuit) Lubricating oil Radiation, etc Fuel system (Note 3) Pressure before injection pumps (PT 101) Pressure before injection pumps, unifuel system HFO viscosity before injection pumps HFO viscosity before injection pumps, unifuel system Max. HFO temperature before engine (TE 101) MDF viscosity, min. Max. MDF temperature before engine (TE 101) Fuel consumption at 100% load Fuel consumption at 85% load Fuel consumption at 75% load Fuel consumption at 50% load Clean leak fuel quantity, MDF at 100% load Clean leak fuel quantity, HFO at 100% load Lubricating oil system Pressure before engine, nom. (PT 201) Priming pressure, nom. (PT 201) Temperature before bearings, nom. (TE 201) Temperature after engine, about Pump capacity (main), engine driven Priming pump capacity Oil volume, nom. Filter fineness, mesh size Oil consumption at 100% load, about Crankcase ventilation flow rate at full load Crankcase ventilation backpressure, max. High temperature cooling water system Pressure at engine, after pump, nom. (PT 401) Pressure at engine, after pump, max. (PT 401) Temperature before cylinders, approx. (TE 401) Temperature after engine, nom. Capacity of engine driven pump, nom. Pressure drop over engine Pressure drop in external system, max. Pressure from expansion tank Engine water volume Low temperature cooling water system Pressure at engine, after pump, nom. (PT 451) Pressure at engine, after pump, max. (PT 451) Temperature before engine (TE 451) Capacity of engine driven pump, nom. Pressure drop over charge air cooler Pressure drop over thermostatic valve Pressure drop over oil cooler
kg/s C C
2.9 45 50...70
3.35 45 50...70
3.35 45 50...70
3.45 45 50...70
kW kW kW kW
kPa kPa cSt cSt C cSt C g/kWh g/kWh g/kWh g/kWh kg/h kg/h
70050 100050 16...24 12...24 140 1.8 45 195 196 198 204 5.8 1.2
70050 100050 16...24 12...24 140 1.8 45 194 194 196 203 6.6 1.3
70050 100050 16...24 12...24 140 1.8 45 194 194 196 203 6.6 1.3
70050 100050 16...24 12...24 140 1.8 45 195 193 194 200 7.3 1.5
kPa kPa C C m/h kPa kPa kPa m kPa kPa C m/h kPa kPa kPa
250 + static 500 83 91 40.0 90 120 70...150 0.13 250 + static 500 25...38 48.0 30 30 30
250 + static 500 83 91 45.0 90 120 70...150 0.14 250 + static 500 25...38 54.0 30 30 30
250 + static 500 83 91 45.0 90 120 70...150 0.14 250 + static 500 25...38 54.0 30 30 30
250 + static 500 83 91 45.0 90 120 70...150 0.14 250 + static 500 25...38 54.0 30 30 30
15
Wrtsil Auxpac
1350W8L20 / 50 Hz IMO Tier 2 with VIC Note 5) kPa kPa 120 70...150
Pressure drop in the external system, max. Pressure from expansion tank Starting air system Pressure, nom. Pressure, max Pressure, min Air consumption, start (remote) Generator data (Note 4) Generator brand Frequency Rated output Voltage Rated current Power factor CT/Ratio Temperature rise Insulation class Xd (Unsaturated) X'd (Saturated) X"d (Saturated) Td' Td'' Ta Heat dissipation of air cooled generator
Fenxi Hz kVa V A 50 1688 400 2436 0.8 3000/5 5P10, 20 VA F F p.u p.u p.u s s s kW 4.39 0.17 0.08 0.066 0.0030 0.02 73
Fenxi 50 1938 400 2797 0.8 4000/5 5P10, 20 VA F F 3.15 0.19 0.13 0.3541 0.0443 0.06 78
Fenxi 50 1938 400 2797 0.8 4000/5 5P10, 20 VA F F 3.15 0.19 0.13 0.3541 0.0443 0.06 78
Fenxi 50 2125 400 3067 0.8 4000/5 5P10, 20 VA F F 3.03 0.19 0.12 0.36 0.045 0.05 82
Notes: Note 1 Note 2 Note 3 Note 4 Note 5 At an ambient temperature of 25C. ISO-optimized engine at ambient conditions according to ISO 3046/1. With engine driven pumps. Fuel net caloric value: 42700 kJ/kg. Radiation includes generator cooling power. According to ISO 3046/1, lower calorofic value 42 700 kJ/kg at constant engine speed, with engine driven pumps. Tolerance 5%. Acc. to IEC 34. VIC = Variable Inlet valve Closing. With VIC is better load acceptance, better SFOC and better smoke behavior at low engine loads obtained.
16
Wrtsil Auxpac Engine speed Engine output Mean effective pressure Combustion air system (Note 1) Flow of air at 100% load Temperature at turbocharger intake, max Temperature after air cooler (TE 601) Exhaust gas system (Note 2) Flow at 100% load Flow at 85% load Temp. after turbocharger at 100% load (TE 517) Temp. after turbocharger at 85% load (TE 517) Backpressure, max. Calculated exhaust diameter for 35 m/s Heat balance at 100% load (Note 3) Jacket water Charge air (LT-circuit) Lubricating oil Radiation, etc Fuel system (Note 4) Pressure before injection pumps (PT 101) Pressure before injection pumps, unifuel system HFO viscosity before injection pumps HFO viscosity before injection pumps, unifuel system Max. HFO temperature before engine (TE 101) MDF viscosity, min. Max. MDF temperature before engine (TE 101) Fuel consumption at 100% load Fuel consumption at 85% load Fuel consumption at 75% load Fuel consumption at 50% load Clean leak fuel quantity, MDF at 100% load Clean leak fuel quantity, HFO at 100% load Lubricating oil system Pressure before engine, nom. (PT 201) Priming pressure, nom. (PT 201) Temperature before bearings, nom. (TE 201) Temperature after engine, about Pump capacity (main), engine driven Priming pump capacity Oil volume, nom. Filter fineness, mesh size Oil consumption at 100% load, about Crankcase ventilation flow rate at full load Crankcase ventilation backpressure, max. High temperature cooling water system Pressure at engine, after pump, nom. (PT 401) Pressure at engine, after pump, max. (PT 401) Temperature before cylinders, approx. (TE 401) Temperature after engine, nom. Capacity of engine driven pump, nom. Pressure drop over engine Pressure drop in external system, max. Pressure from expansion tank Engine water volume Low temperature cooling water system Pressure at engine, after pump, nom. (PT 451) Pressure at engine, after pump, max. (PT 451) Temperature before engine (TE 451) Capacity of engine driven pump, nom. Pressure drop over charge air cooler Pressure drop over thermostatic valve Pressure drop over oil cooler Pressure drop in the external system, max. kPa kPa C m/h kPa kPa kPa kPa kPa kPa C C m/h kPa kPa kPa m kPa kPa C C m/h m/h m microns g/kWh l/min/cyl kPa kPa kPa cSt cSt C cSt C g/kWh g/kWh g/kWh g/kWh kg/h kg/h kW kW kW kW kg/s kg/s C C kPa mm kg/s C C rpm kW MPa
3.99 45 60...65
4.77 45 60...65
5.36 45 60...65
5.84 45 60...65
70050 100050 16...24 12...24 140 2.0 45 192 191 194 206 8.1 1.6
70050 100050 16...24 12...24 140 2.0 45 190 194 198 208 9.2 1.8
70050 100050 16...24 12...24 140 2.0 45 190 194 198 208 10.4 2.1
70050 100050 16...24 12...24 140 2.0 45 192 192 195 205 11.7 2.3
350 + static 500 81 91 35.0 210 120 70...150 0.3 270 + static 500 0...38 47.0 30 0 0 120
360 + static 500 81 91 45.0 220 120 70...150 0.4 250 + static 500 0...38 62.0 30 0 0 130
340 + static 500 81 91 50.0 220 120 70...150 0.45 260 + static 500 0...38 70.0 30 0 0 140
340 + static 500 81 91 50.0 220 120 70...150 0.45 260 + static 500 0...38 70.0 30 0 0 140
17
Wrtsil Auxpac Pressure from expansion tank Starting air system Pressure, nom. Pressure, max Pressure, min Air consumption, start (remote) Generator data (Note 5) Generator brand Frequency Rated output Voltage Rated current Power factor CT/Ratio Temperature rise Insulation class Xd (Unsaturated) X'd (Saturated) X"d (Saturated) Td' Td'' Ta Heat dissipation of air cooled generator p.u p.u p.u s s s kW Hz kVa V A kPa kPa kPa Nm kPa
AvK 50 2438 400 3518 0.8 5000/5 5P10, 20 VA F H 0.02 0.01 0.01 0.32 0.015 0.05 80
Notes: Note 1 Note 2 Note 3 Note 4 Note 5 Note 6 At ISO 3046-1 conditions (ambient air temperature 25C, LT-water 25C) and 100% load. Tolerance 5%. At ISO 3046-1 conditions (ambient air temperature 25C, LT-water 25C) and 100% load. Flow tolerance 5% and temperature tolerance 15C. The heat balances are made for ISO 3046/1 standard reference conditions. The heat balances include engine driven pumps (two water pumps and one lube oil pump). According to ISO 3046/1, lower calorific value 42 700 kJ/kg at constant engine speed, with engine driven pumps. Tolerance 5%. Acc. to IEC 34. VIC = Variable Inlet valve Closing. With VIC is better load acceptance, better SFOC and better smoke behavior at low engine loads obtained.
18
4.
4.1
4.1.2 Crankshaft
The crankshaft is forged in one piece and mounted on the engine block in an under-slung way.
