RTA96C-B

Operation

4003–1/A1

Engine Control

Overview
1. 2. 3. 3.1 3.2 4. 4.1 4.2 4.3 4.4 4.5 4.6 4.7 4.8 4.9 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/11 Function of the control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/11 Engine local control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/11 Local control with governor intact . . . . . . . . . . . . . . . . . . . . . . 2/11 Emergency control (with fuel lever) . . . . . . . . . . . . . . . . . . . . . . 3/11 Checking the engine control system . . . . . . . . . . . . . . . . . . . . 4/11 General preparatory works . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4/11 Checking the safety system . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7/11 Checking the auxiliary blowers . . . . . . . . . . . . . . . . . . . . . . . . . 8/11 Checking the reversing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8/11 Checking the speed setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9/11 Checking the injection pump regulating linkage . . . . . . . . . 9/11 Checking the starting system . . . . . . . . . . . . . . . . . . . . . . . . . . 9/11 Cylinder lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10/11 Load-dependent VIT (Variable Injection Timing) . . . . . . . . . . 10/11

4.10 Checking the slow-turning system . . . . . . . . . . . . . . . . . . . . . 11/11 4.11 Local control on engine (manual fuel regulation) . . . . . . . . . 11/11 4.12 Engine start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11/11

1.

General
The DENIS–6 control system (Diesel Engine CoNtrol and OptImizing Specification) has been designed in such a manner, that various remote controls can be used. To this end all nodes are exactly defined. Terminal boxes are mounted on the engine, to which the cable ends from the control room or from the bridge can be connected (depending on the type of remote control). The engine control comprises all the elements which are necessary for operation, monitoring and safety of the engine. Synopsis of engine control (4003–2): The Engine Control Diagram is a schematic synopsis of all control components and of their functional connections. The variable design executions of the speed control are designated by the alternative names (on the sheet corner to the right below the number of the group). All code numbers and valve designations used in the following description are found in Description and in the Engine Control Diagram 4003–2. Detailed control diagram with interfaces in the plant (4003–3): On these sheets individual diagram sections of the engine control connected by function are shown in detail. They provide a general view of: – – – – – Standard and optional systems. Connection of the individual systems. Interfaces from engine to plant or to remote control respectively. Monitoring and safeguard instrumentation. Code designations for the identification of external connectors.

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4003–1/A1 Engine Control

Operation

RTA96C-B

2.

Function of the control
The engine control permits carrying out the following functions: – – – Starting, operation, manoeuvring and shutting down. Regulating the engine speed. Partly safeguarding and monitoring the engine.

All the functions can be checked (see paragraph ”Checking the Engine Control before Commissioning the Engine”). Interlocks protect against and prevent manoeuvring errors. Media of the control Control air from the board system Control air from starting air bottles Starting air from starting air bottles Main bearing and piston cooling oil Crosshead bearing oil and actuator pump oil Pressures max. 9 bar max. 25/30 bar max. 25/30 bar 4.8–6.0 bar 10–12 bar

3.

Engine local control
The engine can be operated normally from the local manoeuvring stand. Should the speed governor fail, it is possible to operate the engine for a limited time on a manual ’Emergency Operation’.

3.1

Local control with governor intact D Starting: As soon as lever 5.03 on the local manoeuvring stand is moved out of position REMOTE CONTROL, the engine local control is activated.

⇒ Preselect all auxiliary blowers. ⇒ Move local manoeuvring lever 5.03 to RUN AHEAD or RUN ASTERN. ⇒ Set stop lever 5.07 to position RUN. ⇒ Set local control speed setting to position START, i.e. about 40% of the nominal speed. ⇒ Move local manoeuvring lever 5.03 to position START (AHEAD or ASTERN) until engine runs. ⇒ Slowly increase the speed setting until the engine runs at the required speed.

Reversing: ⇒ Set local speed setting to position START. ⇒ Move manoeuvring lever 5.03 to the corresponding position. ⇒ Further move manoeuvring lever 5.03 to position START until the engine runs in the correct direction. Remark: On ships underway this procedure may under certain circumstances take rather a long time (several minutes), as the propeller is ’dragged’ in the ’wrong’ sense of rotation.

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RTA96C-B

Operation

4003–1/A1

Engine Control

Stopping: ⇒ Reduce local control speed setting. ⇒ Move stop lever 5.07 to position STOP. D For switching off the auxiliary blower move manoeuvring lever 5.03 to position REMOTE CONTROL.

