Marine engineering vol 3 part 18

MARINE ENGINEERING PRACTICE Volume Part 18 OPERATION OF MACHINERY IN MOTORSHIPS: MAIN DIESELS, BOILERS AND AUXILIARY PLANT by A NORRIS, C.Eng., F.LMar.E THE INSTITUTE OF MARINE ENGINEERS Published by THE INSTITUTE The Memorial Building, 76 Mark Lane, London, EC3R 7JN Copyright © 1981 THE OF MARINE ENGINEERS INSTITUTE OF MARINE ENGINEERS A charity registered in England and Wales Reg No 212992 Reprinted Reprinted Reprinted Reprinted Reprinted 1989 1991 1993 1995 1997 All rights reserved No part of this publication may be reproduced, stored in a retrieval system, or transmitted in any form of by any means, electronic, mechanical, photocopying, recording or otherwise, without the prior permission of the publisher Enquiries should be addressed to: THE INSTITUTE OF MARINE ENGINEERS ISBN: 0900976 14 Printed in the UK by Arrowhead Books Ltd, Reading, RG30 1LZ CONTENTS Page vii LIST OF ILLUSTRATIONS INTRODUCTION ix GLOSSARY x GENERAL CONSIDERATIONS 1.1 GENERAL 1.2 PLANT DISCUSSED ACTIVATING SYSTEMS, COLD SHIP 2.1 COLD SHIP STARTING 2.1.1 Starting Conditions 2.1.2 Diesel Generator Systems 2.1.3 Sea Water Services Systems 2.1.4 Fire and Washdeck Systems 2.1.5 Bilge Systems 2.1.6 Air Conditioning Plant 2.1.7 Refrigerating Machinery 2.2 POWER PLANT SUPPORT SYSTEMS 2.2.1 Air Compressor Systems 2.2.2 Fuel Systems-High Viscosity Fuel Oil 2.2.2.1 Fuel Treatment 2.2.3 Lubricating Oil Systems 2.2.3.1 Purification, Lubricating Oil 2.2.4 Oil Transfer Pumps 2.2.5 Centrifugal Pumps 2.2.6 Sea Water Distillers 2.3 STEAM PLANT 2.3.1 Boiler Management 2.3.2 Boiler Preparation 2.3.3 Burner Commissioning 2.3.3.1 Fuel Burning Precautions 2.3.4 Boiler Start-up 2.3.5 Boiler Shut-down and Securing 2.3.6 Steam and Exhaust Systems iii 1 3 3 4 4 7 7 10 10 10 12 14 14 16 19 19 19 iv CONTENTS 2.3.6.1 2.3.7 2.3.8 2.3.8.1 2.3.8.2 2.3.9 2.3.10 2.3.10.1 2.3.10.2 2.3.10.3 2.3.10.4 2.3.10.5 2.3.10.6 2.3.11 Oily Drains Condensate Systems Steam-using Plant Turbo-generators Cargo/Ballast Pumps Composite Boilers Waste Heat Recovery (W.H.R.) Systems W.H.R Circuits Commissioning W.H.R Systems Normal Service Operation Control of Output Emergency Operation Fire in W.H.R Units Inert Gas Systems 21 21 22 22 22 22 25 27 27 27 29 30 31 34 MACHINERY INSTALLATIONS 3.1 DIESEL POWER PLANT 3.2 STANDARD PLANT 3.3 TYPICAL PLANT 3.3.1 SD 14 Leading Particulars of Machinery 3.3.2 SD 14 Drawings and Diagrams 3.4 OIL TANKER MACHINERY 3.5 WATCHKEEPING 3.5.1 Inspection Procedures 3.6 MAIN ENGINE MANAGEMENT 3.7 EMERGENCIES: 35 35 35 35 36 36 41 41 41 49 49 BURMEISTER & WAIN DOXFORD ENGINES SULZER ENGINES 53 87 116 ENGINES Burmeister & Wain Section Doxford Section POWER RANGE Engine Development Continuous Service Rating Instruction Books Safety 4.1 4.1.1 4.1.2 4.1.3 4.1.4 5.1 ENGINE TYPE Piping Systems Cooling Water Fresh Water Lubrication 4.2 K-GF 4.2.1 4.2.1 4.2.1 4.2.1 5.276J 5.2.1 5.2.1.1 Sulzer Section 6.1 6.1.1 5.2.1.2 6.2 RND 6.2.1 6.2.1.1 6.2.1.2 6.2.1.5 CONTENTS Piston Cooling Fuel Oil MANOEUVRING AND SECURING PLANT Bridge Control (U.M.S.) Starting Main Engine Quay or Basin Trial Manoeuvring Running -in Period Arrival in Port Port Inspections and Routines Crankcase Examination Cylinders, Pistons and Rings Maintenance Schedule OPERA TION AT SEA Pressure and Temperature Levels Normal Engine Operation Permissible Pressure and Temperature Deviations Watchkeeping Routine Low Power Operations Running on Overload Running at Minimum Speed Engine Balance Engirle Performance Trends TROUBLE-SHOOTING Slow-down and Shut-down Limits Starting Failures Running Defects Cooling Oil Failure Lubricating Oil Failure Cooling Water Failure Piston Ring Leakage Scavenge Fires Crankcase Explosions V Burmeister & Wain Section Doxford Sulzer Section Section 4.2.1 5.2.1.3 6.2.1.3 6.2.1.4 4.3 5.3 5.3.1 4.3.1 4.3.2 4.3.3 4.3.4 4.3.5 4.3.6 4.3.7 6.3 6.3.1 6.3.2 5.3.2 5.3.3 6.3.3 6.3.4 6.3.5 6.3.6 4.4 5.4 6.4 4.4.1 5.4.1 5.4.2 6.4.1 6.4.2 4.4.2 5.4.2.1 5.4.2.2 6.4.5 6.4.3 6.4.4 6.4.6 4.4.3 4.5 4.5.1 5.5 6.5 4.5.2 4.5.3 4.5.4 4.5.5 4.5.6 4.5.7 4.5.8 4.5.9 5.5.1 5.5.2 6.5.1 6.5.2 6.5.3 CONTENTS vi Burmeister & Wain Section Isolating Cylinders Turbo-chargers LUBRICANTS AND COOLANTS Crankcase Oil Oil Condition Oil Deterioration