4.1.6 Piston
The piston is of composite design with nodular cast iron skirt and steel crown. The piston skirt is pressure lubricated, which ensures a well-controlled oil flow to the cylinder liner during all operating conditions. Oil is fed through the connecting rod to the cooling spaces of the piston. The piston cooling operates according to the cocktail shaker principle. The piston ring grooves in the piston top are hardened for better wear resistance.
19
Housing for the injection pump element Fuel supply channel along the whole engine Fuel return channel from each injection pump Lubricating oil supply to the valve mechanism Guiding for the valve tappets
The injection pumps have built-in roller tappets and are of through-flow type to enable heavy fuel operation. They are equipped with a stop cylinder, which is connected to the electro-pneumatic overspeed protection system. The injection valve is centrally located in the cylinder head and the fuel is admitted sideways through a high pressure connection screwed in the nozzle holder. The injection pipe between the injection pump and the high pressure connection is well protected inside the hot box. The high pressure side of the injection system is completely separated from the hot parts of the exhaust gas components.
4.2
20
4.3
Generator
Auxpac generating sets are equipped with brushless synchronous generators of marine type. The generators are available as air cooled (standard) with a protection degree of IP 23, or as water cooled with a protection degree of IP 44. The generators have built-in automatic voltage regulators. The generators are designed and manufactured with a temperature rise of class F and a isolation level of class F or H. See chapter "Technical Data" for details.
4.4
Component Piston crown Piston rings Cylinder liner Cylinder head Inlet valve Exhaust valve Injection nozzle Injection pump element Main bearing Big end bearing
HFO 10000 10000 10000 10000 10000 10000 2000 10000 10000 10000
MDF 20000 20000 20000 20000 20000 20000 2000 20000 20000 20000
HFO 30000 10000 40000 50000 30000 20000 4000 20000 30000 10000
MDF 40000 20000 60000 60000 40000 40000 4000 40000 40000 20000
21
Component Main bearing Big end bearing Gudgeon pin bearing Camshaft bearing bush Camshaft intermed. gear bearing Cylinder head Inlet valve Exhaust valve Valve tappet, in/ex Piston Piston rings Cylinder liner Antipolishing ring Connecting rod Injection holder Injection pump element Injection nozzle Lubricating oil pumps Cooling water pumps Water pump shaft seal/bearings Turbocharger bearings Turbocharger compressor wheel Turbocharger turbine wheel
HFO 12000 12000 12000 24000 24000 12000 12000 12000 24000 12000 12000 12000 12000 12000 4000 12000 24000 24000 12000 12000 12000
MDF 12000 24000 24000 24000 24000 24000 24000 24000 24000 24000 24000 24000 24000 24000 4000 24000 24000 24000
36000 24000 24000 48000 12000 36000 12000 24000 24000* 4000
48000 24000 24000 72000 24000 48000 24000 24000 24000* 4000
22
5.
5.1
DMX: A fuel which is suitable for use at ambient temperatures down to -15C without heating the fuel. Especially in merchant marine applications its use is restricted to lifeboat engines and certain emergency equipment due to the reduced flash point. The low flash point which is not meeting the SOLAS requirement can also prevent the use in other marine applications, unless the fuel system is built according to special requirements. Also the low viscosity (min. 1.4 cSt) can prevent the use in engines unless the fuel can be cooled down enough to meet the min. injection viscosity limit of the engine. DMA: A high quality distillate, generally designated as MGO (Marine Gas Oil). DMZ: A high quality distillate, generally designated as MGO (Marine Gas Oil). An alternative fuel grade for engines requiring a higher fuel viscosity than specified for DMA grade fuel. DMB: A general purpose fuel which may contain trace amounts of residual fuel and is intended for engines not specifically designed to burn residual fuels. It is generally designated as MDO (Marine Diesel Oil).
Unit
1)
ISO-F-DMA ISO-F-DMZ ISO-F-DMB Test method ref. W20: 1.8 W26: 2.0 24 2 6 890 40 W20: 1.8 W26: 2.0 24 3 6 890 40 1.5 60 2 0.5 25 0.30 -6 0
6)
Viscosity, before injection pumps, max. 1) Viscosity at 40C, min. Viscosity at 40C, max. Density at 15C, max. Cetane index, min. Sulphur, max. Flash point, min. Hydrogen sulfide. max. Acid number, max. Total sediment by hot filtration, max. Oxidation stability, max. Carbon residue: micro method on the 10% volume distillation residue max. Carbon residue: micro method, max. Pour point (upper) , winter quality, max. 5) Pour point (upper) , summer quality, max. Appearance
5) 2)
ISO 3104 ISO 3675 or 12185 ISO 4264 ISO 8574 or 14596 ISO 2719 IP 570 ASTM D664 ISO 10307-1 ISO 12205 ISO 10370 ISO 10370 ISO 3016 ISO 3016
23
Property Water, max. Ash, max. Lubricity, corrected wear scar diameter (wsd 1.4) at 60C , max. 8) Remarks:
1) 2)
ISO-F-DMA ISO-F-DMZ ISO-F-DMB Test method ref. 0.01 520 0.01 520 0.3 3) 0.01 520
7)
Additional properties specified by Wrtsil, which are not included in the ISO specification. The implementation date for compliance with the limit shall be 1 July 2012. Until that the specified value is given for guidance. If the sample is not clear and bright, the total sediment by hot filtration and water tests shall be required. If the sample is not clear and bright, the test cannot be undertaken and hence the oxidation stability limit shall not apply. It shall be ensured that the pour point is suitable for the equipment on board, especially if the ship operates in cold climates. If the sample is dyed and not transparent, then the water limit and test method ISO 12937 shall apply. If the sample is not clear and bright, the test cannot be undertaken and hence the lubricity limit shall not apply. The requirement is applicable to fuels with a sulphur content below 500 mg/kg (0.050 % mass).
3) 4)
5)
6) 7) 8)
Property Viscosity, before injection Viscosity at 50C, max. Density at 15C, max. CCAI, max.3) Sulphur, max. 4) 5) Flash point, min. Hydrogen sulfide, max. Acid number, max. Total sediment aged, max. Carbon residue, micro method, max. Asphaltenes, Water, max. Water before engine, max.1) Ash, max. Vanadium, max. 5) Sodium, max. 5) Sodium before engine, max.1) 5) Aluminium + Silicon, max. max.1)
7) 6)
Unit pumps 1) cSt cSt kg/m % mass C mg/kg mg KOH/g % mass % mass % mass C % volume % volume % mass mg/kg mg/kg mg/kg mg/kg
Limit HFO 1 12...24 700 991 / 1010 2) 850 60 2 2.5 0.1 15 8 30 0.5 0.3 0.05 100 50 30 30
Limit HFO 2 12...24 700 991 / 1010 2) 870 60 2 2.5 0.1 20 14 30 0.5 0.3 0.15 450 100 30 60
Test method ref. ISO 3104 ISO 3675 or 12185 ISO 8217, Annex F ISO 8754 or 14596 ISO 2719 IP 570 ASTM D664 ISO 10307-2 ISO 10370 ASTM D 3279 ISO 3016 ISO 3733 or ASTM D6304-C 1) ISO 3733 or ASTM D6304-C 1) ISO 6245 or LP1001
1)
Statutory requirements
ISO 14597 or IP 501 or IP 470 IP 501 or IP 470 IP 501 or IP 470 ISO 10478 or IP 501 or IP 470
24
Property Aluminium + Silicon before engine, max.1) Used lubricating oil, calcium, max. 8) Used lubricating oil, zinc, max.
8)
Limit HFO 1 15 30 15 15
Limit HFO 2 15 30 15 15
Test method ref. ISO 10478 or IP 501 or IP 470 IP 501 or IP 470 IP 501 or IP 470 IP 501 or IP 500
Additional properties specified by Wrtsil, which are not included in the ISO specification. Max. 1010 kg/m at 15C provided that the fuel treatment system can remove water and solids (sediment, sodium, aluminium, silicon) before the engine to specified levels. Straight run residues show CCAI values in the 770 to 840 range and have very good ignition quality. Cracked residues delivered as bunkers may range from 840 to - in exceptional cases - above 900. Most bunkers remain in the max. 850 to 870 range at the moment. CCAI value cannot always be considered as an accurate tool to determine the ignition properties of the fuel, especially concerning fuels originating from modern and more complex refinery process. The max. sulphur content must be defined in accordance with relevant statutory limitations. Sodium contributes to hot corrosion on the exhaust valves when combined with high sulphur and vanadium contents. Sodium also strongly contributes to fouling of the exhaust gas turbine blading at high loads. The aggressiveness of the fuel depends on its proportions of sodium and vanadium and also on the total amount of ash. Hot corrosion and deposit formation are, however, also influenced by other ash constituents. It is therefore difficult to set strict limits based only on the sodium and vanadium content of the fuel. Also a fuel with lower sodium and vanadium contents than specified above, can cause hot corrosion on engine components. The implementation date for compliance with the limit shall be 1 July 2012. Until that, the specified value is given for guidance. It shall be ensured that the pour point is suitable for the equipment on board, especially if the ship operates in cold climates. The fuel shall be free from used lubricating oil (ULO). A fuel shall be considered to contain ULO when either one of the following conditions is met:
3)
4) 5)
6)
7)
8)
Calcium > 30 mg/kg and zinc > 15 mg/kg Calcium > 30 mg/kg and phosphorus > 15 mg/kg
25
5.2
System components: 01 02 03 Injection pump Injection valve Level alarm for leak fuel oil 04 05 Adjustable throttle valve Pulse damper
Sensors and indicators: PT101 TE101 TI101 Fuel oil inlet pressure Fuel oil temperature, engine inlet Fuel oil temperature, engine inlet
LS103A Fuel oil leakage, injection pipe Pipe connections: 101 102 103 1041 1043 Fuel inlet Fuel outlet Leak fuel drain, clean fuel Leak fuel drain, dirty fuel Leak fuel drain, dirty fuel Size OD18 OD18 OD18 OD18 OD18 Standard DIN 2353 DIN 2353 DIN 2353 DIN 2353 DIN 2353
26
Figure 5.2 Internal fuel oil system W26 based gensets (DAAR009874)
System components: 01 02 03 04 Injection pump Injection valve Leak fuel oil system with level alarm Adjustable orifice 05 06 07 Fuel rack Flywheel Camshaft
Sensors and indicators: PT101 TE101 TI101 LS103 CV161 GT165 Fuel oil pressure, engine inlet Fuel oil temperature, engine inlet Fuel oil temperature, engine inlet Fuel oil leakage, injection pipe Fuel rack control Fuel rack position GS166 GS171 ST173 ST174 Engine overload Stop lever in stop position Engine speed 1 (safety) Engine speed 2 (safety)
ST196P Engine speed, prime (speed control) ST196S Engine speed, backup (speed control) Size OD35 OD35 OD22 OD22 Standard DIN 2353 DIN 2353 DIN 2353 DIN 2353
Pipe connections: 101 102 103 104 Fuel inlet Fuel outlet Leak fuel drain, clean fuel Leak fuel drain, dirty fuel
27
The engine can be specified to either operate on heavy fuel oil (HFO) or on marine diesel fuel (MDF). The engine is designed for continuous operation on HFO. It is however possible to operate HFO engines on MDF intermittently without alternations. If the operation of the engine is changed from HFO to continuous operation on MDF, then a change of exhaust valves from Nimonic to Stellite is recommended. The engines are equipped with an adjustable throttle valve in the fuel return line. For engines installed in the same fuel feed circuit, it is essential to distribute the fuel correctly to the engines. For this purpose the pressure drop differences around engines shall be compensated with the adjustable throttle valve.
