Handbook for

Mechanical
Systems
wiirrsllADltrstrL
i
i ,' .
- i . ! . , .
FUEr 0rr
SYSTEM
Handboolr
lor
Mechanical Systems
WARTSILA
Dr trSEl
POWER PLANTS
Toble of Contenls
FUEL SYSTEM
GENERAL
Typi cal syst em l ayout s . . . . . 0-1
Oi l char act er i st i cs. . . . . . . . . O- 2
Specific heat and temperature . . . . . . . 0
-
4
Vi scosi t y conver si on . . . . . . . 0- 5
UNLOADING SYSTEM
G e n e r a l . . . . . . . . . I - 7
Un l o a d i n g p u r n p u n i t . . . . . . . . . . . . . . I - 7
P u m p t y p e . . . . . . . 1 - 7
Punp c apac i t y . . . . 1- 8
Un l o a d i n g s t a t i o n . . . . . . . . 1 - 8
STORAGE SYSTEM
G e n e r a l . . . . . . . . . 2 - 9
T a n k y a r d . . . . . . . 2 - 9
Sizing oftanks 2-L0
HFO and LFOt anks . . . . 2- 70
Sl udge t ank . . . 2- 10
Number of storage tanks 2
-
I0
Type of t ank . . . 2- I O
H e a t i n g . . . . . . . . 2 - 1 0
Requi r ed t ank heat i ng . . . . 2- 11
Si zi ng of t ank heat er coi l . . 2-71
Diagram for estimating ofheat losses 2
-
13
Heat i ng coi l s . . . 2- 14
TRANSFERSYSTEM
Ceneral .
l r ansTer pump unl [ .
I ype or pump.
Drzrng or neaf,ers rn f,ne
HFO transfer unit. . . .
Suction strainer
TREATMEIVT SYSTEM
Ceneral
Tanks . .
Number of t anks. . . . . .
buf Ter I
sel l l r ng, f , anK, r l r u
Day t ank . HFO. . .
Heat i ng of HFO t ank . . .
Day tank, LFO in HFO installation
Heat i ng of LFO t ank . . .
Dayt ank, LFO i nst al l at i on . . . . . . .
Heating of LFO l,ank . . .
r a n K e q u l p me n l s . . . . . .
Depararlon sysf,em. .
De p a r a [ o r u n r l . . ,
Drzrng or separaf,or untr .
Drzl ngol neaf,ers . . . . . .
Dr uogequanTr f , r es . . . . . .
Dl uoge nanol rng
3 - 1 5
a i t r
J
-
.TD
3 - 1 8
4 - 1 9
4 - 1 9
4 - t 9
4 - 1 9
4- 20
4- 21
4
-21
4
-21
4
- 2 2
4
- 2 2
4
- 2 2
A O e
4 - 2 4
4 - 2 4
4 - 2 5
FI,IEL FEED SYSTEM
General .
l ne l eeoer / Dooster system
Sucti on strai ner
r eeoer pump
Pressure control valve
rnret pressure
r uer consumptl on meteT.
Deaer at i on t ank . . .
lJoosr,er pump
Heater .
Automatically cleaned filter. . . . . . . .
Viscosimeter or thermostat
Si zi ng ofheaters i n the booster uni L .
Steam and el ectri ci ty consumpti on . .
Dr u o g e q u a n l r [ r e s . . . , . ,
rump ano nl ter unrl .
rump capaclf,y.
r u e l o

s a t e t y n l Ee r . . . .
FI,IEL COLLECTING SYSTEM
General
ul ean l eaK ruet sysLem .
LrlTTy leaK IUet system .
D
-
Z t
5 - 2 8
5
- 2 9
5
- 29
5
- 29
5 - 3 0
5 - 3 0
5 - 3 0
5 - 3 0
5 - 3 0
5 - 3 0
5 - 3 1
5
- 32
5 - 3 3
5 - 3 3
t r D, l
6 - 3 4
6 - 3 4
PIPING AND TRACE HEATING
General
Pi p i n g . .
Jl zl ng or Tuel prpes . . .
Fuel oi l vel oci ti es.. . . . . .
Trace heating
General
Dystem l ayout
Jrzrng oT sys[em .
Heat l osses.
I nsul at edpi pes. . .
7
- 37
7
- 37
7 - 3 8
7
- 39
7 - 3 9
7
- 39
7
- 39
7
- 40
7
- 40
O. GENERAL
Wartsilii VASA 20, 22, 32 and 46 diesel
engines are designed for continuous opera-
tion on Hear,y Fuel Oil
(HFO)
or Light Fuel
oil
(LFo).
TTre design of the external fuel system vary
from one power plant to another, but every
system has to provide fuel with correct vis-
cosity and pressure to each engine.
In a power plant with heaqr fuel as the
main source ofenergy an alternative light
fuel is installed for emergency use and
maintenance situations.
It is most important that the fuel is properly
cleaned from solid pa*icles and water.
LNLOADN
UNLOADN
WARTSILA DItrStrL
POWER PLAIITS
Filters and cleaning equipments
(separators)
are thereforc very important. Besides the
harm that poorly separated fuel will do to the
engine, a high content of watr may cause op-
erating problems for the fuel feed system.
0.l.Typicol sysfem loyouls
The fuel system can be divided into three
different parts, (Figure
1):
.
unloading, storage and transfer system
. treatment system
. fuel feeding and collecting system.
Pledse refer to appetudLr A-C
for flowcharts
de sc ibing differcnt sy stems.
STOR'GE
LFO DAYTA\K
IRE,IMEM
SEPA?PJOR UN]T
BCC6IER rr'{T
SLUD:, TPTIK
Figub 1. Fuel system in
pinciple
NELO|LSVSTEM-i.r,l
FUEL FEED
Poge I
WARTSILA DOtrStrL
POWER PIAI{TS
0.2. Oil chqrqcfeilslics
0.2.1 . Viscosity ond lemperoture
5000
2000
1000
600
400
300
200
To obtain temperature for known intermedi-
ate viscosities, draw a line from the known
viscosity / temperature point in parallel to
nearest viscosity / temperature line in the
diagram.
t 00
2 , ^
6 - "
# s o
25
20
t 6
t 4
1 2
t 0
9
I
7
6
5
4
30 20 t 0 90 100 | 0 120 130140 150
Temperaturel'Cl
----->
Figue 2. Fuel oil viscosily-lempe'olute diognm
"llole -1.' The storage tank temperatures
shall be at least 10" C higher than the pour
point for the stored hear.y fuel oil.
tVofe 2 Some fuels have totally different
characteristics so the viscosity diagram can-
oot always be applied.
Pdge 2
FIEL OIL S\lSlEM
-
lev, I
O. GENERAL
Wartsila VASA 20, 22, 32 and 46 diesel
engines are designed for continuous opera-
tion on Hea\T Fuel Oil
(HFO)
or Light Fuel
oil
(LFo).
The design ofthe external fuel system vary
from one power pl ant to anol her. but every
system has to prcvide fuel with conect vis-
cosity and pressure to each engine.
In a power plant with heavy fuel as the
main source of energy an alternative light
fuel is installed for emergency use and
maintenance situations.
It is most important that the fuel is properly
cleaned from solid particles and water
LI\LOIDNG
LNLOIDI|;
SEPAQAJOR LI\IT
SLLJDG'E TAI IK
wiiBTslrA D[trstrL
POWER PLAIIT3
Filters and cleaning equipments
(separators)
are therefore very important. Besides the
harm that poorly separated fuel will do to the
engine, a high content ofwater may cause op-
erating problems for the fuel feed system.
0.l.Iypicol syslem lqyouls
The fuel system can be divided into three
different parts, (Figrrre 1):
. unloading, storage and transfer system
. treatment system
.
fuel feeding and collecting system.
Please refer to appendix A'C
for flowcharts
de scribing different sy stems.
STOR'G
TREATMEM
ECC6T!R
FUEL FEED
Figurc L Fuel syslem in
Pinciple
FUL OL SYS'EM
-
2v. I
Poge I
Example 1: A fuel oil with wiscosity of380
cSt
(A)
at 50' C
(B)
or 80 cSt at 80" C
(C)
must be preheated to 115
-
140" C
(D-E)
be-
fore the fuel oil injection pumps, to 98" C
(F)
at the separating and to minimum 40' C
(G)
in the storage tanks. Fuel oil cannot be
pumped below 36' C
(H).
Example 2: Known viscosity 60 cst at 50' C
(K). The following cao be red along the dot-
ted line: Viscosity at 80'C 20 cSt, tempera-
tr.rres at fuel pumps 74
-
97" C. separati ng
temperatures 80
-
98' C, minimum storage
tank temperature 28" C.
Slondord densitu ol l5
'C
0 t 5 50
Iemparolurs
[
'C]
Figurc 3. DeBity dnd lempe@tub didg@m
U'ARTSILA DfltrStrL
POWEF PLATTS
0.2.2. Densiiy ond temperofure
Ttre density ofa fuel oil is in most cases
specified as l,he density at 15
"C.
However,
the density value p depends on the tempera-
ture so, that every degree of temperature
rise conesponds tog decrease in density of
approx. 0.64 kg / mo. See the diagram below
to find density values for different fuel oils
and temperatures.
950
.6-
E
o
t
c
c)
o
FIEL OIL SYSIEM
-
2v. t Poge 3
wiRTsrlii DoEstrL
POWER PLAI'T3
0.2.3. Specific heot ond
lemperofure
125 150 175
Tempcrature
["C]
Figurc 4. Speclic heol and lempe@tuB didgrcm
The specific heat value cp ofthe fuel oil
depends on the temperature and can be
calculated according to formula:
cp=
(53.4
+ 0.0535 x t) / rfi rs
cp = specific heat tkJ&g"Cl
t
=
actual fuel oil temperature
["C]
p1s" =
density at 15'C fkg/m"l
Denslty al l5
'C
(t
a 2,2
d
at
840
860
880
900
920
940
960
980
1000
100 25
Pdge 1
REL OIL SVSIEM
-
Ps. l
0.2.4. Viscosity conversion
Sometimes other viscosity units
^than
centi-
stokes lcstl
are used
(cSt =
mm'/ s). In the
table below conversion from various current
and obsolete viscosity units to centistoke
can be made.
5000
2000
1000
600
400
300
200
sec. SayboltFurol
r 00
80
60
50
40
30
25
^ 2 0
4, t t
i i ;
' 6
t -
> 8
7
6
5
4
WARTSTLA DotrstrL
POWEB PLAI'TS
The diagram shall be used only for conver-
sion ofviscositv at the same temDerature.
00
| - - ' - . - - l - - . T i - l t '
5 r 0
l ' , j
20 2AO I
' Engl er
50 500 r 00 1000
t l t l
i 0 20 50
Sec.Redwood I
1000 2000 5000 r 0000
I
100 200 500
' t t l
r0 20 50 r00 200
Sec. Saybol l Uni ver sal
- - - - - - - -
FIgurc 5. Viscosity conve6ion diogrcn
1000 2000 5000 r 0000 500
FUEL OlL SYS'EM
-
P.v. I Poge 5
WARTSILA MEStrL
POWER Pl.AIITS
Pdge 5
nEL OLL SYSIEM
-
Rev. I
I. UNTOADING SYSTEM
l . l . Gener ol
The unloading station shall be dimensioned
to tulfill following demands:
.
different system for HFO and LFO
.
unloading in several places simultaneously
. located nearcst possible to storage tanks
I.2.Unl oodi ng pump
uni l
The unloading pump unit basically consists
of the followiog components:
. steel frame
. suction filter
.
two electrically driven pumps
. valves
.
control panel
.
drip pan
Figup 9. Unloqding pump
un
WARTSILA DItrSEL
POWER PLAXTS
To avoid intenuption of electricity produc-
tion caused by maiotenance, a solution with
a standby pump is recommended.
The unloading pump has the following
connections:
A
=
Fuel oil inlet
B
=
Fuel oil outlet
C
=
Drain
l .3.Pump type
The pump shall be dimensioned for actual
fuel quality. To avoid emulsifications of
water, the unloading pumps shall be ofa
t}?e that treats the fuel gently e.g. a screw-
pump. Attention has to be paid to the level
difference between unloading station and
storage tanks.
FUA OtL 'YSIEM
-
P.v. I Pdge 7
p
a
h
c
T1
Required power for the pump can be calcu-
lated according to the following formulal
p^_
p g
Q
h
r kwl
- --
1000 3600
n
' ' -
=
required el. motor power
IkW
=
density-at actual temperature ;kg/m31
=
flow [m"/hl
=
delivery head lml
.
=
force ofgravity
[m/s"]
=
efficiency
Viscosity for dimensioning of el. motor
1500 csl HFO
100 cst LFO
WARTSILA D[trStrL
POWEB PLAIITS
l .4.Pump copoci ty
Ttre following pump capacities are recom-
mended:
l.5.Unlooding sfqfion
The building must have proper ventilation
and service areas. Attention has to be paid
to fire-extinguishing system and placement.
The system must be designed with drain
groves alld drain pit.
Storage
tank vol ume
Unl oadi ng
capacity
s l ooo m3
>1000 m3
10
-
1oo m3/h
> 1oo m3/h
Efficiency of different types of pumps
Gear pump
l=0
6
n=0.5-0.8
Pdge I
FUELOILSYS'fM. P.V. I
2. STORAGE SYSTEM
2.l .Generql
In a power plant, oil ofdifferent grades rs
stored in taoks that differ in shape and size.
The slorage tanks are normally built in a
tank yard. The main function for the tanks
is to store and ensure fuel for the power
plant. The fuel oil is also stored at the right
temperature to ensure pumpability. Ttre
heating coils must therefore be rated to
make this attainable.
In power plants with large storage tanks
the heat losses are considerable and have to
'
be noticed.
The tanks must be designed to fulfrll the
standards or other requirements set by local
authorities.
2.2.Tonk
yqrd
The location ofthe tank yard depends on the
si re l ayout but t he l ol l owi ng paramet ers i n-
fluence the design.
.
access from road, tail, waterway
. terrain
.
location of other buildings
.
explosion and fire fighting regulations
. official regulations
Waste oil tanks, lube oil tanks and water
tanks can sometimes be located in the tank
yard. These t anks are di scussed l at er i n re-
spective systems but they have to be remem-
bered when planning the tank yard.
Different gyades ofoils must always be
storcd in separate tanks.
WARTSILA DfltrStrL
POUEN PL I'TS
The tanks shall not be placed in more than
two rows. The bigger tank's diameter shall
be used when calculating the minimum dis-
tance between the tanks. Every tank has a
danger zone aod a safety zone, these measu-
rements are usually regulated by local
authodties and have to be checked. In the
table below some measures that can be used
as suidelines are found.
Figu@ 10. Tank
ydtd
When a storage tank volume exceeds 15 mr,
a bank sunounding made of concrete or
similar, is recommended. The banked vol-
ume must be at least as big as the volume of
the biggest tank. The minimum distance
from any tank to the bank wall is D/2 and is
calculated from the nearest wall.
Tank
Vol ume
(-3)
Danger
Zone
(m)
Safety
Zone
(m)
Distance
(m)
< 3
3-15
15-200
200-500
50G1500
1500-3000
3000,5000
> 5000
Dt2
Dt2
Dt2
Dt2
Dt2
D12
Dt2
3
5
1 0
20
25
30
Dt2
Dt2
Dt2
Dt2
Dt2
D12
Dt2
,uEL OIL Sy'laM
-
l.v. I
Poge 9
WARTSILA DOtrStrL
POWER PLAl'TS
Ttre storage volume of a tank yard vanes d"-
Iindriqa lJhe horizon tal.tank is used up to
pending on the plant load (delivery quan-
I00 m
'
The vertical tank is recommended
iity) anl dehvery interwals. The volume fo,
for volumes over 100 m"'
Tank dimensions H
(height)
and D
(diame-
ter) for a vertical tank be calculated
according to formula:
v
=
storage vol ume [m3]
H/D= 05 4
P
=
Plant load
[MWl
d
=
Loading intervals
[days]
One guideline is that a big tank has a
a
=
factor, iepending on engine type
smaller ratio than a small one.
see table below
2.2.1. Sizing of tonks
2.2.1.1 HFO ond LFO l onks
HFO- or LFO tanks can be calculated
according to formula:
V = P d a
a Di esel engi ne
5. 8
5. 3
Vasa 22 and 32
2.2. 1 .2 Sl udge l onk
See the treatment slstem under slud.ge quan-
aLrtes,
2.2.2. Number of sloroge ionks
A power plant can have one or several stor-
age tanks depending on the available space,
but two tanks are recommended. Then one
tank in tum can act as a settling tank allow-
ing water and dirt to settle at the bottom be-
f ore usi ng t he f uel oi l . The mai nl , enance i s
also easier with two tanks since the plant
can use fuel oil from the standby tank dur-
ing the other tank is to be checked or
cleaned.
The tank from which fuel is taken has to be
heated while the other tank can be kept cold.
2.2.3. Type of fonk
For storage systems two types of tanks are
used, vertical cylindrical and horizontal cy-
Tank dimensions L
(length)
and D
(
diam.-
-
ter) for a horizontal tank:
L l D = 1 . . . 5
2.3. Heoting
Heavy fuel oil is very viscous and at low tem-
peratures it doesn't flow at all, therelore
heary fuel oil has to be heated to 10" C
above pour point to ensure pumpability. The
fuel oil in the storage tanks has to be stored
at this temperature. T}Ie heating devrces
have to be controlled by a thermostator to
avoid the fuel ftom being heated above its
flash-point. Because ofheat losses it is rec-
ommended to insulate the storage tanks.
Recommended storage tank temperatures:
(See
also
fuel
oil viscosity-temperature d,id-
gram 0.2.1 Viscosit! and tenperature).
Fuel viscosity
cst at 50
"C
Storage tank temp,
140
380
500
600
700
37" C
40" c
43' C
46" C
48' C
Notel The pour point ofthe actual fuel shall
always be checked for determining the cor-
rect storage tank temperature.
PdgE I0
ruEL otL srst9M
-
Ft v.|
wiRTstLA DotrstrL
powEn pl.lxTs
-
2.3.I . Requiled tonk heoling
2.3.1.1 Genrol
In addition, heat losses from the surface of
Normally the dimensions ofthe heating ele-
the tank must be taken into consideration.
ments are based on the heat transfer requi-
red for inoeasing the temperature within a
The diagrams on page 13, figure ll, gives an
specified time, e.g. 1'C/ 5 h, and on the heat
estimatJd theoretical value ior the losses.
required to compensate for heat losses when
maintaining the tank at storage tempera-
The total heat loss depends on factors as:
ture
.
tank volume
.
tank tJDe
. tank form, horizontal or vertical
2.3. t.2 sizins of ronk heotel coit
: i:ilJ::fij11?J.:""ce berween storase
and ambient temperature
Formula for required output from the heat-
.
average wind velocity
ing elements in order to increase the tem-
perature in the tank within specified time:
^
V
0
c D t
*=
"
s66o
Pn= Power required
^[kW]
V
=
tank vol ume l m"l
p = density of tuel
[kg/m3]
cp
= specific heat value of fuel [kJ/kg'Cl
t
=
temperature
["C]
y =
hours
hl
FUEL OIL SYSIEM
-
P.Y. I Pdge I I
Exqmple;
. Storage tank:
-
horizontal tr,'pe
-
heieht 15 m
'
-
diaineter 5 m ^
-
volume
-
300 mr
-
insulated 30 mm
-
storage ternperature 40" C
Heavy fuel oil:
-
380'cst at 50' C
-
density p =
990 kglmr at 15'C
Ambient conditions:
-
averaqe wind velocity 8 n/s
-
minirium ambient timp. -- 0'C
Heoling ot fuel oil lo sloroge lemperolure
Required power to heat the fuel oil
1'C in flve hours:
_
v p40 Cpao t
3600 v
.
the storage temperature for the fuel is 40" C
.
t he speci f i c heal val ue ar 40" C accordi ng
rc lormula on page 4.
Cp = ( 53. 4+0. 0535. r r r f f i
Cp
=
7 77 kJtkg"C
.
the density for the fuel at 40'C
p4o = p15 0.64. (t2-tt)
=
990
_
0. 64.
( 40_15)
P4o
=
974kg/m3
.
temperature rise 1"C/5 h
^
3 0 0 . 9 7 4 . t . 7 7 . I
JOUU
'
O
PR
=
28. 7 kW +=30kW
WARTSILA DOtrStrL
POWER PLAXTS
Esiimoling of hsol losses
See the diagrams on next page, Figure 11:
(A)
Begin from part O:
.
horizontal tank type
. r a t i o L / D
=
1 5 / 5 =3
.
tank volume
=
300 m3
(B)
Find actual insulation thicl ess in pa.rt @
. go horizontally to the 30 mm line
(C)
Find actual temperature diff. in part @:
. go vertically to temp. diff line 40' C
(D)
Read heat losses from part @:
. go horizontally
. = P6'p-2-s = 7.1 kW
(E)
Read heat losses by the wind from the
actual diagram:
.
tank volume 300 m3
.
average wind velocity 8 ll/s
. s Pwind
=
1.2 kW
Total heat l osses
= ?.1 kW + 1.2 kW =
8.3 kW
Required size of heofing coil in lhe tonk
.
to heat the fuel oil 1"C / 5h requires 30 kW
.
to compensate for heat losses requires
8.3 kw.
The dght size for the heating coil is:
30 kW + 8.3 kW, or
-
40 kW.
Pdge 12
FUEL OIL SasrEM
-
Pd. I
WARTSILA D{]trStrL
POUER PLAXT3
2.3.1 . Required lonk hoofing
2.3.1.l Genrol
In addition, heat losses from the surface of
Normally the dimensions ofthe heating ele-
the tank must be taken into consideration.
ments are based on the heat transfer requi-
red for increasing the temperature within a
The diagrams on page 18, frgure 11, gives an
specified time, e.g. 1'Cl 5 h, and on the heat
estimated theoretical value for the losses.
required to compensate for heat losses when
maintaining the tank at stoaage tempera-
The total heat loss depends on factors as:
ture
.
tank volume
.
tank tLpe
. tank form, horizontal or vertical
2.3.r.2 sizins oilonk heoter coit
: ililJ::'.T:ltH"frce between storase
and_ambi enL t emperat ure
Formula for required output liom the heat-
.
average wind velocity
ing elements in order to increase the tem-
perature in the tank within specified tirne:
_
V . p c p t
v Jouu
Pn= Power required
"fkWl
V
=
tank volume
[m"]
^
p =
density oftuel fkg/mol
cp
=
specific heat value offuel lkllkg'c]
r - r - - ^- - . +, , - - I oal
y =
hours [h]
FUEL OLL SYT'EM
-
,.v. I Poge I I
wARTstLi DotrstrL
POWEN PLAIIT3
10@
-5t0000m3
t i l
I T
t-j000
'*l
, * -
@
Insulalion thickness
A -
1@
^ 1=80"
^ t=sar
Rollo !D
TemDerofure difference I"Cl
TonL storoge
-
omblent' ieinproture
Tonk volume
[m3]
v
igurc | l. Oidgrcms lot astimd ng ot heot losse$.
Totol heol losses
:
Pt"nr,.z+* P*no
r o f - l
- ' o
' |
2 3 4 5
1 0 * -
0 , 5 t 2 3 4
Roiio rl/D
l
RIEL OIL SYSIEM
-
,oe- |
Pdge | 3
wARTsrLii DltrstrL
POWEF PLAXTS
Figue 12. Heating by worer, sleom ot thermdl
oil
2.3.2. Heofing coils
There are four different ways of heating a
storage tank. The tanks can be heated by
mea[s of:
. steam
.
electricity
. thermal oil
When choosing heating method, the follow-
ing rnust be considered:
. possible surplus steam capacity
. the evenness oflocal electdcity sirpply
.
hot water from the cooling system
.
hot water or steam faom the exhaust gas
boilers
T\vo different methods are recommended to
avoid that the storage tanks cool down:
.
Heating ofthe entire tank
The coils must be placed
so that the heat-
ing ofthe fuel oil liecomes even and the
temperature reaches the calculated value
in the entire tank.
. Heatins ofthe entire tank and in addition
heatinFof the suction area
The suation heater has to rise the ternpera-
ture ofthe fuel oil at least 10
"C
above the
pour point only around the fuel oil trans-
Ier pump suctlon area.
Poge 14
Figup | 3. Heoting by elechlcol heoling coils
The viscosity ofthe fuel oil in the entire
tank must be at least 3000
-
4000 cst, ena-
bling the flow offuel oil to the suction area.
The requi red mi n. capaci t y of t he sucLi on
heater is calculated according to formula:
D^-
q
P
cP at
-
3600
' l
Pn= heat required
[kW]
q =
flow
[m'/h]
p =
density offuel at actual temp.
[kg/m3]
cp =
specific heat value at actual ternp. &
density
[kJlkg"C]
A t= rising temperature ["C]
I
=
mi n. f act or of saf et y 1. 10
-
1. 15
(10-157r)
To avoid carbon deposit on the heating coils
and pipes the surface temperature must not
be too high. The surface power of the heater
element shall not be higher than about
All suction-, steam-, electric-, thermal oil
heaters or combinations, must be sized to re-
flect the required power under the most un-
favorable conditions.
FWLOLS|SIEM. P.e. I
3. TRANSFER SYSTEM
3.l .Generql
The main function ofthe transfer system is
to pump the fuel oil from the storage tanks
to the treatment system. Separate transfer
pump units must be used for HFO and LFO
systems.
With the HFO transfer pump the fuel rs
pumped to the HFO buffer tank. The LFO
transfer pump takes the fuel to the LFO day
tank, in some cases to the LFO buffer tank.
To ensure safe delivery ofHFO, the transfer
system can be set in circulating mode.
A level control in the HFO buffer tank con-
trols a tbree-way valve that alters between
either frlling [he buffer tank or returning
the fuel oil back to the storage tank.
wAR"srLi DotrstrL
POTEi PLAIIT3
3.2.Irqnsfer
pump
unit
Ttre transfer system components are usually
built on a steel frame, which forms one com-
pact unit. This unit is easy to install and
operate. The standard transfer pump unit
consists of the following componeots:
.
electrically driven pump
. suction filter
. heater
(HFO
only)
. control cabinet with starters for pumps
. alarm panel
.
drip pao
To avoid interruption of electricity produc-
tion caused by maintenance, a solution with
a standby pump is recommended.
The LFO transfer pump has the following
connectioDsl
A
=
Fuel oil inlet
B
=
Fuel oil outlet
C
=
Drain
Figwe I 6. LFO hdnslet pu/',p unil.
fhe exomple is lot o 0-m Mw sldtion
Ftt* otL svstEM
-
Per. I Pogo | 5
wiiRTsrt.ii DltrstrL
POWEi PLAXT3
Flgup 17, HFO honsler pump uni, includlng heateL
fhe exomple ls tor o 0-m MW stdlion
HFO transfer pump has the following
connectlons:
3.3.1 . Pump copocity
The pump shall be dimensioned for actual
fuel quality.
