BPPC/SDD-10

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SYSTEM DESIGN DESCRIPTION

DIESEL ENGINE ASSEMBLY

1.0 INTRODUCTION

This document provides a description of the Main Engine and its governing system for 215 MW
Bauang Diesel Power Plant. The system description includes the function, details of components,
controls and instrumentations, modes of operation, safety and maintenance requirements.

1.1 System Function

Engine-The engine serves as the prime mover of the alternator to generate electricity. It converts
heat energy to mechanical energy by utilizing the heat generated from the fuel oil.

1.2 Criteria Requirements

The Main Engine is designed according with the following criteria:

1.2.1 Nominal Power Output - 11520 KW at 514 rpm

1.2.2 Average Heat Rate (21 Engines) - 8,268 Btu/Kw-hr

1.2.3 Lube Oil Consumption - 1.3 g/Kw hr

1.2.4 Mean Effective Pressure - 23.89 bar

1.2.5 Pure Compression Average Pressure

(Without fuel, without Load) - 35.9 bars

1.2.6 Nominal Speed - 514 rpm

1.2.7 Ambient Air Temperature - 37 C

1.2.8 Turbo-Charger - 2 units- ABB VTR 454

1.2.9 Charge Air Cooler - 2 units - CAC 104

1.2.10 Jacket Water Flow - 181 m3/hr

1.2.11 Jacket Water Temperature, in/out - 80 C/90 C

1.2.12 Charge Air Temperature - 45 C

1.2.13 Mean Exhaust Temperature - 380 C

1.2.14 Lube Oil Inlet Pressure - 5 bars

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1.2.15 Fuel Engine Inlet Pressure - 10 bars

1.2.16 Jacket Water Inlet Pressure - 3.8 bars

1.2.17 Injector Water Inlet Pressure - 2.2 bars

1.2.18 Lube Oil Inlet Temperature - 55 C

1.2.19 Injector Water Temperature, in/out - 64-66 C/67-68 C

1.2.20 Fuel Inlet Temperature - 105-115 C

1.2.21 Fuel Quality

The fuel quality requirements shall conform to the following standards:

CIMAC Recommendations 1990 H55/K55

ISO 8217:1987 RMH 55
BS MA100:1989 RMH 55

A. Diesel Oil Quality

Density at 15 C, max - 880 kg/m3

Kinematic Viscosity
at 40 C, min - 1.5 mm2/s
at 40 , max - 14.0 mm2/s
Conradson Carbon
Residue (CCR), max - 0.25% wt (m/m)
Sulphur, min - 0.30% wt (m/m)
Sulphur, max - 2.0% wt (m/m)
Ash content, max - 0.01% wt (m/m)
Water content, max - 0.1% vol.
Flash point, min - 60 C
Pour point, max - -10 C

B. Heavy Fuel Oil

Density at 15 C, max - 991 kg/m3

Kinematic Viscosity
at 50 C, max - 700 mm2/s(cSt)
2
at 100 C, max - 55 mm /s(cSt)
Conradson Carbon
Residue (CCR), max - 22% wt (m/m)
Sulphur, max - 5% wt (m/m)
Sulphur, min - 0.20% wt
Ash content, max - 0.20% wt (m/m)
Vanadium, max - 600 mg/kg (ppm)
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Sodium, max - 4 mg/kg (ppm)

Aluminum, max - 30 mg/kg
Water content - 1.0% wt
Flash point, min - 60 C
Pour point, max - 30 C

1.2.22 Lube Oil Quality

Viscosity at 40 C - 120-180 mm2/S (cst)

Viscosity Index (VI) - 80-100
SAE Viscosity Grade - 40
Flash Point (COC) - above 220 C
Power Point - -15 C

1.2.23 Stack Emission Concentrations

SO2 (mg/ncm) - 1387

NO2 (mg/ncm) - 542.50
TSP (mg/ncm) - 100
CO (mg/ncm) - 125
THC (mg/ncm) - 36

1.2.24 Safety Requirements

A. The following faults will cause an engine trip:

A.1 Oil Mist High

A.2 Lube Oil Pressure Low (less than 3 bars)