Water Washing of Oil Cylinder Lubricants Cooling Water Doxford Sulzer Section Section 4.5.10 4.5.11 5.5.3 5.5.4 4.6 4.6.1 4.6.1.1 4.6.1.2 4.6.1.3 4.6.2 4.6.3 RECENTDEVELOPMENTS, MAINENGINES GENERALTRENDOFDEVELOPMENTS 7.1 7.2 BURMEISTER & WAIN ENGINES L-GF Engines 7.2.1 Constant Pressure Turbo-charging 7.2.2 Running with Cylinders or Turbo-chargers 7.2.3 Pressure and Temperature Levels 7.2.4 DOXFORDENGINES 7.3 SULZERENGINES 7.4 7.4.1 RL Engines 7.4.2 Piston Ring Wear Detection 6.5.4 6.5.5 6.2.1.6 Isolated 147 147 150 150 151 154 155 155 155 155 161 REFERENCES 162 BIBLIOGRAPHY 163 LIST OF ILLUSTRATIONS AND TABLES Those marked with an asterisk * are in the form of a check list which indicates the correct order in which the various operations should be carried out: *FIG 2.1.6 *FIG 2.1 TABLE2.2.3.1 TABLE2.2.5 FIG 2.2.6a) *FIG 2.2.6b) *FIG 2.2.6c) *FIG 2.3.2 *FIG 2.3.3 *FIG 2.3.3a) TABLE2.3.3.1 *FIG 2.3.4 *FIG 2.3.8.2 FIG 2.3.9 FIG 2.3.10.1 *FIG 2.3.10.2 *FIG 2.3.11 TABLE3.3.1 FIG 3.3.2 FIG 3.3.2a) FIG 3.3.2b) TABLE3.5 *FIG 3.7a) *FIG 3.7b) *FIG 3.7c) TABLE4.1 FIG 4.2 FIG 4.2a) TABLE4.2 FIG 4.2b) FIG 4.2.1a) FIG 4.2.1b) *FIG 4.3 TABLE4.4.1 TABLE4.4.3 FIG 4.4.3 TABLE4.5.1 TABLE4.5.2 Air conditioning plant Main refrigeration plant (direct expansion) Purifier trouble tracing Centrifugal pump defects Single effect submerged tube hot water distiller Starting distiller plant (with pumped brine discharge and vacuum pump) Stopping distiller plant Boiler preparation Burner commissioning Commissioning fuel burning system Fuel-burning faults Raising steam in double pressure type boiler Steam turbine driven cargo/ballast pump Spanner boiler combustion system Waste heat recovery circuit Commissioning waste heat recovery systems Operating inert gas system Leading particulars of SD 14 class of ship Plan at floor plates ofSD 14 plant Heat flow diagram for Sulzer type 5RND68 engine Environmental protection plant Watchkeeping inspections in motorships Emergency full astern (manual control) Extinguishing scavenge fire Loss of electrical power (black-out) B & W diesel engine data, type K -GF Cross-section of B & W K90GF engine Shop test data for B & W 6K90GF engine B & W 7K90GF engine heat balance Load diagram for B & W K90GF engine B & W main cooling & lubrication systems B & W fuel oil system Starting B & W main engine on diesel fuel Guidance alarm limits and measuring values for B & W K-GF engines Interpretation of indicator card readings B & W engine performance trends Emergency slow-down li!ld shut-down limits Starting failures vii II 12 13 13 15 16 17 18 20 23 24 26 28 33 37 38 39 40 42 50 51 52 53 55 56 57 58 59 60 62 67 70 71 72 73 viii 4.5.3 4.5.10 FIG 4.6.2a) b) TABLE 5.1 FIG 5.2 TABLE 5.2 FIG 5.2.1.1 *FIG 5.3.1 TABLE 5.4.1 LIST OF ILLUSTRATIONS AND TABLES Running defects 75 Putting cylinders out of operation 81 B & W cylinder lubricants 85 Particulars of Doxford J series engines 88 Doxford 76J engine 89 Power rating and balance of Doxford 76J4 engine 87 Doxford 76J4 cooling water system 90 Starting Doxford engine on diesel fuel 93 Doxford 76J4 operating and alarm pressures and temperatures (full load conditions) 95 98-103 TABLES 5.5.1.1 to 5.5.1.4 Starting failures 104-114 TABLES 5.5.2.1 to 5.5.2.12 Running defects TABLE 5.5.3 Isolating cylinders 115 117 FIG 6.1.1 Sulzer load diagram FIG 6.L1a) Sulzer power diagram 118 Sulzer power range, RND engines (1978) 116 TABLE 6.2 Cross section of Sulzer RND engine 119 FIG 6.2 121 FIG 6.2.1.1 Sulzer jacket water cooling Sulzer piston cooling water system 122 FIG 6.2.1.3 FIG 6.2.1.4 Sulzer fuel oil systems 123 FIG 6.2.1.5 RND (M) lubricating oil systems 125 Sulzer type SBC7 bridge control panel 127 FIG 6.3.1 FIG 6.3.1a) Engine room control console 128 Control system for Sulzer RND engine 129 FIG 6.3.2 Starting Sulzer engine after overhaul or long stoppage 130 FIG 6.3.2a) 133 TABLE 6.4.1 Sulzer measuring values 137 FIG 6.4.6 Evaluation of indicator diagrams 138 Starting failures TABLE 6.5.1 142 TABLE 6.5.2 Running defects 147 FIG 7.1 Fuel separation comparatives 148 Fuel injection viscosity/temperature curves FIG 7.1a) 153 B & W type K/L-GFCA engine data (June 1980) TABLE 7.2.1 149 B & W L90GFCA engine cross section FIG 7.2.1 151 