For LFO use the requirements for the trans-
fer pumps are reduced due to the fuel qual-
itv.
Design data, LFO
operating lemperature 50'C
viscosily tor dimensioning ol eleclric moror
I
100 cst
olheE are the same as lor HFO
B
C
=
Fuel oil inlet
=
Fuel oil outlet
=
Drain
The transfer pump units shall be located
close to the storage tanks to minimize the
pressure drop in the suction pipe.
3.3.Iype of
pump
A gentle treatrnent ofthe fuel is important.
To avoid emulsifications ofwater, the trans-
fer pumps shall be ofa type that can treat
the fuel gently, e.g. a screw-pump.
Design data
NPSH
operaling pressufe
operaling temperalure
30% higher lhan luel
engine(s)
4 bal
100"c
viscosity lor dimensioning
1500cst
Page | 6
FUEL OIL SYSIEM
-
P.Y. I
3.4.Si zi ng of heol ers i n the
HFO honsfer
pump
unit
A heater is only used in the HFO system.
The heater has to rise the temperature of
the HFO from the storage tank temperature
to the required temperature in the buffer
tank.
Ttre heater i6 therefore normally dimen-
sioned according to the pump capacity and
given storage and buffer tank temperatures.
The heater can be calculated accordinE to
formula:
wiRTSrLi DltrStrL
POWER PLAXT3
For the power consumption diagram below
following values have been used:
P
=
925 kelm3
cp
=
1.93 kJ&g"C
n
= 1. 15
Buffer tank temp.: 60"C
Storage tank temp.: 180cSt 37' C
380 cst 40' C
500 cst 43' C
600 cst 46' C
700 cSt 48' C
Note! Because ofdifferences in storage tem-
peratures, a fuel with lower viscosity has to
be heated more than a fuel wi th hi gher vi s-
cosity.
20000
25000
Pump inlet flow Q
l/hl
- q 0 c D A t
3600
PR= heat required
fkwl
q =
flow [m",/h]
p =
densi ty offuel at actual temp.
fkg/mrl
cp
=
specific heat value at actual temp. &
density fkJ,&g'Cl
At= rising temperature
["C]
I
=
mi n. factor ofsafety 1.10
-
1.15
(10-157o)
-+
i
r Z ' e w
: . . "
.O SLJtJ
i -
E , 4 n n
300
254
200
150
t 00
50
0
5000
10000
Figurc | 8 Pequircd hedting power tor lhe HFO lmnsler unil
(when storage temperaturc is narmal and buffettank temperature is 60
"C)
FWL OIL SI.5IEM
-
P.v. I
=
5
(!
300
Poge | 7
WARTSILA DitrStrL
POWER PLAI{TS
3.5.Suclion shoinel
The suction pipe shall be fitted with a
strainer to protect the transfer pump.
For HFO transfer units the strainer shall
be equipped with a heatingjacket or trace
heating.
The filter shall conform to the pump
r anni r pmcnf e c c
. max. flow
. mesh width 0.5-0.8 mm
.
allowed pressure drop
Pdge 18
FUEI OIL SVSIEM
-
,ov. I
4. TREATMENT SYSTEM
4.I.Generol
The fuel oil treatment system comprises
tanks and separators. The main function of
these units is to supply sufficiently clean
fuel- When operating on heavy fuel oil the
dimensioning ofthe separator is important.
Ttre tank location and ventilation must be
planned accurately to avoid any danger of
fire or explosion. Venting pipes liom tanks
placed inside building have to be extended
to the outside and to a place where it 1s rlo
danger of explosion.
Avoid placiog tanks close to:
.
open fire
.
exhaust gas pipes
. exhaust gas silencers
or similar hot objects.
4.2.Tonks
In a standard IIF0 system three difrerent
tanks are used:
. HFO buffer tank
.
IIFO day tank
. LFO day tank.
The alternative HFO system has two differ-
ent tanks:
.
HFO day tank
. LFO day tank.
Tn t he st andard LFO syst em one t ank i s
used:
.
LFO day tank.
See diagram in general section
WARTSILA DfltrStrL
POWEN PL TT'
4.3.Number of lqnks
The number oftanks vary from installation
Lo i nst al l at i on. The sLandard i nsl al l at i on i s
one buffer- and one day-tank. In installa-
tions with several engines. it is recom-
mended to have double tanks or more to
increase flexibility.
Another advantage with double tanks is the
possibility ofkeeping different fuel deliver-
ies separated from each other. Blending
problems are in that way eliminated.
Ifproblems with a bad fuel occurs, the other
tanks immediately can take over and the
problem fuel can be pumped back.
Double tanks enables maintenance on one
tank system meanwhile using the other.
Several tanks are the only solution ifdiffer-
ent grades of fuel are used.
Notel Requirements by local authorities can
sometimes be solved by using several tanks.
.A.Buttet
(seflling)
tonk, HFO
The conventional settling tank was always
an importaot item since excess water with
sludge and abrasives could be removed in
the tank by g"avitational effects.
To give the sel-lling process sufficient time,
these tanks normally have a capacity equiva-
lent to 24 hours fuel consumption.
Ihe amount of sludge and abrasives re-
moved by settlement is considerably less
than the amount removed by the separator.
Therefore smaller thanks, having only a
buffering function, can be used in combina-
tion with a separator. The purpose ofthe
tank is to provide fuel with constaot tem-
perature and static pressure to the separa-
tor,
FUL O11 t\,t7aM
-
E.v, I Pdge l9
WARTSILA DfltrStrL
POWER PLAII'3
Figu@ 19. HFO butler ldnk
Ttre buffer tank has the following
connectlona:
A
=
HFO fiUinc
B
=
Suction to separator unit
C = Dr ei n/ emnf vi nc
D = Venting
E
=
Return from separator unit
F
=
Manhole
G
=
Overflow
H
=
Fuel from retum fuel unit
I =
Overllow from day tank
The buffer tank is dimensioned to ensure
constant temperature and suction head in
the separator. The temperature in the buffer
t ank shal l be kept as const ant as possi bl e,
min. 60" C or at least 10" C above the pour
point of the actual fuel.
The minimum level offuel in the buffer tank
shal l be kept as hi gh as possi bl e. l n t hi s way
the static pressure will not vary too much.
The buffer tank shall ensure fuel supply for
3-8 hours when filled to maximum. The tank
shall be designed to provide sludge and
water rejecting effect.
4.5.Doy tonk
4.5.1 . Doy tonk, HFO
The healT fuel oil day tank is normally di-
mensioned to ensure fuel supply for about 8-
12 operating hours when filled to rnaxrmum.
The tank shall be designed to keep water
and dirt particles out ofthe suction pipe.
The day tank has to be placed at about
0.5 m above the buffer tank and has to be
connected with an overflow line with con-
stant slope back to the buffer tank.
The tank and pumps shall be placed where
a positive static pressure of0.3-0.5 bar is ob-
tained on the suction side ofthe pumps.
Poge m
41EL OIL STSIEM
-
P.v. I
Figup 20. HFO doy ,onk
The HFO day tank has the followiog
connecDons:
A
=
Suction to booster unit
B = HFO filling
C
= Rturn fuel from pipes
D
=
Venting
E = Drain/emptying
F
= Manhole
G
=
Overflow
H
=
Overllow to buffer tank
4.5.1.l Heol i ng
The buffer and HFO day tank heaters shall
only be dimensioned for the heat losses. The
same formulas and diagrams can be used as
for the storage tanks.
See storage tanks chctpter 2.3 Heating.
wiBTsrl-i DltrstrL
POgEi PLlL?3
4.5.2. Doy fonk, LFO in
HFO inslollolion
The day tank is normally dimensioned to en-
sure fuel supply for 4-5 operating hours
when filled to maximum.
4.5.2.1 Heofi ng
Usually there is no need ofheating for the
LFO day tank. In installations with arctic
conditions, attention is to be paid to the
pour point and the wax formations for the
fuel.
For the LFO day tank the same fotmulas
and diagiams can be used as for the storage
tanks.
See storage tanks chapter 2.3 Heating
FUEL OIL SYSIEM
-
l.v. t Page 2l
wARTsrLi D[trstrL
POWEF PLAIITS
Figurc 2l. LFO ddy dnk
The LFO day tank has the following
connections:
A
=
Suction to booster unit
B = LFO filling
C
=
Overflow
D
=
Venting
E
=
Drain/emptying
F
=
Manhole
4.5.3. Doy tonk, IFO inslollotion
The day tank is normally dimensioned to en-
sure fuel supply for 8-12 operating hours
when filled to maximum.
4.5.3.1 Heol i ng
Usually there is no need ofheating for the
LFO day tank. In installations with arctic
conditions, attention is to be paid to the
pour point aod the wax formations for the
fuel.
For sizing of the heater in LFO day tanks
the same formulas and diagrams can be
used as for the storage tanks.
See
formula
and diagrans on page 12
-
13
4.6.Tonk equipmenfs
Buffer and HFO day tanks are to be pro-
vided with heating coils and good insulation.
Level switches and gauges for filling control
alarrn and supewision shall be mounted on
the tanks.
Pdge 22
FIIEL OIL SYSIEM
-
P.v. t
4.T.Seporolion system
4.7.1 . Seporotor unit
Centrifugal separators have proved to be
the most effective means ofremoving fuel
contaminations that are harmful to the die-
sel engine. Both water and solids can be ef-
fectively removed.
Before entering the day tank the heavy fuel
must be cleaned in an efficient centrifugal
separator. ltre capacity ofthe separator
units shall be 12-15 7, higher than the total
fuel consumption. The conventional sepala-
tors, with gravity disc, are ananged for op-
eration in series, the first as a purifier and
the second as a clarifier. This arrangement
gives the most disturbance-free results. The
max. denqity for the fuel for this solutron ls
991 ke/m' at 15
"C.
Figurc 22. HFO sopdrdlot unil (2 sepd/qlots)
WARTSILA DOtrStrL
powEn
PLlraT3
T'he new generation ofseparators, without
gravity discs, are designed for single or par-
allel operation. These tJrpes ofseparators
are working both as purifiers and clarifierg.
The max. density foithe fuel is 1015 kg/rn3
at 15" C. An additional separator shall be in-
stalled for LFO ifneeded.
In order to achieve optimal result, the fuel
shall be treated in accordance with the rec-
ommendations given by the separator manu-
facturer. Max. temperature for HFO:s are
generally 98" C, however, the temperature
depends on the viscosity ofthe actual HFO.
Separating temperatures for various HFO:s
are shown in chapter 02, Oil characteristics.
The IIFO separator has the following
connections:
A
=
HFO inlet
B = HFO outlet
C
= HFO recirculation
D = Sludge outlet
E = Ventilation
F
=
Operating water inlet
G
=
Operating air inlet
FUEL OIL SI6TEM
-
Pov. I Pdge 23
. n
WARTSILA DltrstrL
POUER PLAIITS
4.7.2. Sizing of seporolor
The fuel oil separator shall be dimeosio{ed
according to the recommendations ofthe
sepatator manufacturer.
The following formula cao be used for fuel
oils:
Based on separation tirne 24 h,/day.
4.7.3. Sizing of heolers
It's very important to keep the fuel tempera-
ture constant and that the separator is work-
ing at the right temperature. The heater has
to rise the temperature ffom the buffer tank
level to the recommended separating tem-
perature.
This formula can be used for IIFO:
o O c n A t
P p =
' _
. n
3600
Pn= heat required
{kWl
q =
flow
[mJAr]
p =
density oftuel at actual temp.
[kglm3l
cp =
specific heat value at actual temp- &
density
[kJ/tg'C]
A t= rising temperature
["C]
I
=
min. factor ofsafety 1.10
-
1.15
(10-157o)
?he followiog values have been used for the
required heating power diagram:
p =
930 ke;/mS
cp
=
1.93 kJ/kg"C
n
=
1. 15
Buffer tank temp. 60"C
Separation temp. 98"C
t0000 15000
Separator inlet flow Q
[/h]
P . b . 2 4 . 1 0 0 0
p T
Q
= quantity
[VhJ
P
=
engine output at
fll'wheel(s)
[kW] at site conditions
b
=
fuel oil consurnption
[kg/kwl] at slte
conditions
(57o
tolerance to be included)
p = ruel orl den-slty
lkg;/m"l
{normally:
-
960 kg/m: for HFO
-
870 kc/m" for LFO)
T
=
continuous operating time
(24
can be used for partial discharge
separator, 23 for total discharge
separator)
I
=
safety factor 1.12
-
l.l5
(12-l5Co)
E
(t)
500
450
400
350
300
250
200
150
100
50
0
5000
Figu@ 23. Requhed hedling powet
lot lhe sepo/'c,lot unil
Pago 24
4.7.4. Sludge quontilies
Ttre sludge tank shall be placed below the
separators and as close to the separators as
possible. Ttre tank shall be designed with
smooth inside walls. A heating coil is only re-
quired with low ambient temperatures and
when using fuel oil with higher viscosity
than 380 cst at 50" C, or ifthe sludge tank
is bigger than 250 I per separator. Sludge in
the sludge tank mustn't be recirculated into
the system.
The sludge tank must be well vented to
avoi d t oo hi gh pressure i n rhe t ank duri ng
back flushing.
Notel A too high pressure in the tank during
back flushing rnay force the sludge back to
the separator.
VOLUME OF SLUDGE AND WASTE
WATER FOR WESTFALIA SEPARATORS
Tolal discharqe seDarators
Flow Q Discharge
890
4400
8400
1, 5
9
1 8
Bqsis or cqrcurofions for wesrfqrio
4'7'5' sludge hondling
seoqrqlors:
.
viscosity 3g0 cst
It is recommended to have a stotage tank at
. discharge of separator every two hours
tle talt
1a1f
ror
$1rty
oil and sludge ftom
seDarato$. From the Dower station the
sl;dge is sent to an iniinerator for burning,
or the sludge is sent away for further treat-
menl,
WARTSILA D[trstrL
POWER PLAIfT3
Bqsis of colculolions for Alfq lqvql
sepolqlor:
.
total discharge separator:
one discharge per hour
. partial discharge separator:
two discharges per hour
. viscosity 380 cst.
Generql commenl
In addition for both manufacturers, the
water content in the oil is separated and
added to the sludge amount.
The sludge mainly consists ofwater, which
can be separated out in special sludge treat-
meot systems. T'he amount ofsludge that
must be burned is thereby considerably re-
duced. Water from such a treatment system
can be drained into the sewage system.
VOLUME OF SLUDGE AND WASTE
WATER FOR ALFA-LAVAL SEPARATORS
Total discharoe seDaralorsParlial discharoe seDaralors
Flow Q
vh
Discharge Flow O
vh
Discharge
1500
2200
5000
5600
7
21
46
450
750
1200
2700
s000
7000
6
6
4
6
1 0
22
||ELOLSfSEM
-
P.v. I Pdge 25
wARTsrLii DltrstrL
POWER PLAI'T3
Pdge 26
FUEL OIL SYSIEM
.
REV. I
5. FUEI FEED SYSTEM
5.l .Generql
Ttre function of the fuel feed system is to
supply the engine(s) with cleaned fuel ofthe
required flow, pressure and viscosity. The
fuel feed systems components are usually
built in a common feeder / booster unit.
Units are rccommended to use because the
installation time can be reduced and the
quality ofthe system function is higher.
In cases where the HFO day tank is located
far from, or below the booster, the feeder
pumps are placed next to the tank and form
a feeder unit.
The fuel feed systems are different for HFO
and LFO fuel- The LFO fuel system does not
need a pressurized booster system.
See
figure
in chapter 0.2.
High viscosity tuels
(IIFO)
require high oper-
ating temperature to obtain the required flu-
idity. In order to prevent formation ofgas
alrd vapour in the fuel system it must be
pressurized.
wiiRTsrLA DltrstrL
POWET PIAI'TS
5.2.The feeder
/
boosler
syslem
The main components in a pressurized
booster system are
.
the feeder pumps
. the booster pumps
.
the heater
. and the viscosity control.
The feeder purnp supplies the fuel and the
booster pump rises the pressure and flow to
t he requi red l evel . The heat er mai nt ai ns a
temperature corresponding to an injection
viscosity of 16 . . . 24 cst.
Furl,hermore there are different auxiliary
-
and control components needed in the sys-
tems.
FU{ oIL SVSTEM
-
2.v. I Poge 27
WART$L,I D[EstrL
POUEB PLAIITS
Figurc . Feeder / Boasrer unit
(bu
l on the same skid)
The exdmDle is lor o 0-l0 MW itolion
The feeder / booster unit has the following
connections:
B
c
D
F
H
I
L
M
Heavy fuel oil inlet
Fuel oil outlet
(to
engine)
Fuel oil return
(from
engioe)
Air pipe to overllow tank
Steam inlet
Condensate outlet
Deaeration outlet
Drain from module
Back flushing oil from autom. filter
Instrument ait inlet
Light tuel oil inlet
5.2.1 . Suclion slloinet
The suction strainer with a fioe 0-5 mm
mesh shall be installed to protect the feeder
pumps and the booster pumps. The stramer
may be either of duplex type with change
over valves or two simplex strainers in paral-
l el ,
Pdge 2E
5. FUEL FEED SYSTEM
5.l .Generol
The function ofthe fuel feed system is to
supply the engine(s) with cleaned tuel ofthe
required flow, pressure and viscosity. The
fuel feed systerns components are usually
built in a common feeder / booster unit.
Llnits are recommended to use because the
installation time can be reduced and the
quality ofthe system function is higher.
In cases where the HFO day tank is located
far from, or below the booster, the feeder
pumps are placed next to the tank and form
a feeder unit.
The fuel feed systems are different for HFO
and LFO fuel. The LFO fuel system does not
need a pressurized booster system.
See
fi4ure
in chapter 0.2.
High viscosity tuels
(HFO)
require high oper-
ating temperature to obtain the requiled flu-
idity. In order to prevent formation ofgas
and vapour in the fuel system it must be
pressurized.
WARTSILA DltrStrL
POSER PLAXTS
5.2.The feeder
/
boosler
sysfem
The main components in a pressurized
booster system are
.
the feeder pumps
. the booster pumps
.
the heater
. and the viscosity control.
The feeder pump supplies the fuel and the
booster pump rises the pressure and flow to
the required level. The heater maintains a
temperaturc corresponding to an injection
vi scosi t y of 16. . . 24 cst .
Furtlermore there are different auxiJiary
-
and control components nepded in lhe sys-
tems.
nEL OIL SVSIEM
-
Pov. t Poge 27
WARTSILA DIEStrL
powEF pr-axrs
The feeder / booster unit has the following
connections:
Figurc . Feeder / Boostet unll (bullt on lhe same skid)
fhe exdmple b lor o 0-10 MW stolion
B
c
D
E
F
G
H
I
L
M
Heavy fuel oil inlet
Fuel oil outlet
(to
engine)
Fuel oil return
(frorn
engine)
Air pipe to overflow tank
Steam inlet
Condensate outlet
Deaeration outlet
Drain from module
Back flushing oil from autom. filter
Instrument air inlet
Light fuel oil inlet
5.2.1 . Sucfion stroiner
The suction strainer with a fine 0.5 mm
mesh shall be installed to protect the feeder
pumps and the booster pumps. The strainer
may be either of duplex t5pe with change
ovet valves or two sirnplex strainers in paral-
lel.
Page 28
FIIEL OIL Sl.slEM
-
P.v. I
5.2.2. Feeder pump
The feeder pump maintains the pressure in
the fuel feed system. It is recommended to
use a high temperature resistant screw
pump as a feeder pump.
WARTSILA DltrStrL
POWEB PLAXTS
5.2.3. Pressure control (ovedlow)
volve
The pressure control valve maintains the
pressure i n t he deaerat i on t ank di rect i ng
the surplus flow to the suction side of the
feeder pump.
set poi nt =
3. . . 5 bar.
5.2.4. lnlet pressure
Since it is possible that the fuel might con-
tain water, the inlet pressure to the pump
must be highet than the evaporating pres-
sure ofthe water at conesponding tempera-
ture and ambient air pressure to avoid
cavitation. The figure below shows the rec-
ommended inlet pressure for various tem-
peratures at normal air pressure.
o|
..r
6 e
o
a)
70 80 90 100 110
-
recommended l nl et pressure
+
Vapour pressure waler
Figurc 25. Minimum inlel pre$ue
on
pump
suclion slde
120 130 140 150 160
Temperature ('C)
Design data
capacily to handle lhe total consumplion
I
ol lhe engine(s) and the llush quanlity of
a possible automalic liller
operaling pressure
3-5 bar
operarrng lemperature
100
c
viscosity (lor dimensioning the electic
motor) 1000 csl
tr'/
''./"
t--
FUEL OtL Sy'aM
-
R.v. I
Pdge 29
WARTSILA DfltrStrL
POWER PLAl I TS
5.2.5. Fuel consumplion melel
When a fuel consumption meter is required
it shall be fitted between the feeder pumps
and the deaeration tank. The meter shall
have a by-pass line.
5.2.6. Deoerotion fonk
The deaeration tank has a volume of about
60 L It must be equipped 1aith a vent valve,
controlled by a level switch. It shall also be
insulated and equipped with a heating coil.
Ttre vent pipe shall, ifpossible, be led down-
wards, e.g. to the return fuel tank.
5.2.7. Boosler pump
The task ofthe booster pump is to provide
the engine(s) with an adequate amount of
fuel at a certain pressure. The capacity of
the pump shall be min. 2.5 times higher
than the engine fuel oil consumption. In
case of several engines using the same
booster purnp, the capacity of the pump
must be 10 7. higher than the sum ofthe
engine related feed-booster pumps and the
0ushi ng capacrty ofautomati c fi l ter usi ng
fuel oil as back-flushing rnedia.
Design data
desgn pressure
110
bar
des,gn lemperature
1150'C
viscosity
I
(lor
dimensioninq ol lhe eleclric motor) l50o csl
5.2.8. Heoter
The heater is described in section 5.3.
5.2.9. Aufomoticolly cleoned tine
filler
It is recommended to use automatically back
flushing filters that consist of a duplex filter
with a by-pass frlter as stand-by. The feed
pump capacity shall be sulflcient to prevent
pressure drop during the flushing operation.
5.2.1 oviscosimefer or lhermoslol
For control ofthe viscosity, a viscosimeter is
used. A manual ihermostatic control is frt-
ted to be used as a safety device in case of
viscosimeter malfunction.
Design data
vrscos y range (at In;ecnonlr.p.tl ,o-to.st
design lempelaturc 150'C max.
aqn
pressure
140 bar
nomallalte|s al 16
Design data:
according lo specif icalion
0-r50' c
from 180 csl/ 50' C
10 bar
luel side 20 bat
healing jacket 1O bar
90 % sepaalion above 20Im
(mesh size max. 35 pm)
60 % separalion above 15 pm
wilh one through llow
clean liiter 0.2 bar
dirtylilter 0.8 bar
alam 1.5 bar
luel oil
opeting temp.
lrace heatrng
-back'{lushing
filler:
-
stand-by Jilterl
maximum recommen-
ded pressure drop for
Poge 30 nm O1L SYSIEM
-
lev, I
S.3.Si zi ng of heqfers i n fhe
boosfer unil
Heaters are normally dimensioned to main-
lain a temperature corresponding to an in-
jection
viscosity of 16.-.24 cst at maximum
fuel consumption and at given day tank tem-
perature.
To avoid fuel cracking, the heater surface
temperature must not be too high. The sur-
face power of electric heaterp shall not be
higher than about 1 W/ cm". Ttre heater
must be controlled by a thermostat ot a vrs-
cosimete!-
The set point ofthe corresponding thermo-
stat is somewhat higher than the tempera-
ture set point for required viscosity at the
injection pumps, to compensate heat losses
in the pipes.
WARTSILA DOtrSEL
POWEN PLAIITS
The booster heater size can be calculated
according to formula:
o--
I P
cP At
-
3600
Pp= heat required [kWl
q = flow lmo/h]
p =
density offuel at actual temp. [kglm3]
cp
=
specific heat value at actual temp. &
density fkJlkg
'C]
A t= dsing temperature ['C]
I
=
mio. factor of safety 1.10
-
1.15
(10-157o)
Note! The temperature in the day dank is de-
pending on the type ofHFO. For fuel oil
with a viscosity of 180 cst / 50" C, the sepa-
rating temperature is 98" C, thus can be esti-
mated that the temperature in the day dank
will be at least 90'C.
NELOILSYSIEM. Pd, I
PdgE 3l
WARTSILA D[trStrL
POWER PLAIITS
5.4.Sfeom
qnd
elechicity 5.5.Sludge
quontifies
consumplion
The required heating power in the booster
system depends on the fuel viscosity and the
fuel oil flow. Ttre required heating power
can be read from the diagram below.
Following values have been used for the
diagram below:
P
=
960 kglm3
cp
=
1.99 kJ&g"C
n
=
1. 15
Day tank temperature 90'C
Booster outlet temperature 135'C
Afi
300
Sludge arises in this system from back-flush-
ing in the automatic filter. A collecting tank
shall be arranged underneath the filter. The
flushine data for standard unit:
Normally the flushing frequency is 3...4
times per hour.
_
400
: 3 5 u
6
F 300
F.
;
250
100
250
200
;
50
100
50
0
Figurc .
pequhed
healiDg powet
in lhe boostet systefi
5000 10000
Booster / feeder unit inlet flowQ
l/hl
0
Engi ne
output
tMWI
Fl ushi ng
llow
lm3ihl
Fl ushi ng
time
lsl
Ouantity
per
flushing
lll
0 - 6
6 - 1 3
1 3 - 1 8
2. 2
3. 2 2. 3
0. 4
0_s
2
Page 32
ntEL OIL SYSIEM
.
R.v. I
5.6.Pump
qnd
filter unif
The pump and filter unit is located between
the booster unit and the engine. The unit
protects the engine by a last filtration. The
pump provi des t he cngi ne wi t h t he ri ght
fuel quantity and pressure in installations
where the booster unit is serving more than
one engine.
(Figure
27)
In installations v/ith one booster unit for
each eng]ne it is not necessary to have the
pump in the unit.
For engines with built on purnp and filter it
is not necessary to use an external unit.
WARTSILA D!trStrL
POWER PLA]IT3
5.6.I. Pump copocity
Figurc 27. Pump dnd fillet unir.
The example is tor 16V32 and 18V32 engines
The pump and Ii l ter uni t have the fol l owi ng
connections:
A
= Fuel oil inlet
B = Fuel oil to engine
C
=
Fuel oil outlet
D
=
Fuel oil from engine
E
=
Drain
Design data
Capacrt y
l Mrn
2. 5l i mes l he
engins consumplion
Design pressure
18
bar
Viscosity (lor drmensioning
ls00
csl
Design dala tor filter (32-engines)
Fuelviscosfy acc. lo specilcalion
operaringlemperarure 15ooc
Flow se Tech Dala
Opeating pressure 10 bar
Fineness 60"; sepatalion above
15pm wilh one lhrough
Maximum Dermitted clean tiller O.2bal
pessure drops at l,kst
ldidy
liller 0.q p"t
al am 1. 5 bar
PU4 otL SvStEM
.