A.3 Cylinder Cooling Water Pressure Low (less than 2 bars)

A.4 Electrical Overspeed (more than 113 %/580 rpm)

A.5 Exhaust Gas Temperature Fault (more than 500 C)

A.6 Engine Bearing Temperature Fault (more than 95 C)

B. The following faults will cause the alternator breaker to trip:

B.1 Lube Oil Temp High High (more than 65 C)

B.2 Cylinder Cooling Water Temperature High High (more than 97 C)

B.3 Alternator Stator Temperature High High (more than 140 C)

1.3 Summary Description of the System

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The New Sulzer Diesel Engine Unit is a medium speed, 16 cylinder, vee-form 50 , 4-stroke engine.
It uses two types of fuel (DO and HFO). Light Fuel Oil (DO) is used during engine Start-
up/Stopping while Heavy Fuel Oil (HFO) is utilized during continuous operation when heating
steam is available. The engine is equipped with fuel injection pump and fuel injectors for each
cylinder and turbochargers to supply charged air to the engine.

The engine is started by starting air at 30 bars. Pressurized air is introduced into the cylinders
through the air distributor and starting air valve. As the engine crankshaft rotates, light fuel oil is
simultaneously fed to the engine cylinders via injection pumps and injectors. As soon as the speed
reaches 100 rpm and the engine is evidently firing, the starting air supply is cut-off.

The engine is a four-stroke compression-ignition engine. A power stroke is produced on every

complete cycle. The power stroke takes place in each cylinder once in every two revolutions of the
crankshaft.

The four stroke of the piston are intake, compression, power and exhaust.

On the intake stroke, the piston moves down, creating a void. Charged air from the turbocharger
enters the intake valve into the combustion chamber. The intake valve and exhaust valve closed and
piston compresses the charged air into the combustion chamber.

As the piston approaches the top (about 13 before the piston reaches the top dead center) of its
compression stroke, atomized fuel is injected into the cylinder. The high temperature surfaces at the
top of the piston as a result of compression and the presence of oxygen will ignite the fuel oil, thus,
creating a combustion. The resulting pressure forces the piston downward or power stroke.
Towards the end of the power stroke, the exhaust valve opens to allow the product of combustion to
escape.

On its exhaust stroke the piston moves up and drives out the products of combustion. Near the end
of the exhaust stroke and usually before the exhaust valve is closed, the inlet valve is opened in
preparation for the cycle to be repeated.

A fuel injection pump is provided in every cylinder of the engine to pump fuel oil at high pressure
and at the same time regulates accurately the amount of fuel being feed to the fuel injectors.
Atomized fuel is feed to the engine cylinders by the fuel injectors.

A motor driven turning gear is provided at the driving end of the engine to rotate the crankshaft or
running gear (piston connecting rod, etc.) when the engine is shutdown.

The turning gear is manually engaged in the ring gear of the flywheel. Before engine starts, the
turning gear is operated to turn the crankshaft at least two revolutions with the cylinder indicator
cocks opened. This is done to release water, oil, etc, possibly accumulated in the engine cylinder
detect piston seizure, and to initially lubricate engine moving parts. Turning gear can be operated
locally.

The engine is equipped with protective devices to trip the unit during abnormal situations.
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An electronic governor speed system is provided in the unit to regulate and control main engine
speed and load during operation. It consists of load sharing unit, control unit, power unit for the
actuator, connection unit, power supply unit and the actuator. The actuator is driven by the gear of
the governor drive.

The Cut-out Servomotor shuts the engine down or prevents its fuel injection when starting is
attempted if and when the lubrication oil system is not under the required pressure.

The Electro-pneumatic Overspeed Safety Cut-out in the event of overspeed, the engine is not
shutdown but only brought to a lower speed and then released again.

The Mechanical Overspeed Safety Cut-out functions in case the electro-pneumatic overspeed safety
cut-out should not actuate if speed reaches in excess of the switching valve of the electro-pneumatic
safety cut-out.