FIG 7.2.1a) Performance curves for B & W L90GFC engine 152 Latest B & W fuel system [see also Fig 4.2.1b)] FIG 7.2.1b) Emergency running ofB & W 7L67GFC engine TABLE 7.2.2 153 on six cylinders B & W types L-GFCA and K-GFCA engine TABLE 7.2.4 guidance alarm limits and service values with 156 engine running steady B & W types L-GFCA and K-GFCA engine TABLE 7.2.4a) 157 guidance limits for emergency actions 160 Marine 2-stroke Sulzer engines 1980 TABLE 7.4 158 Cross-section of Sulzer type RLA90 engine FIG 7.4.1 159 Performance curves of 6RLB90 Sulzer engine FIG 7.4.1a) 160 Scavenge air flows in Sulzer RLA engines FIG 7.4.1b) TABLE TABLE INTRODUCTION This Part of Marine Engineering Practice Volume deals with the operation of typical auxiliary plant and main engines in motor ships, and also with three specific main engines which are currently (1980) still in production Each type has been well proven at sea in many ships over a period of several years A separate section has been included for each engine since the operational procedures recommended by the designers are not identical It is important that these differences should be recognized and each engine should be operated strictly in accordance with the manufacturer's recommendations, rather than by generalized methods, which may be suggested by precedent or by archaic practices which, however sound initially, may have accumulated in-built but unrecognized procedural flaws To widen further the range covered, some details are included of the machinery of one of the popular SD 14 ships (Shelter Deck 14000 d.w.t.) It is hoped that this wide cover will provide a ready source of reference for operating the varied range of installations which will be encountered at sea for more than the next decade Section of this work deals with activating systems in a "cold" ship, and there are some inescapable parallels between auxiliaries for diesel plant and those for steam turbine plant as described in Reference Ie) Repetition of comment in the Section has been avoided as much as possible in order that this Part is kept as self-contained as considered essential The operation of waste heat recovery plant has been treated in some detail as procedures are not covered in the prior literature generally available Wherever possible, information has been concentrated into "ladder" diagrams, in the form of a check list indicating a preferred order in which the various operations should be carried out These may be easily amended to suit particular installations or precise operating instructions The procedures, comments and recommendations are intended for general guidance only and are offered without prejudice: it is essential that for each particular plant any specific company instructions or manufacturer's requirements prevail over the methods here discussed IX GLOSSARY c.c C.S.R C.W cfm D/G ~p E.R F.D fan F.V F.W.E H.V.F I&0 J.C.W Lube L.O M.C.R M.E M.E.P M.I.P N.P.S.H OIL P.C P.C.W crankcase continuous service rating (see Clauses 4.1.2 and 6.1.1) Assigned power, usually not more than 90% M.C.R., at which an engine can be operated continuously under normal sea conditions cooling or circulating water cubic feet per minute diesel generator differential pressure engine room forced draught fan fuel valve finished with engines high viscosity fuel inlet and outlet jacket cooling water lubricating lubricating oil maximum continuous rating (see Clauses 4.1.2 and 6.1.1) M.C.R = 100% rated power at 100% rated rev/min., i.e power which can be developed with engine ·and ship "as new" only in good weather main engine mean effective pressure is used mainly by engine manufacturers' as, without an accurate torque meter, it cannot be calculated accurately on board ship M.E.P is worked out from the brake horsepower developed at the main engine coupling and for practical purposes may be considered as equal to the M.I.P x a coefficient based on the mechanical efficiency of the engine mean indicated pressure is obtained from analysing indicator diagrams and gives the average pressure applied to the piston during one stroke The M.I.P is then used to calculate the indicated horsepower being developed by the engine To obtain brake or shaft horsepower the indicated