5.3
Bunker tanks, settling tanks, day tanks Pipes (trace heating) Separators Fuel feeder/booster units
To enable pumping the temperature of bunker tanks must always be maintained 5...10C above the pour point, typically at 40...50C. The heating coils can be designed for a temperature of 60C. The tank heating capacity is determined by the heat loss from the bunker tank and the desired temperature increase rate.
28
Figure 5.3 Fuel oil viscosity-temperature diagram for determining the pre-heating temperatures of fuel oils (DAAE016379a)
Example 1: A fuel oil with a viscosity of 380 cSt (A) at 50C (B) or 80 cSt at 80C (C) must be preheated to 115-150C (D-E) before the fuel injection pumps, to 98C (F) at the centrifuge and to minimum 40C (G) in the storage tanks. The fuel oil may not be pumpable below 36C (H). To obtain temperatures for intermediate viscosities, draw a line from the known viscosity/temperature point in parallel to the nearest viscosity/temperature line in the diagram. Example 2: Known viscosity 60 cSt at 50C (K). The following can be read along the dotted line: Viscosity at 80C = 20 cSt, temperature at fuel injection pumps 74-87C, centrifuging temperature 86C, minimum storage tank temperature 28C.
29
To ensure sufficient time for settling (water and sediment separation), the capacity of each tank should be sufficient for min. 24 hours operation at maximum fuel consumption. The tanks should be provided with internal baffles to achieve efficient settling and have a sloped bottom for proper draining. The temperature in HFO settling tanks should be maintained between 50C and 70C, which requires heating coils and insulation of the tank. Usuallly MDF settling tanks do not need heating or insulation, but the tank temperature should be in the range 20...40C.
30
Separation efficiency
The term Certified Flow Rate (CFR) has been introduced to express the performance of separators according to a common standard. CFR is defined as the flow rate in l/h, 30 minutes after sludge discharge, at which the separation efficiency of the separator is 85%, when using defined test oils and test particles. CFR is defined for equivalent fuel oil viscosities of 380 cSt and 700 cSt at 50C. More information can be found in the CEN (European Committee for Standardisation) document CWA 15375:2005 (E). The separation efficiency is measure of the separator's capability to remove specified test particles. The separation efficiency is defined as follows:
where: n = separation efficiency [%] Cout = number of test particles in cleaned test oil Cin = number of test particles in test oil before separator
Suction strainer (1F02) Feed pump (1P02) Pre-heater (1E01) Sludge tank (1T05) Separator (1S01/1S02) Sludge pump Control cabinets including motor starters and monitoring
31
32
where: P = heater capacity [kW] Q = capacity of the separator feed pump [l/h] T = temperature rise in heater [C]
For heavy fuels T = 48C can be used, i.e. a settling tank temperature of 50C. Fuels having a viscosity higher than 5 cSt at 50C require pre-heating before the separator. The heaters to be provided with safety valves and drain pipes to a leakage tank (so that the possible leakage can be detected).
Separator (1S01/1S02)
Based on a separation time of 23 or 23.5 h/day, the service throughput Q [l/h] of the separator can be estimated with the formula:
where: P = max. continuous rating of the diesel engine(s) [kW] b = specific fuel consumption + 15% safety margin [g/kWh] = density of the fuel [kg/m3] t = daily separating time for self cleaning separator [h] (usually = 23 h or 23.5 h)
The flow rates recommended for the separator and the grade of fuel must not be exceeded. The lower the flow rate the better the separation efficiency. Sample valves must be placed before and after the separator.
33
System components 1E02 1E03 1F03 1F05 1F06 1F07 1F08 1I01 1I02 1N01 1P03 1P04 1P06 1T03 1T04 1T06 1T07 1T08 1V01 1V02 1V03 1V04 1V05 1V07 1V08 Heater (booster unit) Cooler (booster unit) Safety filter (HFO) Fine filter (MDF) Suction filter (booster unit) Suction strainer (MDF) Automatic filter (booster unit) Flowmeter (booster unit) Viscosimeter (booster unit) Feeder / Booster unit Circulation pump (MDF) Fuel feed pump (booster unit) Circulation pump (booster unit) Day tank (HFO) Leak fuel tank (clean fuel) Day tank (MDF) Leak fuel tank (dirty fuel) De-aeration tank (booster unit) Change-over valve Pressure control valve (MDF) Pressure control valve (booster unit) Pressure control valve (HFO) Overflow valve (HFO) Venting valve (booster unit) Change-over valve
Pipe connections 101 102 103 1041 1043 Fuel inlet Fuel outlet Leak fuel drain, clean fuel Leak fuel drain, dirty fuel, free end Leak fuel drain, dirty fuel, fw end
34
System components 1E02 1E03 1F03 1F05 1F06 1F07 1F08 1I01 1I02 1P03 1P04 1P06 1T03 1T04 1T06 1T07 1T08 1V01 1V02 1V03 1V04 1V05 1V07 1V08 Heater (booster unit) Cooler (booster unit) Safety filter (HFO) Fine filter (MDF) Suction filter (booster unit) Suction strainer (MDF) Automatic filter (booster unit) Flow meter (booster unit) Viscosity meter (booster unit) Circulation pump (MDF) Fuel feed pump (booster unit) Circulation pump (booster unit) Day tank (HFO) Leak fuel tank (clean fuel) Day tank (MDF) Leak fuel tank (dirty fuel) De-aeration tank (booster unit) Change-over valve Pressure control valve (MDF) Pressure control valve (booster unit) Pressure control valve (HFO) Overflow valve (HFO) Venting valve (booster unit) Change-over valve
Pipe connections 101 102 103 1041 1043 Fuel inlet Fuel outlet Leak fuel drain, clean fuel Leak fuel drain, dirty fuel, free end Leak fuel drain, dirty fuel, fw end
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HFO pipes shall be properly insulated. If the viscosity of the fuel is 180 cSt/50C or higher, the pipes must be equipped with trace heating. It shall be possible to shut off the heating of the pipes when operating on MDF (trace heating to be grouped logically).
Two suction strainers Two fuel feed pumps of screw type, equipped with built-on safety valves and electric motors One pressure control/overflow valve One pressurized de-aeration tank, equipped with a level switch operated vent valve Two circulating pumps, same type as the fuel feed pumps Two heaters, steam, electric or thermal oil (one heater in operation, the other as spare) One automatic back-flushing filter with by-pass filter One viscosimeter for control of the heaters One control valve for steam or thermal oil heaters, a control cabinet for electric heaters One thermostatic valve for emergency control of the heaters One control cabinet including starters for pumps One alarm panel
The above equipment is built on a steel frame, which can be welded or bolted to its foundation in the ship. The unit has all internal wiring and piping fully assembled. All HFO pipes are insulated and provided with trace heating.
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Design data: Max. total pressure (safety valve) Max. total pressure (safety valve) unifuel installations Design temperature Viscosity for dimensioning of electric motor 1.0 MPa (10 bar) 1.2 MPa (12 bar) 150C 500 cSt
where: P = heater capacity (kW) Q = total fuel consumption at full output + 15% margin [l/h] T = temperature rise in heater [C]
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Design data: Fuel viscosity Design temperature Design flow Design pressure Fineness Maximum permitted pressure drops at 14 cSt: - clean filter - alarm 20 kPa (0.2 bar) 80 kPa (0.8 bar) according to fuel specifications 50C Equal to feed/circulation pump capacity 1.6 MPa (16 bar) 37 m (absolute mesh size)
A gravity tank located min. 15 m above the crankshaft A pneumatically driven fuel feed pump (1P11) An electrically driven fuel feed pump (1P11) powered by an emergency power source
5.3.6 Flushing
The external piping system must be thoroughly flushed before the engines are connected and fuel is circulated through the engines. The piping system must have provisions for installation of a temporary flushing filter. The fuel pipes at the engine (connections 101 and 102) are disconnected and the supply and return lines are connected with a temporary pipe or hose on the installation side. All filter inserts are removed, except
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Wrtsil Auxpac - Product Guide 5. Fuel Oil System in the flushing filter of course. The automatic filter and the viscosimeter should be bypassed to prevent damage. The fineness of the flushing filter should be 35 m or finer.