The engine is cooled with the following Engine Water Cooling Systems namely: Low Temperature
Water (Circuit 19), High Temperature Water (Circuit 21) and Fuel Valve Cooling Water (Circuit
22). The Low Temperature Water System provides cooling water to 2nd Stage Charge Air Cooler.
High Temperature Water System supplies cooling water to 1st Stage Charge Air Cooler, Cylinder
Heads and Turbocharger while Fuel Valve Cooling Water provides cooling to fuel injectors during
combustion process and heating fuel injectors when engine stopped on HFO.

The engine is lubricated with Cylinder Lube Oil System (Circuit 25) for cylinder liner lubrication
and Lube Oil System (Circuit 23) for bearing lubrication.

2.0 DETAILED DESCRIPTION OF THE SYSTEM

2.1 Components

2.1.1 Engine

The technical specifications of the Main Engine are as follows:

Equipment ID - 1-10D1-1/2/3
2-10D1-1/2/3
3-10D1-1/2/3
4-10D1-1/2/3
5-10D1-1/2/3
6-10D1-1/2/3
7-10D1-1/2/3
Quantity - 21 units (7 per sector)
Operating Cycle - 4 stroke
Type - ZAV4OS
No. Of Cylinders - 16
Cylinder Arrangement - V-form 50
Cylinder Bore - 400 mm
Piston Stroke - 560 mm
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Cylinder capacity - 70.4 liters (each)

Nominal Speed - 514 rpm
Capacity - 12960 kW
Valve Clearance
(cold engine) - 0.6+0.1/0 mm for inlet valve,
1.2+0.1/0 mm for exhaust valve
Cam Stroke - Fuel Injection Pump 40 mm
Inlet/Exhaust Valve 26 mm

Injection pressure of the valve - 400 bar

2.1.2 Engine Main Components

A) Engine Casing

The casing is a rigid single piece cast iron with a fabricated oil sump bolted on. The
crankshaft is underslung. Large inspection opening are provided for inspecting the
running gear and accessibility to the main and big end bearings. The side covers are
fitted with the relief valves to open when pressure rises inside the crankcase.

B) Crankshaft

The crankshaft is forged in one piece from alloy steel and machined all over. The
balance weights are bolted on the crankwebs to obtain favorable bearing loads and
free vibration. It has drilled holes to convey the lubricating and cooling oil to the
main bearings, connecting rod, small end bearing and piston crown. A vibration
damper is installed at the free end and a fly wheel at the driving end of the
crankshaft. A turning gear engages with the flywheel. The main bearing next to the
fly wheel is fitted at the outside of the casing.

Nominal Dimensions:

Diameter - 1.2 m
Length - 7.4 m
Mass - 14.5

C) Bearings

The main bearings (crankshaft) are of the AISn flash type also bimetal for the
connecting rod big end bearings. The two halves are easily accessible from below.
The main bearing cap studs are hydraulically tightened with the two horizontal tie
rods to provide additional stiffness.

D) Connecting Rod

The connecting rods have a center bore to enable lubricating oil to be supplied to the
small end bearings and cooling oil to the piston crown. The bottom end of the shaft
is connected to the crankshaft by four hydraulically tightened studs.
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E) Working Piston

The piston crown is made of forged steel and provided with oil ports for the passaged
lubricating oil for cooling. The piston skirt is made of cast iron.

Nominal Dimensions:

Piston Crown - 398.25 mm

Cylinder Liner - 400 mm
Ratchet Pawl - 30 mm
Guide Bush - 30 mm
Weight - 0.4 dia. X 1.14 m
Dimension - 0.44 t

F) Cylinder Liner

The liners are made of cast iron and are bore cooled on the upper past to provide a
favorable temperature level.

Dimension - 0.572 dia. X 0.96 m

Weight - 0.43 t

G) Cylinder Head

The cylinder heads are bore-cooled type to provide high degree of mechanical safety
and permits ideal cooling conditions for the flame plate and valve seats. The high
stiffness also provides good valve sealing. The cylinder heads are held down by
eight studs that are hydraulically tightened simultaneously. The cylinder head is
equipped with two inlet valves, two exhaust valve with rotators, one fuel injector,
one starting air valve (fitted only on one row of cylinder) and one relief valve. The
valve gear is force lubricated and enclosed by light alloy covers.