power is multiplied by an engine constant which varies with power and allows for the frictional losses in the engine net positive suction head is the critical factor in pump system design and is the pressure head available after deducting the pressure losses due to moving and accelerating the fluid into the pump cavity An adequate N.P.S.H is essential for all types of pump overload piston cooling piston cooling water x 150 MARINEENGINEERINGPRACTICE If the oil preheating is determined by a viscosity regulator, allowance should be made for the viscosity increase that takes place during the compression in the high-pressure system This means, for example, that the viscosity setting on the viscorator may have to be set 30 per cent below the recommended injection viscosity Typical injection viscosities are: 13 to 17 cSt for slow-speed engines, 10 to 14 cSt for medium and high-speed engines 7.2 BURMEISTER & WAIN ENGINES Development of Burmeister & Wain engines to the present stage was initially concerned with uprating the power level by increasing cylinder diameters, mean effective pressures and rev/min with improvement in component design to increase reliability With the drastic rise in fuel prices in 1973 the Research, Design and Development Division of Burmeister & Wain Engineering introduced modifications which, with some slight increase in engine cost, provided fuel economy without a simultaneous increase in rating 7.2.1 L-GF Engines Such economy was firstly effected in the L-GF type engines where, compared with earlier designs, the piston stroke was increased and crankshaft rev/min reduced for similar cylinder loading conditions, so alIowing propeller efficiency to be improved by 4.5 to 7.5 per cent Thermodynamic advantages accrued and the specific fuel consumption was about per cent lower than for the earlier series engines Over all, this change in design objectives allowed the fuel consumption to be reduced by to 10 per cent, depending upon engine size Detail design improvements were incorporated, including adoption of uncooled fuel valves which are only one-third the weight of the superseded valves Nearly 1.5 million B.H.P of the initial design of engines have entered service, and the subsequent LGFC and LGFCA designs each have more than 1.3 million B.H.P in service or on order The maximum cylinder pressure was raised from 84 bar to 89 bar in mid-1979 when moving from the 'c' (i.e constant pressure turbo-charging) to the 'CA' design Compared with the K-GF series of 1972 these latest engine designs offer a total of about 15 per cent fuel saving from the combination of long stroke with lower rev/min (7 to per cent) and specific fuel consumption (7 per cent) resulting from thermodynamic improvements In addition, by derating the improved engine by 15 per cent, an increase of 3+ per cent in efficiency can be obtained where this is acceptable on initial cost or where the nearest available number of cylinders provides a power margin available for the derating The most powerful engines built up to June 1980 were of the 12L90GFCA type and the second of a series of six was then seen on the test bed At 3945 B.H.P./cylinder giving 47340 (metric) B.H.P at 97 rev/min, the fuel consumption was 136 g/B.H.P (metric)/h under standard ISO reference conditions and fuel oil lower calorific value of 10 200 Kcal/kg In service the RECENT DEVELOPMENTS, MAIN ENGINES 151 fuel used will, of course, be of a lower grade than that covered by the standard conditions: Fig 7.2.1 (p 149) shows a cross section through the engine; Fig 7.2.1 a) shows performance curves; Fig 7.2.1b) (p 152) shows the latest fuel system diagram; Table 7.2.1 (p 153) gives the 1980 power ratings of the latest K-GFCA and L-GFCA engines 7.2.2 Constant Pressure Turbo-charging With the continuing escalation of fuel prices it became a viable proposition for owners to accept a further increase in initial engine cost to obtain the savings in fuel consumption discussed above In 1978 constant pressure turbo-charging was therefore introduced to replace the impulse system This was done without interfering with the interchangeability of major components, e.g cylinder liners, and allowances were made for differential expansions