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6.
6.1
Category Fuel standard A ASTM D 975-01, BS MA 100: 1996 CIMAC 2003 ISO8217: 1996(E) BS MA 100: 1996 CIMAC 2003 ISO 8217: 1996(E) ASTM D 975-01, ASTM D 396-04, BS MA 100: 1996 CIMAC 2003 ISO 8217: 1996(E) GRADE NO. 1-D, 2-D DMX, DMA DX, DA ISO-F-DMX, DMA DMB DB ISO-F-DMB GRADE NO. 4-D GRADE NO. 5-6 DMC, RMA10-RMK55 DC, A30-K700 ISO-F-DMC, RMA10-RMK55
Lubricating oil BN
10...30
15...30
30...55
BN 50-55 lubricants are to be selected in the first place for operation on HFO. BN 40 lubricants can also be used with HFO provided that the sulphur content of the fuel is relatively low, and the BN remains above the condemning limit for acceptable oil change intervals. BN 30 lubricating oils should be used together with HFO only in special cases; for example in SCR (Selective Catalyctic Reduction) installations, if better total economy can be achieved despite shorter oil change intervals. Lower BN may have a positive influence on the lifetime of the SCR catalyst. Crude oils with low sulphur content may permit the use of BN 30 lubricating oils. It is however not unusual that crude oils contain other acidic compounds, which requires a high BN oil although the sulphur content of the fuel is low. It is not harmful to the engine to use a higher BN than recommended for the fuel grade. Different oil brands may not be blended, unless it is approved by the oil suppliers. Blending of different oils must also be approved by Wrtsil, if the engine still under warranty. An updated list of approved lubricating oils is supplied for every installation.
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6.2
System components: 01 02 03 04 05 Lubricating oil main pump Prelubricating oil pump Lubricating oil cooler Temperature control valve Automatic filter 06 07 08 09 10 Centrifugal filter Pressure control valve Turbocharger Guide block (**) Control valve (**)
Sensors and indicators: PT201 PTZ201 PDI243 PDS243 Lubricating oil pressure before bearings Low lubricating oil pressure, back-up Lubricating oil filter difference pressure Lubricating oil filter difference pressure TE201 TI201 LS204 LS205 Size DN32 DN32 M48*2 DN65 DN65 PN16 PN16 ISO 7005-1 ISO 7005-1 Lube oil temp. before bearings Lube oil temp. before bearings (*) Lubricating oil low level, oil sump Lubricating oil high level, oil sump (*) Pressure class PN40 PN40 Standard ISO 7005-1 ISO 7005-1
Pipe connections 213 214 215 221 701 Lubricating oil from separator and filling Lubricating oil to separator and drain Lubricating oil filling Lubricating oil overflow Crankcase air vent
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Figure 6.2 Internal lubricating oil system W26 based gensets (DAAR009879)
System components: 01 02 03 04 05 Lubricating oil main pump Pre-lubricating oil pump Pressure control valve Lubricating oil cooler Automatic filter 06 07 08 09 10 Centrifugal filter Turbocharger Sample valve Wet sump Cylinder liner
Sensors and indicators: PT201 TE201 LS204 LS205 Lube oil pressure, engine inlet Lube oil temperature, engine inlet Lube low level, min level Lube low level, high level (optional) TE202 TE232 TI201 PT241 PT700 QU700 Size DN40 DN40 DN80 DN80 PN16 PN16 Lube oil temperature, engine outlet (optional) Lube oil temperature, engine outlet (optional) Lube oil temperature, engine inlet (optional) Lube oil pressure, filter inlet (optional) Crankcase pressure (optional) Oil mist detector Pressure class Standard ISO 7005-1 ISO 7005-1 ISO 7005-1 ISO 7005-1 PTZ201 Lube oil pressure, engine inlet PDT243 Lube oil filter difference pressure
Pipe connections 213 214 221 701 Lubricating oil from separator and filling Lubricating oil to separator and drain Lubricating oil overflow Crankcase air vent
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6.3
System components 2E02 2F03 2I02 2N01 2P03 2R04 2S01 2S02 2T03 2T06 2T08 2T09 2V03 2V06 Heater (Separator unit) Suction filter (Separator unit) Flow indicator Separator unit Separator pump (Separator unit) Orifice (adjustable) Separator Condensate trap New oil tank Sludge tank Used oil tank Overflow oil tank Pressure control valve Shut-off valve
Pipe connections 213 215 221 701 Lubrication oil from separator and filling Lubrication oil filling Lubrication oil overflow Crankcase air vent
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Figure 6.4 External lubricating oil system, intermittent direct separation (DAAE052030a)
System components 2E02 2F03 2N01 2P03 2S01 2S02 2T03 2T06 2T08 Heater (Separator unit) Suction filter (Separator unit) Separator unit Separator pump (Separator unit) Separator Condensate trap New oil tank Sludge tank Used oil tank
Pipe connections 213 214 215 701 Lubrication oil from separator and filling Lubrication oil to separator and drain Lubrication oil filling Crankcase air vent
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Feed pump with suction strainer and safety valve Preheater Separator Control cabinet
The lubricating oil separator unit may also be equipped with an intermediate sludge tank and a sludge pump, which offers flexibility in placement of the separator since it is not necessary to have a sludge tank directly beneath the separator.
Separator (2S01)
The separators should preferably be of a type with controlled discharge of the bowl to minimize the lubricating oil losses. The service throughput Q [l/h] of the separator can be estimated with the formula:
where: Q = volume flow [l/h] P = engine output [kW] n = number of through-flows of tank volume per day: 5 for HFO, 4 for MDF t = operating time [h/day]: 24 for continuous separator operation, 23 for normal dimensioning
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6.4
Minimum size of the ventilation pipe after the condensate trap is: W20 based gensets: DN80 W26 based gensets: DN100
The max. back-pressure must also be considered when selecting the ventilation pipe size.
6.5
Flushing instructions
Flushing instructions in this Product Guide are for guidance only. For contracted projects, read the specific instructions included in the installation planning instructions (IPI).
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7.
7.1
System components: 01 02 03 04 Turbine starter Blocking valve, turning gear engaged Pneumatic cylinder at each injection pump Pressure regulator 05 06 07 08 Air container Solenoid valve Safety valve Charge air waste gate (if VIC)
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Sensors and indicators: PT301 PT311 GS792 CV153-1 Starting air pressure, engine inlet Control air pressure Turning gear engaged Stop/shutdown solenoid valve Size OD28 OD28 Standard DIN 2353 DIN 2353 CV153-2 CV321 CV657 Stop/shutdown solenoid valve Start solenoid valve Charge air limiter (if VIC)
Pipe connections 301 611 Starting air inlet, 3 MPa Charge air wastegate outlet (if VIC)
Figure 7.2 Internal starting air system, W26 based gensets (DAAR001973)
System components: 01 02 03 Starting solenoid valve Blocking valve, turning gear engaged Turbine starter 04 05 06 Air filter with water separator Stop unit Pneumatic stop cylinder
Sensors and indicators: PT301 PT311 GS792 Starting air pressure, engine inlet Control air pressure, engine inlet Turning gear engaged Size DN40 Pressure class PN40 Standard ISO 7005-1 CV153-1 CV321 Stop/shutdown solenoid valve Start solenoid valve
7.2
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The auxiliary engines can also have a separate starting air system.
Figure 7.4 External starting air system (DAAE007204d)
System components 3F02 3N02 3P01 3S01 3T01 Air filter Starting air compressor unit Compressor (starting air compressor) Separator (starting air compressor) Starting air vessel
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Dimensions [mm] L1 1807 1217 1767 3204 L2 1) 243 243 243 243 L3 1) 110 110 110 133 D 324 480 480 480
The starting air consumption stated in technical data is for a successful start. During a remote start the main starting valve is kept open until the engine starts, or until the max. time for the starting attempt has elapsed. A failed remote start can consume two times the air volume stated in technical data. If the ship has a class notation for unattended machinery spaces, then the starts are to be demonstrated as remote starts, usually so that only the last starting attempt is successful. The required total starting air vessel volume can be calculated using the formula:
where: VR = total starting air vessel volume [m3] pE = normal barometric pressure (NTP condition) = 0.1 MPa VE = air consumption per start [Nm3] See Technical data
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where: n = required number of starts according to the classification society pRmax = maximum starting air pressure = 3 MPa pRmin = minimum starting air pressure = 1.8 MPa
NOTE!
The total vessel volume shall be divided into at least two equally sized starting air vessels.
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8.
8.1
Good quality tap water can be used, but shore water is not always suitable. It is recommended to use water produced by an onboard evaporator. Fresh water produced by reverse osmosis plants often has higher chloride content than permitted. Rain water is unsuitable as cooling water due to the high content of oxygen and carbon dioxide. Only treated fresh water containing approved corrosion inhibitors may be circulated through the engines. It is important that water of acceptable quality and approved corrosion inhibitors are used directly when the system is filled after completed installation.
8.1.2 Glycol
Use of glycol in the cooling water is not recommended unless it is absolutely necessary. Starting from 20% glycol the engine is to be de-rated 0.23 % per 1% glycol in the water. Max. 50% glycol is permitted. Corrosion inhibitors shall be used regardless of glycol in the cooling water.