Dimension - 0.695 dia. X 0.885 m

Weight - 0.9 t

H) Camshaft

Installed along the sides, it carry the inlet and the exhaust valve cams, as well as fuel
injection cam for each cylinder. The cams are shrunk-on hydraulically and can be
removed or repositioned with the aid of the hydraulic pump. The camshaft is driven
through a train of spur gear wheels which also drive the governor and overspeed
device. The starting air distributor is fitted to the camshaft at the driving end.
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Diameter - 0.6 m
Length - 7.2 m
Mass - 1.95 m

I) Fuel Injection Pump

The injection pumps are helix controlled. It delivers a specific amount of fuel to the
fuel injectors at high pressure. Each cylinder has its own fuel pump that can be cut-
off if required.

J) Fuel Injectors

The fuel injector consists of the valve body and the nozzle. The nozzle is of the
spring loaded needle type with fine atomizing holes. The needle opens under high
fuel pressure and sprayed to the combustion chamber. The injector nozzle is cooled
by water from the fuel valve cooling system.

K. Inlet and Exhaust Valves

On top of the cylinder cover two pairs of inlet and exhaust valves are arranged
behind each other cross the engine longitudinal axis.

The opening and shutting timing is controlled via the valve drive by the cams in the
camshaft. The valves are again shut by the restoring forces of the valve springs.

Valve Spindle Nom.

Dimensions - 28 mm
Valve Guide Bush Nom.
Dimensions - 28mm

L. Oil Sump

The oil sump fastened to the underside of the engine casing collects the oil dripping
down from the various pressure lubricated components of the engine. Sieves fitted in
the oil outlet prevent the entry of solid particles in the main oil tank.

M. Crankshaft Locating Bearing

The crankshaft locating bearing guides the crankshaft axially maintaining its
designed position. The same bearing shells are also used as upper bearing shell for
the crank pin bearing.

Nominal Dimensions:

Shaft Piece - 350

Locating Bearing Shells - 350
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N. Torsional Vibration Damper

The crankshaft is fitted with a torsional vibration damper. This is to reduce torsional
vibrations which maybe dangerous for the crankshaft.

O. Crank Pin Bearing

The crank pin bearing is connected to the connecting rod by waisted studs which are
tightened by hydraulic pre-tensioning.

An upper and lower bearing half is fitted to the crank pin bearing, which are of
different design.

Nominal Dimensions:

Crank Pin - 350

Bearing Shells - 350

P. Valve Rocker Arms

The rocker arms actuating the inlet and exhaust valves of every cylinder are
contained in the rocker arm cowling, which is fastened to the cylinder head. The
main rocker arms are actuated in turn by the cams on the camshaft through push rods
and act directly onto the auxiliary rocker arms.

Dimensions, with housing - 0.484 X 0.843 X 0.31 height

Mass with housing - 0.125 t

Q. Starting Control Air Distributor

The starting control air distributor is driven off the camshaft. Its purpose is to control
the starting valves in the cylinder heads.

Nominal Dimension, mm:

Pilot Control Valve - 30

Casing - 30
Roller Pin - 10
Roller Bush (Fitted) - 10
Cam - 55
Bearing Bush - 55
Piston/Shaft - 0.40-0.75

R. Reversing Servomotor

The reversing servomotor mounted on the free end of the engine, shift the camshafts
for reversal of engine rotation to the end position corresponding to the desired
rotational direction.
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Nominal Dimension, mm:

Camshaft - 140
Bearing Bush - 140

S. Valve Actuating Gears

The valve actuating gear opens and closes the inlet and outlet valve in the required
timing. The actuation is transmitted from the cams arranged in the camshaft through
push rods acting onto the main rocker arms. These actuate the auxiliary rocker arms
thus opening simultaneously either two inlet or two exhaust valves.

Nominal Dimensions, mm:

Valve Clearance (cold engine)

Inlet Valve - 0.6
Exhaust Valve - 1.2
Guide Piston - 120
Actuating Housing - 120
Roller Pin - 42
Bearing Bush - 42
Bearing Bush/Guide Piston - 0.2-0.4
Locating Discs/Guide Piston - 0.26-0.54

T. Governor Drive

The governor drive has been designed as a unit, installed in a casing which is screw
fastened to the engine casing. The governor is driven off the camshaft by gear wheel
transmission.