and retention of co-axial thrust of gas and water connections near to the exhaust range Comparison of Figs 4.2 and 7.2.1 shows that the major change from the impulse system is in allowing exhaust gases from the valves to enter the large volume of the exhaust gas receiver (manifold) before reaching the turbochargers The reduced gas back pressure allows the exhaust valve opening timing to be retarded, scavenging air pressure to be marginally increased with reduction in air temperature in the cylinder at the start of compression, with consequent lower compression pressure allowing a little earlier fuel oil injection to restore the minimum combustion pressure level These features allowed the specific fuel oil consumption to be improved by about per cent and the change-over was also applied to earlier 'K' series engines which were still in production Minor operational advantages available with the changed system are that the turbo-chargers are less susceptible to surging if power has to be shut off one engine cylinder for any reason, so allowing a greater power level to be RECENT DEVELOPMENTS, 153 MAIN ENGINES maintained under such conditions Also, the turbo-chargers normally operate under more benign conditions with less possibility of fouling the turbine protection grid and turbine wheel At partial engine loads the air supply from the constant pressure turbocharging system must be augmented by electrically-driven auxiliary blowers These are arranged to cut in automatically at 40 per cent of engine full load and to cut out at 45 per cent of rated power The blowers are located at the ends of the scavenge trunk and the air is entrained from the turbo-charger discharge side to ensure that the latter unit is kept rotating at very low loads, and when starting The number of turbo-chargers provided is one for engines with or cylinders, two for to 10 cylinder units and three for the 11 to 12cylinder engines However, depending on engine size, the rev/min available in TABLE 7.2.I-B & W TYPE K/L-GFCA ENGINE DATA-{JUNE 1980) B & W Type K-GFCA Type Bore (mm) Stroke (mm) No of cylinders Rev/min M.E.P (bar) kW /cylinder B.H.P./cylinder K45GFCA K67GFCA K80GFCA K90GFCA 450 900 to 12 234 13.0 725 985 670 1400 to 12 150 13.0 1600 2175 800 1600 to 12 130 12.9 2250 3060 900 1800 to 12 117 13.0 2900 3945 B & W Type L-GFCA Type Bore (mm) Stroke (mm) No of cylinders Rev/min M.E.P (bar) kW / cylinder B.H.P./cylinder Notes: L45GFCA L55GFCA L67GFCA L80GFCA L90GFCA 450 1200 to 12 175 13.0 725 985 550 1380 to 12 155 13.0 I 100 1500 670 1700 to 12 123 13.0 1600 2180 800 1950 to 12 106 13.0 2250 3060 900 2180 to 12 97 12.9 2900 3940 I) Outputs are at maximum continuous rating (M.C.R.) 2) An Overload Rating (O.R.) corresponding to 110 per cent of the power at M.C.R may be permitted for a limited period of hour every 12 hours TABLE 7.2.2-EMERGENCY RUNNING OF B & W 7L676GFC ENGINE Rev/min available % ON SIX CYLINDERS 100 79 53 100 79 43 Turbo-chargers none I none Auxiliary blowers none none none I Units out of action 154 MARINE ENGINEERING PRACTICE emergency from an engine in the event of failure of one or two turbo-chargers and/or auxiliary blowers, is adequate for continued operation until repairs can be effected Table 7.2.2 shows tests carried out on a typical engine 7.2.3 Running with Cylinders or Turbo-charger Isolated Comments made in 4.5.10 are applicable and, with constant pressure turbocharging, other recommendations are: • To avoid thermal overloading the cylinder mean indicated pressure corresponding to 90 per cent maximum continuous rating must not be exceeded and the exhaust temperatures after the valves must not exceed 440°C • If pressure oscillations in scavenge or exhaust manifold impair air supply to particular cylinders the individual fuel pump index may be reduced to control the related exhaust temperature to 440°C • If turbo-charger surging occurs it can generally be remedied by blowing off air from the scavenging air receiver; reducing rev/min as necessary to control the exhaust temperature • If more than one cylinder has to be cut out, and the engine has more than one turbo-charger, it may be advantageous to isolate one of the turbochargers • Reduce engine speed further if