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8.2
System components: 01 02 03 04 HT-cooling water pump LT-cooling water pump Charge air cooler Lubricating oil cooler 05 06 07 08 HT-thermostatic valve LT-thermostatic valve Adjustable orifice Orifice
Sensors and indicators: PT401 PT471 TE401 TI401 TE402 HT-water pressure before cylinder jackets LT-water pressure before CAC HT-water temp. before cylinder jackets HT-water temp. before cylinder jackets (optional) HT-water temp. after cylinder jackets TEZ402 HT-water temp. after cylinder jackets TE471 TI471 TI472 TI482 Size DN65 DN65 OD12 OD28 M18*1.5 DN80 DN80 OD12 DN50 DN50 M18*1.5 PN40 PN40 ISO 7005-1 ISO 7005-1 PN16 PN16 ISO 7005-1 ISO 7005-1 LT-water temp. before CAC LT-water temp. before CAC (optional) LT-water temp. after CAC (optional) LT-water temp. after cooler (optional) Pressure class PN16 PN16 Standard ISO 7005-1 ISO 7005-1 DIN 2353 DIN 2353
Pipe connections 401 402 404 406 411 451 452 454 460 461 464 HT-water inlet HT-water outlet HT-water air vent Water from preheater to HT-circuit HT-water drain LT-water inlet LT-water outlet LT-water air vent from air cooler LT-water to generator (if water cooled generator) LT-water from generator (if water cooled generator) LT-water drain
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Figure 8.2 Internal cooling water system, separate HT and LT, W26 based gensets (DAAR009888)
System components: 01 02 03 04 HT-cooling water pump LT-cooling water pump Cylinder liner and multiduct Non-return valve with restrictor 05 06 07 Lubricating oil cooler Charge air cooler Thermostatic valve
Sensors and indicators: PT401 TE401 TE402 TEZ402 PT471 TE471 HT-water pressure before cylinder jackets HT-water temp. before cylinder jackets HT-water temp. after cylinder jackets HT-water temp. after cylinder jackets LT-water pressure before CAC LT-water temp. before CAC TE472 TE482 TI401 TI471 TI472 TI482 Size DN80 DN80 OD12 LT-water temp. after CAC LT-water temp. before cooler (optional) HT-water temp. before cylinder jackets (optional) LT-water temp. before CAC (optional) LT-water temp. after CAC (optional) LT-water temp. after CAC (optional) Pressure class PN16 PN16 Standard ISO 7005-1 ISO 7005-1 DIN 2353
Pipe connections 401 402 404 405 406 411 451 452 454 464 HT-water inlet HT-water outlet HT-water air vent HT-water to preheater Water from preheater to HT-circuit HT-water drain LT-water inlet LT-water outlet LT-water air vent from air cooler LT-water drain
M10*1 DN100 DN80 OD12 G1/4" M18*1.5 PN16 PN16 ISO 7005-1 ISO 7005-1
The cooling water system comprises a low-temperature (LT) circuit and a high-temperature (HT) circuit. The LT-circuit includes the LT-charge air cooler and lubricating oil cooler while the HT-circuit includes jacket and cylinder head cooling. As option LT and HT can be internally connected together for W20 based gensets. The outlet temperatures of the LT and the HT circuits are controlled by thermostatic valves.
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Figure 8.3 Internal cooling water system, combined HT and LT, W20 based gensets (DAAE010159G)
System components: 01 02 03 04 HT-cooling water pump LT-cooling water pump Charge air cooler Lubricating oil cooler 05 06 07 08 HT-thermostatic valve LT-thermostatic valve Adjustable orifice Orifice
Sensors and indicators: PT401 PT471 TE401 TI401 TE402 HT-water pressure before cylinder jackets LT-water pressure before CAC HT-water temp. before cylinder jackets HT-water temp. before cylinder jackets (optional) HT-water temp. after cylinder jackets TEZ402 HT-water temp. after cylinder jackets TE471 TI471 TI472 TI482 Size OD28 M18*1.5 DN80 DN80 DN50 DN50 M18*1.5 OD12 DIN 2353 PN16 PN16 PN40 PN40 ISO 7005-1 ISO 7005-1 ISO 7005-1 ISO 7005-1 LT-water temp. before CAC LT-water temp. before CAC (optional) LT-water temp. after CAC (optional) LT-water temp. after cooler (optional) Pressure class Size DIN 2353
Pipe connections 406 411 451 452 460 461 464 480 Water from preheater to HT-circuit HT-water drain LT-water inlet LT-water outlet LT-water to generator (if water cooled generator) LT-water from generator (if water cooled generator) LT-water drain Cooling water vent
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Engine speed [RPM] 900 1000 900 1000 900 1000 900 1000 900 1000 900 1000 900 1000
HT impeller [ mm] 180 170 187 175 191 180 191 180 178 178 193 193 193 193
LT impeller [ mm] 187 170 187 175 197 187 197 187 178 178 193 193 193 193
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8.3
Figure 8.6 Cooling water system, separate system for auxiliary engines, without heat recovery (DAAE028083b)
System components 4E08 4N01 4P09 4S01 Central cooler Preheating unit Transfer pump Air venting 4T04 4T05 4T06 4V08 Drain tank Expansion tank Air vent collecting tank Temperature control valve (Optional)
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Figure 8.7 Cooling water system, separate system for auxiliary engines, with evaporator (3V76C5826B)
System components 4E05 4E08 4N01 4N02 4P04 Heater (Preheating unit) Central cooler Preheating unit Evaporator unit Circulating pump (Preheating unit) 4P09 4S01 4T04 4T05 4V02 Transfer pump Air venting Drain tank Expansion tank Temperature control valve (Heat recovery)
Figures 8.8 and 8.9 shows common cooling water circuits for auxiliary engines and slow speed main engines. Features to note are:
LT-water supply from electric driven LT-pump (flow to auxiliary engine circuit adjusted by throttle valve) Main engine can be pre-heated with running auxiliary engine Generator cooling possible from the electric driven pump HT-water from return line of LT circuit before central cooler (Figure 8.9 only)
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Figure 8.8 Cooling water system, common for ME and AE, split LT- and HT-circuit, common heat recovery and preheating for ME and AE (DAAE030654)
System components 2E01 4E03-1 4E03-2 4E04 4E05 4E08 4E12 4E15 4E21 4E22 4N01 Lubrication oil cooler Heat recovery (Evaporator) ME Heat recovery (Evaporator) ME+AE Raw water cooler (HT) Heater (Preheater) Optional Central cooler Cooler (Installation parts) Cooler (Generator) Optional Cooler (Scavenge air) Heater (Booster) Optional Preheating unit 4P14 4P15 4P19 4P20 4S01 4T01 4T02 4V01 4V08 4V12 Circulating pump (HT) Circulating pump (LT) Circulating pump (Evaporator) Circulating pump (Preheating HT) Air venting Expansion tank (HT) Expansion tank (LT) Temperature control valve (HT) Temperature control valve (LT) Temperature control valve (Heat recovery and preheating)
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Figure 8.9 Cooling water system, common for ME and AE, mixed LT- and HT-circuit, common heat recovery and preheating for ME and AE (DAAE030653)
System components 2E01 4E03-1 4E03-2 4E05 4E08 4E12 4E15 4E21 4E22 4N01 Lubrication oil cooler Heat recovery (Evaporator) ME Heat recovery (Evaporator) ME+AE Heater (Preheater) Optional Central cooler Cooler (Installation parts) Cooler (Generator) Optional Cooler (Scavenge air) Heater (Booster) Optional Preheating unit 4P14 4P15 4P19 4P20 4S01 4T05 4V01 4V08 4V12 Circulating pump (HT) Circulating pump (LT) Circulating pump (Evaporator) Circulating pump (Preheating HT) Air venting Expansion tank Temperature control valve (HT) Temperature control valve (central cooler) Temperature control valve (heat recovery and preheating)
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Figure 8.10 Cooling water system, connected to a central LT system with circulating pump, without heat recovery (DAAE028652b)
System components 4E08 4N01 4P09 4P17 4R07 Central cooler Preheating unit Transfer pump Circulating pump (HT/LT) Adjustable throttle valve (LT-water) 4S01 4T04 4T05 4T06 4V08 Air venting Drain tank Expansion tank Air vent collecting tank Temperature control valve (Optional)
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In case where fresh water central cooler is used for combined LT and HT water flows in a parallel system the total flow can be calculated with the following formula:
where: q= qLT = Q= Tout = Tin = total fresh water flow [m/h] nominal LT pump capacity[m/h] heat dissipated to HT water [kW] HT water temperature after engine (91C) HT water temperature after cooler (38C)
Note that in a parallel system usually the full LT pump capacity goes to the cooler whereas most HT water is re-circulated on the enigne. The HT flow from the engine depends on the engine load (HT heat flow) and the temperature of the replacement water. In a system with LT and HT circuits in series as well as for engine internally combined system is the flow to the coolers equals the LT pump capacity.
The vent pipes should enter the tank below the water level to prevent oxidation. The tank should be equipped so that it is possible to dose water treatment agents.
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8.3.6 Throttles
Throttles (orifices) are recommended at all by-pass lines to ensure balanced operating conditions for temperature control valves.
8.3.9 Pre-heating
Engines started and stopped on heavy fuel and all engines on which high load will be applied immediately after start have to be pre-heated as close to the actual operating temperature as possible, or minimum 60C. If the HT-cooling water temperature cannot be kept at 60C or higher, load application should follow the graph below. Starting and loading the generating set at HT-water temperatures below 40C is not recommended. Based on how the system is designed, heat from running engines can be used for pre-heating.
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Heater (4E05)
The energy source of the heater can be electric, steam or thermal oil. It is recommended to heat the HT-water to a temperature near the normal operating temperature, however minimum 60C. The heating power determines the required time to heat up the engine from cold condition.