P.r, I
Page 33
WARTSILA DOtrStrL
POWEB PIAI'TS
5.7.Fuel oil sqfety filter
The fuel oil safety filter is a full flow duplex
type filter vr'ith steelnet. This lilter must be
installed as near the engine as possible. The
frlter to be equipped with heatingjacket.
Design data (46-engines)
Operatng tempeture
1150
"C
Fuelvrscosrty
lacc.
lo specilication
Fl ow l see l echni cal dat a
Operahg pressure
lt0
bar
Fineness 190% seDaralion above
20
irm
(mesh size
max. 35
im)
[,laximum permitled pressure
lClean
filler 0.2 bar,
droD al 14 csl l al arm0. Sbar
Poge U
FUEL OIL SYSIEM
-
Ree- |
6. FUEL COTLECTING SYSTEM
6.l .Generol
There are two tlTes ofleak fuels, the clean
leak fuel and the dirty leak tuel.
The collecting system consists of a tank,
a pump and a suction strainer and can be
built in on a common unit
-
the return fuel
unit
(figure
28).
The return fuel unit has the following
connecllons:
WARTSILA DltrstrL
POWER PLA}ITS
6.2.Cleqn leqk fuel syslem
The clean leak fuel is drained from the injec-
tion pumps and can be re-used. The fuel
shall be drained to a separate leak fuel
tank, and further pumped to the buffer tank
or the storage tank. The pipes from the en-
gine(s) to the tank shall be inclined and pro-
vided with heating and insulation. The tank
also has to collect the sludge from the
booster unit.
The tank is automatically emptied by a
pump controlled by level switches. A tank
volume of250 I is recommended for all en-
gille t]ryes.
The pump is normally of type screw pump
and the following design data is used:
The amount of clean leak fuel for different
engine t]?es are shown in the table below.
B
c
D
=
Fuel oil outlet
=
Drain
= Ventilation
=
Fuel oil inlet
Figup 28. Petum tuel unil
Design data tor return fuel unit pump
2.O bal
100' c
20 csl
400 csl
=
2. 4 m3 l h
Operating
pressufe
OpeEting lemPeralure
Oil viscosity
Viscocity lor sizing oJ the
Engine type Leak tuel quantity
kgy'Wcylindel
Vasa22
Vasa 32
0. 15
0.33
0.75
AEL OIL SISIEM
-
,q. I Pdge 35
wARTsrLii DotrstrL
POWER PLAI'T3
6.3.Dirty leqk fuel syslem
It is not recommended to re-use dirty leak
fuel oil. The dirty leak fuel oil shall be col-
lected in a separate tank, or as an alterna-
tive, be collected into the LO separator
sludge tank. This can be done if the pour
point of the fuel oil is not too high.
The pipes from the engine to the collecting
tank shall, ifpossible, be installed close to
the clean fuel pipes for combined trace heat-
ing and insulation. Alternatively dirty fuel
can be led directly to a sludge tank. A funnel
shall be installed close to the engine colrnec-
tion for easy inspection ofthe dirty leakage.
Pdge
FUEL OIL SYSIEM
.
PEV, I
7. PIPING AND TRACE HEATING
T.l .Generol
When planning a pipe system all parame-
ters that can influence on the running condi-
tions and maintenance conditions have to be
considered.
These parameters are for example
.
inclination
. draining and supporting ofpipes
.
air pockets
. flow resistance
. vel oci t y i n t he pi pes et c.
Each pipe line or group ofpipes must be in-
dividually exarnined to make sure that they
fulfill the criteria.
7.2.Pi pi ng
Ttre suction pipe to a pump shall be as short
as possible to avoid risk of cavitation. The
discharge pipe shall be routed to minimize
flow resistance.
and units in places where d1'namic or ther-
modJmamic forces occur. d
=
Design data
ffi
i sn pressure
110
bar
Each pi pe l i ne must have enough pi pe sup-
;1
.
t_41
=
q
ports !o al l ow a steady pi pi ng. A fl eri bl e
-
4 v
pipe connection must be used between pipes
WARTSILA DItrStrL
POWEF PLAXTS
7.3.Sizing of fuel
pipes
The volume flow through a pipe can be calcu-
l at ed i f t he cross sect l on area of t he pi pe
and the velocity of the flowing liquid are
known.
llee same expressed by a formula:
Q= A
v
[ m" / s j
^ . 3 ,
tol =
volume rlow [m-
/ s
A
=
cross section area of the pipe
[m2J
v
=
liquid velocity
[m
/ s]
Example of calculating pipe dimension:
^ - 3 ^
The fuel oil flow is 5 m"/h and the velocity is
rated to 2.5 m,/s. W-lich pipe dimension shall
be used?
Formula:
A = !
s
=
0.0266 m
Pipe size + DN 25
The theoretical dimension is DN 25, but in a
pipe system you also have to minimize the
flow resistance in pipes, bends, valves and
the other components. Therefore DN 32 is,
io most cases, the dght choice.
Q . 4
v . E
F|JU OtL Sy''aM
-
lev. , Poge 37
WARTSILA DltrStrL
POWER PLAIITS
3.0
tnr/sl
1. 0
0.5
Figure 29. Didgnm lor detetmining lhe
pipe
dimensions
a
Im3/hl
s
Recommended pipe
dimen$ion and luel oil ve-
locities in suction and delivery pipes
0.5 0. 1
7.4. Fuel oil velocities
The fuel oil velocity is one factor that has in-
fluence on the pressure drop in a pipe. The
higher velocity the higher pressure drop.
To keep the flow resistance in the piping
within acceptable linits, the flow velocities
(m/s)
must be within certain limits. See the
table close by here to find out recommended
velocity for actual fuel and pipe .
System Fuel
prpes
(mm)
DN
LFO
Suction
Delivery
m/s
HFO
Suction
Delivery
]Iy's
25
32
40
50
65
80
100
'125
150
175
200
0.6,0.4
0. 8-1. 0
0. 7-0. 9
0. 9- 1. 1
0. 8-1. 0
' | . o-1. 2
0. 9-1. 1
1. 1- 1. 3
1. O-1. 2
' | . 2-1. 4
1. 3- 1. 5
1. 2- 1. 4
1. 4- 1. 6
1. 3- 1. 5
1. 5- 1. 1
1. 3- 1. 5
1. 5- 1. 7
1. 6- 1. 1
1. 5- t . 6
1. 6- 1. 7
0.3-0.5
0.4-0.6
0.3-0.5
0.4-0.6
0.3-0.5
0.5-0.7
0.3-0.5
0.6-0.8
0.4-0.6
0.7-0.9
0.4-o_6
0. 8-1. 0
0.5-0.7
0. 9-1. 1
0.6-0.8
1. O-1. 2
0.6-0.8
1. 0- 1. 2
0.7-o_9
1 .O- 1.2
0.7,0.9
1. 0" 1. 2
Poge 38 FUEL OIL 'Y'IEM
.
PEL ]
7.5.Trqce heofing
7.5.I . Generol
Tlace heating is used in HFO systems with
viscosities of 180 cst at 50' C and higher, or
in cases where ambient temperature is be-
neath the pour point ofthe fuel. This, to
keep the temperature ofthe fuel within pre-
scribed limits. Components in the HFO sys-
tem shall be provided with heatingjackets
to prevent fuel oil solidification in the compo-
nents. Ttace heating can be done electri-
cally, by steam or by hot water.
7.5.2. System loy-out
Ifelectrical trace heating cables are used,
they can be of self-regulating t1ae. If there
is only one cable per pipe the cable shall be
mounted to the underside ofthe pipe. If
there is more than one cable, they shall be
mounted at an angle of90 degrees to each
other.
ONE CABLE INSTATLATION
TwO CABI.E INSTATIATION
wARTsILii DIEStrL
POWEB PLAIITS
When steam or hot water is used, the trace
heating pipe mustn't be winded around the
main pipe to obtain more heating surface
per length. Ttris can cause de-aeration and
water hammer problerns.
It is important to provide both sludge and
drain pipes wiLh trace heating. although
they are only used intermittently. Pipes be-
tween unloading station and storage tanks
must also be trace heated regardless of
length. Trace heated pipes must be insu-
lated to minimize heat losses.
F-\\-r-\--\\ r-\\
- N;D
r
HEATING PIPE ATTHE UNDERSIDE /
K
Figwa 30. f@ce hegrlng by eleclticdrl coblas FiWp 3l. f@roooooce hedting by hedtlng pipes
RELOTLSy'EM
-
P.v, , Poge 39
wiiRTsrLA DfltrstrL
POWEB PLAl{IS
7.5.3. Sizing of system
When sizing the trace heating system, the
heat losses in main pipes must be known.
The heat losses are calculated for each pipe,
which is to be heated. From tables beiow can
be obtained heat loss values per meter pipe
at different cbnditions. The heat loss must
be compensated by means of external energy
e.g. hot water, steam or electricity.
Example DN 65 pipe, insulated with re-
gard to safety, fuel oil temperature 80" C,
ambient temperature 40" C, length 50 m.
From the table below can be seen that heat
losses for such a pipe is 14 W / m. Thus, the
total heat loss is 50 m
"
14 W / m
=
700 W.
Heat losses ol salety insulated pipes in
M/ml
and
[gram
steam/m] at 20" C and 40" C ambi-
ent air temperaturc.
7.5.4. Heol losses
7.5.4.1 Insul ol edpi pes
Dimensioning of insulation thickness for
safety pipe surfaces:
DN15_DN40
=20mm
DN50- DN250=30mm
Dimensiooing of insulation thickness with
regard to thermal losses
DN15_25
=40mr n
DN32- 65
=50mm
DN80- 200 =60mm
DN 250
- =80l nm
Heat los'es of pipes insulated with rcgard to
thermal losses, in
M/ml
and
[gram
steam/m]
at 20" C and 40" C ambient air temperaturc.
Nominal
DN
Temperature of medium
80' c 130' C
20140" c
gram
7 bar
20t40" c 20140" c
glam
7 bal
20/40" c
20
25
32
40
50
65
80
100
125
150
200
250
11/ 8
1?9
15/ 10
1212
20113
1 Ut 2
2v14
24t16
29t19
34133
40/27
50/33
61141
15/ 10
17/ 11
201t3
23t16
261t7
23115
27118
31/21
38/25
44/30
5235
79l53
21111
24t20
24t23
33127
36/30
33127
39t32
44136
53/43
63/51
73/60
92n5
112/92
21t/22
31126
36/30
43n5
47nA
43/35
50/41
57t46
69/56
41rc7
95'78
120rc8
145 19
Nominal
DN
Temperature of medium
80" c 130' C
20t40'c
granl
7 bal
20/40" c 20140" c
sranl
7 bal
20/40' c
1 5
20
25
32
40
50
65
80
l o0
'125
150
200
250
at5
9/6
10n
11n
11/ 8
13/9
15/ 10
15/ 10
14t12
21/ t 4
24t16
29119
24t19
11n
1ZA
14t9
14t9
15t10
171t 1
20fi3
20/13
23t15
27118
31nO
3U25
36t25
15t12
17t 14
19/ 16
19/ 16
21t 17
24/16
24t17
27t22
33t27
38/31
4335
53144
51t42
19/ 16
22114
25t20
25nO
27t22
31t21
36122
36/29
42J35
49140
56t46
69/57
66/54
Pdge 4)
tua. otL svstEM
-
P.t, I
=
u
F
c/
t
?
c
a
F
I
c
g
g
TUBRICATII{G OIt
SYSTEM
Handboolr
lor
Mechanical Systems
WARTSILA
POWER PLAi l TS
Tqble of Conlenls
LUBRICATING OIL SYSTEM
GENERAL
Typi cal syst em l ayout . . . . . . 0- 1
Temp- vi sc di agr am . . . . . . . . 0- 2
UNLOADING,
STORAGE AND TRANSFER SYSTEM
G e n e r a l . . . . . . . . . . 1 - 3
Unl oadi ng syst er q . . . . . . . . . 1- 3
Unl oadi ng pump uni t . . . . . 1-3
Pu mp t y p e . . . . . . I - 4
Working principle for a screw pump . 1
-
4
Pump capaci t y . . . l - 4
Suc t i on s t r ai ner . . . . . . . . . l - 4
St or age syst em. . . . 1- 5
F r e s h o i l t a n k . . . . . . . . . . . 1 - 5
Dimensioning of ffesh oil tank . . . . . . 1- 5
Heat i ng of f r es h oi l t ank . . . . . . . . . . 1- 5
T a n k f o r u s e d o i l . . . . . . . . . 1 - 6
Dimensioning of tank for used oil . . . 1
-
6
Heat i ng of t ank f or used oi l . . . . . . . . 1- 6
Tr ansf er syst em . . . 1- 8
T l a n s f e r n r r m n . . . . . . . . . l - 8
Pu mp t y p e . . . . . . 1 - 8
Suct i on f i l t er / st rai ner . . . . 1-8
CLEANINGSYSTEM
G e n e r a l . . . . . . . . . . 2 - 9
Se p a r a t o r s y s t e m . . . . . . . . . . 2 - 9
Separat or uni t . . . 2-9
Si zi ng of separat ors . . . . . 2-10
Sludge quantity 2-I7
F i l t e r s . . . . . . . . 2 - 1 2
Changi ng of f i l t er cart ri dges . . . . . . 2-12
Automatic fiiter 2-73
Saf et y f r l t er . . . . 2- 74
LI,]BRICATING OIL COOLING SYSTEM
G e n e r a l . . . . . . . . . 3 - 1 5
Thermost at i c val ve. . . . . . . . 3- 15
Dimension and operation 3
-
16
Pressure drop diagrams .. 3-17
L u b e o i l c o o l e r . . . . . . . . . . . 3 - 1 9
Dimensioning of lube oii cooler . . . . 3
-
19
Radi at or cool i ng . . 3
-20
PRESSIjRE CONTROL SYSTEM
Ge n e r a l . . . . . . . . . 4 - 2 1
Prel ubri cat i ng pump . . . . . . 4-21
Ma i n l u b e o i l p u mp . . . . . . . 4 - 2 2
Gr av i t y t ank . . . . . 4- 22
Syst em oi l t ank . . 4-23
Desi gr of t he syst em oi l t ank . . . . . . 4- 24
PIPING
P i p i n g . . . . . . . . . . 5
- 2 5
L u b e o i l p i p e s . . . . . . . . . . . 5 - 2 5
Lube oi l vel oci t i es. . . . . . . . . 5
-26
O. GENERAT
Each engine shall have a separate external
lubricating oil system. Depending on the
t)?e ofengine, the external lubricating oil
system vary in design. At, e.g, VASA 46,
some components are external while on
other engines they are built on the engine.
In-line and V-engines also have some differ-
ences.
WARTSILA D|trstrL
POUER PLAXT3
The lubricating oil system consists of the
following:
. unloading, storage and transfer system
. cleaning systern
.
cooling system
. pressure control system
. pipiog systm
Please refer to append.ix D-F
for flowcharts
desc binq d.ifferent systems.
UNLOADING PUMP
FRESH OILTANK
TANK FOR
USED OIL
TRANSFER PUMP
SEPAMTOB UNIT
0.l.Typicol syslem lqyout
THERMOSTATIC VALVE
PLATE HEAT
EXCHANGER
MAIN LUBE OIL PUMP
PRELUBE OIL PUMP
Figu@ l. Lubeo syslem h
pdnciple
lhis exomple k lor o VASA 16 enghe
LUAPICAI Ie OI S\6IEM
-
Pq. I
UNLOADING
STATION
BAVIry TANK
Pdge I
wART$Lii DfitrstrL
POWEB PLAl{TS
0.2.Temp.
-
visc. diqgrom
i) 15 90 96 tm r5 l]0 15120 r25 r30 135
Figu@ 2. fefip.-visc. diogrcn lot SAE 30 dnd SAE 10.
The diagran above shows how the viscosity varies at different temperatures for the two
tJryes of lub cating oil recommended by Wartsila Diesel .
Poge 2
IUAPICAINC O S\'SIEM
-
P.v. I
wilRTsrLA DltrstrL
POWER PLA,.T3
I. UNTOADING, STORAGE AND TRANSFER SYSTEM
l . l . Gener ol
The unloading, storage and transfer system
vary depending oo the size ofthe power
plant. A small power plant doesn't need
more than a few oil barrels and a hand- or
an el ect ri cal l y-dri ven pump, whi l e a bi gger
power plant, with many eng:nes, needs
pumps and t anks f or handl i ng t he l ubri ca-
ting oil.
Ttre unloading, storage and transfer system
includes:
. unloading pump unit
. fresh oil tank
(storage
tank)
. transfer pump unit
. tank for used oil
The unloadrng pump unit has Lhe following
connections:
A = LO inlet
B
=
LO outlet
C
=
Drain
Figup 3. Lube oil unlodding
pump
unll
L2.Unlooding syslem
I .2. | . Unlooding
pump
unil
The unloading pump unit has to be placed
at the unloading station close to the HFO
and LFO unloading pump units. A single
version can be used. Ifboth LFO and LO sys-
tems have a single version ofthe unloading
pump unit, the pumps can be built on the
same skid, still with separate inlet and out-
let connections-
The unloading
pump unit consists ofthe
following components:
.
steel frame
. suction filtr
.
electrically driven pump
. valves
. control panel
LUANCAiNE OL SYS''EM
.
P". I
Pqgp 3
WARTSILA DfltrStrL
POWER PLAi'T3
1.2.2. Pump type
The pump shall be dimensioned for actual
lubricating oil quality (viscosity).
To avoid
emulsifuing ofwater, the unloading pumps
shall be of screw-pump type.
The pump should be equipped with a built
on overflow valve to protect the pump from
over ptessute,
1.2.2.1 Working
pfinciple
tor o screw
pump
The working parts ofthe screw-pump are
the three screws, which rotate in the sur-
rouoding casing. The liquid, which is en-
closed bet\rreeo the seals, moves axially
when the screws rotate and is forced thereby
creating a pumping action.
Figurc 4. fhe woking pd''s in o scQw pump.
1.2.3. Pump copocity
Required power for the purnp can be calcu-
lated according to the following formula:
n o . O . h
P. " " =
44I k Wt
- -'
1000 3600
n
'
=
density^at actual temperature [kg/m3]
=
flow fm'/hl
=
delivery head
[m]
-
=
force ofgravity [m/s"]
=
efficiency
Preq
p
a
h
g
rl
1.2.3.I Sucfi onshoi ner
A suction strainer shall be mounted to pro-
tect the unloading pump. The strainer can
either be ofduplex or single type.
Design data
capac v, ran\ vol ume I 00om: l l o-l oqm1h
1000 m' 1100 m A
operaling pessure
14
bar
viscosity
ISAE
40
viscosity (lor dimensioning ol the
IrUOO
"",
Poge 4
LIJBPICAIING OIL SYS/fM
-
P.v. l
WARTSILA DltrStrL
POWEB PL XTS
l.3.Sforoge syslem
I .3.1. Flesh oil fonk
For dimensionins ofthe fiesh oil tank ac-
cording to the toLl output of the power
The fresh oil tank has to store lube oil for plant the table below can be used. ltre table
the oil changes and for compensating oil con- is based on normal lube oil consumption and
sumption. a delivery interval of 14 days and on that 50
7o ofthe oil sump volume can be changed at
1.3.l .l Di mensi oni ng
a trme.
The delivery inteival for the lube oil is an
important factor when dimensioning the
fresh oil tank, because shor:t delivery inter-
vals means smaller tanks and longer inter-
vals means bigger tanks. The lube oil tank
must store a sumcient quantity lube oil for
an oil change in lubricating problems. In in-
stallations with maoy engioes it is better to
divide the engines io groups or sections. In
that case the lube oil tank is serving a group
ofensines.
Rated power (MW) m3
0 4
4 - 6
6 8
8- 12
12 20
20-25
25 30
3 0 - 3 5
35
- 60
60- 85
85
-
120
3
5
7
10
16
20
25
30
50
70
100
LUaNCAnNC OtL SVSTEM
-
P.v. I Pdge 5
WARTSILA DOtrStrL
POWER PLAIITS
FigaQ 5. fonk modek lot ftesh
qnd
used o
The fresh oil tank has the following
coonections:
A
=
Outlet
(to
engine)
B
=
Inlet
(filling)
C
=
Overflow
D
=
Venting
E
=
Drain/emptying
F
=
Manhole
W:trtsila Diesel standard tanks:
1.3.1.2 Heoti ng
Usually there is no need ofheating for the
fresh oil tank- In installations with arctic
condition's, attention has to be paid to the
pumpability of the oil.
For the fresh oil tarrk the same formuras
and diagrams can be used as for the storage
tanks.
See storage tank chapter 2.3.
"Heating"
in
the
fuel
system guide.
Horizontal tank Vertical tank
Vol ume D L D H
3
5
'7
t 0
16
20
25
30
50
1250
1600
1600
1600
1600
2000
2000
2000
2500
2740
2420
3740
5350
4570
6960
8450
10120
10800
2500
2500
3000
3000
3000
3800
2800
3800
3400
4200
4900
5400
Pdge 6
IUBPICAI//]IG OIL SYSIEM
-
P.v. I
B
C
D
E
F
The used oil tank has the following
connections
(see
/ie,zre
5):
WARTSILA DItrStrL
POWER PLAXT3
L3.2.1 Dimensioning
The size ofthe tank depends on the quantity
ofused oil from the engine. The tank must
be able to store used oil from the lube oil sys-
tem ofone engine added with 15 7o.
V
=
Ve 1.15
V
=
used oil tank volume
[m3]
Ve
=
used oil quantity from one engine [m3]
Ttre closest standard tank is then to be cho-
sen.
L3.2.2 Heoling
Usually there is no need of heating for the
used oil tank. In installations with arctic
conditions, attention has to be paid to the
pumpability of the oil.
For the used oil tank the same formulas and
diagrams can be used as for the storage
tanks.
See stora.ge tank chapter 2.2.
"Heating"
in
the
fuel
system gui.dz.
Outlet
Inlet
(from
engine)
Overflow
Venting
Drain/emptying
Manhole
I.3.2. Tonk for used oil
Instead ofpumping used oil into oil barrels,
a storage tank with enough volurne can be
installed. In this tank, used oil is temporar- ,
ily stored before final disposal.
The tank for used oil is a storage tank
(see
/1g&re
5). It has to store changed lube oil
(used).
The used oil is either manually
pumped at smaller installations and more
automatically at installations with many en-
gines.
LUANCA'NG OIL SI.5rFM
-
Pev. I
Pdge 7
WARTSILA DitrStrL
POWER P1AIIIS
I.4.Tronsfer syslem
L4.1. Tronsfer pump
The LO transfer pump shall be situated
nearby t he LO st orage rank. I f t he pump i s
placed at another place the suction head
rnust be checked.
The transfer pump can be built with one or
two pumps (stand-by).
If the LFO and LO
storage tanks are situated close to each
other, the transfer pumps for respective sys-
tems can be built on the sarne skid.
Sometimes the LO separator pump can be
used as a transfer pump and as an empting
pump. The filling can be connected to suc-
tion side and the empting connected to the
pressure side ofthe separatot pump. In such
a case the suction head and the flow are to
be checked.
Figwe 6. Lube oil honslet pump
unit
The transfer pump system, built as a unit
consists of following components:
. steel frame
.
suctioD filter
. electrically driven pump
.
control panel
The LO transfer pump has the following
connections:
A =
Lube oil inlet
B
=
Lube oil outlet
C
=
Drain
1.4.2. Pump type
A gentle treat ofthe oil is important. To
avoid emulsification ofwater the transfer
pump shall be ofscrew-pump tl4e.
The pump shall be equipped with a built on
overflow valve to protect the pump from
over pressure.
1.4.3. Suction filter^troiner
A suction filter or strainer shall be fitted to
protect the transfer pump.
i -..
Design data
capacity emptyingfilling ol the oilsump
lwilhin
1-3 h
operaling pressure max. 4 bar
viscosjty SAE 40
vrscos,ty (lor dimensioning ot lhe 1s00 cst
Poge I
LWPICA Ne OIL SYSIEM
-
Pq. I
WART$LAD[trstrL
POWEi PLAXT3
2. CTEANING SYSTEM
2.l .Generol
During normal operation, the lubricating oil
gets contaminated by wear and combustion
residues. Even after a few operating hours,
there can be some combustion residues,
especially if the engine is inadequately
preheated and./or quickly accelerated and
loaded.
The cleaning system consists of the
.
separator unit
.
automatic filter
(VASA
46)
. safety filter
(VASA
46)
. fine filter Or'ASA 32)
Figve 7. Lube oil sepo'olor unit.
fhe exqmple b lot a 2-7 MW Insra atton.
2.2.Seporolor syslem
2.2.I. Seporolor unif
The separator shall be dirnensioned for con-
tinuous separation. Each lubricating oil sys-
tem shall have a separator ofits owo, r.e.
one separator for each engine.
The separator unit has the following
connections:
A
=
Dirty LO ialet
B
=
Cleao LO outlet
C
= Displacement water inlet
D
=
Drain
E
=
Sludge outlet
Luretca'l}lc otL svnt|,
.
P4. I Pdge 9
WARTSILA D[trStrL
POWEB PLAIIT3
2.2.2. Sizing of seporotors
Ttre lube oil separators shall be dimensioned
according to the recomnendations ofthe
separator manufacturer.
Design data
Sepatron temperature
185.. 95. C
For optimal separation result the separation
temperature should be as high as possible.
Max. allowed temperature is to be checked
with the lube oil supplier.
The following formulas can be used to esti-
mate the capacity ofthe lube oil separator:
Q = P
z n l t
q = quantity
[Vhl
P
=
output ofthe diesel
[kW']
z
=
conversion factor
0/kWl
=
1.36
n
=
fuel oil depending factor
n=5f or HFO
n=4f or LFO
n=SforDi sti l l ate
t
=
operating time
[h]:
=
24 for partial discharge t]?e separators
=
23 for total discharge tJrye separators
2.2.3. Sizing of sepo.otor heoters
A constant temperature is very important
for reaching a good separating aesult. The
heater has to rise the temperature from the
level it has in the oil sump or system tank to
i Ls separat i ng t emperat ure. when Lhe engi ne
is loaded.
The heater has to be designed for a tempera-
ture rise of40
"C.
When start-up the heater
sometimes is used for warming up the en-
gme.
The separation temperature is between
8 5 . . . 9 5 ' C.
The lube oil can be heaied by means of:
.
steam
. electricity
This formula can be used to estimate the re-
quired size ofheater:
- q 0 c D A t
3600
' r
PR =
heat required
[kW]
q =
flow
[m".4r]
p =
density oflube oil at actual temp.
lke/m"l
cp
=
specific heat value at actual temp.
density
[kJ/kg"C]
A t
=
rising temperature
['C]
n
=
min. factor of safety
(10-15%)
For the consumption diagram on next page,
the following values have been used:
P
=
880 kg/ m3
cp
=
1.97 kJ/kg'C
n
=
1. 15
Oil temperature in sump
=
50o C
Separating temperature =
90" C
&
Pdge | 0
LllBPlCAlNe OtL SVSTEM
-
P4. t
300
9
;
200
150
100
50
0

45o
5
400
_E
35o
: 3oo
E
250
Ezcn
150
t m
50
0
WART$LA D[trstrL
POWEN PLAIITS
Separator
10000
inletflow Q
!/hl
0
Figwe E. Pequtued heating
power
lor lhe LO$ep. unit
2.2.4. Sludge
quonlily
The sludge tank shall be placed below the
separator and as close to the separator as
possible.