Take over from remote control to local control: ⇒ Adjust the local control speed setting to the same level as remote speed setting. ⇒ Move local manoeuvring lever 5.03 to RUN AHEAD or RUN ASTERN (the same rotational direction in which the engine is running). Take over from local control to remote control: ⇒ Move local manoeuvring lever 5.03 to position REMOTE CONTROL. ⇒ Push button REMOTE CONTROL. ⇒ In the control room the definitive take-over must be called for by pressing the corresponding button. (e.g. TAKE-OVER IN THE CONTROL ROOM). 3.2 Emergency control (with fuel lever) This form of operation should only be managed in an emergency i.e. in case of governor or remote control failures. The function of the overspeed monitoring system must be verified and assured to function without fail. The operator may not leave the manoeuvring desk. He must regularly observe the engine speed enabling him to immediately adjust the fuel supply when the speed varies to some extent. Additional preparations: Fuel lever 3.12 must be disengaged from position REMOTE CONTROL and engaged into the injection pump regulating linkage. Starting: ⇒ Preselect all auxiliary blowers. ⇒ Move local manoeuvring lever 5.03 to the corresponding position RUN AHEAD or RUN ASTERN. ⇒ Move fuel lever 3.12 to position ’3’–’4’. ⇒ Move local manoeuvring lever 5.03 to position START (AHEAD or ASTERN) until the engine turns. ⇒ Slowly move fuel lever until the engine runs at the required speed. Reversing: ⇒ Move fuel lever 3.12 to position ’3’–’4’. ⇒ Move local manoeuvring lever 5.03 to the corresponding position. ⇒ Further move local manoeuvring lever 5.03 to position START until the engine runs in the correct direction. Remark: On ships underway this procedure may under certain circumstances take rather a long time (several minutes), as the propeller is ”dragged” in the ”wrong” sense of rotation.

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4003–1/A1 Engine Control

Operation

RTA96C-B

Stopping: ⇒ Move fuel lever 3.12 to zero. ⇒ Move stop lever 5.07 to position STOP. D For switching off the auxiliary blower move local manoeuvring lever 5.03 to position REMOTE CONTROL.

Take over from remote control to local control: ⇒ Quickly bring the fuel lever 3.12 into the same position as the injection pump linkage and link them together. ⇒ Move local manoeuvring lever 5.03 to the corresponding position (RUN AHEAD or RUN ASTERN). ⇒ Check the engine speed. At most engines equipped with electronic speed control systems there is also the possibility to operate the engine with the speed-setting knobs. (In place of regulation with the fuel lever). In this case the actuator is manually actuated (only possible, if there is a fault in the remote control or in the electronic governor. Actuator, connecting link to the regulating linkage and the regulating linkage itself must be functioning).

4.

Checking the engine control system
Should elements of the pneumatic control system have been dismantled, removed or replaced during an overhaul, then a general operational check must be made before re-commissioning. The following passages describe how to proceed. The item numbers and descriptions of the following mentioned valves correspond to those in the schematic engine control diagram 4003–2 and detailed control diagrams 4003–3. The load indicator 3.04 (LI for short) must, for specific checks, be brought to the corresponding positions. For this the fuel lever 3.12 on the local manoeuvring stand must be notched out from its catch an notched-in in the lever of the injection pump regulating linkage. With the aid of a hand wheel it can be brought to the desired LI position (scale division ’0’–’10’). Attention! Any detected leakages must be eliminated during checking the control system!

4.1

General preparatory works Checking the load indicator transmitter 7.07: As all load-dependent functions receive their signals from the load indicator transmitter, the transmitter has to be carefully checked (conformity of the mechanical load indicators with the indications in the control room and/or bridge) and if applicable, be exactly set. For safety reason the engine is equipped with two independent load indicator transmitters (see Load Indications 9240–1). Remark: For cost down reasons in some cases one transmitter may be built into the electrical actuator. In this case the second transmitter must be correctly adjusted by the supplier of the speed control system.

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RTA96C-B

Operation

4003–1/A1

Engine Control

Coarse setting: ⇒ Bring load indicator to position ’5’ and line up the lever on the intermediate shaft parallel with the lever on the transmitter. The adjustable rod has then to stand at right angles to the levers. ⇒ Bring load indicator to position zero. The red markings on shaft and hub of the transmitter must be approximately in line.

APPROXIMATELY IN LINE

97.7126

Fine setting with potentiometers ZERO and SPAN: ⇒ The front end covers of the transmitters must be removed for this fine setting. ⇒ In terminal box E10 loosen the wire from terminals 103 and 106 and connect an ammeter between the terminals and the wires.

WATCHMAKER’S SCREWDRIVER Ø 2.3 mm POTMETER ZERO POTMETER SPAN

97.7123

⇒ Bring regulating linkage to position ’1’ and adjust the potentiometers ZERO till the ammeters indicate 5.6 mA. ⇒ Bring regulating linkage to position ’9’ and adjust the potentiometers SPAN till the ammeters indicate 18.4 mA. ⇒ Repeat the two previous points till 5.6 mA and 18.4 mA are exactly indicated. ⇒ A check measure in position ’5’ must indicate 12 mA. ⇒ Loosen and remove ammeters and re-connect the wires to terminal 103 and 106.