unusual noise or extreme vibrations occur when running under these conditions • If the engine is to be operated for a prolonged period with cylinders isolated, the engine builders advice on recommended rev/min ranges must be obtained • With only one cylinder cut out the parameters given above may allow operation at levels depending on the number of engine cylinders and related to maximum continuous rating of: Comments made in 4.5.11 on turbo-charger noise, vibration and locking of rotors are applicable Also when a turbo-charger is to be isolated on an engine with more than one turbo-charger, orifice plates must be inserted in the compressor outlet and the turbine inlet when the rotor is locked, to permit small flows of air and gas RECENTDEVELOPMENTS, MAINENGINES Exhaust temperatures 155 are restricted to 440°C and permissible conditions are: Load restricting factor % M.C.R power % M.C.R rev/min I turbo-charger cut-out of I on engine 15 53 I turbo-charger cut-out of on engine 50 79 1turbo-charger cut-out of on engine 66 87 - • If an auxiliary blower fails it is automatically isolated by the built-in, nonreturn valve and there are no restrictions in the operation of the engine When a cylinder has to be put out of operation the procedures given on Fig 4.5.10 should be implemented 7.2.4 Pressure and Temperature Levels The levels given on Tables 4.4.1 and 4.5.1 for the earlier K-GF and L-GF engines have been modified for the latest K/L-GFCA engines which operate with constant pressure turbo-charging The levels are shown on: Table 7.2.4 Guidance alarm limits and measuring values (p 156) Table 7.2.4a) Slow-down and shut-down limits (p 157) 7.3 DOXFORDENGINES In 1980 British Shipbuilders decided to cease manufacture of the Doxford engine, which had seen 60 years of production with former widespread support and world wide licensees, but a subsequent decline to the 1980 position when no new orders were available to justify continued production The demise is regrettable but probably inevitable under the present conditions of fierce competition for orders, where only the two major slow-speed engine design groups have the large royalty income necessary to meet escalating research and development costs These two groups have the many licensees whose work can be co-ordinated to provide world-wide spares and to meet servicing requirements postulated by international ship operators There are many engines still at sea of the type discussed in Section and development work on these and on the successful 58 JS engine had, until the above-mentioned decision, been prosecuted to reduce specific fuel consumption, to improve operation on poor quality fuels, and generally improve the air and gas flow throughout the turbo-charging system 7.4 SULZERENGINES Development of Sulzer engines has been along a comparable parallel path to that used by Burmeister & Wain and other designers of slow-speed diesels The range of Sulzer two-stroke engines available with its fine gradation of engine speeds and outputs, (Table 7.4 p 160) allows optimum selection of an engine for almost any particular duty RND engines, as discussed in Section 6, and 156 MARINE ENGINEERING TABLE 7.2.4-B & PRACTICE W TYPES L~GFCA AND K~GFCA ENGINE GUIDANCE ALARM LIMITS AND SERVICE VALUES WITH ENGINE RUNNING STEADY Note: Levels are for constant pressure turbo-charged engines at C.S.R 4.4.1 for earlier engines with impulse turbo-charging systems Normal service value Alarm max Piston cooling oil, outlet Exhaust after valve (average) Exhaust after turbo-charger (average) Fresh water from cylinder Fresh water after turbo-charger Fresh water to main engine Sea water to air cooler(s) Sea water after air cooler(s) Scavenging air receiver Scavenging air boxes Lube oil inlet to engine Lube oil outlet from engine Main bearings Thrust bearing segment Fuel oil to pumps, * = 5°C below normal ** = according oil viscosity *** = 5°C above normal Turbo-charger lube oil outlet Crank pin bearing Crosshead Lube oil to camshaft Piston cool/lube oil inlet (measured 1800 mm above crankshaft centreline) l) with stopped engine (for lube oil pumps of centrifugal type the pressure will be about 0.2 bar higher) 2) with running engine (M.C.R.) Fresh water