Nominal Dimension, mm:

Vertical Shaft - 44
Bearing Bushes (fitted) - 44
Horizontal Shaft - 44
Bearing Bush (fitted) - 44
Shaft of intermmediate
Gear Wheel - 44
Bearing Bush (fitted) - 44

U. Regulating Linkage

The regulating shaft of the fuel injection pump is actuated by the governor via a
flexible rod. Depending on the governor type, the arrangement of the connection
between governor and regulating shaft differs. The regulating shaft is limited in its
upward motion by a screw in the lever (to the mechanical overspeed safety shut-off
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device). The maximum load limitation is adjusted on the test bed. The lever (to the
emergency stop and for checking the mobility of the regulating shaft) can be used to
stop the engine in an emergency. The shut-off servomotor acts directly on the
regulating shaft via lever (to shut-off servomotor).

V. Mechanical Overspeed Trip and Safety Cut-out Device

In case the electro-pneumatic overspeed safety cut-out should not actuate, the engine
is shutdown by the mechanical overspeed cut-out.

Nominal Dimensions, mm:

Pin Shaft - 44
Bearing Bush (fitted) - 44
Shaft/Bearing Bush - 0.3-0.55
Shaft of Intermmediate Gear - 44
Bearing Bush - 44

2.1.2 Governor

An electronic speed governor (DEG0II) is provided at each engine unit to maintain a

constant engine speed for all load changes within the capacity of the engine. The major
components of the electronic speed governing systems are as follows:

a) Connection Unit (QHFD 551)

It's funtion is to provide a ready made interconnection between the components of the
control system.

b) Control Unit (QHFD 122)

Power Supply - 18-32 VDC

Environmental Conditions
Temperature - 0-70 C
Humidity - 100%
Accuracy
Speed Control - ± 0.5%
Load Control - ± 1%
Tacho Signal
Amplitude - Low <+ 4V
High - High >+ 8V
Frequency range at
nominal speed - 300-2400 Hz
Minimum duration for
pulse high level - 0.1 ms

Tacho pick-up supply

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Voltage - 1V
Current Limit - 30 mA
Actuator control signal
Current output - 4-16.8 mA
PWM-output - current drain to OV max. 200 mA
Frequency - 1.5 kHz
Fuel rack position transmitter
Proximity transmitter - Supply 15-30 V,max. 30 m A
Output signal variation - app. 4-16 mA
Differential Input
Range - 10 V/100%
Input Impedance - 100 kOhm
Analog Input
Gradient, speed - 3%/Valt. 1.4%/mA
Input Impedance - 33 kOhm alt. 470 ohm
Indication outputs Current sink - Max. 100 mA
Setting ranges
Speed drop mode (ramp) - 95-105%
Isochronous mode - 60-140%
Speed set speed (ramp) - 0.3-0.7% /S
Speed droop - 0-10%
Starting fuel - 10-80%
Idle fuel compensation - 0-35%
Weight - 4 kg
Manufacturer - DEGO II

c) Load Sharing Unit (QHFD 500)

It is designed to control the load sharing between parallel diesel engines in the plant.

Power supply
Voltage - 18.32 V
Current consumption - 150 mA
Environmental conditions
Temperature - 0-70 C
Humidity - 100%
Digital input signal levels Active +24 V
Low - <+ 1 V
High (Nominally
+ 24 V supply) - >+ 15 V
Input Impedance - 10 kohm

Analogue inputs, average load, load setting

Input range - 0 ± 11 V
Input impedance - > 100 kohm
Output supply, load setting potentiometer
Voltage range - 0 ± 11 V
Potentiometer
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resistance - 2-10 kohm

Output, load setting value
Max. limiting, range - 0 ±11 V
Pull-up to +15 V - 4.7 kohm
Indication output, "Load Control"
Active Signal - + 11 V
Output impedance - 10 kohm
Output Contact function
Potential free,current
direction - 23 -> 24
Max. voltage from
supply OV - ± 36 V
Maximum current - 100 mA
Setting ranges
Load level breakpoint - 50-100 % (5-10 V)
Low limit level UL - 0-50 % (0-5 V)
Fixed mode reference value - 75-110 % (7.5-11 V)
Weight - 3.9 kg
Manufacturer - DEGO II

d) Power Unit (QHFD 420)

The power unit is DC supplied used for the control of permanent magnet DC motor
provided with a DC tacho generator. It consists of power amplifier, monitoring
board and inductor.