Design data: Preheating temperature Heating power to keep hot engine warm min. 60C W20 gensets: 1.0 kW/cyl W26 gensets: 1.5 kW/cyl
Required heating power to heat up the engine to 60C, see formula below:
where: P= T1 = T0 = meng = VLO = VFW = t= keng = ncyl = Preheater output [kW] Preheating temperature = 60C Ambient temperature [C] Engine weight [ton] Lubricating oil volume [m3] HT-water volume [m3] Preheating time [h] Engine specific coefficient Number of cylinders W20 based gensets: 0.5 kW W26 based gensets: 0.75 kW
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Electric or steam heaters Circulating pump Control cabinet for heaters and pump Set of thermometers Non-return valve Safety valve
Weight [kg] 75 93 93 95
Dimensions [mm] A 1050 1050 1050 1250 B 720 550 720 900 C 610 660 660 660 D 190 240 240 240 E 425 450 450 450
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9.
9.1
Main and auxiliary diesel engines Exhaust gas piping Generators Electric appliances and lighting Boilers Steam and condensate piping Tanks
It is recommended to consider an outside air temperature of no less than 35C and a temperature rise of 11C for the ventilation air. The amount of air required for ventilation is then calculated using the formula:
where: qv = air flow [m/s] = total heat emission to be evacuated [kW] = air density 1.13 kg/m c = specific heat capacity of the ventilation air 1.01 kJ/kgK T = temperature rise in the engine room [C]
The heat emitted by the engine is listed in chapter Technical data. The engine room ventilation air has to be provided by separate ventilation fans. These fans should preferably have two-speed electric motors (or variable speed). The ventilation can then be reduced according to outside air temperature and heat generation in the engine room, for example during overhaul of the main engine when it is not preheated (and therefore not heating the room). The ventilation air is to be equally distributed in the engine room considering air flows from points of delivery towards the exits. This is usually done so that the funnel serves as exit for most of the air. To avoid stagnant air, extractors can be used. It is good practice to provide areas with significant heat sources, such as separator rooms with their own air supply and extractors. Under-cooling of the engine room should be avoided during all conditions (service conditions, slow steaming and in port). Cold draft in the engine room should also be avoided, especially in areas of frequent maintenance activities. For very cold conditions a pre-heater in the system should be considered. Suitable media could be thermal oil or water/glycol to avoid the risk for freezing. If steam is specified as heating medium for the ship, the pre-heater should be in a secondary circuit.
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9.2
where: qc = combustion air volume flow [m/s] m' = combustion air mass flow [kg/s] = air density 1.15 kg/m
The fans should preferably have two-speed electric motors (or variable speed) for enhanced flexibility. In addition to manual control, the fan speed can be controlled by engine load. In multi-engine installations each main engine should preferably have its own combustion air fan. Thus the air flow can be adapted to the number of engines in operation. The combustion air should be delivered through a dedicated duct close to the turbocharger, directed towards the turbocharger air intake. The outlet of the duct should be equipped with a flap for controlling the direction and amount of air. Also other combustion air consumers, for example other engines, gas turbines and boilers shall be served by dedicated combustion air ducts. If necessary, the combustion air duct can be connected directly to the turbocharger with a flexible connection piece. With this arrangement an external filter must be installed in the duct to protect the turbocharger and prevent fouling of the charge air cooler. The permissible total pressure drop in the duct is max. 1.5 kPa. The duct should be provided with a step-less change-over flap to take the air from the engine room or from outside depending on engine load and air temperature. For very cold conditions heating of the supply air must be arranged. The combustion air fan is stopped during start of the engine and the necessary combustion air is drawn from the engine room. After start either the ventilation air supply, or the combustion air supply, or both in combination must be able to maintain the minimum required combustion air temperature. The air supply from the combustion air fan is to be directed away from the engine, when the intake air is cold, so that the air is allowed to heat up in the engine room.
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Example, according to the diagram: At an ambient air temperature of 35C and a relative humidity of 80%, the content of water in the air is 0.029 kg water/ kg dry air. If the air manifold pressure (receiver pressure) under these conditions is 2.5 bar (= 3.5 bar absolute), the dew point will be 55C. If the air temperature in the air manifold is only 45C, the air can only contain 0.018 kg/kg. The difference, 0.011 kg/kg (0.029 - 0.018) will appear as condensed water.
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System components: 01 02 03 Turbocharger Water container Pressure from air duct 04 05 06 Charge air cooler Charge air wastegate, only on WA20D4 Cylinders
Sensors and indicators TE501xA Exhaust gas temperature after each cylinder TE511 TE517 TE601 Exhaust gas temperature after turbine Charge air temperature after CAC TI601 SE518 CV657 Size see section "Exhaust gas outlet" Quick connection OD28 DIN 2353 Charge air temperature after CAC (optional) Charge air pressure after CAC Turbocharger speed Charge air limiter (if VIC) Standard Exhaust gas temperature before turbine (optional) PT601
Pipe connections 501 502 611 Exhaust gas outlet Cleaning water to turbine Charge air wastegate outlet (if VIC)
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Figure 10.2 Internal charge air and exhaust gas system W26 based gensets (DAAR009896)
System components: 01 02 03 04 Turbocharger Compressor cleaning device Turbine cleaning device Air filter and silencer 05 06 07 Charge air cooler Indicator valve Safety valve
Sensors and indicators TE50x TE511 TE517 SE518 PT601 Exhaust gas temperature after each cylinder Exhaust gas temperature after turbine Turbocharger speed Charge air pressure after CAC TE600 TI601 TE621 Size see section "Exhaust gas outlet" Quick connection OD35 Air temperature TC inlet (optional) Charge air temperature after CAC Charge air temperature after CAC (optional) Charge air temperature before CAC (optional) Standard Exhaust gas temperature before turbine (optional) TE601
Pipe connections 501 502 607 Exhaust gas outlet Cleaning water to turbine Condensate from cooler
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1 2 3 4 5 6 7 8 9
Diesel engine Exhaust gas bellows Connection for measurement of back pressure Transition piece Drain with water trap, continuously open Bilge SCR Urea injection unit (SCR) CSS silencer element
10.3.1 Piping
The piping should be as short and straight as possible. Pipe bends and expansions should be smooth to minimise the backpressure. The diameter of the exhaust pipe should be increased directly after the bellows on the turbocharger. Pipe bends should be made with the largest possible bending radius; the bending radius should not be smaller than 1.5 x D. The recommended flow velocity in the pipe is 3540 m/s at full output. If there are many resistance factors in the piping, or the pipe is very long, then the flow velocity needs to be lower. The exhaust gas mass flow given in chapter Technical data can be translated to velocity using the formula:
Where: v = gas velocity [m/s] m' = exhaust gas mass flow [kg/s] T = exhaust gas temperature [C] D = exhaust gas pipe diameter [m]
The exhaust pipe must be insulated with insulation material approved for concerned operation conditions, minimum thickness 30 mm considering the shape of engine mounted insulation. Insulation has to be continuous and protected by a covering plate or similar to keep the insulation intact. Closest to the turbocharger the insulation should consist of a hook on padding to facilitate maintenance. It is especially important to prevent the airstream to the turbocharger from detaching insulation, which will clog the filters. After the insulation work has been finished, it has to be verified that it fulfils SOLAS-regulations. Surface temperatures must be below 220C on whole engine operating range.
10.3.2 Supporting
It is very important that the exhaust pipe is properly fixed to a support that is rigid in all directions directly after the bellows on the turbocharger. There should be a fixing point on both sides of the pipe at the support.
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Wrtsil Auxpac - Product Guide 10. Exhaust Gas System The bellows on the turbocharger may not be used to absorb thermal expansion from the exhaust pipe. The first fixing point must direct the thermal expansion away from the engine. The following support must prevent the pipe from pivoting around the first fixing point. Absolutely rigid mounting between the pipe and the support is recommended at the first fixing point after the turbocharger. Resilient mounts can be accepted for resiliently mounted engines with long bellows, provided that the mounts are self-captive; maximum deflection at total failure being less than 2 mm radial and 4 mm axial with regards to the bellows. The natural frequencies of the mounting should be on a safe distance from the running speed, the firing frequency of the engine and the blade passing frequency of the propeller. The resilient mounts can be rubber mounts of conical type, or high damping stainless steel wire pads. Adequate thermal insulation must be provided to protect rubber mounts from high temperatures. When using resilient mounting, the alignment of the exhaust bellows must be checked on a regular basis and corrected when necessary. After the first fixing point resilient mounts are recommended. The mounting supports should be positioned at stiffened locations within the ships structure, e.g. deck levels, frame webs or specially constructed supports. The supporting must allow thermal expansion and ships structural deflections.
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Exhaust noise
The unattenuated exhaust noise is typically measured in the exhaust duct. The in-duct measurement is transformed into free field sound power through a number of correction factors. The spectrum of the required attenuation in the exhaust system is achieved when the free field sound power (A) is transferred into sound pressure (B) at a certain point and compared with the allowable sound pressure level (C).
Figure 10.5 Exhaust noise, source power corrections
The conventional silencer is able to reduce the sound level in a certain area of the frequency spectrum. CSS is designed to cover the whole frequency spectrum.