VOLUME OF SLUDGE AND
WASTE WATER FOR
WESTFALIA LO SEPAFATORS
Sludse omduced durins t tal dischare
Fl ow
Q 0/ h) Discharge
volune
(t
/ h)
770 (osc 4/ 5)
1450
(osa
7/ 8)
4000 (os 20l 25)
4600
(osB
30/ 30)
7600
(osB
35/40)
4
9
9
18
Bosis ot colculolions
(Weslfolio):
. total discharge ofseparator every two
nours
5000
Bqsis ot colculolions
(Altq
Lovol):
. total.discharge separator:
one ctscharge
per hour
. partial discharge selaratorl
two cl$cAarges
per
nour
2.3. Filfers
A filter has to be installed on the incoming
, , r , 8 w Lr r E cxt sr r r 5,
VOLUME OF SLUDGE AND WASTE
WATER FOR ALFA-LAVAL SEPARATORS
Total discharge Partial diecharge
Flow
Q
vh
DischareE Flow
Q
l,1l
Discharge
1500
2200
5000
5600
7
l 3
21
46
450
750
1200
2700
5000
7000
6
6
4
6
10
22
LUBP,CAIINO Oll S\6EM
-
lov. I Pogo | |
WARTSILA DOtrStrL
POWEF PLAl'TS
2.3.1 . Fine filfer
The fine filter is ofbuilt-on tlTe at VASA 22
engines and inJine engines ofVASA 32,
while the fine filter is built as an extelnal
unit for the V32-engines.
The lilter unit consists ofthree fllters for
12V32 and offour fllters for 16V32 and
18V32. The filters are fullflow type, i.e.
the whole flow passes through the fllter.
Normally all filters are in use. When chang-
ing cartridge duling operation one filter rn
turn can be closed by a valve on top ofthe
unit.
Each filter consists oftwo cadridges. The
first is ofa paper with a nominal fineness of
15
!rm.
The other
(safety
filter) consists of
plated wire with a mesh of 65 pm.
The fine frlter has the following connections:
A
=
Lube oil outlet
B = Lube oil inlet
C = Drain from filters
D = Drain from drip pan
Figu@ 9. Fine finq lot I 6V32 dnd 1 8V32 engines
2.3.2. Chonging of filler corkidges
As the useful life ofthe cartridges is, to a
great extent, dependent on the fuel quality,
load, lubricating oil quality, separation and
care ofcentrifugal frlter, experience fiom the
installation concerned will give the most
suitable intervals between changes of car-
tridses.
Design data
Capacity
ISee
technical dala
Oi l vi scosi t y
I SAE
30-40
Operating pressure
lmax.
I bar
Operaling lemperalure
lma-x
100
"C
Fi 6t l i l l ermesh wi dl h
115 Fm
Salety frfter mesh wrdlh
165 Fm
Pressure drop
lclean
filter. 0.3 ba"
Alarm al 1.5 bar
Pdge l2
LUAPTAr/,r'G OIL SYSIEM
-
P.v. l
2.3.3. Aulomolic filler
Automatic selfcleaned filters are used for
the Vasa 46 engines together with a safety
filter. The cleaning princi!1e fo! this type of
filter is, that the direction offlow through
the filter elements is reversed so particles
collected on the surface ofthe filters are re-
leased. For this back flushing cycle the fil-
ters either use compressed air or system oil.
The back flushed oil is passing through an
additional filter before the oil is enterine the
lube oil sumD.
POSEN PLATTS
The automatic filter has the following
contections:
A = Dirty oil outlet
B =
Oil inlet
C
=
Oil outlet
D
=
Compressed air iolet
WABTSILA DltrStrL
Design data
Lubricating oil viscosity
Operaling pressure
Operating temperature
SAE 40
max, 8 bar
mi n. 12 bar
max. 100
'C
90 7" separalion above
20 jrm at one through llow
(mesh widlh max. 35
Jrm)
Clean litler < 0-3 bar
Alarm al 0.8 bar
Flgwe 10. Aulomotic li er
Luratcatwa otL sr'srEM
-
eev. I
Pdge | 3
WARTSILA DltrStrL
POWEB PLAl'T3
2.3.4. Sofety filter
The lubricating oil safety frlter is a duplex
filter with wire netting cartridges. It is used
together with an automatic selfcleaning fil-
ter on the VASA 46 engines.
The lubricating oil goes through one ofthe
filter chambers, while the other is stand by
with clean cartridge.
When the filter has to be cleaned, the clean
side is taken into use and the dirty is closed
by a change over valve on top ofthe filter.
After this the filter chamber can be opeoed
and the dirty cartridge cleaned.
The safety filter has the following
connections:
A
=
Oil inlet
B
=
Oil outlet
FiguQ I l. Solety liltel
Design daia
Lubricaling oil viscosity
Operating pressule
Operating tmperaturc
SAE 40
rnax. 8 bar
mi n. 12 bar
max. 100' C
90
o/o
separation above
50 pm al on lhrough tlow
(mesh width max. 60
Im)
Clean tiher < 0.3 bar
Alarm 0.8 bar
Pog 14
LWPICAIIIG OIL SVSIEM
-
P6v. I
3. LUBRICATING OIt COOTING
3.l .Generol
The lubricating oil temperature increases
during operation and must therefore be
cooled. At full load the temperature rises to
75-80
'C
depending on engine tJDe. Nominal
oil inlet temperature to the engine is 63
'C
and maximum ?0-72
"C
depending on the en-
gine type. In the lubricating oil circuit a
thermostatic valve is placed after the cooler
to regulate the temperature of the oil to the
engine.
The oii can be cooled by means of:
.
water cooled heat exchanger
.
air cooled radiator
3.2.Thermostotic volve
The thermostatic valve has to mix warm
and cold lubricating oil to obtain the right
temperaturc before entering the engine
(63
"C).
The thermostatic valve is built-on at Vasa
22 and on in-line 32-engines. For the Vasa
46-engines, the thermostatic valves are ex-
ternal, located in the pipe system outside
the engine.
WARTSILA DOtrStrL
POWER PLAX13
The thermostatic valve has the following
connections:
A
=
Controlled temp. outlet
(to
engine)
B
=
Hot inlet
(from
engine)
C
=
Cold inlet
(from
heat erchanger)
Figu@ 12. fhetmosduic volve
Design data:
Sel poinl
163
'C
Pressurs drop
10. 15. . . 0. 5
bar
Operating pressure
18
bar
/
/o /'I\
/ / l ) 0 ,
"'u//"y'
U/,HCA'|,IG OIL tyyaM
-
P.v. l
Pdge | 5
WARTSILA DOtrStrL
powEi
PLlllts
3.2.1. Dimension ond operolion
During start-up, when the oil is still cold,
the thermostatic three way valve directs the
oil back to the engine. When the oil gradu'
ally gets warmer, the thermostatic valve ad-
mits cooled oil from the lube oil cooler to rnix
with the warmer oil coming directly from
the engine in order to achieve a temperature
of 63
"C
on t he oi l ret urni ng t o t he engi ne.
Dimensions ofthermostatic valves is as fol-
lows:
Size Wmm ZJmm Y/mm
DN 80
DN 1OO
DN 125
DN 150
DN 2OO
267
403
489
489
640
l'11
217
241
254
420
200
224
254
285
340
Figub I 3. fhetmosrolUlic vdlve
Poge | 6 LI,BFICAI'IIJG OIL SVSIEM
-
P.v. I
3.2.2. Pressure drop
1lle pressure drop over a valve is always in
proportion to the flow through it. The dia-
grams below shows the preesure drop in
WART$LA DltrstrL
POUEN PLAXTS
relation to the flow for SAE 30 and SAE 40
lubricatine oil at 60'C and 82"C.
100 Flow 'F/h 120
DN 80
20 40
Ppt9urc drcp didgrcm lot DN 80 volve
30 60
PrcsElJ,e drcp didgrdm tor DN lq) volYe
0.9
0.8
o.7
o.4
0.3
o.2
0. 1
0
0.9
0.8
- v , ,
6
. o ^ ^
i 0. 5
o
a
0.4
I L
u. ,
0.2
0. 1
0
DN 1OO
c
I
o
E
0.
LUB 4CAmtG OtL St SIEM
-
P.v, I
120 150 Flow iPlh 180
Page | 7
wARTsrrA DotrstrL
POWEF PLAXTS
0. 9
90 135
Prcssurc .hop dldgrom lot DN 150 vdlve
DN 125
120
DN 150
DN 2OO
0.7
0.6
0.2
o.1
0
60 90
Prcssurc dbp diogrdm lot DN 125 volve
0. 9
0. 8
o.7
0.6
0.5
0.3
o.2
0. 1
0
I
r50
'l
80 Frw hlh 21 0
0 9 0
P@ssu@'e dtop diogrcm lot DN 200 volve
Pdge I I
LUBPICAIINC OIL SYSIEM
-
Pev. I
3.3. Lube oil coolel
The lube oil cooler is built-on at Vasa 22 and
at Vasa 32 inline engines. For Vasa V32
and Vasa V46 engines, the lube oil cooler is
an external unit located outside the engine.
Ttre lube oil is cooled by means ofwater
from the low temperature
(LT)
water circuit
on the diesel engioe.
3.3.1 . Dimensioning
The external lube oil cooler is of plate tlrpe
and is working at the counter flow principle.
wAnr$Lii D[trstrL
POUEN PL XT3
The lube oil plate heat exchanger has the
following connections:
Oil inlet
LT water outlet
Oil outlet
LT water inlet
Heal dissipalion
Pressure drop, lube oilside
Pressurc drop, on waler side
iOperating pressure
Figurc 14. Lube oil
plote heal exchonger
Design data
See technicaldata
See lechnicaldata
1, 2 x nomi nal heat
max, 0,8 bar
max. 0.6 bar
I bar
(Arsr 304)
LllancAtulc OIL Sy'EM
-
P.v. l Pdge 19
wARTsrLii DotrstrL
POWEI PLAIITS
3.4.Rqdiotor cooling
The lubricating oil is usually cooled by
LT-water through a plate heat exchanger.
However, at high ambient temperatures
(about
47
"C
for engines with 1-stage charge
air cooling and about 52
"C
for engines with
2-st age charge ai r cool i ngi . i hi s rs not possr-
ble since the LT water temperature becomes
too high to be able to cool the lube oil.
In such a case, the lube oil is to be cooled di-
rectly in a radiator as shown in figure 16.
In installations with direct radiator cooling
ofLT-, HT- and lube oil circuits, the radiator
has the following connections:
The lubricating oil system has in this solu-
tion a separate cooling element in the radia_
tor. This system is called 3-circuit system,
see scheme below.
Figu@ | 5. 3-citcuit syslem
B
c
D
E
F
HT water in
HT water out
LT water in
LT water out
LO in
LO out
Figwe 16. Podidlot coolel
Page 20 LUAflCA',Ne OIL SYSEM
-
P.v. I
4. PRESSURE CONTROT SYSTEM
4.1.Generql
Ttre pressure control system has to provide
the lubricating oil system with a sufficient
qua4tity oflubricatiog oil at right pressure.
This includes prelubrication and main lubri-
cation.
The pressure control system consists ofthe
following components:
. prelubricating oil pump
. main lube oil pump
. grawity tank
(for
VASA 46 engines)
4.2. Prelubricoting pump
Before the engine is started, the lubricating
oil system must be filled and the engine ade-
quately primed by the prelubricating pump.
The prelubricating pump is an electrically
driven screw pump equipped with a built-on
overllow.
The pump is built-on at VASA 22 and inJine
VASA 32 ergines. For other engines the
prelubricating pump is located separately
outside the engine. The electrically mam
pump at VASA 46 can be used as a prelubri-
cating oil pump operatiog at a reduced
speed.
Ihe pr-lube
oil
pump
is used ,or:
.
filling of th.e diesel.engine lubricaring oil
systrn and ac[tevrng aome
pressure
be-
fore starting, in insttllations with an en-
gine driven oain lubrication oil pump.
. providias
additional caoacitv to the en-
hne rlrivin lubricatins oil D;mD in instal-
lations where the diesil enhne'speed
drops below a certain value. In t6ese
casas, the
pump
shall star'! and stoD auto-
matically dn signals from the speed meas-
unng system.
WARTSILAutrstrL
POYER PLAX?3
The suction head is norrnally 4.0 m.
In installations with arctic cooditions the
design data have to be checked.
The pfelube oil pump has the following
connections;
A
=
LO inlet
B
=
LO outlet
Figwe 18. Pte-luba oil pump
Design data
Capacry See lechnicatdata
Viscosity
ISAE
30, SAE 40
Design pressur
lmax.
a bar
Design temperature max. 100.C
Viscosity (for dimensronrng
1500
cst
ol lhe elednc motor)
|
LUaNCAnNe OL S\6|EM
.
P.v. I
Poge 2I
WARTSILA DltrStrL
POWER PLAI'TS
4.3.Mqin lube oil
pump
The pump is engine driven built-on for
VASA 22 and VASA 32 engines. For VASA
46 the main lube oil pump is electrically
driven and located separately outside the
engine.
The pumps are equipped with built-on over-
flow valves to protect the pump from over
pressute.
In case ofinstallations with arctic condi-
tions the design data have to be checked.
Figute 19. Moln lubicoting oil pump
4.4.Groviiy tonk
The gravity tank is used in installations
with VASA 46-engines and has to ensure
sufiic;ent lube oil pressure unlil the engine
has stopped in a black out situation.
The tank has to be placed so that a mea-
sured prcssure of minimum 0.5 bar is obtain-
able on the instrument panel at the engine.
The gravity tank is always connected to the
main pipejust before tbe pipe is entering
the engine.
A constant flow through the gravity tank
ensures that the tank alv,/ays is filled.
The gravity tank has the following
connections:
LO outlet
LO overflow
filling
Venting
Drain/emptying
Figup 20, Govity l(,nk 3 m"
Design data
Capacity
Design pressure
Design temperatu16
See technicaldala
sAE 30, SAE 40
ma(. 100"C
500 csl viscosity (lor dimensioning
ol rhe elecldc molo4
Engine type Tank vol ume m3
4, 6R46
8, 9R46, 12V46
16, 18v46
1. 0
2.O
3. 0
Poge 22 LUANCAIING OIL SYs7EM
.
ROY, '
4.5.Syslem oil lqnk
The system oil tank is only used for Vasa 46
engines with dry engine sump.
The system oil tark has to be placed in the
free end ofthe engine as close as possible to
the engine, beneath the eogioe sump level.
The engine dry sump has two drain outlets.
The pipe connections between the sump and
the sysrcm oil tank shall be arranged flex-
ible enough to prevent damages due to ther-
mal expansion and vibration.
The drai[ pipe from the oil sump to the sys-
tem oil tank shall end below the minimurrr
oil level and shall not be led to the sarre
place as the suction pipe.
The end of the suction pipe shall be trumpet
shaped or conical to reduce the pressure
loss. For the same reason the suction pipe
shall be as short and straight as possible. A
pressure gauge shall be installed close to the
inlet ofthe pump to make it possible to
check the suction head.
WABTSILA DfltrstrL
POYER PLAIIT3
The suction and return pipes for the separa-
tor shall not be located near to each other.
To avoid heat radiation from the tank it is
recommended that the tank is insulated
with mineral wool or similar.
The system tank has the following
connections:
Design data
Oi l vol ume 112- 151/ kW
Tank ri l l rng
175
-
80
"6
Oi l l evsl al am 160
%
c
D
E
F
G
H
I
J
K
L
M
To separator unit
From separator unit
Air vent
To main lube oil pump
From engine
Prelube oil pump
tr'iUing
Emptying
Oveillow fiom gravity tank
Level switch indicator
Sample valve
Return from automatic filte!
Manhole
Flgu@ 21. Sysrem lonk 12 m3
LwNcAnNe OL 5l6'EM
-
F.v. I
Pago 23
WARTSILA D[trStrL
POWEI PLAXTS
Design of the system oil fonk
To ensure trouble-free operation, it is impor-
tant that the entire contents ofthe tank is
circulated and that the flow over the tank
cross-section is uniform. Therefore great
care has been taken in the selection ofthe
tank geometry. Deflectors are fitted accord-
ing to tank configuration and the inlet and
outlet connections are coFectly dimensioned
and positioned.
The system oil tank is furnished with a set
ofdeflectors directing the lube oil flow thus
improving the settling process. Dirty oil
from the engine and from the automatic fil-
ter back flush outlet i6lead to the inlet sec-
tion ofthe system tank.
From the inlet section the lube oil is partly
flowed through the system tank and cleaned
by the settling process, and partly pumped
to the lube oil separator unit. The cleaned
oil from the separator is returned to the sys-
tem oil tank outlet section, from where the
lube oil to the main pump is sucked.
The system tank has the following
connections:
A
B
c
D
E
L
To separator unit
From separator unit
Air vent
To main lube oil pump
From engine
Back flush oil from automatic filter
Figurc 22. lhe oil flow in lhe syslem oil lank
Pdge
LUBPICAIING OlL SI.STEM
.
Pv. ]
5. PIPING
5. 1. Pi pi ng
When planning the piping system, consider
parameters as:
. inclination,
.
draining
.
supporting
.
air pockets
. velocity
.
material
.
insulatio[ etc.
Each pipeline must have pipe supports to
allow a steady piping- A weak suppoit can
cause operation problems or can damage the
pipe systm.
The pipes for the lube oil system has to be
well cleaned before starting up to avoid
sand. rust. slack. elc. in the lubricating oil.
When planning the lube oil system the
following design data has to be used:
WABTSILA DltrstrL
POWEN PLAXT3
5.2.Lube oil
pipes
The dimension ofa pipe is determined by
the arnount ofliquid flo\ping through the
cross section area ofthe pipe during a spe-
cific time.
Formula;
Qlms/s1
=
A1-21 ,r1-'"1
Example of calculating pipe dimension:
A known flow of 39 m3/h and desirable veloc-
ity of 1,7 m/s. Which pipe dimension shall be
used?
Formula;
+DN80
The theoretical dimension is DN 80, but in a
pipe system you also have to minimize the
pressure losses from pipes, bends, valves
and other components. Iherefore, one size
larger than the calculated size is in most
cases the right choice, in this case DN 100.
A _ Q
Design data
PGssure
110
bar (NP 10)
Tempealure max. 120'C
The followine standards have to be used:
Design dala
Standard Material
Elbow
Flange
Blind llange
Gasket
Caps
DIN 2448
DIN 2458
DIN 2605
DIN 2616
DIN 2576
DTN 2532
DIN 2527
DIN 2690
DIN 2617
RSt 35
RSt 35
RSt 35
FSI 35
RSr 37-2, C72.4
RSr 37-2, C22.8
RSl37-2, C22.8
Oil resistanl
RSr 35
d =
n . d 2 _ q
4 v
f-59-B
' a
*
d
=
\ s o o o " . l J - . o
= o o g o m= g o mm
LUAP'CAzNG OtL SfSt.M
-
F.v, I Poge 25
WARTSIL,A D[trStrL
POWER PLAXTS
5.3. [ube oil velocilies
The lube oil velocity has great influence on
pressure losses in lube oil pipes. The higher
velocity, the higher pressure drop.
To keep the pressure drop in the piping
within acceptable limits, the following flow
velocities
(m/s)
are recommended:
3. 0
Irrvsl
t . 0
0. 5
0. t
0. 5 LO
Fig. 9. Diogrcm tot deletmlnhg pipe
dimensions
10. 0
o
lm3,hl
Pipe
dimension
DN
Suction
[]n/sl
Delivery
lm/sl
25
32
40
50
65
80
100
125
150
200
250
300
0. 3-0. 5
0.4-0.6
0.5-0.7
0.6-0.8
0.6-0.8
0.7-0.9
0. 8-1. 0
0. 8, 1. 0
0. 8-1. 0
0. 8, 1. 0
0.9-1.0
1. 0-1. 1
0.7-0.9
0_8"1.0
1. 0-1. 2
r.2-r.4
1. 3-1. 5
1.4-1.6
1. 5-1. ?
1.5-1.'7
1.5-1.7
1.5-1.7
1. 5-1. 7
1. 5 1. 7
Pdge 26
ruSzraalllc otL sfstE',
.
,e. l
GOMPRESSED
AIR
SYSTEM
Handboolt
for
Mechanical Systems
WARTSITA
POWER PLAI{TS
D[LEStrL
Tqble of Confenfs
COMPRESSu) AIR SYSIIEIVI
General o - 1
STARTING AIR SYSTEM
General 1- 3
\ pi cal syst eml ayout . . .
. . . 1- 3
I nst al l at i onpr i nci pl es . . . . . 1- 3
Starting air unit 1
-
4
Co mp r e s s o r s . . . . . 1 - 5
Dimensioning of starting air unit . . . . 1
-
5
Number of st art i ngai runi t s . . . . . . . . 1
-
5
Oi 1 and wat er separ at or s . . . 1- 5
Wat er cont ent i n compressed ai r . . . . 1-6
Starting air bottle |
-
7
G e n e r a l . . . . . . . . . 7 - 7
Dimensioning ofthe starting air bottle 1
-
8
Piping I
-
I
Desi gn of pi pi ng syst em . . . . 1- 9
Recommended pi pe si zes . . 1-10
Between compressor and air bottle . . 1
-
10
Between airbottle andengine.. .. . . 1
-
10
COI{TROLAND
INSTRT]MENTATION AIR SYSTEM
General
Typical system layout . .
Installation principles.
Control & Instrunentation air unit
Compressors
Di mensi oni ng
Number of units
Air receiver
Air dryer unit
Refoigeration dryer...
Absorpt i ondryer. . .
Piping
Recommended pipe size
2 - l t
2 - L I
2 - I I
2 - t 2
2 - L 3
2 - 1 3
2 - t 3
2 - 1 4
2 - t 4
2- 14
2- 15
2 - t 5
O. GENERAT
Compressed air is needed in the power plant
for starting ofthe engines, as control & in-
strumentation air and also as working air
for toole, blow guns etc.
The required amount ofcompressed air is
produced in the starting air unit and in the
control & instrumentation air unit.
The two units can be interconnected allow-
ing the starting air unit, in case offailure in
the control & instrumentation air unit, to
deliver air to control and instrumentation
equipment as well.
STARTING
AI R UNI T
WABTSILA DOtEstrL
POgER PL IIT3
The main differences between the units are
the nominal pressure and the delivered air
quality.
The starting air unit produces compressed
air at a nominal pressure of30 bar cleaned
by means ofan oil & water separator.
'Ihe
nominal pressure ofthe control & rn-
strumentation arr umt is 7 bar. Ttre air is
dried to a dew point of+ 3"C... +4"C and
particles down to 0.1 micron are removed
uJ, ur car r . ur a r uKr .
STARTING AIR
BOTTLE
HFO
SEPAMTOR UNIT
LUBE OI L
SEPARATOR UNIT
BOOSTER UNIT
CONTROL &
INSTRUMENTATION AIR UNIT
Figu@ l. Comp,9ssed oh system.
COMPP.SSED AIR SY9IEM
.
P.e. I Pdge I
wART$Lii D[trstrL
POWER PLAl'T3
Poge 2
COMPPESSED AIR SYSIEM
-
Pv. I
I. STARTING AIR SYSTEM
l . l . Gener ol
All engines, independent of cylinder num-
bers, are started by compressed air. The
normal maximum pressure is 30 bar, while
minimum pressure for a start is 18 bar. The
start is performed by direct injection of com-
pressed air into the cylinder.
However, four cylinder engines intended for
automatic start and the VASA 20 aod
VASA 34 SG engines are provided with a
pneumatic starting motor that operates the
diesel engine by means of a gear ring on the'
flr'wheel. Also this system for starting re-
quires an air pressure of30 bar.
The starting air is produced by air compres-
sor(s) on the starting air unit. The starting
aii is stored in starting air bottle(s) until it
is used for starting the engine(s).
I .l . I . Typicol sysfem loyoul
The starting air system consists of
.
one or two electrically driven and / or
diesel driven comprelsors built as a unit
. starting air bottle(s)
. pipeline system
Pledse refer ta append.i-t G
for flowchart
de-
scribing the slstem.
WARTSILA DfltrStrL
POWEi PLAIITS
I .l .2. Inslollofion
principles
The starting air compressor unit is only ope-
rated intermittently. Although the compres-
sor unit is not in use continuously, it is not
recommended to use this unit to produce
cont rol -, i nst rument aLi on- and worl ong ai r.
For that purpose a separate compressor unit
is used. The starting air compressor and the
working air compressor can be connected to-
gether enabling the starting air unit to act
as back-up for the working air unit in case
offailure or ifworking air consumption mo-
mentarily is high. For this purpose a pres-
sure reducing valve and a safety valve are
installed in the interconnection pipe.
To get more flexibility in installations with
more than one starting air bottle, the bottles
shall be connected by a pipeline, but still
separated by a shut offvalve.
Ifan engue does not start after some start
attempts more starting air can be borrowed
from other bottles.
At installations with rnany engines the en-
gines are to be divided in sections. The start-
ing air bottles within a section are then
connected to each other.
The starting air unit has to be located at a
well ventilated place to be able to work prop-
erly, because ofthe heat from the compres-
sor air coolers.
Ttre required air flow for ventilation can be
calculated according to formula:
P/ { 7, 25 Lt )
required ventilation air flow [m3/s]
compressor motor effect
difference between air temperature
before and a{ter the cooler,
normally 7
"C,
max. 10
"C.
COMPIFSSED AIP SlGlEM
-
P.v. l Pdge 3
WARTSILA DItrSEL
POWEN PLA'{TS
l .2.Storfi ng
qi r
uni t
The stating ail unit consists ofone or two
air cooled compressors, one working and one
stand-by. Both are electrically driven.
However, one compressor can sometimes
be diesel driven and is then used as an erner-
gency unit. The electrically driven cornpres-
sor is used in all other cases.
Both compressoN arc ofsame size and built
on the same skid as a unit. The air outlet
from the compressors are always connected
in parallel. Vibration-dampers are mounted
between the compressor unit and the floor.
The starting air unit is also equipped with
connections for working and service air at
7 bar. The pressure is controlled by a pres-
sure reducer.
Eqnlpl
ponel
Figurc 2. Srading dit unil.
The exdmple is lot a 2-20 MW srdrion.
'|
460
The starting air unit consists ofthe
following components:
.
electrically dnven compressors
.
control panel
.
oil and water separator
. ai r cool er" f bui l t on t he compressorsl
. pressure reducer for working air
.
steel frame
The starting air unit has the following
connections:
A =
Service air outlet 7 bar
B
=
Drain ouUet
C
=
Air outlet 30 bar
D =
Control air outlet 7 bar
I 000
Pdge 4
COI,PPFSSED A1P SI'SIEM
.