to engine (at inlet manifold) Sea water to air cooler (at inlet manifold) Lube oil to main bearings (measured 1800 mm above crankshaft centre-line) I) with stopped engine (for lube oil pumps of centrifugal type the pressure will be about 0.2 bar higher) 2) with running engine (M.C.R.) Lube oil to camshaft (measured at camshaft centre line level) 70°C 4400C 3800C 800C 85°C 70°C 35°C Difference and outlet 55°C 1500C 55°C 65°C 700C 75°C Alarm 50 to 60°C 65°C 70°C 58°C 50°C Sea water temp lOoC between sea water inlet should not exceed 20°C 15°C above sea water inlet 40 50 50 55 *** 95°C 700C 70°C 600C See Table to to to to 50°C 60°C 60°C 65°C ** 70 50 50 40 to to to to 35°C * 90°C 60°C 60°C 50°C 1.6 bar 1.4 bar 2.2 bar 1.4 bar 1.0 bar 1.0 bar 1.6 bar 1.2 bar 2.1 bar 2.5 to 3.0 bar 1.2 bar 2.0 bar RECENT DEVELOPMENTS, 157 MAIN ENGINES Table 7.2.4-continued Fuel oil after filter {'"oJ"""" max 380 cSt at 50°C fuel viscosity max 600 cSt at 50°C Starting air to automatic valve Reversing air Maneouvring air pressure Scavenging air receiver (for auxiliary blower function) 4.0 to 5.0 bar 7.0 to 8.0 bar 30 bar 10 bar bar alarm contact breaks at 0.2 falling pressure and makes 0.3 bar rising pressure TABLE 7.2.4a) B & w TYPES No amplifier for L/K45GFCA 15 bar 7.5 bar 5.5 bar bar at 6.0 bar 40 bar 30 bar 0.8 bar 0.5 bar * at 50% increase at 50% increase * no flow L~GFCA AND K~GFCA ENGINE GUIDANCE ACTIONS Scavenging air boxes Thrust bearing segment Lube oil to main bearings and thrust bearing (measured 1800 mm above crankshaft centreline) Lube oil to camshaft Fresh water across main engine ~ pressure Piston cooling oil outlet Overspeed Main bearings Crank bearings Crosshead bearing Turbo-charger lube oil If turbo-charger bearings are fed by separate lube oil system, simultaneous stop of auxiliary blowers to be arranged 6.5 bar no flow low level 4.5 bar Cylinder lubricators Servo amplifier for governor if supply from camshaft system Servo amplifier for governor if supply from separate pumps Freshwater across main engine ~ pressure Air across air cooler, ~ pressure * = according trial trip readings Air across air filter (turbo-charger) * = according trial trip readings Flow piston cooling oil outlet 3.5 bar LIMITS FOR EMERGENCY Slow-down at: Shut-down at: max 150°C max 75°C 1.0 bar max 85°C 0.8 bar 1.0 bar 0.5 bar no flow high max 70°C max 700C max 700C low level RECENT DEVELOPMENTS, MAIN ENGINES earlier designs provided a vast amount of service experience development of the present RND-M and RL series 159 to guide 7.4.1 RL Engines This latest RL design supplements the RND-M range where particularly low engine speed is required and the increased stroke/bore ratio may be utilized, by the addition of four- and five-cylinder units to the RL engine range, for low unit outputs and for high unit outputs without increase of specific thermal and mechanical loadings The basic Sulzer design concept has been retained for the RECENT DEVELOPMENTS, MAIN ENGINES 161 RL engines and the latest proven technical developments incorporated Characteristic features are: • Simplified bed plate design with integrated thrust bearing which permits a short engine length • Constant pressure supercharging system with a new BBC turbo-charger series, with higher efficiency and pressure ratio • Utilization of the pumping effect of the piston underside as an additional scavenge aid for safe low load operation and good acceleration behaviour • Simple, very rigid combustion space with all related components bore cooled to burn reliably a wide variety offuels • New cylinder lubrication system with hydraulic motor drive to units and the output of lubricators being load-dependent, together with other features to provide a low wear rate on cylinder liners and piston rings The first engine, which was of RL 56 type, completed extensive and satisfactory test bed trials in March 1979 By the end of April 1980 fourteen such engines were in service and, including RL 66, RL 76 and RL 90 designs, a grand total of 158 engines of RL type had been ordered Specific fuel consumptions have been substantially reduced in comparison with earlier engine designs A rate of 134 g/B.H.P (metric)/h (182 g/kWh) under standard ISO reference