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Attenuation: 25 dB(A) NS 300 350 400 450 500 D [mm] 860 950 1060 1200 1200 A [mm] 1250 1405 1500 1700 1700 B [mm] 150 115 150 180 200 L [mm] 2530 2780 3280 3430 3430 Weight [kg] 360 440 570 685 685
Attenuation: 35 dB(A) L [mm] 3530 3780 4280 4280 4280 Weight [kg] 455 580 710 855 860
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12.1.4 Smoke
Although smoke is usually the visible indication of particulates in the exhaust, the correlations between particulate emissions and smoke is not fixed. The lighter and more volatile hydrocarbons will not be visible nor will the particulates emitted from a well maintained and operated diesel engine. Smoke can be black, blue, white, yellow or brown in appearance. Black smoke is mainly comprised of carbon particulates (soot). Blue smoke indicates the presence of the products of the incomplete combustion of the fuel or lubricating oil. White smoke is usually condensed water vapour. Yellow smoke is caused by NOx emissions. When the exhaust gas is cooled significantly prior to discharge to the atmosphere, the condensed NO2 component can have a brown appearance.
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The NOx level is a weigthed awerage of NOx emissions at different loads, in accordance with the applicable test cycle for the specific engine operating profile.
EIAPP Certification
An EIAPP (Engine International Air Pollution Prevention) Certificate is issued for each engine showing that the engine complies with the NOx regulations set by the IMO. When testing the engine for NOx emissions, the reference fuel is Marine Diesel Oil (distillate) and the test is performed according to ISO 8178 test cycles. Subsequently, the NOx value has to be calculated using different weighting factors for different loads that have been corrected to ISO 8178 conditions. The used ISO 8178 test cycles are presented in the following table.
Table 12.1 ISO 8178 test cycles
100 75 0.25
100 50 0.3
100 25 0.3
100 10 0.1
100 75 0.5
100 50 0.15
100 25 0.15
C1: Speed "Variable -speed and -load Torque (%) auxiliary engine application" Weighting factor
Idle 0 0.15
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Engine family/group
As engine manufacturers have a variety of engines ranging in size and application, the NOx Technical Code allows the organising of engines into families or groups. By definition, an engine family is a manufacturers grouping, which through their design, are expected to have similar exhaust emissions characteristics i.e., their basic design parameters are common. When testing an engine family, the engine which is expected to develop the worst emissions is selected for testing. The engine family is represented by the parent engine, and the certification emission testing is only necessary for the parent engine. Further engines can be certified by checking document, component, setting etc., which have to show correspondence with those of the parent engine.
Technical file
According to the IMO regulations, a Technical File shall be made for each engine. The Technical File contains information about the components affecting NOx emissions, and each critical component is marked with a special IMO number. The allowable setting values and parameters for running the engine are also specified in the Technical File. The EIAPP certificate is part of the IAPP (International Air Pollution Prevention) Statement of Compliance for the whole ship.
The NOx level is a weighted average of NOx emissions at different loads, and the test cycle is based on the engine operating profile according to ISO 8178 test cycles. IMO Tier 2 NOx limit corresponds to about 20% reduction from todays IMO Tier 1 level. This reduction can be reached with engine optimization.
IMO Tier 3 NOx emission standard (new ships 2016, in designated areas)
The IMO Tier 3 NOx level will enter into force from 1 January 2016, but the Tier 3 NOx level will only apply in designated special areas. These areas are not yet defined by the IMO. IMO Tier 2 NOx level will apply outside the Tier 3 designated areas. The Tier 3 NOx limit is not applicable to recreational ships < 24 m and for ships with combined propulsion power < 750 kW subject to satisfactory demonstration to Administration that the ship cannot meet Tier 3. The IMO Tier 3 NOx limit is expressed as dependent on engine speed.
The IMO Tier 3 NOx limit is defined as follows: NOx [g/kWh] = 9 x rpm-0.2 when 130 < rpm < 2000
The IMO Tier 3 NOx limit corresponds to an 80% reduction from todays IMO Tier 1 level. The reduction can be reached by applying a secondary exhaust gas emission control system. At present Selective Catalytic Reduction (SCR) is the only efficient way to reach the NOx reduction of 80%.
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Fuel sulphur cap Max. 1% S in fuel Max 3.5% S in fuel Max. 0.1% S in fuel Max. 0.5% S in fuel
Date of implementation 1 July 2010 1 January 2012 1 January 2015 1 January 2020
Abatement technologies including scrubbers are allowed as alternatives to low sulphur fuels.
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Refer to the "Wrtsil Environmental Product Guide" for information about exhaust gas emission control systems.
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Main control unit ( MCM ) for control of starting and stopping sequences and speed control of the generating set. Engine safety module ( ESM ) for measuring of engine speed and turbocharger speed and for activation of automatic safety shutdowns ( over speed, low lubricating oil pressure and high HT cooling water temperature. The ESM also performs wire break monitoring for the safety system signals. Electric actuator for control of fuel rack position. Solenoids Sensors and switches for the ships alarm and monitoring system. The sensors are pre-wired to a connection box on the generating set. Indicators for generating set speed, turbocharger speed and running hours. Local indications ( bar graphs ) for engine main parameters. Control mode switch Blow / Blocked / Local / Remote Emergency stop button Local start button Local stop button Shutdown reset button
Overspeed Low lubricating oil pressure High HT cooling water temperature Emergency stop button
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Turning device engaged. Pre-lubricating pressure low. Starting is allowed within 30 minutes after the pressure has dropped below the set point of 50 kPa. Engine start blocking selector switch turned into Blocked position Engine running Stop signal to engine activated (safety shut-down, emergency stop, normal stop) Stop lever in stop position
Thermometers
The generating set is as standard equipped with a bar graph type thermometer for HT cooling water temperature mounted in the local control box.
Pressure gauges
The generating set is as standard equipped with the following bar graph type pressure gauges:
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Fuel pressure Lubricating oil pressure Starting air pressure Control air pressure HT cooling water pressure LT cooling water pressure Charge air pressure
Indication of rpm
The generating sets are equipped with local indication for engine speed and turbocharger speed.
Code
Description
I/O type AI AI DI AI AI DI DI DI AI AI AI AI AI AI AI AI
Signal type 4-20 mA PT100 Pot. free 4-20 mA PT100 Pot. free Pot. free Pot. free 4-20 mA 4-20 mA 4-20 mA PT100 PT100 4-20 mA PT100 4-20 mA
Range
Alarm setpoint <4 OPEN <3 > 75 OPEN OPEN OPEN < 7 > 15 < 16 <2 < 60 > 105 <2 > 55 > 480
Delay
Note
PT101 TE101 LS103A PT201 TE201 PDS243 LS204 LS205 PT301 PT311 PT401 TE401 TE402 PT471 TE471
Fuel Oil Pressure, Engine inlet Fuel Oil Temperature, Engine inlet Fuel Oil Leakage, Injection Pipe Lubricating Oil Pressure, Engine inlet Lubricating Oil Temperature, Engine inlet Lubricating Oil Filter Pressure Difference Lubricating oil low level, oil sump Lubricating oil high level, oil sump Starting Air Pressure, Engine inlet Control Air Pressure, Engine inlet HT Water Pressure, Jacket inlet HT Water Temperature, Jacket inlet HT Water Temperature, Engine outlet LT Water Pressure, CAC inlet LT Water Temperature, CAC inlet
0-16 bar 0-160C on/off 0-10 bar 0-160C on/off on/off on/off 0-16 bar 0-40 bar 0-6 bar 0-160C 0-160C 0-6 bar 0-160C 0-750C
5s 5s 5s 5s 5s 5s 5s 15/5 s 5s 5s 5s 5s 2s 5s 10 s One sensor / cylinder. See Note 1) BL BL Optional Setpoint in sensor >1.5 bar BL
TE5011A- Exhaust Gas Temperature, Cylinder X TE50X1A outlet TE517 PT601 TE601 ST173 SE518 Exhaust Gas Temperature, TC outlet Charge Air Pressure, Engine inlet Charge Air Temperature, Engine inlet Engine Speed Turbo speed
AI AI AI AI AI
0-750C 0-6 bar 0-160C 0-1200 rpm 0-75000 rpm on/off on/off on/off
2s 25 s 5s
5s
DI DI DI
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Code
Description
I/O type DI DI DI DI DI DI DI DI DI DI
Signal type Pot. free Pot. free Pot. free Pot. free Pot. free Pot. free Pot. free Pot. free Pot. free Pot. free
Range
Alarm setpoint OPEN OPEN OPEN OPEN OPEN OPEN OPEN OPEN OPEN CLOSED
Delay
Note
Lubricating Oil Pressure Low, Shutdown Actuator major failure, Shutdown Emergency Stop Engine Control System Minor Alarm ESM failure
on/off on/off on/off on/off on/off on/off on/off on/off on/off on/off
2s 2s 2s 2s 2s 2s 2s 2s 2s 2s
NS7799-1 PDM System Supply Earth Fault NS7800-1 PDM System Supply Failure NS869 OS820/ NS886 IS780 WIP Failure Engine Control System Major Failure Alarm Blocking
TC speed high alarm 60850 rpm 48000 rpm 41500 rpm 41500 rpm 41400 rpm 35340 rpm 34390 rpm
Code
Description
I/O type AI AI AI AI AI AI DI
Signal type PT100 PT100 PT100 PT100 PT100 PT100 Pot. free
Range
Alarm setpoint > 85 > 85 > 155 > 155 > 155 > 75 OPEN
Delay
Note
Bearing Temperature, DE Bearing Temperature, NDE Winding Temperature, L1 Winding Temperature, L2 Winding Temperature, L3 Air Temperature, Cooler Inlet Cooling Water Leakage 1
2s 2s 2s 2s 2s 2s 2s
If two bearing
Note 1) Alarm when exhaust gas temperature deviation >100C/>50C from average when average temperature is 250/450C. Deviation alarm to be blocked when average temperature <250C.
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14. Generator
Auxpac generating sets are equipped with a brushless synchronous generator for marine environment. The generators are designed, built and tested according to the requirements of the marine classification societies and IEC 60034. The generators are built with a top mounted terminal box, air inlet filters and instrumentation according to table "Generator to alarm system" in chapter "Automation System".