Auxiliary Power Supply

Voltage - 18-32 VDC
Current Consumption
Internal - 300 mA
Heater in ASAC/70 - 300 mA
Motor power supply
Voltage (nominal) - 20-48 VDC
Current consumption - 5,5-10 A. Peak (0.5 or 2 20 A
Environmental conditions
Temperature - 0-70 C
Humidity - 100%

Accuracy
Actuator speed
control - ± 1%
Position control - ± 1%
Position indication - ± 0.5%
Requirements on the actuator
DC motor
Peak current minimum - 20 A
20 A duration minimum - 2 sec
Armature resistance
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max at RI-mode - 1.5 ohm

Max allowed continous
current - 5-10 A adjustable
Tacho generator Voltage
at rated speed - 25-75 V
Brake or heater
Maximum current
consumption - 1A
Supply outputs
Heater supply +24VDC - fuse 1A
Limit switch supply - +24VDC Rout=180 ohms
Position transmitter supply
+24V selected - limit 30 mA
Set value
Current input
Offset range adjustment
(4mA) - 0.8 mA
Set range adjustment
(16mA) - 9.5-17 mA
Position signal
Voltage
Offset range adjustment
(0%) - 0-4 V
Operating range
adj. (0-100%) - 1-5 V
Input impedance - 220 kohms
Current
Offset adjustment
range (0%) - 0-16 mA
Operating range adjustment
(0-100%) - 4-20 mA
Input impedance - 250 ohms
Common mode voltage - 20 V

Tacho signal
Tacho voltage differential
input vs set value input of
power amplifier,
adjustable - 2.5-6.5 V

GAIN adjustment
(T2/T1(T1-T3)) - 0.5-5
Max deviation from OV - ± 40V
Input impedance - 40 kohms

Manual control
Manual order input
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Activation level - 3-4 V

Max resistance to OV - 2 kohms
Manual order output
Max voltage - 20 V
Current - 80 mA
Increase-decrease order inputs (28,29)
Activation level - 4-5 V
Max resistance to OV - 1 kohm
High speed order input (30)
Activation level - 3-5 V
Max resistance - 3 kohms
Speed set value T2 at low speed,
adjustment - 0.15-0.45 V
Additional at high speed,
adjustment - 0.3-1.3 V
Range for local
potentiometer - 0-110% of nominal fuel value
Output current
Continous - 5-12 adjustable
Peak - 20 A in 0.5 sec or 2 sec
Loop gain - 0.5-5
Output for fuel
indications - 0-1 mA for 0-125% fuel and 4-20
mA for 0-125% fuel

Alarm outputs
Control failure - Normally closed, max 50 V, 100
mA. Unipolar.
Safety alarm - Normally open, max 50 V, 100 mA.
Unipolar.
Actuator overload - Normally open, max 50 V, 100 mA.
Weight - 5.8 kg.
Manufacturer - DEGO II

e) Actuator (ASAC 70)

The actuator unit is mounted at the engine designed for fuel rack positioning. It is a
high performance actuator.

Mechanical Data

Nominal torque - 70 Nm
Peak torque - 120 Nm
Angular movement - 25-50 Adjustable CW or CCW
rotation
Enclosure - IP 56
Mounting - Motor vertical
Ambient temperature - 70 (100 C on the base)
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Weight - 38 kg
Response time at nominal
load and 45 travel - 240 ms
Gear ratio - 31:1

Electrical Data

Nominal Current - 10.5 A at 20 C

Peak current
(with QHFD 420) - 20 A
Nominal voltage - 48 V
Torque gradient - 7 Nm/A
Motor armature
resistance - 0.7 ohm
Position feedback - Proximity type 4-16 mA
Limit switches - Mechanical 3 pieces

2.2 Instruments, Controls, Alarms and Protective Devices

2.2.1 Instruments

A) Tachometer

A tachometer is installed at the engine auxiliary control desk and on the OCW panel
to provide continuous indication of engine speed. Engine speed can also be
monitored at OIS.