conditions is now obtainable where design has been optimized, i.e where 100 per cent maximum combustion pressure is maintained with the engine derated on output to operate on the lowest point of the specific consumption curve Fig 704.1 shows a cross section of a RL 90 type engine (p 158) Fig 704.1 a) gives performance curves of the 6RLB 90 engine (p 159) Fig 7A.lb) shows the location of the pneumatically operated by-pass in the scavenge trunk which opens at about 55 per cent power to relieve the piston undersides of the pumping load 704.2 Piston Ring Wear Detection To meet difficulties which may follow the use of poor quality fuel or inadequate fuel treatment Sulzer have introduced a new wear measurement system called SIPW A, i.e., Sulzer Integrated Piston-ring Wear-detecting Arrangement This is claimed to indicate the actual wear during service at regular time intervals of a few hours and enable the operator to: a) b) c) d) monitor continuously the fuel quality; optimize piston running conditions; predict possible optimum maintenance intervals; intervene immediately in case of abnormal running conditions evident being This SIPW A system can be easily fitted on all Sulzer slow-speed engines but technical details have not, as yet (July 1980), been released REFERENCES 1) MARINE ENGINEERING PRACTICE: a) Vol 1, Part 1: Selection, Installation and Maintenance of Marine Compressors by L Sterling b) Vol 1, Part 2A): Prime Movers for Generation of Electricity-Steam Turbines by A Norris c) Vol 1, Part 2B}: Prime Movers for Generation of Electricity-Medium Speed Diesel Generating Sets by D A Gillespie et al d) Vol 2, Part 12: Commissioning and Sea Trials of Machinery in Ships by A Norris e) Vol 2, Part 15: Operation of Machinery in Ships: Steam Turbines, Boilers and Auxiliary Plant by A Norris f) Vol 2, Part 17: Slow Speed Diesel Engines by S H Henshall and G Jackson 2) "Auxiliary Boilers: their Management and Control", A F Hodgkin et ai, Trans.I.Mar.E Vol 88 1976 3) "Microbial Degradation of Marine Coolants-its Detection and Control", E C Hill, Trans.I.Mar.E Vol 90 1978 4) The Running and Maintenance of Marine Machinery, Institute of Marine Engineers 5) Coagency Between Piston Rings, Piston and Cylinder Liner, Chr GrumSohwenson, Chief Engineer, Burmeister & Wain Note: All the above references, with the exception of No.5, published by Marine Management (Holdings) Ltd., 76 Mark Lane, London EC3R 7JN 162 BIBLIOGRAPHY MARINE ENGINEERING PRACTICE VOLUME I Part Part Part Marine Medium Speed Diesel Engines, by S H Henshall Refrigerating Machinery and Air Conditioning Plant, by J R Scott Application of Automatic Machinery and Alarm Equipment in Ships, by B G Smith Part Steering Gear, by W S Paulin & D J Fowler Part 10 Selecting Materials for Sea Water Systems, by B Todd & P A Lovett VOLUME Part 11 Corrosion for Marine and Offshore Engineers, by J C Rowlands & B Angell Part 14 Water Treatment, by J D Skelly Part 16 Ship's Gear: A Review of Deck Machinery, by D H Beattie & W M Somerville Part 17 Slow Speed Diesel Engines, by S H Henshall and G Jackson Chemicals in Ships, edited by L Kenworthy Electricity Applied to Marine Engineering, by W Laws Marine Gearing, by Dr J F Shannon Marine Boiler Survey Handbook, by J H Milton Materials for Marine Machinery, by S H Frederick & H Capper Medium and High Speed Diesel Engines for Marine Use, by S H Henshall All the books listed above are published for The Institute of Marine Engineers by Marine Management (Holdings) Ltd., 76 Mark Lane, London, EC3R 7JN 163 ... Sulzer Section Section 4.2.1 5.2.1 .3 6.2.1 .3 6.2.1.4 4 .3 5 .3 5 .3. 1 4 .3. 1 4 .3. 2 4 .3. 3 4 .3. 4 4 .3. 5 4 .3. 6 4 .3. 7 6 .3 6 .3. 1 6 .3. 2 5 .3. 2 5 .3. 3 6 .3. 3 6 .3. 4 6 .3. 5 6 .3. 6 4.4 5.4 6.4 4.4.1 5.4.1 5.4.2 6.4.1... TABLE2.2 .3. 1 TABLE2.2.5 FIG 2.2.6a) *FIG 2.2.6b) *FIG 2.2.6c) *FIG 2 .3. 2 *FIG 2 .3. 3 *FIG 2 .3. 3a) TABLE2 .3. 3.1 *FIG 2 .3. 4 *FIG 2 .3. 8.2 FIG 2 .3. 9 FIG 2 .3. 10.1 *FIG 2 .3. 10.2 *FIG 2 .3. 11 TABLE3 .3. 1 FIG 3. 3.2... 10 10 10 12 14 14 16 19 19 19 iv CONTENTS 2 .3. 6.1 2 .3. 7 2 .3. 8 2 .3. 8.1 2 .3. 8.2 2 .3. 9 2 .3. 10 2 .3. 10.1 2 .3. 10.2 2 .3. 10 .3 2 .3. 10.4 2 .3. 10.5 2 .3. 10.6 2 .3. 11 Oily Drains Condensate Systems Steam-using