P.v. l
L2.1 . Compressors
The starting air compressors are normally
two-rylinder, two-stage, air-cooled, single-
acting piston compressors built for 30 bar
effective working pressure.
The compressed air is cooled down in two
steps. First by an intermediate cooler be-
tvreen the compressing steps and then by an
after-cooler before leavrng the compressor
unit.
The compressor starts automatically when
the pressure drops t o abott 22. . .24 bar and,
stops at 30 bar. A low pressure alarm signal
is activated at 18 bar.
L2.2. Dimensioning
of storling oir unil
Ttre compressors are dimensioned to supply
compressed air at 30 bar and must be able
t o f i l l t he st ani ng ai r bot t l ersl f or one engrne
\ / i t hi n 45. . . 60 mi nut es.
Ttle capacity for the compressors can be cal-
culated according to the formula:
Q
= V . 3 0 . a
Q
=
compressor air c4pacity
{m3,trl
V
=
bottle volume lmrl
a
=
factor according to the filling time
Installations with a starting air unit com-
pdsing two compressors can use both com-
pressors for fast filling. Normally one
compressor at a time is used.
WARTSILA DOtrStrL
POWER PLA TS
I .2.3. Number of sforling oir unifs
Recommended number of starting air units:
(
2 compressors / unit )
1.2.4. Otl ond woter seporolors
Normal air contains always \ /ater vapour.
The speci f i c wat er vapour conLent I n t he ai r
depends on the air temperature and the rela-
tive air humidity [7.].
The water moisture precipitates when the
air is being compressed. Therefore com-
pressed air contains drops ofsaturated
sl eam and wat er. The quant i l y of wat er i s
dependent on t he rel at i ve ai r humi di t y i n
the ambient air as can be seen from the ta-
ble on next page.
From the inside ofcompressor cylinder a
small amount ofoil always contaminate
the compressed air.
Most of t he wat er and oi l , about 75
q,
r s
taken away by water separators built on
the compresso$ before the compressed air
leaves the compressor unit
Water and oil precipitates also when the
compressed ai r cool s do$n i n t he pi pel i nes
and starting air bottles.
This condensate has to be separated from
t he ai r bef ore i t rs i nj ect ed i nt o t he cyl i n-
ders. Therefore a draining valve is to be
installed in the pipeline between the com-
pressor and the starting air bottle. The
starting air bottle is equipped with a drain-
ing valve as well.
The starting air bottle and the pipeline
must be drained at regular intervals.
Number ot engi nes Number ot units
1 . . . 1 0
10 . . 20
Fi l l i ng ti me Factor a
45 min
50 min
55 min
60 min
1. 2
1 . 1
1
CoMPPESSED An SySlrM
-
44, t Pdge 5
WARTSILA DOtrStrL
POWEN PLAI{T3
Woler confenl in compressed oir
Exomple:
.
air temperature 40
"C
. air humidity 80 7o
.
density of air 1.2 kg/N m3
(Nm:t =
m3 at
normal amb ie nt conditio ns)
.
compressor: 30 Nm3/h, 30 bu.
The specific water content in the ambient
air is 0.038 kg wate/kg air
(see
diagram).
At a pressure of30 bar, the air is practically
dry, i.e. water content in the air is about
0 kg water / kg air.
The quantity ofwater precipitated ftom the
compressed air per hour can thus be calcu-
lated:
0.038 kg water/kg air
.
30 Nm3/h 1.2 kg air
A.Im"
=
1.37 kg water,A.
A stading ai system for a V32-engine con-
sists ofabout 500 liter air compressed at 30
bar. To flll this system takes about half an
hour. Sioce the system precipitates 1.33 kg
water / h, in half an hour comes from the
system about 0.? liter water, provided condi-
tions are as in this example.
40 50 60
Air temperoture
("C)
c
c)
C
O; .
Q o
rt :\
> c )
f ;
: o )
o v
E
o
o
o
u)
o, 12
0. 1 I
0, t 0
0,09
0.08
0.07
0.06
0.05
0.04
0,03
o,o2
0. 01
0,00
ba
fi
-E
J
c.
d)
o
e.
Figu@ 3. Diog@m fot detemlning lhe specific watet vopou conlenl.
Pdge 6 COMPP$SED AIP SYSIEM
-
P.v. l
l.3.Storling
qir
bottle
1.3.1 . Generol
The staiting air bottle has to store sulficient
amount ofcompressed air at 30 bar to en-
sure at l east t hree st art al t empt s. The si ze
ofthe starting air bottle must be sufficient
to enable the start.
The starting air bottle has the following
connections and components:
Figwe 4. Staidtng dit bolrle ond valve heod.
WARTSILA DItrStrL
POUEB PI AXTS
The standard starting air bottles have the
following data:
*)
Iocluding valve head
B
C
E
F
G
Inlet
Outlet
Pressurc gauge
Drain
Venting
Safety valve
Valve head
Vol ume
l
D
[mm]
L
[mm]
Weight
[kg]
-)
250
500
1000
1500
2000
3000
480
480
800
800
1200
1200
2010
3450
2704
3700
2500
3400
150
480
630
850
1 150
1560
COMPPESSED AN 5]6lEM
.
Rev. '
Pdge 7
wiiBTsr|-ii DfltrstrL
POWER PLAIITS
I .3.2. Dimensioning of
lhe slorting oir bottle
One starting air bottle must be able to
The volume of the bottle shall be dimen-
provide starting air for at least three start
sioned according to the nominal starting
altemp[s.
air consumption of the engrnes.
The table below shows the air consumption
when the engine stats up automatically.
For the Vasa 46 engines the slow turning is
noticed.
Standard bottle sizes / engine tJ@e:
These bottle sizes are calculated for onc ex-
gi ne. Power pl ant s wi t h l wo or more engi nes
can use a larger common bottle.
Engi ne
Ai r
consump.
when
startup
Engi ne
Ai r
)onsump.
when
stadup
Engi ne
Ai r consump.
when startup
1 :st start
attempt
Air consump. al
startup within 30
min- lrom 1 :st start
attempi
4R22
6R22
aR22
12V22
16V22
120
1. 23 Nm3
0.42 Nm3
0.48 Nm3
0.54 Nm3
0. 60 Nm3
0.soNm3
4R32
6R32
8R32
9R32
12V32
16V32
15V32
3.6 Nm3
1. 8 Nm3
2.4 Nm3
2. 4 Nm3
1. 8 Nm3
2.4 Nm3
3.0 Nm3
4846
6R46
8846
9R46
12V46
16V46
18V46
6. 0 Nm3
6. 9 Nm3
9. 0 Nm3
10. 5 Nm3
9. 9 Nm3
17. 0 Nm3
20.0 Nm3
3.6 Nm3
3. 6 Nm3
4. a Nm3
5. 4 Nm3
6. 0 Nm3
Lo Nm3
10. 0 Nm3
Engi ne Bottle Volume
[dm3]
vAsA20/22
VASA 32
4R and 6R
8R, 9R and 12V
16V and 18V
250
500
1500
2000
2 x 2OOO
Page I
COMPPESSED NF 'I'SIEM
-
P.v. I
1.4. Pi pi ng
1.4.1. Design of
piping
system
lhe inclinations and supportings are the
most importa[t factors in the pipi[g system.
Each pipeline must have sufficient pipe sup-
ports to allow a steady piping. A weak sup-
port can cause operation problems or can
damage the pipe system.
To avoid that condeosate is injected into the
engine, drain points must be installed in the
pipeline.
The velocity in the pipes is very high during
engine start up. To avoid to high pressure
losses, the pipe shall be ofadequate size.
For diesel driven compressors the exhaust
gas pipe must be drawa to outside ofthe
building. The pipe must be insulated inside
the buildiog.
Use following design data when planning
the starting air systm:
Design data
Design pfessure 40 bar
Design temp.ature max. 100'C
Operaijng pressure
130
bar
WARTSILA DfltrStrL
POWER PLAIITS
The recommended series for the small fit-
tings is L
(light).
The small fittings are used
for pipe diameters 6...28 mm. With larger
pipes it is recommended to use flangejoints.
The following standards have to be usedr
Design data
Standafd
Elbow
Flange
Blind llange
Gasket
Caps
Smalllittinos
DI N 2391
DtN 2444
DIN 24s8
DtN 2605
Dt N 2616
DtN 2635
DrN 2690
DtN 2690
Dt N 2617
DtN 2353
RSI 35 GBK
RSI 35
RSI 35
RSr 35
RSl 35
c22
c22
Oil resistanl
RS! 35
Series L
{light)
CoMPR!5SED A'P $.Sr!M. rr.v r Pdge 9
WARTSITA MtrStrL
POWEF PLAI'TS
I.4.2. Recommended pipe
sizes
1.4.2.1 Btween compressor ond oi r
botlle
The piping between the compressor and air
bottle should be as follows:
Diameter Unil size
q22 < 74 Nm3/h
35 > 74 Nm3/h
1.4.2.2 Between oi r botl l e ond engi ne
Provided that the starting air bottle is m-
sl,alled close to the engine. the following pipe
sizes are used between the air bottle and en-
gine:
Engine type Diametel
vasa 20
O2a
Vasa22 DN 32
Vasa 32 DN 32
Vasa 46 DN 50
If the at bottle is located far away from the
engine, pipe size DN 65 should be used.
Poge 10
COIT,PPESSED NP SYSIEM
-
Pv. l
wARTsrLii DltrstrL
POWEi PLA]'TS
2. CONTROT AND INSTRUMENTATION AIR SYSTEM
2. l . Gener ql
2. 1.2. lnstollolion
principles
Compressed air needed for control-, instru-
mentation devices and as working air for
tools and blov/ guns is produced by a com-
pressor on the control & instrumentatron arl
unit. The compressed air coming from the
unit is stored in a built-on air receiver until
i t i s di st ri but ed t o di f f erenl consumers vi a
a dryer and a filter.
2.I .l . Typicol syslem loyoul
Ttre power plant control & instrumentation
air system consists ofthe following:
1. Built as a unit on a common base ftame:
.
one electrically driven air compressor
. compressed air receiver
.
refrigeration dryer with control panel
. one set ofinterconnection
pipes, flanges,
seals and valves
2. Piping, valves and necessary flanges.
The control- and insttumentation air com-
pressor unit is desiga to be operated continu-
ously producing dry compressed air of high
quality. This air is needed for control and
instrumentation equipment in the power
plant and as working air for diaphragm
pumps, blow glns and other tools using
compressed air.
To get more flexibility in installations, the
starling air compressor and the worl<rng air
compressor can be connected together. This
enables the starting air unit to act as a back-
up unit for the working air unit in case of
failure or ifworking ai consumption mo-
mentarily is high. For this purpose a pres-
sure reducing valve and a safet5r valve are
installed i|I the interconnection pipe.
COMPPESSED AtP S\tgLM
-
,q. l
Pago I I
WARTSILA DIEStrL
POWEI PLAI'T3
2.2.Conlrol &
lnslrumentotion oir unif
The control & instrumentation air unit com-
pri ses one ai r cool ed. t wo-cyhnder. "i n91e-
stage piston compressor built on an air
receiver and an air cooled refrigeration
dryer. Both the compressor-receiver unit
and the refi:igeration dryer unit is built on
a common steel frame,
As an alternatiue confrguration can, in stead
ofpiston compressor, a screut compressor be
used. If the required air quality is erception-
ctlly high, an absorption dryer can be used in
stead of the relrigeration dryer.
Maximum working pressure for the unit is
10 bar and normal effective working pres-
sure 7 bar. Ttre unit is equipped with control
panels and necessary accessories such as
starters, suction- and outlet filters, pressure
switches, pressure gauges and safety valves.
Figub 5. Conlrol & lnsttumenlolion oL unn.
Main components on the control &
instrumentation airunit:
.
electrically driven air compressor
.
compressed air receiver
.
refrigeration dryer
. filter for removal ofoil, water and
particles
.
control panels
.
common steel frame
Poge | 2
COMPPESSED Alk TVSrFM
-
Pv. I
2.2.1 . Complessors
The control- and instrumentation air com-
pressor is a single-stage air cooled piston
compressor built for a maximum pressure
of 10 bar and effective working pressure of
7 bar.
The compressor unit comprises:
.
air compressor
(piston-
or screw-)
. electric motor
.
starter
. suction filter
. suction silencer
. pressure switch
. compressed ai r recei ver equi poed wi th
presiure gauge, safely valve, drain cock
ancl outlet valve.
2.2.2. Dimensioning
The control- aDd instrumentation air com-
pressor unit are dimensiooed to supply com-
pressed air at 7 bar. The required qua[tity
cao vary witbin large limiLs dependiog on
lhe size ofthe power plant and tlTe ofin-
stalled equipment.
As a guideline for planning carr following de-
sign data be used:
Design data
Design prcssure
Opraling prcs$rs
'10
bar
7 bar
600 Ymin Air supply lor phnts wilh
up to lhree engines
An supply lor planF wnh
I
Chsck demand ol an
nrore than lhree engins
WARTSILA DfltrStrL
POWER PLA 'S
2.2.3. Number of units
Only one control- and instrumentation air
compressor unit is used. A unit with su{fi-
cient air delivery capacity for the actual
power plant is chosen.
2.2.4. Atu
'eceivel
In installations with up to three engines an
air receiver of200 litres and desigr pressure
I0 bar i s used. Thi s si ze i s sui tabl e owi ng
among other things to pressure vessel regu-
lations. Many countries allows long periods
between inspections for vessels up to this
size. In larger installations or in installa-
tions with irregular air consumption a big-
ger receiver can be used.
COMPPEiSED AIP ST.5,EM
-
2q, I Pqgo 13
WARTSILA DfltrStrL
POWEF PLAIITS
2.3.Air dryer unit
An air dryer unit is installed on the same
ski d as l he cont rol - & i nst rument at i on ai r
compressor unit. The dryer unit takes care
of t he dr), ness of t he compressed ai r l eavi ng
the unit. The dew point ofthe dried com-
pressed air is about +3
"C
thus preventing
l he wat er under normal condi t i ons t o pre-
cipitate in pipelines and receivers after the
unit. Using dried compressed air prevents
many troubles with pneumatic control- and
instrumentation devices and air-driven
tools.
2.3.1 . Refrigerotion dryer
A refrigeration dryer gives in most cases
sufficiently high air quality and is the the
preferred tyae of dryer. Ttris t5pe of dryer
doesn't consume compressed air during the
drying process.
Design data for the refrigeration dryer :
The air dryer unit consists of:
.
ai r drvi ne uni t of t ube l o t ube t vpe I nsu-
l at ed by; bl ock of pol yuret hane l oam
compnslng
-
ai r-t o-ai i t voe heat exchanger rprecool er)
-
arr-to-refrilbrant type heaiexchanger
(evaporalorl
.
cyclone type water separator with auto-
matic drain trap
.
refligeration compressor of the hermeti-
cally sealed type
.
air-cooled condenser unit equipped with a
cooling fan and a condenser pressure regu-
lator
.
refiieeration circuil, incorporatinq the re-
fi-igeiant liqu.id receiver ahd an a-utomatic
expanslon valve.
.
dryer instrumentation
. control panel
. compressed air filter for removal ofparti-
cl es down t o 0. I mi cron qnd maxi mum
oil carry over 0.1 mg / m".
. piping, flanges, seals and valves
. steel base frame
. sheet metal cabinet
Rehige@lion d dryar unlr.
2.3.2. Absorption dryel
In cases where the required quality ofthe
compressed air is extremely high a dryer of
absorption type can be used. Disadvantages
with this type of dryer is that it uses com-
piessed air in the drying process. This mat-
ter must be taken in consideration when the
air compressor size is determined.
Design data
Design pressure
Elleclive working pressure
Free aircapacily lor power
planls with up lothree engines
Frce air capacity for power
plants with more lhan three
engrnes
Padicle removal down lo
[,4aximum oilcarry over
10 bar
7 bal
30 l/s
ai r
+ 3 " C
0. 1 mi cron
0.1 mgr' m3
Pdge | 1 COMPPESSED Alz Si6lEM
-
P.v. I
2.4. Piping
The most impoitant factors in selecting a
compressed air pipeline are the flow rate
thlough the line and the inclination ofthe
pipe. Each pipeline must also have sufficient
pipe supports to allow a steady piping. A
weak support can cause operation problems
or can damage the pipe system.
In order to avoid too high pressure drop, the
pipeline shall be ofadequate size.
Use following design data when planning
the control & instrumentation air system:
Design data
D""tS^ pr."""- 10 b*
The followins standards have to be used:
lhe recomrnended series for the small tube
fittings is L
(light).
The small tube fittings
are used for pipe diameters 6...28 mm. With
larger pipes it is recommended to use flange
joints.
wiRTsrLA DfltrstrL
POUEB PLAXT3
2.4.1. Recommended
pipe
size
Use following desigyr data when planning
the control & instrumentation air system
piping:
Design data
Diameter Airflow
010
< 20 Nms/ h
q12 <4oNm3/ h
022
< 74 Nm3/h
o
35 > 74 Nm3/h
Design data
Slandard
Pipe DIN 2391 RSt35 GBK
DtN 2448 RSt 35
Elbow DIN 2605 RSt 35
Flange DIN 2635 c22
Blind llange DIN 2690 C22
Gasket DIN 2690 Oil resislanl
Caps Di N 2617 RSt 35
Tube litlings DIN 2353 Series L (light)
COMPPESSED A'P SYsIIM
,
P.' '
Pdge l5
wARTsrLii DitrstrL
POWER PLA1lTS
Pdge I6
COMPPfSSED AIP SYSIEM
-
Fev. I
c00rr]{G
SYSTEM
Handboolr
for
Mechanical Systems
WARTSILA
::;F' :"- ._
POWER PLANTS
Iqble of Conlenls
COOLING SYSTEM
GENERAL
Oper at i onpr i nci pl es . . . . . . . 0- 1
RADIATORCOOLING
I-5
G e n e r a l . . . . . . . . . . 1 - 5
One ci r cui t syst em . . . . . . . . . 1- 6
\ -
TWo ci r cui t syst em. . . . . . . . . 1- 6
Thr ee ci r cui t syst em . . . . . . . 1- 6
Si zi ng of radi at or cool ers. . . . 7
-7
Installation of rpdiator coolerp-- . . . . . . 7
-
7
t \'2 \\-\.\ o
!
l-\i
Q'
q<:
U
COOLINGTOWERSYSTEM
'
2.9
Ge n e r a l . " . . . . . . 2 - 9
Wet bul b t emperat ure . . . . . 2-10
Wat er consumpt i on . . . . . . . 2- L7
Cool i ng t ower pump. . . . . . . 2-12
Si zi ng of cool i ng t ower pump . . . . . . . 2- 12
Installation of coolingtower . . . . . . . . 2
-
13
- - y21- r c^
c\
- -
1. - <
<, ' pt \ / <
R.A,WWATERCOdLING
.
.
-
3-T5
Ge n e r a l . . . . . . . . . 3 - 1 5
S t r a i n e r . . . . . . . . 3 - 1 5
Aut omat i c f i l t er . . 3-15
The r aw wat er pump . . . . . . 3- 16
r l ! . at er qual i t y .
. . , . . . . . : . . 3- 17
! , i
z
i -' , . ^ c, \ , \ \ ^f
F' Se\ ,
r
CEI{TR.&L COOLER SYSTEM 4
-
I9
Ge n e r a l . . . . . . . . . 4 - 1 9
Si zi ng of a cent ral cool er . . . 4-20
Installation of acentral cooler .. . . . . 4
-
20
COMMON COMPONENTS
General
Maintenance water tank
Sizing of maintenance water tank . . .
Maintenance water pump
Preheating unit
rl eatl ng col l s.
rreneaung pump
. .
Thermostatic valve, LT and HT . . . . .
LT-circuit
HT-circuit
Functi on and di mensi ons
r r essur eor op. . . .
r : r xpanst on[ anK. . .
Design and sizing of expansion tank .
Deaer at i ont ank. . .
DeaeraLion Lank L)?es
Ci rcul ati ng pump LT, HT
PIPING
ueneral
uoorrng waIr vel ocrtl es. .
5
-21
5
- 2 L
5
- 21
5
- 2 2
5- 23
5
-23
5
-23
5 - 2 4
5 - 2 4
5 - 2 4
5 - 2 5
5 - 2 6
5 - 2 7
5
-28
5 - 2 8
5
-28
5
-29
6 - 3 1
6 - 3 1
6
-32
O. GENERAT
The heat transferred to the cooling water in
the engine must be cooled by coolers. The
systems explained below are standard for
power plants.
The cooling water system is divided into a
primary circuit and a secondary circuit. The
water in the primary circuit cools the en-
gine. The primary circuit is divided into a
low temperature circuit
(LT)
and a high tern-
--. "| -. - ^i . ^-i + t r{T\
In the LT-circuit excess heat from both lubd-
cating oil and charge-air is transfered to
the LT-circuit cooling water.
In the HT-circuit heat from the engine
jacket
water and the turbo-charger is trans-
f erred t o t he HT-ci rcurl cool i ng wat er.
The HT-wate! also cools the charge-arr rn
engi nes equi pped wi t h t wo-st age charge-ai r
cooling.
Fudher utilizatioo ofthe heat in HT-water
can be carried out by producing hot water in
a plate heat-exchanger.
The heat exchanging between primary- and
secondary circuit takes place in the central
cooler.
I'l-re central cooler can also be a radiator, in
which case there is no secondary circuit in
the cooling 6ystem-
wiiRTsrl.ii DotrstrL
POWET PL XT3
The cooling water can be cooled by three
methods:
. radiators
. cooling towe$
.
raw water cooling
Local circumstances must be considered
when choosing the cooling system. For exam-
ple can lack ofsuitable water make raw
water cooling impossible in some cases and
another system must be chosen- The total in-
vestment and operation cost must be mrm-
mized in all projects.
The wat er qual i t y must f ul 6l l some requi re-
ments, see chapter 3-5, to prevent damages
on the cooling system. Arother important re-
quirement is a reliable supply ofwater. The
ambient temperature must also be considet-
ed.
cooLINe wal.l S\6/lM
-
Pav. I
Pdge I
WARTSILA DilEStrL
POWEF PLAI{T3
0.l .Operofi on
pri nci pl es
Please, rcfer to appendix H
-
J
for flowchafis
de scrib ing d.ifferent sy stems.
CENIFAL COOLER
FIgu@ L Cooling system wilh cooling lower
Pago 2 COOUIIC WAIEP SYSIEM
-
Pav. I
WARTSILA DltrStrL
POWER PLAl'TS
Figu@ 2. Cooling system with row wolel
COOU e walE? SvfiE tl
.l.t.
I Paga 3
WARTSILA DltrStrL
POYEN PLAI{?S
Figwe 3, Cooling sydem wilh tddidlol
EXPANSION TANK
LIJB-OIL COOLEB
HT INLEI
HT OUTTET
, _, -5 CM
PREHEATING
MAINTENANCE
Pdge 4
COOUNA WAEP SYSIEM
-
Pov. I
I. RADIATOR COOTING
Ll .Generol
In radiators the cooling water is cooled in a
cl osed ci rcui t . The cool ant l l ows t hrough a
frnned tube coil cooled by an forced air flow.
Radiator coolers are used when no watel is
available for cooling purposes or when raw-
wat er cool l ng i s excl uded f or economi c. envi -
ronmental, safety or legal reasons. Radiator
coolers are also chosen when it is important
that the plant is operational at all times.
The radiator cooling system can be built as;
.
one-circuit system
.
two-circuit system
.
three-circuit system
Radiator coolers are available in many dif-
ferent shapes and sizes. The radiator can
e.g. be arranged vertically, horizontally or
as a roof. The fans can be ofsuction or pres-
sure tjDes, directly or belt-driven etc.
Flexible and safety operation is obtained if
the radiator is equipped with several small
fans instead of fewer but larger fans. When
operation ofthe fans is controlled by thermo-
stats a conciderable reduce ofboth noise
level and power consumtion is obtained.
A free air inlet and outlet must be guaran-
teed to get efrcient cooling effect. The radia-
tors must be placed to enable fresh air to
flow from all sides into the air intake. They
must not be placed close to a wall.
When choosing a radiator, following factors
have to be considered:
.
ambient temperature and conditions
.
height above sea level
.
allowable pressure drop
. required heat transfer
r fin pitch
. power consumed by the fans
. noise level
ITARTSILA DfltrStrL
POWEF PLA}ITS
Figwe 1. Aitf,ow lhtough tddiotol
A radiator has the following connections;
A
=
HT-inlet
B
=
HT-outlet
C
=
LT-inlet
D
=
LT-outlet
Figue 5. Hoizontdl rodiotor coolet wilh sucfion
ldns.
COOIING WAm SlslEM
-
R.v, l Page 5
WABTSILA DOtrStrL
POWER PLAI TS
l.2.One circuil syslem
In a one circuit system the outlets from the
LT- and HT-circuits are inter-connected and
the mixed water is cooled in a common radia-
tor cooler. Ifthere is a long distance to the
radiators, the one circuit system is prefer-
able, because ofless pipiog. Wlen draining
the systems, both HT and LT circuits are
drained.
I.3.Two cilcuif syslem
In the two-circuit system the LT-circuit and
HT-circuit are separated from each other in
t he radi at or cool er. The ci rcui t s can b
drained separately.
l.4.Three circuif syslem
In the three-circuit system there are three
separate circuits integ:rated in one radiator
package;
.
HT-circuit
.
LT circuit
. lubricating oil-circuit
With this system the lub. oil is directly
cool ed by ai r. and nor by t he LT-wat er as i n
other systems- This system is used at high
ambient temperature.
Figub 6. One-citcull syslern
Figurc 7. fwo-chcuil syslem
Figu@ 6. Thrce-chcuil syslem: sepd,.ole circuil
lot LO.
Poge 6
COOUNe WAEP SVSIEM
-
Pev. I
l.5.Sizing of lqdiqfor coolers
When dimensioning the radiator coolers the
required heat transfer from the engine has
to be known. The calculated temperature dif-
ference betweeo coolant inlet and outlet has
a great i[fluence on the physical size ofthe
radiator and consequently the cost.
The fin pitch is another decisive factor when
choosing design data for a radiator cooler. In
cases ofdirty ambient conditions a radiator
with fin pitch up to 4.0 mm can be chosen.
With larger fin pitch the element is not so
easily clogged up by impurities.
In cases where a lower noise level is de-
manded, a lower fan motor speed than
standard is chosen. The lower air velocity
through the radiator in turn causes a choice
ofa radiator with larger heat transfer sur-
faces. This is more expensive soJution, but
the power consumption ofthe fans are lower.
Flexible and safety operation is obtained if
the radiator is equipped with several small
fans instead offewer but larger fans.
wARTsrrii DttrstrL
POWER PLAXTS
1.6. Inslollqtion ot rodiolol
coolels
Radiator coolers are mostly situated in the
open ai r nexl , t o t he power pl ant bui l di ng or
on the roof of the building. In order to get an
excellent cooling effect from the radiators
they must be placed in such a r /ay that
fresh air flows from all sides into the arr rn-
take side and air flow on the outlet side is
free from obstructions.