B) Running Hour Meter

Running hour meter is supplied at the OCW panel to monitor the running time of the
engine. Running hour meter starts when engine reaches 100 rpm.

C) The following instrumentation are installed at the engine auxiliary control panel on
the OCW panel and at the OIS to provide continuous monitoring of operating
parameters.

1. Starting air pressure

2. Fuel oil pressure
3. Lube oil pressure
4. Charge air pressure
5. Cylinder cooling water pressure
6. Fuel valve nozzle cooling water pressure
7. Tachometer

D) Engine Mounted Pressure Switch

This pressure switch is used for safety shutdown and its setting is at 3 bars.
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Item No. - PSL 171HB

Pressure - 0-6 bars
Diferential Pressure - 0.2 bar
Ambient Temperature - -30 to +70 C
Maximum Pressure - 12 bars
Maximum Temperature - 150 C
Material - Ms
Thread Connection - G 1/4" i
Manufacturer - TRAFAG

E) Oil Mist Detector

The Oil Mist Detector mounted directly on the engine continously extract the
crankcase atmosphere, via a pipe system, and move it past a sensitive and accurate
opacity measuring track. In the measuring track, the opacity of the crankcase
atmosphere is measured by means of infrared light.

The detector consists of 1) a base plate with air blast pump to generate the vacuum
required to evacuate the crankcase atmosphere, the built-in unit and a compact plug
for electrical connection, 2) the interchangeable measuring unit containing the
electronic system 3) the crankcase connection unit supplying the crankcase
atmosphere to the oil mist detector. This unit consist of a valve box to connect up to
10 individual tubes.

Item No. - NSH 23101

Quantity - 21
Type - VN 215/87
Manufacturer - VISATRON
Operating Voltage - 24 VDC
Current Consumption - 2A
Operating Temperature - 0-70 C
Storage Temperature - 25-85 C
Protection Class - IP54

2.2.2 Controls

The engine unit can be started locally at the engine control desk, OCW panel or at the OIS.
A four position selector switch (OFF, LMO, LCO, RCO) is provided at the OCW panel of
each engine unit to select the mode of starting.

The engine can be started at the auxiliary control desk after the auxiliary equipment were
already commissioned. The control panel is equipped with lever that can be placed in any of
four positions (START, RUN, AUTO, STOP).

Placing the selector switch at LCO or LMO position in OCW panel, the engine unit can be
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started by pressing the START pushbutton after the READY TO START indication status
is satisfied.

Placing the selector switch at the RCO position in OCW panel, the engine unit can be started
at the OIS after READY TO START indication status is satisfied.

The turning gear is provided with a local control switch installed at the engine skid. The
switch box is provided with pushbuttons (RUN/STOP). Selector switch (HELP RUN/
PULSE RUN); selector switch equipped with key ( SWITCHBOX SELECTED/
OPERATING BOX SELECTED/ PROGRAMMABLE CONTROLLER); indicating lamps
and emergency pushbutton.

Turning gear operation can be initiated at the switchbox or at the hand held operating
controller depending on the position selected at the panel. Provisions for operating the
turning gear at the OIS is also included.

An operating lever with the lock pin is provided at the turning gear for engage/disengage
with the engine flywheel.

2.2.3 Alarms

The following alarms at OCW panel are associated with the engine:

1) Diesel engine set control OFF

2) Turning gear engaged

3) Basic speed droop mode selected

4) Speed droop mode selected

5) Isochronous mode selected

6) Load control mode selected

7) Ready to start

8) Starting engine fault

9) Shutdown by emergency or safety stop

10) Diesel generator set safety tripping

11) Emergency lever not in AUTO position

12) Unit power of speed governor fault

13) Speed governor system fault

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14) Speed governor actuator over load

15) Electrical overspeed

16) Mechanical overspeed

17) Oil mist high

18) Oil mist detector fault

19) Over pressure in the engine chamber

20) Shutdown by safety stop

21) Engine bearing temperature fault

2.2.4 Protective Devices

1) Turning Gear End Switch

Provides alarm signal at the OCW panel in the control room to indicate that the
barring engine pinion is not or not fully disengaged.