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900 rpm / 60 Hz Type 520W4L20 645W4L20 760W6L20 875W6L20 975W6L20 1050W6L20 1200W8L20 1400W8L20 1600W9L20 1800W6L26 2100W8L26 2400W8L26 2700W9L26 Ct Ratio at 450V 1500/5 or 1500/1 1500/5 or 1500/1 1500/5 or 1500/1 2000/5 or 2000/1 2000/5 or 2000/1 2500/5 or 2500/1 2500/5 or 2500/1 3000/5 or 3000/1 4000/5 or 4000/1 4000/5 or 4000/1 4000/5 or 4000/1 5000/5 or 5000/1 3000/5 or 3000/1 Type
1000 rpm / 50 Hz Ct Ratio at 400V 1500/5 or 1500/1 2000/5 or 2000/1 2000/5 or 2000/1 2000/5 or 2000/1 2500/5 or 2500/1 3000/5 or 3000/1 3000/5 or 3000/1 4000/5 or 4000/1 4000/5 or 4000/1 5000/5 or 5000/1 5000/5 or 5000/1 4000/5 or 4000/1 4000/5 or 4000/1 520W4L20 670W4L20 790W6L20 860W6L20 1000W6L20 1140W6L20 1350W8L20 1550W9L20 1700W9L20 1950W6L26 2250W8L26 2550W9L26 2850W9L26
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15. Foundation
15.1 Mounting of generating sets
Generating sets, comprising engine and generator mounted on a common base plate, are installed on resilient mounts on the foundation in the ship. The resilient mounts reduce the structure borne noise transmitted to the ship and also serve to protect the generating set bearings from possible fretting caused by hull vibration. The number of mounts and their location is calculated to avoid resonance with excitations from the generating set engine, the main engine and the propeller. Note! To avoid induced oscillation of the generating set, the following data must be sent by the shipyard to Wrtsil at the design stage:
Main engine speed [rpm] and number of cylinders Propeller shaft speed [rpm] and number of propeller blades
The selected number of mounts and their final position is shown in the generating set drawing.
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15.1.1 Seating
The seating for the common base plate must be rigid enough to carry the load from the generating set. The recommended seating design is shown in the figure below.
Figure 15.1 Recommended design of the generating set seating (DAAE028099B / DAAE048324)
900 rpm / 60 Hz [Dimensions in mm] Type 520W4L20 645W4L20 760W6L20 875W6L20 975W6L20 1050W6L20 1200W8L20 1400W8L20 1600W9L20 1800W6L26 2100W8L26 2400W8L26 2700W9L26 A 1480 1480 1480 1480 1480 1480 1480 1630 1630 1510 1660 1660 1660 B 1730 1730 1730 1730 1730 1730 1730 1880 1880 1750 1910 1910 1910 C 900 900 900 900 900 900 1025 1025 1025 1120 1200 1200 1200 D 1) 725 725 725 725 725 725 725 725 725 920 920 920 920
1000 rpm / 50 Hz [Dimensions in mm] Type 520W4L20 670W4L20 790W6L20 860W6L20 1000W6L20 1140W6L20 1350W8L20 1550W9L20 1700W9L20 1950W6L26 2250W8L26 2550W9L26 2850W9L26 A 1480 1480 1480 1480 1480 1480 1480 1630 1630 1510 1660 1660 1660 B 1730 1730 1730 1730 1730 1730 1730 1880 1880 1750 1910 1910 1910 C 900 900 900 900 900 900 1025 1025 1025 1120 1200 1200 1200 D 1) 725 725 725 725 725 725 725 725 725 920 920 920 920
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Note for Lw(A): Corresponding sound pressure level in a typical engine room is lower than 110 dB(A) when reverberation time is 1.5 second.
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Engine 4L20 6L20 1200W8L20 1350W8L20 1400W8L20 9L20 6L26 8L26 9L26
Air cooled generator Water cooled generator E 2020 2020 2020 2170 2170 2160 2310 2310 F 1420 1420 1420 1570 1570 1450 1600 1600 E 2500 2600 2600 3200 3200 3025 3310 3310 F 1420 1420 1420 1570 1570 1450 1600 1600
Crankcase and camshaft covers Camshaft withdrawal space Engine driven pump service space Charge air cooler withdrawal space Piston overhauling height Turbocharger maintenance space Electrical junction box door
Free route for hauling parts to and from engine to be foreseen. A minimum of 1000mm free space around the genset is recommended. See chapter "Transport Dimensions and Weights" for dimensions of maintenance items.
Longitudinal lifting rail and tackle above cylinders rec. SWL 1000 kg Transverse lifting rail (in the sense of TC axis) and tackle for turbocharger overhaul, 1000 kg.
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Service space in mm A1 A2 A3 B1 B2 B3 B4 C1 D1 D2 E1 F1 F2 F3 G1 G2 H1 H2 I1 I2 K1 L1 Height needed for overhauling piston and connecting rod Height needed for transporting piston and connecting rod freely over adjacent cylinder head covers Height needed for transporting piston and conneting freely over exhaust gas insulation box Width needed for dismantling charge air cooler and air inlet box by using lifting tool Height of the lifting eye for the charge air cooler lifting tool Recommended lifting point for charge air cooler lifting tool Recommended lifting point for charge air cooler lifting tool Width needed for removing main bearing side screw Distance needed for dismantle lubricating oil pump Distance needed for dismantle water pump Distance needed for dismantle water box cover The recommended axial clearance for dismantling and assembly of silencers Minimal axial clearance for dismantling and assembly of silencers Recommended distance for dismantling the gas outlet elbow Recommended lifting point for the turbocharger Recommended lifting point sideways for turbocharger Distance needed for dismantling lubricating oil plate cooler Recommended lifting point for dismantling lubricating oil plate cooler Camshaft overhaul distance (free end) Camshaft overhaul distance (flywheel end) Service space for generator Service space required water cooled generator
4L20 6L20 8L20 9L20 1800 2300 2230 2300 1200 1580 260 550 560 560 1145 935 750 590 890 650 100 990 350 320 1050 900 700 1000 700 1000 500 1840 1900 1300 1300 1120 750 2400
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Service spaces in mm A1 A2 A3 B1 B2 B3 B4 C E F1 F2 G1 G2 H1 H2 K M N Height needed for overhauling piston and connecting rod Height needed for transporting piston and connecting rod freely over adjacent cylinder head covers Height needed for transporting piston and connecting rod freely over exhaust gas insulation box Width needed for dismantling charge air cooler and air inlet box by using lifting tool Height of the lifting eye for the charge air cooler lifting tool Recommended lifting point for charge air cooler lifting tool Recommended lifting point for charge air cooler lifting tool Width needed for removing main bearing side screw Distance needed to dismantle lube oil and water pump The recommended axial clearance for dismantling and assembly of silencers The recommended axial clearance for dismantling and assembly of air suction bransch Minimum axial clearance Recommended lifting point for turbocharger Recommended lifting point sideways for turbocharger Width needed for dismantling lube oil module and/or plate cooler Recommended lifting point for dismantling lube oil module and/or plate cooler Service space for generator
6L26 8L26 9L26 2425 2425 2985 1653 1173 305 1360 987 2355 664 763 481 761 891 100 455 405 1360 2006 2786 3176 500
Distance needed for lifting of the cooler unit in case of mounting or dismounting the complete coolers 1690 2115 2115 (only for water cooled alternators) Space for tracking out heat exchanger form cooling unit (only on the side of water cooler inlet/outlet connections, for water cooled alternators) 2145 2345 2345
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900 rpm / 60 Hz Type Air cooled 520W4L20 645W4L20 760W6L20 875W6L20 975W6L20 1050W6L20 1200W8L20 1400W8L20 1600W9L20 2065 2255 2665 2665 2665 2705 3325 3015 3405 A Water cooled 2065 2255 2665 2665 2665 2705 3325 3015 3405 B 4000 4000 3900 3900 3900 3900 3800 3800 3800 C 1690 1690 1690 1690 1690 1690 1690 1840 1840 Type 520W4L20 670W4L20 790W6L20 860W6L20 1000W6L20 1140W6L20 1350W8L20 1550W9L20 1700W9L20
1000 rpm / 50 Hz A Air cooled 2025 2025 2415 2435 2705 2705 3305 3405 3455 Water cooled 2025 2025 2415 2435 2705 2705 3305 3405 3455 B 4000 4000 3900 3900 3900 3900 3800 3800 3800 C 1690 1690 1690 1690 1690 1690 1690 1840 1840
Dimensions in mm.
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L [mm] 6422; 6617 7669; 7679; 7699; 7719; 7779; 7829 8734; 8814; 8824
9L26
4288
2458
3080
8581
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20. ANNEX
20.1 Unit conversion tables
The tables below will help you to convert units used in this product guide to other units. Where the conversion factor is not accurate a suitable number of decimals have been used.
Table 20.1 Length conversion factors Table 20.2 Mass conversion factors
Convert from mm mm
To in ft
Convert from kg kg
To lb oz
Convert from m3 m3 m3 m3 m3
Convert from kW kW
To hp (metric) US hp
To lbft2 lbf ft
To g/hph lb/hph
To US gallon/min ft3/min
Convert from C C
To F K
20.1.1 Prefix
Table 20.11 The most common prefix multipliers
Symbol T G M k m n
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Wrtsil is a global leader in complete lifecycle power solutions for the marine and energy markets. By emphasising technological innovation and total efficiency, Wrtsil maximises the environmental and economic performance of the vessels and power plants of its customers. Wrtsil is listed on the NASDAQ OMX Helsinki, Finland.