Installation data
[,lin. distance between coolers 1800 mm
Min, distance between coolers
and a wal l or si mi l ar 1200mm
Min. dislance belween coolers
and lhe ground 2000 mm
Design dala for radiator coolers
Cooling capacity
Common design
Temperalure dilJerence
Fin pitch
Eleclric lan motor speed
20 % higher than specilied
heat load ol lhe engine,
see lechnicaldata
Separale cooling coils lof
HT- and LT-circuil
d t = 8 ' c
-
casing ol hol galvanized
rusl inhibiling painted
-
aluminum / glass liberian
2.5 mm, up lo 4.0 mm if
dirly ambienl conditions
1000
mm.
750 rpm il low
noise level is required
coouNe wAt+ stsGM
-
24. I Page 7
WART$LA DfltrStrL
POWEB PLAI{T3
Pdge I
cooLtNG tlrta'EP svslEM
.
Rev. I
2. COOTING TOWER SYSTEM
2.l .Generol
The function ofthe cooling tower is based on
the evaporation of water principle.
The heated water ofthe secondary circuit
fiom the central cooler is led to the upper
end ofthe cooling tower, from where it is in-
jected
via nozzles. The water is cooled by the
upward airflow and pumped back to the cen-
tral cooler from the cooling tower basin.
Most ofthe heat is transferred through
evaporation of the water.
A cooling tower system is chosen ifsuffrcient
amount of suitable water is not available, or
when it is not permissible to take water for
cooling purposes and then discharge it in
heated condition. Use ofcooling tower de-
creases the consumption ofcooling v/ater
compared to raw water cooling with single
flow-through.
wiiRTsrLji D[trstrL
POWER PLAI'T3
The content ofimpurities in the water must
not excced amount s. whi ch have negari ve
effects on piping, nozzles, pumps etc. There-
fore the water must be treated by filters de-
si gned t o meet requrrement s f or wal er
quality, see chapter 3.5.
Figue I 2. Cooling lowet, single ldn
Figu@ 9. Single bosin cooling lowet syslem Flgub | |. Cooling lowat, hiple lon
Figurc 10. Double bdsins with indivldual chcuils
COOIJNG SVSIEM
-
P.v. I
\
--J T1,
Y
Page 9
WARTSILA DltrStrL
POWER PLAIITS
2.2.W et bulb lemperoture
The wet bulb temperature is used in calcula-
tion ofcooling tower sizes. The ambient tem-
perature, read from a normal therrnometer,
i s rel at ed ro humi dny I n t he ai r See f i g l 4
Example: Ambient conditions at site:
-
relative humidity 80
"/..
See fig. 14. Draw a ho zontal line from 35
'C
on y-axis to line for
I
=
80 7o. Obtain the
wet bulb temperature 32
'C
from the x.axis.
The Lemperalure ofLT- and HT-water in
the primary circuit can now be calculated.
If for example At ofthe central cooler is 6
"C
and At between the wet bulb and the tower
out l et t emperat ure rs 4' C. t he pri mary ci r-
cuit water temperature alier the central
cooler is 32
"C
+ 6
'C
+ 4
"C
=
42
"C.
This is
the value used for determining LT- and HT-
water temperatures to the engine.
2.3.Sizing of cooling fowel
The following design data can be used when
dimensioning a cooling tower:
Heal dissipation capacity
Towef outlet temperatu re
Temperalure ditf erence
belween cooling lower
inlel and outlet water
Operaling pressure
Electric fan molor
Male al:
9-
o
E
o
E
15 20
Wet bulb temp.
['C]
Figurc l3.Diqgem showing lhe wel bulb lempe'otule ot vaious c,mbienl lompetaturcs ond rctdfive
humidities
Design data
10 % higher than specified
heal load of enqine(s)
Mar. allowed wet bulb
l emperat ure + 3. . . 4' C
d t = 1 5 . . . 1 6
" c
Max. 0. 8 bar
Modilied lor cooling tower
Casing panels: glass fiber
Framework : Hoi galv. or
siainless steel
Nozzles: ABS
aasin: glass liber or
concrele, mouid al site
Poge l0
COOLINo SYSIEM
-
P.v. I
2.4.Wofer consumpfion
The water losses are caused by evaporation,
bleed offand splashes. The loss ofwater
caused by evaporation is related to the cool-
ing tower effect.
Formula for water losses by evaporation:
__. P
we
loss=
r.i30
LmJ / hl
We.toss = Evaporation loss [m3,4r]
P
=
Cooling efrect of the tower
fkwl
Due t o t he evaporat i on and pol l ut i on f rom
the alr, the mineral contenl, in the walei in-
creases rapidly. Ifthis mineral content is
not controlled it will cause scale formation,
growth of algae slime and corrosioo, which
will cause decreased cooling effect and short-
ening of the working lifetime of the device.
To prevent building up ofimpurities and too
high salt concentration in the cooling tower
water, an amount ofwater must continu-
ously be bled off. The values below are in-
t andad
qa q
dr i dA
lhe recommended pH value in the cooling
tower water is pH 6.8...8.5, and maximum
allowed chloride concentration 80 mgl l.
Splash losses are, compared with other
water losses, so small that they can be ne-
glected in calculations.
WARTSILA DfltrStrL
POWEN PLAXTS
The total make-up water consumption WTc
is the sum ofevaporated water We.loss and
bleed offwater Wbleea-on :
Wrc
=
We.toss + wb:eed-otr
[m3/h]
Tlpical limits ofwater consumption for
VASA engines:
(when
using cooling tower)
VASA22 0. 20. . . 0. 32 m3, t r x cyl .
VASA 32 0.43...0.70 ml.4r x cyl.
VASA 46 0. 67. . . 1. 25 mr, 4r x cyl .
Example: A power plan! with one engine.
tlpe VASA 16V32, has a cooling tower, with
a cooling effect of3150 kW. The available
make-up water has a hardness of 12
"dH.
What is the total water consumption?
Evaporated water:
p
!{r".7o"" =
;];
m3 / h
3150
=
5.0 m3,4r
630
Bleed offwater amount can then be calcu-
lated. From the table on preceding page can
be seen that when using a make-up water of
actual hardness, a bleed off water quantity
of60
o/a
of Etoss is required.
Wtr".a-or
= 0.6 . 5.0
=
3.0 m3 / h
The calculated total make-up water con-
sumption Wtc is then:
Wrc
=
W" ro""
+
%r".a on
wrc= 5.0 + 3.0
= 8.0 m3/h
This value is within the typical limits for
the water consumption for a VASA 32
engrne:
0. 43. . . 0. 70 m3/ cyl . . 16 cyl
=
6. 88. . . 11. 2 m3
Minimum bleed-otf water values
Bleed-ofl in % ol
evaporaled waler amounl
Hardness ol make-up
wal er
[ '
dH
]
33
60
100
167
300
8
20
24
coowc SfsrEM
-
Rov, r Poge I I
WARTSILA DfltrStrL
POWER PLAIITS
2.5.Cooling fower
pump
The cooling tower pump is ofcentdfugal
type. The pump has to be placed near by the
cooling tower ifthe tower is on ground level.
Ifthe cooling tower is placed on the roof, the
pump is placed inside the building close to
the central cooler. However, calculate the ac-
tual NPSH
(Net
Positive Suction Head), and
compare it with required NPSH at actual
flow. The NPSIITq is found from the
datasheet for the actual pump. To avoid
cavitation in the pump at actual conditions
must NPSH be > NPSH."..
The cooling tower pump has the following
connectlons:
A
=
Inlet
B
=
Outlet
Figu@ 14. Cooling lower pump
2.6.Sizing of cooling lowel
pump
When dimensioning ofthe cooling tower
pump, use the following desig! data:
Design data
waterflow 1.2 . the primary side llow
Operatrnq temperature
I
60"C
Operating pressure
12.5
bar
Required power for the pump can be calcu-
lated according to the following formula:
n o
( ] . h
p.o^
=
-----E-----Li1 ]1
lkw']
-
-
1000 3600. n
'
required el. motor power
[kW]
density-at actual temperature [kg/m'J
flow [m"/h]
,t-1i,,--, t -.,t t-t
force ofgrafity [m/s"]
elliciency
Example: Calculate the required power for
a centrifugal pump to a cooling tower with a
flow of 1?5 mr / h, inlet pressure 0.8 bar and
inlet temperature 47'C. The water density
at actual temperature is
-
989 kg/ m" and
efficieocy
I
=
0.5
(t]?ical values for centrifu-
gal pumps are 0. 3. . . 0. 7).
A _
989 9.82 175 8
1000. 3600. 0. 5
U
Pdge 12
COOLING SYSTEM
.
PY, I
2.7. Insfollqtion of cooling
lower
Cooling towers must be installed on a plane
concrete surface or on a plane steel ftame-
work.
Cooling towers are always situated in the
open air and preferable not so close to the
power plant building because of the fog com-
ing from them. Minimum recommended dis-
tance between a wall and a cooling tower is
about 1.5 m.
Cooling tower solution is not recommended
in areas where ambient temperatures falls
under 5
"C,
due to the risk offreezing. Ifa
cooling tower nevertheless is chosen, special
arrangements must be made. Such arrange-
ments are heating ofthe basin, trace heat-
ing of pipes, etc.
It is under no circumstances recommended
to allow the temperature ofthe cold water
coming from the tower to fall below 5
'C.
WARTSILA D[trStrL
POWEi PLAIITS
COOLING SYSIEM
-
P.v. I
Page | 3
WARTSILA D!trStrL
POWER PLAXTS
Pdge | 4
COOUIVO SYSIEM
.
Pov. ,
3. RAW WATER COOTING
3.l .Generol
Cooling system with raw water can be used
when a raw waler source is close enough.
raw water is of right quality and capital
costs for a cooling system with raw water
are lower than for other cooling systems.
Figure 15 shows the basic principles ofa
raw water cooling system.
Figuro | 5, Pdw wolet coo ng syslem
3.2.StroineI
A strainer is mounted in the suction pipe be-
fore the pump, in order to remove the larg-
est particles.
WARTSILA DltrstrL
POWEN PLAXTS
3.3.Automofic filter
The automatic filter removes debris from
water coming from natural water soutces
such as sea water or river water. The filter
must be designed to keep the flow through
the secondary circuit constant.
This t}?e of filter is used in order to protect
the plate heat exchanger from impurities. It
is mounted before the heat exchanger
The automatic filter has the following
connectlons:
Raq' watr inlet
Filtered water outlet
tr'lushing watr outlet
I
-700
-
Figurc 116, ,/.rtomalic frllel
Design data
Matenal I AlSl 315 L or
l srs
2343
Mes h s i z e l l mm
Prcssure drop m6x.
I
O.2 bal
Design dala
Operating pressure
l6
bar
Operat i ngt emperat ure
l Al Sl 316
Material i60'c
llesh size 1.2 mm
Pressur drop max. 0.7 bar
coollNc svstEM
-
Pev, I Pdge | 5
wARTsrLii DfltrstrL
POWER PLAl'TS
3.4.The row wqter
pump
The raw water pump is to be placed as near
as possible to the water source in order to
get the best possible NPSH.
The term NPSH is a simple one, but denotes
a complex value which is important in the
successful operation ofa ceotrifugal pump.
By definition, NPSH means:
"Net
Positive
Suction Head" above the vapour pressure of
the pumped liquid, available at the pump
suction flange, and refened to the center
line ofthe impeller. The NPSH value is a
size ofthe excess ofpressure above the va-
pour pressure of the liquid, needed on the
suction side ofthe pump to avoid cavitation.
Example: Pumping water at 30
'C
from an
open basin. The atmosphedc pressure is 750
mm Hg
(1
bar), cal cul at ed Fi ct ron l oss i n
suction pipe 2.5 mWc and required NPSH
for the pump 2 mWc. How to locate the
pump to avoid cavitation ?
Following formula gives the maximum al-
lowed location above the water level:
H' <
' " ' "
-
Hr- NPSH,""
p c
Hs
=
suction head
ImWcl
ps =
atmospheric pressure
[Pa]
pv =
vapour pressure ofpumped liquid at
the pumping temperature 4300 [Pa]
p =
density ofthe liquid
[kglm"]
g = gravity
[m/s"]
Ht= friction loss in the suction pipe
lmWcl
NPSHreq
=
required net positive suction
head at the pump suction flange [mwc]
1 0 5 - 4 8 . 1 0 2
2.5
-
2.0 Hs <
1000
.
9.81
Hs < 5.25 mWc
In this case the pump can be placed rnaxi-
rnum 5 meter above the water level.
The raw water pump has the following
connections:
A
=
Inlet
B
=
Outlet
Figurc 17. Row walet pump,
ve icol
We
Design dala
Operatrng pressure
I
2.s bar
Operatrng temperature
I
60'C
Malerial:
-
oumo casi no. , resh w. l orvcast i on: DI N 1691GG25
.
bumb
casin6. sea w.
I
casi bronze: DIN 1705 RGs
-
impellet ftsh waler
i
cast bronze; DIN 1705 RG10
-
impeller, sea water I NiAl-bronzei DIN 1714
I
G-NiAlBz F60
I
-
snafi | slainless sleeli AlSl 3?9
Capacity;
-
20 % grealerthan lh
-
checklhe flow if maximum
allowed relum lemp. delined
Pdgo 16
cooLtNG sYsEM
.
Pov. I
Pdw wdlet pump, hoizonlol lype
3.5.Woler
quqlity
The ideal raw water does not corrode the
cooling surfaces or pipes and does not leave
any deposits which would impair the per-
formance ofthe heat exchangers.
Therefore the following demands must be
fulfilled for the raw water:
. hardness < 9. . . 10' dH
.
chlorides < 300 m94
.
ifchlorides > 300 ms/I. Dlates oftitan
is required in the ce-ntral cooler
. pH >7
WARTSILA DOtrStrL
POWER PLAXT3
COOLINo SYSTEM P.v. I Page | 7
wilRTslLA DltrstrL
POWER PLAl'TS
Pdge | 6
COOUNG SVSIEM
-
P.v. I
4. CENTRAI. COOTER SYSTEM
4.l .Generql
Ttre central cooler is of plate heat exchanger
t]?e. A central cooler is used mainly in cool-
ing tower and raw water systems.
The cooler serves both LT- and llT-circuits.
To make this possible, LT- and HT-circuits
are connected together before the cooler.
AIter the central cooler, watr is divided
back into LT- and HT-circuits.
Some installations requires a splitted sys-
tem. In a splitted system LT- and HT-water
have theia own central cooler.
The cooling v/ater circuit between engine
and cooler is called primary circuit and the
otber circuit between cooler and source is
called secondary circuit.
Figure 18 shows the basic principles ofa
celtral cooler system.
Flgup I E, Centrcl cooler system
WARTSILA DltrStrL
POWER PLAXTS
Figurc l9,Cenhol cooler system wfih two cenhol
coole'5
lhe central cooler has the following
connectloltsl
A
=
Primary circuit inlet
B
=
Secondary circuit outlet
C
=
kimary circuit outlet
D
=
Secondary circuit inlet
COOIJNo SVSIEM
-
P.v. I
FiguQ 20, Pldle heat axchdnger
Page 19
wARTsrLii DotrstrL
IOWER PLAIITS
4.2.Sizing of o cenflol coolel
When dimensioning a central cooler, use the
folllowing design data:
4.3.lnstollotion of o cenhql
coolel
Ttre central cooler can be placed inside the
power plant or outdoor. When locating the
cooler outdoor, the cooler and pipes must be
insulated and trace heated ifthe ambient
temperature may fall below 0
'C.
Flow, secondary side
Heal dissipation
Temperaluf e dalf erence
Pressure drop,
Operaling pressure
Maleial of gaskel
Design data
See technicaldala
See technical dala
1. 2 x nomi nal heal
A t = 6 ' C
Max. 0. 6 bar
0. 6-1. 4 bar
See lechnical data
-
Acid-proo{ slainless sieel
(Arsr316)
-
Tilan
-
Nitdle
Pagp 20
COOU|IG SVSIEM
-
Pev. I
5. COMMON COMPONENTS
5.1.Generol
The cooling water system consists ofseveral
common componenls as:
maintenance water tank
preheating unit
pumps
valves
pipes
5.2. Moinlenqnce wqler lonk
TtIe cooling water system is provided with
a maintenance water tank, into which the
engine cooling water can be quickly drained
for the time ofmaintenance. Thus, treated
cooling water can be recycled and pumped
back into the engine after a maintenance.
The maintenance water tank with a pump
is common for several engines. In large in-
stallations several maintenance tanks are
used, see design data table.
To get a short pumping distance, the mainte-
nance water tank i s pl aced as near a" possi -
ble to the engine(s). It is placed as low as
possible allowiog all water io the pipe sys-
tem to be drained to the tank. Attention
must also be paid to facilitate maintenance
job
on the tank.
The maintenance water tank has the
followilg connections:
=
Fresh water inlet
=
Water to/from engine
=
Drain
=
Ventilation
B
C
D
WARTSILA DItrStrL
POWER PLAXTS
Figu@ 2l . Maintenonce wolet tdnk
5.2.I . Sizing of moinlenonce
woler lonk
The sizing of the maintenance water tank is
based on the water system circuit's volume.
The tank volume can be calculated by the
following formula:
V = e , N + k t . n ) + c + 0 . 2 m3
V
=
maintenance water tank volume [m3]
ew
=
wajer volume for actual engine type
lmol, See table 1.
a
=
cross section area ofpipe in the cooliog
system [m"]. See table 2.
1
= pipe length in meter [m]
c
= .'ojo-e 6f cooling equipment [m3J
0.2 m"= restvolume in maintenance
wate! tank
COOLING S}lsIEM
-
P.v. I Pqgo 2l
Engine water volume
[mr]
Engi ne
model/
Engine type
VASA 22 VASA 32 VASA 45
6B
AR
9R
12V
16V
18V
0. 09
o . t 2
0. 16
0.24
o.32
0.305
0. 41
0. 51
0.56
o.74
0.84
0.84
0. 75
0.95
1. 35
1. 5
1. 7
2 . 1
2. 6
WARTSILA D[trStrL
POWER PLAIITS
Table 1.
Table 2.
Example: A multi-engine power plant with
three VASA 12V32 engines-
V= ewv +
@
.
n) + c + 0 . 2 m3
ewv
=
0.74 m3
(from
table)
(a
n) =
for DN 150 pipe and approx. 100 m
length
(0,0199^
m? 100 m)
=
1.99 m3
c =
approx. 0.3 mr in cooling equipment
V
=
0. ?4 m3 + 1. 99 m3 + 0. 3 rn3 + 0. 2 m3
V
=
3. 23 m3
In this case the nearest maintenance water
tank standard sizes 4.0 m3 is chosen.
5.2.2. Moinlenonce woler pump
' *
The pump i s of cent ri f ugal l J4re and i t
pumps the cooling water to and from en-
gines.
Design data
Operat i ngpressure
l 2bal
Operating temperature Max. 110'C
Capac'ty
1
90
-
180 Umin
Number of tanks
1 . 3 e n g i n e s
l l t a n k
4 . 10 engrnes 2 t anks
Available standard tank sizes:
. 2. 5 m3
.
4. 0 m3
.
6. 0 m3
. 10. 0 m3
Cross seclion area ol pipes
Pipe Area
lm2l
DN 40
DN 50
DN 65
DN 80
DN l OO
DN 125
DN 150
DN 2OO
DN 250
DN 3OO
0. 00145
0.00233
0.00535
0.00388
0.00901
0. 0136
0. 0199
0.0335
0.0533
0.0753
Poge 22
COOLING SYSIEM
-
P.v. l
5.3. Preheoling unit
The purpose ofthe preheating unit is to pre-
heat the water in the HT-circuit before start
ofthe engine. Main components in the pre-
heater circuit are an electiically driven
pump and aII electric heater. The circuit is
connected to the HT-circuit, in parallel with
the engine driven llT-circuit pump. The pre-
heating cicuit is provided with a oon retutn
valve to prevent the water to flow in the
wrong direction.
The HT-circuit is heated to about 70'C be-
fore stait. A safety valve, with a setpoint of
3 bar, protects the circuit against a too high
pressure,
The preheattrg unit comprises:
. pump
.
heatrs
.
shut-offvalves
.
oon leturn- and safety valve
.
liame
5.3.1 . Heoting coils
llee values for required heating power, men-
tioned in the table below, are for base load
power plants. For ol,her t54es ofpower
plants, heating power must be calculated.
Design data
Requned healing power VASA 22
|
1.5 kW/cyl.
VASA 32
|
2.0 kW / cyl.
VASA 46
16.0
kW / cyl.
wiiRTsrl.ii DltrstrL
POUER PLAXT3
The preheating unit has the following
conncetions:
A
=
Water inlet
B
=
Water outlet
5.3.2. Preheoling pump
The preheating purnp is of centrifugal t1pe.
Figut 22. P@healing unit
Design dala
ffi
Operaling temperalure VASA 22 70"C
vAsA 32 170' C
VASA 46 60"C
VASA 22 0.3 m:/rr x cvl.
VASA 32 o.a m:4' x ctl.
VASA 46 0.8 m'/h x cvl. VASA a6
I
0.8 m'/lt x cyl.
COOUNo 'yyEM
-
Eq. I Poge 23
wiiRTsrLA DrtrstrL
POWER PLAII'S
5.4.Thermostqlic volve,
LT
qnd
HT
A thermostatic valve controls the tempera-
ture in both LT- and HT-circuits. In situ-
ations when the operating temperature of
the engine is too low, a part or all ofthe cool-
ing water is by-passed back to the engine by
the thermostatic valve.
The thermostatic valve, both for LT- and HT-
ci rcui t s, has t he f ol l owi ng connect i ons
A
=
lnlet
(from
engine)
B
=
By pass (to
engine)
C
=
To cooling unit
Figu@ 23. fhem,'''ostafic vdlve Lf- dn.t Hf-chcuit
5.4. | . [T-circuif
The thermostatic valve for LT-circuit con-
trols the outlet temperature ofthe LT-water
and is of direct acting type. The tempera-
ture control is either 1-stage or 2-stage.
The LT-circuit is fitted with a thermostatic
valve placed before the cooler inlet and in-
side the building. Attention must be paid to
required service space.
2\
5.4.2. HT-circuit
The thermostatic valve for HT-circuit con-
trols the outlet temperature ofthe HT-water
and is ofdirect acting, 1-stage type.
The HT-circuit is fitted with a thermostatic
valve placed before the cooler inlet and in-
side the building. Attention must be paid to
required service space.
For installations with heat recovery, and
always for engines wiLh 2-stage cbarge air
cooling.
For installations without heat recovery.
Design data
Tempeature 100"C
Pr essur e
l l obar ( NP
t 0)
Sel poinl, 1-slage
I
32
'C
Sel poinls, 2-stage 35"C/65"C
Design data
Tempeaturc
1120'C
Pressure 10 baf (NP 10)
Set point 91
"c
li
86" 44
Matenal Casl iron
Pdgo 2
COOLIIIO SVSrEM
-
2.v. t
5.4.3. Funclion ond dimensions
Figure 24.
The wat er, i n bol h LT- and HT ci rcui t , i s
still cold when starting up the engine. The
water enters the valve at connection A and
due to a low temperature, the thermostatic
val ve by-passes t he wat er back ! o engi ne
f rom connect i on B. As t he t emperat ure i n
the cooling water rises, the elements in the
thermostatic valve start to operate. When
cooling water reaches operating tempera-
ture, one part ofthe water is by-passed, and
the othe! part goes to the cooling unit from
connection C.
In a multi-engine installation, the cooling
water must not be mixed fTom one engine to
anot ber. Tn such i nst al l at l ons, each engi ne
has a thermostatic valve installed in the HT-
crrcurt.
The thermostatic valve in the LT-circuit is
dependent of ambi ent condi t i ons, l oadi ng
pattern and ofused type fuel oil.
WABTSILA DltrStrL
POWER PLATTS
Figurc 24. Dimensions ol lh'moslolic volve
Size Wmm ZJmm Y/mm
DN 80
DN 1OO
DN I 25
DN 150
DN 2OO
267
403
449
449
640
171
217
241
254
420
200
224
254
245
340
cOOll,VC SYs'!M
-
Pav. , Page 25
wiiRTsrLA DotrstrL
POWER PIAI{TS
5.4.4. Pressule dlop
The pressure drop over a valve is always in
proportion to the flow through it. The dia-
grams below shows the pressure drop for dif-
ferent thermostatic valve sizes.
r

I
:
0 1
: 0 .
:
0.s
: - .
:
;
" .
P
E
I
Figure 25. Prcsswe drop ovet lhefinoslalic valves, dccotcllng lo volve size dnc! wolet flow
DNSO DNl OO
DN125 DN15O
DN 2OO
Pdge 26
COOUNe SyS'EM
-
Pev, I
5.5.Exponsion lonk
The purpose ofthe expansion tank is to en-
sure a constant positive suction head at the
circulation pump and to compensate volume
changes in cooling water system simultane-
ously acting as a de-aerating tank. An sepa-
rate expansion tank is required for each of
the LT-circuit, the HT-circuit and the heat
recovery system. To provide a sufficient pres-
sure ofthe water at the suction side ofthe
pump, the expansion tank is placed at such
a height that a static pressure of0.7-1.5 bar
is achieved at the pump. The tank can be
placed outside under the roof ofthe build-
ing, or inside close to the roofstructurals or,
as an alternative, on the exhaust gas steel
structure nearby the engrne.
The flow through rhe expansion [ank is regu-
lated by choosing proper dimensions oftank
inlet and outlet pipes.
The expansion pipe is connected to the inlet
pipe ofthe circulation pump and it shall be
drawn, continuously rising, to the bottom of
the expansion tank, to avoid air pockets in
the pipe. The expansion tank is provided
with a low level alarm switch.
The open tJape expansion tank has the
following connections:
A
=
Overflow pipe
B
=
Make up pipe
Q
= Venting pipe
D
=
FillinC
E
=
Ilrain
WARTSILA D[trStrL
POWEN PLAIIT3
The expansion vessel ofclosed tJrye has the
following connections:
c
D
E
F
H
HT expansion pipe
HT deaeration pipe
LT expansion pipe
LT deaeration pipe
Overflow
Inspection opening
Drain
Figuo 27. Exponslon vessel ot cloied
We
Flgurc 26. Exponsion rank ol open
We
COOUIIG SYSIEM
-
2w. I Pdge 27
B
WART$LA D[trStrL
POWER PLAl'TS
The connection points for an expansion tank
ofmembrane t54e are:
=
Water inlevoutlet
=
Air filling
Figub 28. Expdnsion rdnk ol membone lype
5.5.1 . Design ond sizing ol
exponsion tonk
Ttre following formula gives the approxima-
tive volume ofaD expansion tank:
V
=
0. 10
.