2) Interlocking Valve for Turning Gear

Prevents the engine unit from being started with starting air when the turning gear is
engaged.

3) Mechanical Overspeed Safety Cut-out

Trips-off the engine during overspeed by cutting-off the fuel supply to the engine.
The tripping device can be reset manually. This tripping device is activated in case
when the electro-pneumatic safety cut-out device did not actuate.

4) Limit Switch for the Overspeed Trip-Safety Shut-off Device

Provide alarm indication in the OCW panel at the control room that the mechanical
overspeed trip device is activated.

5) Electro-pneumatic Safety Cut-out

Controls the fuel injection pumps in the event of engine overspeed and restore the
engine to its required speed.

6) Fuel Limiter

Prevents the fuel injection pumps to prime fuel in full quantity. It also prevents the
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hard and dangerous ignitions in the cylinders and excessive smoke.

7) Emergency Stop Pushbutton

Manual tripping of engine unit when abnormal condition exists during operation.

8) Safety Devices leading to Engine Trip

The following faults cause the engine to trip-out:

1. Lack of 24 VDC in the controls

2. Cylinder Cooling Water Low Pressure (delayed)
3. Low Engine Oil Pressure (delayed)
4. Total drop of lube oil pressure (instantaneous)
5. Emergency stop
6. Mechanical overspeed
7. Electrical overspeed
8. Cylinder Lube Oil Flow Failure (delayed)
9. Engine Bearing Temperature Fault
10. Altenator Bearing Temperature Fault
11. Oil Mist High
12. ABB Governor Overspeed Detection
13. Main Bearing Temperature Fault
14. Exhaust Gas Temperature Fault

3.0 MODES OF OPERATION

3.1 Start-up

The engine can be started at the Emergency Control Cabinet at the engine room, at the OCW panel
and in the OIS control room. After Engine auxiliaries to support the engine operation were already
placed in service.

3.2 Normal Operation

During normal operation, the electronic speed governor controls the operation of the engine unit. It
maintains a constant engine speed for all load changes within the capacity of the engine.

Operating parameters shall be monitored continuously and maintained within the required limit to
ensure smooth operation.

3.3 Shutdown

Shutdown of the engine can be performed by shifting the fuel feed from HFO to DO. The HFO on
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the system can be replaced by the DO for about 30 minutes at full load.

The generator load is reduced to 1-MW before it is disconnected from the grid.

The engine speed is reduced to 350 rpm using the idle speed regulation switch. The engine is
stopped by pressing the STOP pushbutton at the OCW panel.

The engine auxiliaries shall be run for at least 30 minutes after engine shutdown to reduce
temperature in the unit.

3.4 Special or Infrequent Operation

In the event that an abnormal condition exist and the safety devices did not actuate engine tripping,
press the EMERGENCY pushbutton at the OCW panel to instantaneously stop the engine.

The engine can be locally started and stopped using the lever at its Emergency Control Desk.

4.0 SAFETY PRECAUTIONS

Care should be taken while conducting detection of any abnormal sound on the engine unit and its
auxiliaries.

Ensure that the safety devices that are provided for the safe and reliable operation of the engine unit
are in good and operating condition.

5.0 MAINTENANCE

To ensure the best efficiency, reliability and long life of the engine and its components, only original
spare parts should be used.

The preventive maintenance requirement of the engine is specified in the New Sulzer Diesel
Instruction Manual.

6.0 REFERENCES

6.1 NSD Manual File No. 10A

6.2 NSD Manual File No. 10B

6.3 NSD Manual File No. 10E

6.4 Electronic Speed Governor DEGO II Instruction Manual, File No. 10E

6.5 New Sulzer Diesel General Technical Data

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7.0 APPENDICES

7.1 Engine Detailed Drawing (Driving end view)

7.2 Weight of Engine Components