[ c +
(a
n) + e*]
[ m3l
5.5.Deoelofion fonk
When an expansion tank system of mem-
brane t,?e is used, a separate deaeratlon
tank is needed. The main purpose is to let
out air from the cooling water system. The
pipes must be drawn with continuous slope
to the deaeration tank placed close to the ex-
paosion tank.
The connection points for a deaeration tank
are:
Air outlet
Water inlet
Water outlet
Figurc 29. Deaerclion ldnk
5.6.I . Deoerotion tonk types
The expansion tank ofopen t
?e
is used
when the static pressure is achieved due to
its location. Ifthe tank cannot be located
high enough to provide this pressure, an ex-
pansion tank ofclosed tj|pe is used.
The expansion tank ofmembrane type can
also be used in a closed expansion system-
In this case a deaeration tank is connected
to the system.
Design data
Engine waler volume
Min. 10 % ol the system waler
volume, however min.
100 lilres.
See lechnicaldata
Max. 120"C
V= Volume ofexpansion tank [mr]
c
=
Volume ofcooliog equiBment
[m3]
a
=
Area ofcooling pipe
[m"].
See chapt er 5. 2. 1.
,
Tabl e 2.
n
=
Pipe length
Iml
^
ewv= engrne water volume
[rn'].
See chapt er 5. 2. 1.
,
Tabl e 1.
Pdge 28
COOL|NG SYSIEM
-
Fov. I
5.T.Circulofion
pump; LT-, HT-
The purpose of the circulation pump is to
maintain a constant flow of cooling \ /ater in
the cooling water circuits.
The circulatron pumps are ofbuilt-on type
and direct diiven by the engine for VASA
20, VASA 22 and VASA 32 engines.
For engine type VASA 46. the circulation
pumps are electric motor driven and placed
on the floor level next to the engine.
Consider the required space for mainte-
nancejobs when locating the pump.
There is a separate pump for the LT-circuit
and the HT-circuit.
The circulation pumps has the following
connections:
Cooling water inlet
Cooling water outlet
Figuts 30. Ctculotion PumP
wiiRTsrLA DfltrstrL
POWER PLAIITE
T]]e main cdteria when sizing the cooling
water system is, that the water flow must be
abl e cool t he heat produced by t he engi ne.
See technical data for the engine.
Design data
VASA 46
Capacity
Operating
pressure
[bar]
opelating tempelalure
['cl
-
i mPel l er
-
cagng
See technical dala ol
the engine
See lechnicaldata ol
me engne
max. 120' C
Casl brcnze
Cast grcy non
COOLING Sl4'lEM
-
Pv. l
Poge 29
WARTSILA DltrStrL
POY'EN PLA]'TS
Poge 30
COOLNG SYSIEM
-
Pav. I
6. PIPING
5.1.Generql
The water flow in the LT- and HT-circuits
are considerable and subsequently the di-
mensions ofpipes in these circuits are fairly
large. Whereas the flow to the expansion
and deaeration systems are smaller, it is
also reflected to the dimensions ofthese
pipes. Regardless ofdimensions. each pipe.
line must be rigidly supported to prevent
damages.
In some installations the pipes must be rnsu-
lated due to safety legislation. Drain points
are placed at the lowest point ofthe cooling
water system and attached to the underside
ofthe pipe. Deaeration points are placed
near to pumps and coolers and at highest
level possible.
When sizing the cooling water system, use
the following design data:
Design data
Pressure
110
bar (NP 10)
lemperalure lMax.120'C
The followins standards are used:
WARTSILA DltrStrL
POWEB PLAX?3
To ensure stable operating conditions in the
cooling water circuit and to keep prcssure
drop i n pi pe l i nes wi t hi n accept abl e l i mi t s,
check that the recommended velocity in the
different circuits and pipe dimensions are
used:
Table 3. Recommended velocities in cooling
water pipes
Design data
Standard Material
Pipe
Elbow
Flang
Blind flang
Gaskel
DIN 24,$
DtN 2458
DIN 2605
DI N 2616
DtN 2576
DtN 2532
DtN 2s27
0lN 2650
RSt 35
RSt 35
RSt 35
RSt 35
RSt 37-2
RSt 37-2
RSr 37-2
Mateialin cas6 ot ssa watr HDPE or glass libre
Recommended velocities in cooling water
prpes
Pipe
di mensi on
HT-Circuit
[ds]
LT-Circuit
lm/sl
Raw
water
ln/sl
25
32
40
50
65
80
1(JO
125
150
2W
250
300
1. 5-1. 7
1. 7- 1. 9
1. 92. 1
2. 1-2. 3
2.3-2.5
2.5-2.7
2.7-2.9
2.9-3.1
3.G3.2
3.O-3.2
3. 1. 3. 3
3. 2-3. 4
1. 5- 1. 7
1. 7-1. 9
1. 9-2. 1
2. t -2. 3
2.3-2.5
2. r2. 7
2.7-2.9
2.9-3.1
3.G3.2
3.O-3.2
3. 1-3. 3
3.2-3.4
2.2-2.4
2.3-2.5
2.5-2.7
2.7-2.9
2.9-3.0
3. 0-3. 1
COOUJA S}5rE ,
-
Pd. I PdgE 3l
WARTSILA DfltrstrL
POYER PIAI'TS
6.2. Cooling wqfer velocif ies
The recommended velocities meotioned in
table 3 are used when calculating the suit-
able pipe dimension. The relationship be-
tween the flow, the cross-section area ofthe
pipe and the velocity is:
Q
=A. o
[ m' / s ]
=
flow
[m3/s]
=
cross-section area ofpipe [m"]
=
velocity
[m/s]
Exsmple of calculating pipe dimension:
The flow is 216 m",& and the desirable veloc-
ity 1,8 m,/s. Which pipe dimension shall be
used ?
The formula
Q=A
u gives:
n - d 2
) -
. ^ f -2rf i 3
4"
^^^^
o
=
\
3600* 1. 8- -
=u' uo' .
=
206 mm = DN200
A = Q
)
= 9
v
a
t)
i ? 9
e l ;
Figue 32. Wdrer llow
-
wolet velocily diognm
: - 6
- 9 '
E
20
30
40
50
60
80
100
- l \
l 9
! z
-
E
g o
:
10
2000
1000
800
600
E
-9
'6-
E
I
E
E
_20
400
200
100
80
60
200
300
40
60
30
100
l=
Figurc 3l. Prcsswe drcp didgrcfi lot o sttoighl pipe
Pdge 32
COOLING SYSIEM
.
P.'. I
GHARGE AIR
SYSTEM
Handboolr
for
Mechanical
Systems
WARTSILA
rTi ;;- =,
POWER PLANTS
Toble of Conlenls
CHARGE AIR SYSTEM
GENERAL O- 1
Ty pi c ai s y s t em l ay out . . . . . . 0- 1
CIIARGE AIR FILTER 1
-
3
G e n e r a l . . . . . . . . . . 1 - 3
Weather protection louwes and hoods . 1
-
4
A n t i i c i n g . . . . . . . . 1 - 5
Pref i l t er and f rnef rl t er . . . . . . 1-5
Sand and heary dust
f r l t e r s . . . . . . . . . . . . 1 - 5
Fi l t er st andar ds . . . 1- 7
Table for determining the
r i ght f i l t er package . . . . . . . . 1- 8
CIIARGE AIR SILENCER 2.9
G e n e r a l . . . . . . . . . . 2 - g
DESIGNOFCHARGEAIRSYSTEM 3
-
II
P i p i n g . . . . . . . . . . 3 - 1 1
B e l l o w s . . . . . . . . . 3 - 1 3
Mat eri al s and st andards. . . 3-13
The specific weight ofair. ..3
-14
E x a mo l e . . . . . . . . 3 - 1 4
Flgve |. Chorye ot ln
Ntnclple
CHAPGE An $AIEM
-
Pv. I
wiiRTsrLA DotrstrL
POWEi PLAXT3
Turbocharged engines are working with a
great quantity of air and the quality of the
air varies at different sites. Due to differ-
ences, equipment requiled in different in-
stallations may vary a lot.
The main components ofthe system are:
. . h, r op , i r f i l t cr
. charge air silencer
. pipe system with supports
O. GENERAT
The main function ofthe external charge air
system is to provide the engine with an ade-
quate supply ofclean and dry air.
The combustion air
(charge
air) to the en-
gine is drawn from outside the building,
topen airr. The air is drawn through an air
filter via a pipe system, in some cases pro-
vided with a charge air silencer, into the
turbo charger, which forces the air into the
engine.
The undamped charge air noise noise is a
relatively high fiequency noise and there-
fore quite disturbing. Consequently a charge
air silencer is recornmended.
0.l.Iypicol syslem lqyoul
Pleose, refer to .tppend.it K
for flowcharts
de scib ing differeht sy stems.
Air intake silencer
Air intake filter
Poge I
WART$LADfltrStrL
POYER PLAI{T3
Pdge 2
cHAFeE NP STSIEM
-
e.Y, t
I. CHARGE AIR FILTER
l . l . Gener ql
The geographical position, weather condi-
tions, seasonal conditions, neighbourhood and
maintenance has influence on the design of
the filter system. The charge air filter shall be
chosen a]Id sized according to the most ex-
treme situations erqsting at the site.
The highest permitted dust concentratron n
the charge air is 3 mg/mr and largest parti-
cle size 5 ptm. The dust concentration and
the particle size must always be below these
limits at turbo charger iolet. The total pres-
sure loss for the charge air system
(frlter,
silencer and piping) shall not exceed
2000 Pa. T\Tical pressure loss is about 1000-
1500 Pa.
The most common fllter types are:
. dry filter
. oilv/etted filter
. jet pulse lilter
A filter system can also be built as a combi-
nation ofthe above mentioned filters-
| .l .l . Dry chorge oir filler
The dry filter consists ofa l-stage or 2-stage
filter with a vertical weather louvre. The
first stage is working as a prefilter and sec-
ond stage as a fine filter.
WARTSILA D[trStrL
POWEF PLA"TS
I.1.2. Oilwetfed filler
The oilwetted filter consists offrlter panels
or elements formed to a continuos sealed cur-
tain. The filter panels move vertically up-
ward across the front face ofthe housing
and downward across the front face on the
other side
(clean
side), down to the oil bath.
A prefrlter with vertical weather louvre, can
be used as a first stage filter.
OIL BAIH
Figup 4. Culowdy ol dn oilwelled lilrer
t
tr
a
Figurc 2, Dry chqrye dtu lillel
CHAQGE Alz SYSIEM
-
P.v. I
FILTEF HOUSE
WITH OIL BATH
Figu@ 3. Fivet housing lot oilwetled frlrer
Poge 3
WARTSILA DItrStrL
POWEB PLATITS
l.2.Weother
protection
lou-
vles ond hoods
The inlet ofthe openings ofthe air system
must be protected against heavy rain, snow
etc. by weather protection louvres.
The weather louvres have vertical shaped
vanes which force the air to change direction
a number of times as it passes through the
louvre. At the same time heavier particles
run into the vanes, loose their speed and
droD to the bottom ofthe filter house.
Flgu@ 5. Weathet louwe lor dry ond oil wolled
frlte6
A weather hood is another way to protect
the engine from wet air or I be filters from
being clogged. The hood opening has to be
sized so the airllow speed does not exceed
1 n/s and the airflow enters the hood verr,r-
cally upwards.
The two most common types are:
.
stationary hood t}?e
.
hinged louvre type
Figub 6. sbnondrywedrhot hood lot dry dnd oil
bdth liltets
Figwe 7. Hinged louwe lype lor dry dnd oil wel-
bdne6
Pdge 4
CHAPea NP SYSrfM
-
P.v.l
l .3.Anti -i ci ng
Glaciation ofthe intake can occur ifthe tem-
perature ofthe inlet air drops below the dew
point and free moisture strikes surfaces that
are at or below the freezing point. Con-
densed water o! precipitate moisture in the
form ofrain droplets, snow or ice can fteeze
and build up on the inlet filter. The critical
temperature range is between +3' C and
-5'
C.
Inlet air heating can be arranged by direct
heat i ng of t he ai r. Thi s can be done by usi ng
steam-, hot \ /ater- or by electric air heaters
at the inlet ofthe filter package.
L4. Pref ilfer ond finef iltel
When a finefill,er is used, a coarsefilter is
placed as a prefilter in the first stage for pro-
tection. A coarsefilter prolongs the lifetime
ofthe finefilter. The coarsefilter has to be
changed 3-4 times as oiten as the fine filter
in order to allow the finefrlter to work prop-
erlv.
WARTSILA D[trStrL
POWEI PLAIITS
l.5.Sqnd
qnd
heovy dusl
filfers
1.5.I. Inerliol dusl seporotol
In areas with heala sand or dust storms, a
traditional lilter system isn't enough. The
dust concentration in these areas sometimes
reaches such values that a more efflcient fil-
ter system has to be used.
For example:
.
inertial dust separator with diit collector
usrng pnmary ano seconoary alr
. j et pul se f i l t er wi t h a reversi ng ai r st ream
I Or recl eanl ng,
Bot h f i l t ers are worki ng wi t h t he same pri n-
ci pl e. l 0@o of t be i ncomi ng pri mary ai r i s
used for scavenging secondary air. A ciust
collector is collecting sand and dust and an
air fan exhausts it to the atmosphere.
aJR ourlEr
Figub 6. lnedidl du6l seporclol
cllAPGE AIP SI6ltM
-
P.v. I
Poge 5
WANTSILA DltrStrL
POWER PLAXTS
I .5.2. Jet
pulse
filter
Thejet pulse frlter has an air blowing sys-
tern, using compressed air of 6..8 bar, for
cleanrng ofthe filter panels. The blow pipes
are located in the clean air area blowing an
air cleaning stream in the opposite direction
to the clean air. The dislodged dust is
sucked into the dust collector and blowo out
with the secondary air.
A sensor observes the pressure drop over the
filter panels. Wtren the pressure drop has
reached a fixed value, thejet pulse system
starts. About 100 I cornpressed air
(at
l.lTP)
is used for one recleaning pulse.
The inertial dust separator needs a fine fil-
ter as a second stage to reach the limit set
for the combustion ar
(see
figure
8).
Thejet filter has a higher filtering efficiency
and therefore it does not need a fine filter as
a second stage.
BLOW PIPES
Figurc 9. Jel
pulsa
lilrer
plnciple
BLOW PIPES
PBIMARY AIR INLET
Poge 6
CHARGE Ne SYSIEM
-
Pov, '
1.6. Filfer slqndords
To be able to compare fllters
q/ith
each other
and t o det ermi ne t he ef f i ci ency of t he ai r
cleaning, parameters as dust holding capac-
ity
(7.)
and dust spot effrciency
(7o)
are used.
Prefilters are classified from EU1
-
EU4 and
fine filters from EUs
-
EUg.
See page 8
for
a table descrtbing hou to d.e-
termine what kind. of
filter
to use under d.if-
ferent
site cond.itions.
WARTSILA DltrStrL
POWER PLAl{TS
I .6. | . Dust holding copocity
The dust holding capacity
(according
to
Ashrao{Eurovent) is measured as follows:
In a test rig a measured amount oftest dust
l s f ed i nt o an ai r sl ream l hat i s passec
through the filter. The test dust consists of
727, standard fine dust,23Ea sooL ard, 5E
cotton fibre. The dust concenttation in the
air stream is 70 mg/mr. The amount ofdust
collected in the filter gives the dust holding
capacrty.
1.6.2. Dust spot efficiency
The atmosphedc dust spot elfrciency is
measured by lunning outdoor air thlough
the fllter. Samples are continously taken
frorn the air before and after the frlter and
f i l t rat ed t hrough f i l ! er paper. A compari son
ofthe opacity of the filter papers in an opac-
ity meter determines the atmospheric dust
spot efficiency.
Coarse filters
EU Dusl holding
capacity (%)
Etfecl in praclice
Dustspol
\%)
EU1
EUz
EU3
EU4
30. . 50
50. . 70
70. . 85
45. _90
No elJecl on smoke, settling
dusl or pollen
Separales textile tibers and
large pollen. Little or no
etlect on smoke, soot or oil
misl.
Separales large pollen
(over 85%). Some ellect on
smoke and blackening dusl.
Separates pollen and rine
dust- Separates mosl ol the
parlicles lhat causes
blackening, No ellecl on
iobacco smoke
20
20. . 30
70 40
Fine filters
EU Dust holding
capacity (%)
Effect in practice
Dusi spot
efficiency
EU5
EU6
EU7
EU8
EU9
Ca. 100
Ca. 100
Ca. 100
Ca- 100
Ca. 100
Separates pollen and Jine
dust. Separates mosl ol the
parlicles lhalcauses
blachening. No etlecl on
iobacco smoke
Sepatales pollen
complelely. Separales mosl
ol lhe particles that causes
blackening. Separales coal
and oil smoke and
blackening dusl
As lor EU6
Good separation ol mosl
pani cbs l arger l han 0. 18m.
Special tilters lor lotal
separation of bacteria and
radioacliv dusl.
40..70
70..90
70._90
90..98
>98
CHAPAE AIP S\I'IEM
.
F.v. '
Pdge 7
wARTsILii DIEStrL
POWER PLAI{T3
l.7.Toble for defermining fhe
righf filfer
pockoge
Use the table below when determining the
right filter package.
Site
condition
lnlet dust
concentr,
lmglm3l
Pariicle
slze
tpml
Filter
system
Outlet dust
concemr.
lm9/m3l
Weather
protection
EU
cl ass
light indusrrial
Coastal and
Dese( with
Desert or
installations
dust
0, 01-0, 1
0, 01-0, 1
0, 1- 10
0, 1. 200
0, 1-700
0, 01, 5
0, 01-3
0, 01-50
1, 500
1, 500
r
-slage
dry liller
2-stage dry lilter
1-stage oil
liller
2'stage, inenial
liller
2'stage selt
cleaning jel
pulse lilter
<0, 05
\0,05
<3
<3
icing il rcquired
Anti-icing
il requircd
Hinged
EU3
EU3
EU3
EU3
EU7
Poge I
CHAPGE AIP SI67EM
-
P.v.l
2. CHARGE AIR SILENCER
2.l .Generql
Ttre undamped charge air noise is relatively
high frequency noise and therefore quite dis-
turbing. The charge air noise is between 2 to
4 kHz depending on the engine and the rota-
tion speed ofthe turbocharger. The noise
level is about 130 dB(A) when measurement
is taken inside the duct. The noise level 1 m
from the external charge air frlter is about
120 dB(A) without the silencer.
1he silencer is normally mounted in the
pipeline between the air filter and the turbo-
charger.
WARTSILA DltrStrL
POWEi PLAIITS
Charge air can be damped with a cylinder si-
lencer or a laminated silencer. With cylinder
silencer maximum attenuation is 40 dB(A).
Ifthere is need for better attenuation, lami-
nated silencer shall be used.
The choice ofsilencer tlTe depends on:
. required noise level
. permitted pressure drop for the system
45
40
^ 3 0
o
" 5
31, 5 63 125 250 500
1K
frequencies (Hz)
Figup | o,Twical dltenuallon curve lot chotgo olr silencet
CUAPGE AIP SYS7EM
-
P.v. t Pdge 9
WARTSILA DltrStrL
POWEN PLAI{T3
The charge air noise is not only transmitted
from the charge air openings but also
l hrough t he chargc ai r pi pe" bef ore t hp "i -
lencer.
To prevent this transmission, the pipes shall
be placed inside the power plant building. If
this is not possible, charge air pipes outside
the building shall be sound-insulated.
Figu@ | |.Chorge oi silencet wilh d cenhdl pod
solifiet
A charge air silencer with central pod split-
ter are used when there is requirements for
high efficiency attenuation. These silencers
should only be used where the intake arr rs
relativelv moisture free.
Figwe l2,Chatge o silencet wirhout o conlrcl
Pod
EPIifiel
Poge I0
CHAPGE A]P SYSIEM. E.U 1
3. DESIGN OF CHARGE AIR SYSTEM
3.1 . Pi pi ng
The piping from the filter to the turbo
charger has to be as short and straight as
possible to minimize the pressure drop. The
limit for the pressure drop for both charge
air system and exhaust gas system together
is 5000 Pa. The upper limit for the charge
air system is 2000 Pa and for the exhaust
gas system 3000 Pa.
The value includes the pressure drop from
the filter system, piping and the silencer.
The pipes and bends shall be designed to
give a pressure drop smaller than 500 Pa.
The system is calculated using an air velo-
city of 20 lr/s.
o,2
Figue | 3. Flow Esislance-volume flow-pipe
0-veloclty-<liaqom
cHAPea Nl SYSltM
-
P.v. t
0 , 5
1 2 3 4 5 1 0 . 3 0
volume llow qv
lrd/sl
WARTSILA DItrStrL
POWER PLAIITS
Each engine shall have an own charge arr
pipe. V-engines must have separate pipes
for each turbo.
The bends shall be made with a bending ra-
tio R/D
r
radi uvdiameter ) as large as possi-
ble but at least 1.5
(see
fig 13).
A flexible bellow has to be mounted due to
vibrations. The pipes must be properly fixed
to prcvent damage to the turbocharger. Ttre
connection piece to the turbo charget has to
be designed according to recommendations
from turbocharger manufacturers. Fixed
points for the pipe support are to be deter-
mined individually.
The steel support for the charge air pipes is
usually the sane as for the exhaust gas sys_
tem.
100
1 0
50
40
30
20
0, 5
0.4
0, 3
o,2
* 4
5 g
E
A 2
1
0, 1
Pdgo 1l
WARTSILA DOtrStrL
POWER PLAI{T3
Figurc 14. Bend
A bend of90" and with a R/D ratio 1.5 has a
single resistance coefficient of0.28. Single
resistance coefficients for other angles are
calculated from the formula:
( a = k . ( s o "
,/
0- 90' t 80'
Figup ls.k-toclot lot vdrtous pipe bend dngles
where:
(a =
single resistance coefficient for a bend
&
=
factor according to the specified angle
(90' = single resistance coelficient for a bend
of 90"
500
300
200
100
50
E . o
P z o
E 1 0
g
.E
3
2
0,02 0,03 0,05 3 4 5
Sinsle dstan@ c@mcienl
(
Figurc IS.Diag@m lot deletmining single rcsisrdnce when single rcsislc,nce coellicient
\
dnd medio
velocilv is known
0, 2 0, 3 0, 5
Poge t 2
CHAPGE AIP SVSrrM
-
P.v. l
3.2. Bellows
The charge air pipe must have a flexible bel-
low mounted before the turbocharger. The
installation length for the bellow is 200 mm.
Flgurc I 7. Flexible oir inldke bellow
WARTSILA DfltrStrL
POWEi PLAIITS
3.3.Moleriols
qnd
slqndords
When designing the charge air system, the
following design data has to be used:
The followine standards have to be used:
Design data
Pressure
I
-l l anse,
saskel 12. 5
bar (NP2. 5)
bellow l-0.03 bar
Temperaturs
I
-al l equi pmenl s
l ma(. 100' C
Design data
Standard Material
Pipe
design according 10
DtN 2458
RSl 37-2
Bend
design according to
DIN 22158
RSt 37-2
Flange 0rN 2501
WD drawing
no. 4V6040486
si 378
Gaskel
no. 4V6040447
Vicnobssl U10Og or
CHAPOE AIP SYSiEM
-
Pq. I Poge | 3
WARTSILA DfltrStrL
POWER PLAIIIS
3.4.The specific weight ot siI
Since the specifrc weight ofair differs with
the ambient temperature and the altitude
above the sea level, the actual value must be
calculated-
The specific weight ofair can be calculated
according to the formula:
P= So
k 1
[he/m3]
The specifrc weight at different altitudes, So,
is given in the following table:
The factor kl is dependent ofthe air tem-
perature as shown in the table below:
3.5.Exompl e
The pressure drop in the charge air pipesys-
tem ofa 18V32 engine has to be checked.
See
fi.gure
18.
Ambient air temperature
=
20' C, altitude
above sea level
=
0m.
(See
tables on this page)
p =
1.20 1.00
p =
l .2ke/ms
gm= 12.5 kg/s
(see
technical data)
p =
1.2 kdm"
d
=
DN 600
dz
=
DN 400
(inlet
to turbo charger)
u < 20 m./s
Air volume flow
The v-engine has two intake pipes. For each
pipe the air mass flow is 6.25 kgls.
an
' p
A ' 1
Ar r v ol ume l l ow Ov
=
- ^
=C, Zm
I S
L . z
0
1 0
20
25
30
40
50
60
Altitude above sea
level
[m]
so
[kg/m3]
0
150
300
500
750
1000
1500
2000
3000
4000
1. 20
1 . 1 8
1 . 1 6
1 . 1 2
1 . l o
1. 05
0.99
0.94
0.83
0.73
Air temperature
lecl
1. O77
1. 038
1. 000
0. 981
0.963
4.924
0. 887
0. 850
Pdge I4
CHAPGE AIP SYSIEM
-
Pev. t
Ap for slroight pipes
U6ing 5.2 m3/s in the diagram frg. 13 grves:
4p
=
4.6 Palm pipe when u
=
17 m,/s.
Ap tor bends
The single resistance coefficient ( for a 90'
ber,d is 0.28
(see
figure
l5). Figure 16 gives:
4p
= 40 Pa,/beod when u
=
17 nl/s.
Air velocily otler fhe connecfion
piece
(DN
600 to DN 400)
n - . 4
Air uelocity u=\
p . E . d -
ap for lhe connection piece
The single resistance coefficient ( for a con-
nection piece is between 0.020 and 0.025 de-
pending on the ratio d1/ d2. Figure 16 gives:
4p
=
25 Pa for ( =0.025 when u
=
41 m,/s.
Ap tor oir inloke bellow:
The si ngl e resi st ance coef f i cj enr ( f or an ai r
intake bellow is 0.2. Figure 16 gives:
4p
=
2I0 Pa for the bellow when L'
.
4l rr/s
Engine I 8V32
wARTsrLii DotrstrL
POWER PLAX?3
Summory
The total pressure drop in the charge air sys-
tem:
Bellow
Pipe
Bend
Silencer
Plilter
1
14m x 4. 6
3 x 4 0
1 x 2 0 0
1 x 2 5 0
Conneclion piece 1
AP
[Pa]
25
210
u.4
120
200
250
{rccommended
linal lecislance)
soo (Gcommended
1369. 4
Finelilter 1 x 500
t ^p
[ Pa]
Figwe I E, Choge dtu sy'rem
CHAPGE AIz SYSIEM
.
?EI. I
The total pressure drop of this charge air
system is about 1370 Pa, which is below
highest recommended
(2000
Pa).
To get a more accurdte cdlculation, reler to
formulas
used when calculating the pressure
drop
for
the erhaust
Eas
slstem, design
guid.e
for
exhaust gas slstem, chapter 3.
2-Stoge
chorge oir filter
Pdge | 5
WARTSILA DltrStrL
,owEn PLll{TS
Pdgo I6
CHARoE AIR SWIEM
-
P.v. I
EXHAUST
GAS
SYSTEM
Handboolr
lor
Mechanical
Systems
WARTSILA
Drit=StrLr
POWER PLANTS
Toble of Confenfs
EXIIAUST GAS SYSTEM
GENERAL O- 1
Tl pi cal syst em l ayout . . . . . . 0- 1
E)ffIAUST GAS STT.NNCER I
-
3
I n s t a l l a t i o n . . . . . . . 1 - 3
E)GIAUST GAS BOILER 2
-
7
G e n e r a l . . . . . . . . . . 2 - 7
SIZING OF PIPING SYSTEM 3 - 9
P i p i n g . . . . . . . . . . . 3 - 9
Suppor t s and bel l ows . . . . . . . 3- 9
Mat eri al and st andards. . . . 3-10
Flow resistance,
c al c ul at i ons . . . . . 3- 11
E x a m p l e . . . . . . . . 3 - I 2
CHIMNEY
(stack)
4-15
Ge n e r a l . . . . . . . . . 4 - I 5
Chi rnney hei ght . . 4-16
Exhaust gas vel oci t y . . . . . . 4-16
Draft calculation for
ex haus t gas c hi mney . . . . . . 4- 16
O. GENERAT
When designing an exhaust gas system the
geographical position, size ofthe plant,
neighbourhood, exhaust gas quantities and
emission regulations by the local authorities
are the most important parameters.
Ttre components ofthe exhaust gas system
are very voluminous and must therefore be
considered from an aesthetical point ofview
when making up the civil drawings and the
site layouts.
0.l.Typicol syslem lqyoul
Please, refer to .tppendb K
for flowcharts
de sc ribing dffi rent qr stems.
Figu@ l. Exhdusl gas syslem in pinciple
WARTSILA DltrStrL
POWEN PT.AXTS
The main function ofthe external exhaust
gas system is to lead exhaust gases out from
the power plant. The emissions and the
noise level in the neighbourhood must be
below the specified values that are set by lo-
cal authorities.
Sometimes it is enough with a chimney after
t he si l encer t o obt ai n l , he emi ssi on requi re-
ments.
Exlaun CAS SYSI.M
-
l.v. I Poge I
WARTSILA DfitrStrL
POWER PLAIITS
0.1.1. System with exhousi gos
boiler
The thermal energy in the exhaust gases
can be utilized by applying an exhaust gas
boiler for producing hot water or steam.
The main components for such a system are:
. pipe system with suppofis
. exhaust gas boiler and heat recovery
equipments
. exhaust gas silencer
.
exhaust gas chimney
Figurc 2. Exhousl gas syslem wilh an exhopust gds boitet tn pinciple
Poge 2
EXHAIEI GAS SYSIEM
-
Pav.t
I. EXHAUST GAS SILENCER
t]1e exhaust gas noise pressure level with-
out a damper is about 120 ... 130 dB(A).
This means that the noise has to be damped
before leaving the exhaust gas system. A
standard exhaust gas silencer is ofabsorp-
tion t5pe, equipped with a spark anestor.
The silencers are built to be mounted hori-
zontally o! vertically.
For more information regarding noise levels
and danping, see the noise guid.e.
Ttre operation principle for the spark ar-
restor is based on steel plates that forces the
exhaust gases to whirl. Sparks and soot par-
ticles hurls by centrifugal forces into a re-
ceiwing box. the receiving box is placed on
one side ofthe sparkarrestor. The absorp-
tion matrial in the silencer is ofhigh qual-
ity rockwool.
WARTSILA DfltrStrL
POWER PI.ATTS
l .l . lnslqllotion
An exhaust gas silencer with bottom
mounted flange can either be horisontally or
vertically mounted.
Figwe 3. Exhous, gds silencr wilh
moun a<t ianga
boilom
Figurc 4. Exhousl gds sllencat wilh
mounle<t f,onge
siclo
EXHAUSI CAS SI6IEM
-
P.v. I Pdge 3
wARTsrLii DrtrstrL
POWER PLA'ITS
The main dimeqsions ofthe silencer are as
follows:
Engi ne
VASA
Diam. ot
connec-
DNl mml
Dia-
meler
Dl mml
Hei ght
Hl mml
2s db(A)
Height
Hlmml
3s db(A)
Height
Hl mml
2s db(A)
Height
Hlmml
35 db(A)
6&8R22
12V22
16V22
6R32
8-9R32
12V32
16V32
1av32
6R46
8R46
9R46
12V46
16&18V46
400
500
600
600
700
800
900
1000
900
1000
1 100
1200
1400
800
950
1100
1 100
1340
1500
1600
1700
1600
1700
1 9 1 5
2100
2400
3400
3640
4010
4010
4550
4UO
5360
5840
4440
5360
5840
6200
8000
punted
flange
4400
4930
5260
5260
6050
6340
6870
7620
6340
6870
7620
8200
9640
3100
3650
4250
4250
4360
4650
5250
5770
4650
5250
5770
5320
7440
unled flange
4100
4900
5260
5260
5860
6t 50
6750
7770
6150
6750
7770
8320
9180
Table 1: Main dimensions of silencers
Pdge 4
EXHA$I oAS SYSIEM
'
POV. I
WARTSILA DltrStrL
POUEN PLAX'S
l.l.l. Pressure drop for differenl
types of silencers
6000
5000
4000
3000
2000
1000
d 800
o 600
< 500
400
300
2@
I
v
[rn/s]
30
Figurc 5. Adgromdescddngheprcsslnedbplotdsilencotwilhs@tkonegotdn tg<tdtounbdnange
Figu@ 6. Didqdmd*ibinglhepesswedbplotosibncetwtlhqo*dfieslordndboltor'.nrpl//lledttange
"{:
r$r-
[c}J
1000
a 800
o
ooo
< 500
400
300
200
EXHAU GASSYSIFM
-
P*. I Pdge 5
WARTSILA DfltrStrL
POWER PLAI ' TS
Examplel
Pressure drop for a silencer:
. Engine 18V32
. Exhausl gas amounL 13. 5 kg/ s
rsee
t echni -
cal daca)
.
Exhaust temperature 190
"C
.
Connection DN 1000 = 1008mm
pe =
-*--
-
273
1. 3
190
-
273'
=
0.767 kg/m3
fn
P "
m 4
u =
- i -
=
. I mt s J
^
P " n
4 -
m
=
exhaust gas mass flow
lkgls]
fD
=
exhaultt gas density at temperaturc
tkdrnl
d
=
diameter ofinner pipe
[m]
A
=
cross-sectional dirnensions
13.5
.
4
0. 76?. r 1. 0082
v
=
22 lrr/s
From the diagram in figure 5 we get 800 Pa,
and 500 Pa in figure 6.
Poge 6
Ext/^ttsf GAs sYsEM
-
Pd, l
2. EXHAUST GAS BOITER
2.1.Generol
About 30 7a ofthe fuel energy is transferred
to the exhaust gases. To recover this enetgy
an exhaust gas boiler can be used.
The maximum pressure drop allowed for the
boiler is 1200 Pa. The boiler also has a
sound damping effect.
The exhaust gas boiler has the following
connectlons:
A
=
Exhaust gas inlet
B
=
Exhaust gas outlet
C
=
Water outlet
D
=
Water inlet
Figu@ 7. Exhdusl gos bo et
WARTSILA D0trstrL
POWEF PLAIIT3
The exhaust gas has to be by-passed ifthe
flow through the boiler is to be regulated or
during boiler maintenance when the whole
flow is by-passed. The regulating limit is 50-
100 70 ofthe total exhaust gas flow. The
boiler is by-passed by an external by-pass
valve or with an internal flap systern inside
the boiler.
TTre by-pass valve has the following connec-
tlons:
A
=
Exhaust gas inlet
B
=
By-pass
C
=
To boiler
Figu@ 8. Exhdusl gos by-pdst vqlve
FXHAUfi AAS SYSIEM
.
PO. I Page 7
3. SIZING OF PIPING SYSTEM
3. 1. Pi pi ng
The piping from the engine to open air has
to be as shod and straight as possible to
avoid a high pressure drop. The limit ofthe
total pressure drop for both charge air sys-
tem and exhaust gas system is 5000 Pa. The
upper l i mi t f or t he
px}t aust
gas sysl , em i s
3000 Pa and the rest
(2000
Pa) is for the
charge air system. Ifthe limit on the ex-
haust side is exceeded, the engine output
must be derated.
The value includes the pressure drop llom
the piping, boiler, silencer stack and other
equipment ofthe exhaust gas system. The
pipe system is sized for an exhaust gas velo-
city of 20 ... 35 m/s.
Each engine rnust have its own exhaust gas
pipe through the chimney to prevent the ex-
haust gases from entering an engine not in
operation. The bends are made with a bend-
ing ratio R/D
(radius/diameter)
as large as
possible but at least 1.5
(see
frgure 9).
Figub 9. R/D tdlio
WARTSILA DltrStrL
POWER PLAXTS
V-engioes with two turbochargers have a
branch pipe that connects the exhaust gas
pipes from each turbocharger to a common
exhaust gas pipe.
Figne 10. Exhousl gos b@nch pipe
3.2. Supporls ond bellows
The pipe system has to be connected to the
engine by means ofbellows. Ttre purpose of
the bellows is to compensate for movement
due to thermal expansion and to prevent
that vibrations from the engine are trans-
ferred to the pipe system. The bellows are
placed alter the turbo charger and deter-
mined individually liom case to case.
Ttre pipes have to be properly frxed and com-
pletely insulated inside the building. Fixed
and sliding points for the pipe support are to
be determined individually.
The exhaust gas pipes shall be provided
with water separating pockets and draining.
EXIAIEI GAS S\EIEM
-
Pev. I Poge 9
WARTSILA DfltrStrL
POWER PLAII?S
The forces acting on exhaust gas pipes are:
.
therrnal forces from the hot exhaust gas
. pulsate forces from the exhaust gas flow
.
vibrations from engine
.
st at i c f orces f rom t he wFi ghl of t he pi pes
These forces have to be considered u hen siz-
ing the steel construction. The forces are
transmitted through the supporting steel
construction to the building.
Figurc | l. Exhaust gds bellow
Standard bellows are found in three differ-
ent lengths, 280 mm, 560 mm and 700 mm.
Depending on the axial and lateral move-
ments one ofthese has to be chosen.
3.3.Mqteilql
qnd
slqndqrds
When sizing the exhaust gas system the
following design data have to be usedl
The followine standards have to be used:
Design data
-
llange, gaskei 2.5 bar (NP 2.5)
bel l ow 1. 5 bar
Temperature
-
all equipment max. 450'C
Design data
Standard Material
Elbow
Flange
Blind llange
Gasket
DIN 2448
DtN 2458
DIN 2605
DtN 2576
DtN 2527
DtN 26S0
RSt 35
RSt 35
RSI 35
RSr 37-2, C22.8
RSt 37,2, C22.a
Oil resistanl
Poge l0
EXl//ltSl GAS SVSiEM
-
P.v. l
3.4.Flow resislonce,
cqlculolions
The flow resistance for exhaust gas pipes
can be calculated accordinE to formula:
o, =
i
*
, ' 16
! *\ t
dp
=
flow resistaoce [Pa]
&
=
e>rhaust gas density
[kglm"]
u
=
exhaust gas speed [m,/s]
4
=
friction coefficient for the pipe material
I
= pipe length [mJ
d
=
chimney inner diameter
[m]
( =
single resistance coemcient
For a straight pipe the flow resistance can
be calculated by formula:
u ' G h P o t
Flow resistance for a bend:
u2
I
tPol
Straight pipe to air
TVARTSILA DfltrStrL
POUER PLAl{'S
The single resista[ce coefficient ( is a factor
derived frorn the flow resistance turbulence
caused when area and flow direction
changes.
.
for a straight pipe to air:
q =
I
. for a 90" bend with a ratio radius/diame-
ter 1.5 and shared in 4 sections: ( =
0.28
. for the union in a branch pipe ( =
0.2
90' bend
(
=028
1
, p e
1
t p e
Figup | 2.fhe single |esk once coetficienl lot dillepnt pipes
EXHAUSI GAS SYSIEM
-
P.Y. t
Single res. coefl.
E
for tee
qonneclion
1:
ma
m
0 o.2 0.4 0.6 0.8 1
qd
0. 9
0. 06
0. 78
- 0. 09
0.74
-0.o7
0. 86
o.04
1. 0
0. 16
1 . 1 9
0. 23
Single res. coeff. ( lortee connection 2:
ma
n
0 0.2 0.4 0.6 0.8 I
!a
qd
, 1. 0
0.05
-0. 4
0. 20
0.08
0.30
0.45
0_40
o. 72
0_50
0. 90
0. 60
Tee connection 1 Tee connection 2
Poge | |
WARTSILA DltrStrL
POWER PLAl{TS
The exhaust gas densi t y pe can be approxi -
mated with the following formula:
The friction coefficient ( is a function of the
material, the dimension and the surface of
the inner pipe and is approximated accord-
ing to following formula:
1. 3
1 + ( * )
exhaust gas density
[kg/m3]
exhaust gas temperature
["C]
ro.sas
m(f) + t.tz1'
fiiction coefficient for the pipe material
pipe inner diameter for the pipe
[mmJ
a factor for the surface and the material
ofthe pipe. See table 2, page 17.
3.5.Exomple
The pressure drop ofthe er.haust gas system
ofa 18V32 engine has to be calculated. The
system includes a boiler, a silencer and a
chimney.
Q
=
13.5 kg/s at full load
(see
technical data).
tl
=
325" C temperature after turbo
(see
technical data).
,2 = 190"C temperature after boiler
d
=
1.008 [m]
(DN
1000)
u
=
exhaust gas speed, m/s
A
=
cross-sectional dimensions
Ambient temp 20' C.
Chimney material: stainless steel.
Chimney height 40 m.
Pi np nqt Fr i al St 37
Flgu,e I 3. Exhdust gos syslem
Page | 2
EXHAUSI GAS SY9EM
-
P.v. I
Pressure drop of the pipe system:
Before boilefi
.
Ap for a 6 m straight pipe DN 1000
1. 3
' -
273'
.
exhaust gas temp 325" C
Pe
=
- - t ; c
=0593kgl m"
t L +
2 7 Bl
Evaluate the velocity ofthe gas:
m
; n . 4
n
o " n 6 '
WARTSILA DOtrStrL
POWEN PIAXTS
.
Ap fQr 1 pcs 90" bends DN 600
(branch
plpe)
Ttre single resistance coefficient is 0.28 for a
90'bend with a R/D ratio 1.5, see fig 12.
The single resistance coemcient for the un-
ion in the branch pipe is 0.2.
m
^ - m A
A a - . t . ) '
1 a <
2 -
0,593 r
'
7.oo82
-' "'
Calculate the friction coefficient:
.
k-factor
=
0.05
0. 593 r . 0. 60f
= 4 Oml s
. *
u 2 . \ (
.
0. 593
.
40. 02
. (0. 28
+ 0. 2)
=
227. 7 Pa
13_5
.
4
=
28.5 m/s
. 1
1
2
=
0.0105
(o.86e ln(#) + 1.14)2
Now the pressure drop can be frgured out:
I
A p = 1 * v ' t 1
-
z
- a t
- : ^ <or , - L - , q1. 1
Pa
1. 008
-
- "
Pressure drop in the shaight pipe =15.1
Pa
D(MI'ST 6A5 SY9IEM
.
P.U ' PdgE 13
WARTSILA DIEStrL
POWEF PLAXTS
Atler tho boiler:
.
Ap for 7m straight pipe, DN 1000,
eihaust,gasle'ipeiat"iJ igo; c
ap for one 90" bend DN 1000
The single resistance coeffrcient is 0.28 for a
First the exhaust gas density is calculated: 90'bend with a WD ratio 1.5, see frg 12.
p,
=
-+n
=
0.?67
s/m3
\ l +; ; l
1 3 . 5 . 4
0.767
.
n
.
1.008"
oo=I
"
u' . N
t Pal
Silencer:
from page 4 500 Pa
slack
from page
}{ 62 Pa
!1
zozo Pu
The exhaust gas velocity is then calculated: All other factors are known and can be put
into the formula:
=|.
o.tet
.
222
.0.28 =
s2 Pa
Summory
" I
The total pressure drop in the exhaust gas
E
=
l nnA -
=
U.U l ub
system:
( 0. 869
l nl f f i r + 1. 14) '
Pipe system:
1|'.j +227.7+j3.5+52= 308 Pa
Now the pressure drop for the straight pipe
Boiter:
max. allowed
j2OO pa
can be calculated:
The friction coefficient is figured out:
. k-factor
=
0.05
to=i
*
,t
t
*
=|.
o.tat
.
zz'
.0.0105 .
1j ' --L
=
rJ.5
pa
The pressure drop for the straight pipe alter
the boiler =
13,5 Pa.
Poge | 4
EXHAUSI GAS S\6|EM
-
Pev. I
4. CHIMNEY
(stock)
4.l .Generol
The main function ofthe chimney is to lead
the exhaust gases to such a height that the
emissions measured for a specific area are
according to the local regulations.
In installations with two or more engines
the exhaust gas pipes are led to a common
multi-pass chimney. Each engine rnust still
have an own exhaust gas pipe through the
chimney to prevent the exhaust gases from
entering an engine not in operation.
Steel chimneys are to be lagged to avoid
that the temperature drops belov/ the dew
point ofSO2. The following values can be
used when checking the tenperature drop
metal chimney 0.3
-
0.8" C/m without las-
g:ng (the
higher value for lower velocitieE)
metal chimAey 0.15" C/rn lagged
(100
mm).
The chimneys shall be provided with suit-
able protection against lightning and ob-
struction lights for aircraft accordiog to
regulations set by local authorities. Mainte-
nance and inspection ofthe chimneys re-
quire ladders and platforms with handrails.
Every level with obstruction lights shall be
provided \rith a maintenance platform
around the chimney. Ifthere are no lights a
resting platform for every 10 ... 20 m is rec-
ommended.
The ladders can be mounted inside or out-
side the chimney.
POWEn
pLlXTS
Figup 11. Exdmple ol chimnoy design
WABTSILA DltrStrL
l i
q0p
; i
@
EXHAITSI oAS SW'EM
.
P.v. I Poge I5
WARTSILA DfltrStrL
POWER PLAIITS
4.2.Chi mney hei ght
Calculation ofthe chimney height is quite
complex. The parameters are many and
sometimes difhcult to get. The height ofthe
chimney has influence on spreading ofthe
emi ssi ons. The same quant i t y of emi ssi ons
from a powel plant can give different chim-
ney heights dependent on where the plant is
situated. E.g. a power plant nearby a tramc
route or an industrial area requires a higher
chimney than a power plant far away from
ci t i es and i ndust ri es. The permi t t ed emi s-
sion values vary from country to country.
4.3. Exhqusl gqs velocity
The exhaust gas velocity in the chimney
shall be about 20 m/s. The inner diameter
ofthe the chimney influences the velocity
and the dralt. A higher velocity gives a bet-
ter self-cleaning ofthe chimney but a poorer
draft due to a higher flow resistance. Ttre
chimney is self-cleaning ifthe exhaust gas
velocity exceeds I r/s.
A higher exhaust gas velocity gives a more
elEcient mixing ofthe exhaust gases with
the ambient air, thus reducing the fallout in
the environs ofthe power plant.
4.4.Dtoll colculolion fol
exhqust
gos chimney
The formula for the drafl is made up of two
different parts. The frrst part considers the
difference between the arnbient air and ex-
haust gas densi t i es t hat gi ves t he l i Ri ng ef -
fect. The second part considers the flow
resistance in the chimney. The difference
between the two parts gives the draft. A
positive value shows that the lifting effect
is stronger than the flow resistance.
The draft is calculated according to formula:
1
. . 2 , . h" , yn
^ p =t p a p p v n s
t
p c u t Sd +L ) ,
e
d
(
on top ofthe chimney
=
exhaust qas density [kg;/mo]
=
9.81 [Ir/s1
= chinney height
[ml
=
exhaust gas speed [m/s]
=
fiiction coefficient for the stack
=
stack inner diameter [m]
=
sirgle resistance coefrcient
(straight pipe to air
=
1)
The air density pa varies depending on the
ambient air conditions at site.
A normal value is 1.2 kg/m8
(20'C
and
760 mmHg). Sep iandbooh
for
chargc air sys-
tem, chdpter 3
for
more dctails.
The exhaust gas density pe can approxr-
malely be calculated with the following for-
mula:
4p
=
draft [Pa]
po =
air density lkglmr]
at actual temp.
1 t
' -
'
2zJ'
exhaust gas density [kglrn3]
exhaust gas temperature
["C]
Poge 16
Exllausf aas sYsEM
-
Pov, I
WARTSILA D|trstrL
FOWEi PLAT'S
Ttre friction coefficient ( is a function ofthe Dralt / pressure drop in the chimney:
material, the dimension and the surface of
the inner pipe and is approximated accord-
ing to following formula: &=t pa- pet t . n" - i t u
;
c ' j +l el
1 3 . 5 . 4
0.?6? n 1.0082
=22ml s
(0.86e
.
ln (*) + 1.14)2
1
Table 2. k-factor for different rnaterials
Exa.mple:
The draft of a chirnney to a 18V32 engine
has to be checked.
d = 1008 mm
(DN
1000 pipe)
u
=
exhaust gas speed, m/s
Chimney material: stainless steel
Chimney height: h"
=
40 m
Pe=
------------
I + t 3r
-
273'
{
= f iction coefficiem for the pipe material
I
,l
of
= pipe inner diameter for th; ;him;eti-*l *
=
--L+n
=
0.?67
c
/ mB
*
=
a facror for the surlace and the material | + lffi)
of the oioe
m
t u
m 4
A ^ - . n . . 1 '
(0. 86s. h(1)+ 1. 142
Material Factor k
Slainless steel
sl 37
0. 001
, 0. 002
0. 15
-
0. 4
=
0.0063
t0.869 Inrffir + 1.1412
Q
=
13.5 k8/s at full load
(see
technical data).
l r
=
350"C temperature after turbo
Ap= \12-07671 981 40-
(see
techni cal data).
O.E
.0.767 .222
(0.0O6S
;*l
+ rt
t2
=
190"C temperalure after boiler
I lrlrr{
Ap
=
169.9-232
= -62.1
Pa
Then the drafi is negative which means that
the flow resistance is higher than the lifiing
effect. Ifthe diameter for the chimney is
changed to DN 1100 the draft is positive
12.5 Pa and the velocity ofthe exhaust gas
will drop to 18.1 m/s.
A positive dlaft reduces the total pressure
drop in the exhaust gas systm. It must be
weighted against the lower exhaust gas ve-
locity and what that iovolves.
See page 16 Erhaust gas uelocity.
EXHAI,S| G.ASsvsIEM
-
P*. I Poge | 7
APPEl{DIX
Handboolr
lor
Mechanical Systems
WARTSILA tD[trSEL
POII' ER PLAI{TS
. ; !
i i ;
= a-)
. : z
I - . 1
e a
r - a
: {
_ {
t r i ; t l
)
t.:-----.
,!
:l
, t s 6 . .
gu:q
?
ul
t
t l
!
- 1
- l t l
: : :
I e r :
_ = -
i . r
: =
-.1
':I
<{
1,' )<
z
(:)
- _: : z
I i n
a- ) a
L_r a
= {
: E r !
..J:
Z
L J L
'
t o-
* l - ++* - - - ' - - Ej ' , :
aI,x'
B F ,
r:l
I
r i
I:i
li
I
e
i q i
I : a
.{
:) ><
Z L )
. : z
I i , l
LJ) ) L
L ] ] L
= {
I
L
: |
I
ul
"
t i
F i
!
:
-
=
I L -
- , . L
: < i
: : , , _
'
.iuL
!
uE
] F
il+
; }
l
<i
a i x
.., -)
.<l
z
- a
t . t 1
= {
il
:l
l l
l . l
f t t l
L
+:::ri-
L:-
-
r,iT--l-r'll
h
=,
i-. F .Li.:S:-
i Bi l T-
* - : f - T - _ _ - -
l ^ :
_- - J
b] L
:
: . G
!f-
! l
g i
e
e
6
EqP().#
: : q 1 '
: 3 ?
t "
: d
a : a
_ -
<I
.Z ::::
< L Z
- L,_.1
: J J L
L, l a-
= L
. = i
?
ti
I
J
L
- l
s t '
r
Fs!
j
a7
$'+-
---l
I
I
I
=
3E
i r l
TE ::
! ' l
: l
E
=
-
an
- 1
. - z a a
{ >
I
I -,_.t
{
O X
z L )
< d z
I L]-]
. J L
Ll ra
= <
a
:r
i
aa
t 9
I
T
.:
F
3
9
, :
E
; -
- ' 6
S
l g 2
d
x
!
N
A
-
e -
?;
: :
I
I
:l
J
aa
- a J
= a )
'.1
:a
I
_-l Lr
{
lJ X
z a
< x z
- r . l
( i L
-r-.1 L
> {
z2
e
ii
i
I
dI
4 2 2
i E = c
E5 E:
v
; :
;
-
-- -^. .^ .^. ^. -4. .^.
i t
! c
c : !
! ; r-6
r i ei
>a a_a
< , =
: ) l
l a
: {
.-Ja-,*,[1
! **Ti
F 'rrrrr-rrrTJl
\._1
"-r-\i
n \
' z
; E
L
E.
; :
l|il
FZ
-
- a a
i - Z -
,
':I
>
I
_
(_-l
{
.<l
z
L - - -
L r l L
! A . . . . r ' ^ ^ ^ ^
i i s i t e : ! i !
3! ; ! ; l ! i ; i E s E: t
l
\-
t]
,]
L]
l
l
lt
Fa
gl r
I
i \
: i i ' e
i c; l i +
Z L '
< t =
- r , r
LJ CL
L ! L
= {
---.i I
.:i
i g
e 3
.l
a
: i a
a a -
l
,-! l
=: _ a
..1
z
:: t1
i i L
i-t L
= {
I
cs I
z a:a
..1
Z
I -
( - . ) l
t-t 1
= . 4
aa ><
. ;
- 9 i
: = :
':l
a:a
c T
:l
; 7 =
T
.:i
t a , a
.<1
=
] J
J L
I L
>
..1
,
" ! I
t . :
al
I a]
Z l't
{ >
I
_t
--
{
l J J ><
z L )
.x-
=
I L. ]
C L
L L T L
: <
! :
$ i "
__-l l
{
:-J ><
z a a
..1
2
: L- l
I J J J L
LI CL
= {
;i ir
ft
.l
l
.l
I
-
i l
I
E
!
: = l
- a J
. { >
,! :l
{
r l
3 -
= ( )
<x:
z
- _ L_l
ai (I
i -l ra
> d
ti
' - z a a
<I
i i x
= , a
. a =
l ! -
a ) a *
L- l I
-
- ( r ]
= =
. { >
I
:
!
.l
I
f-
I
i
1
l
i
Z A
< { z
T L N
: J J j L
-t ra
: . 4
:t:
=
:.
I U l
Z s
= o
{
z a:a
<t >a
- L- l
( J J L
L . ] L
> . {
9
-'
5
i
t-