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4003–1/A1 Engine Control

Operation

RTA96C-B

Preparatory work for checking the engine control system: ⇒ Open indicator cocks. ⇒ Close shut-off valves on the starting air bottles. Close shut-off valve 2.03 with handwheel 2.10. Vent starting air supply pipe with venting valve 2.21. ⇒ Vent air bottles 287HA and 287HB. ⇒ Move local manoeuvring lever 5.03 to position REMOTE CONTROL. Bring stop lever 5.07 to position STOP. Bring fuel lever 3.12 to position REMOTE CONTROL. ⇒ Start main bearing oil pump and crosshead bearing oil pump. ⇒ Start cylinder cooling water pump. ⇒ Engage turning gear. D Starting air distribution piping must now be vented through valve 38HB, in case starting air is already present in the distribution piping.

Checking control air supply unit A : ⇒ Loosen piping in connection A3 and blind off connection A3. ⇒ Open 30 bar and 25 bar feed to control air supply unit at connection A2. ⇒ Open 8 bar control air feed at connection A1. ⇒ Adjust safety control air and stand-by air for air spring to 6.5 bar with reducing valve 23HA. For this valve 36HA must be open. The pressure can be checked on the pressure gauge PI4331L of reducing valve 23HA as well as on pressure gauges PI4341M and PI4412M. ⇒ Set the air spring air pressure with reducing valve 19HA to 7–7.5 bar. The pressure can be checked on pressure gauge PI4321L of reducing valve 19HA as well as on pressure gauges PI4341M and PI4412M. ⇒ Set stand-by control air pressure to 7 bar with reducing valve 19HB. The pressure can be checked on the pressure gauge PI4411L of reducing valve 19HB. ⇒ Shut cock at A1 and A2. Re-connect piping at connection A3 then open cock A1 and A2 again. The pressure gauge PI4412M must now indicate 8 bar. Any pressure deviations have to be corrected with the 8 bar board supply system. D As long as the control air supply is switched on the pressure indicator G4 in valve group G must indicate pressure.

⇒ Check whether the two orifices ∅ 2 mm are fitted at non-return valve 112HE and 112HF (only at a possible exchange necessary). D As long as stop lever 5.07 stands in position STOP the pressure indicators G2, G8 and 216HA must indicate pressure.

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RTA96C-B

Operation

4003–1/A1

Engine Control

4.2

Checking the safety system (Pressure switches and pressure transmitters I ) ⇒ Actuate the EMERGENCY STOP on the control room desk as well as on the local manoeuvring station and test each time whether the safety cut-out devices 6.04 on the injection pumps have been actuated. ⇒ Set the overspeed safeguard monitoring to about 30 engine rpm. D With the above setting the proper function of the overspeed safeguard monitoring must be later checked during the commissioning of the engine with an air start (with cut-out injection pumps).

⇒ When this check is successful, the overspeed safeguard monitoring can be set to nominal engine speed + 10%. D For the safety system the setting of the pressure switches must be carried out with falling pressures, in accordance with the following table:

Medium Main bearing oil

Code No. PS2001S PS2002S

Pressure 4.6 bar 4.1 bar 9 bar 6 bar 4.5 bar 2.5 bar no flow

Action Slow-down/Stop Stop Slow-down *) Slow-down Stop Slow-down/Stop Slow-down

Time delay 60/90 sec 10 sec 60 sec 60 sec 0 sec 60/90 sec 90 sec

Crosshead bearing oil Air spring

PS2021S PS4341S PS4342S

Cylinder cooling water Cylinder lube oil

PS1101S FS3101–12S *)

Slow-down is only effective above an engine load of 40%, e.g. above a load indicator position of about ’4.5’

D

All slow-downs and shut-downs can be overridden in an emergency case by pressing the buttons SLOW-DOWN OVERRIDING and SHUT-DOWN OVERRIDING. Excluded from these are: – – Stop in case of overspeed Stop in case of bearing oil failure (PS2002S)

D

For the passive failure monitoring a resistor must be inserted in the plug between the connections 2 and 3 of the following 8 pressure switches: – – – PS1101S, PS1301S, PS2001S PS2002S, PS2021S, PS4341S and PS4342S. The pressure switch PS1301S is only necessary if the engine is equipped with multistage scavenge air coolers.

Remark: The value of the resistors depends on the remote control supplier.

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4003–1/A1 Engine Control

Operation

RTA96C-B

4.3

Checking the auxiliary blowers ⇒ Switch on the electric power supply for both auxiliary blowers. ⇒ Bring local manoeuvring lever 5.03 to position RUN AHEAD. D D Auxiliary blower 1 must start immediately. Auxiliary blower 2 must start with a delay of 5 sec.

⇒ These delay periods can be set on the time relays in the individual auxiliary blower control boxes. ⇒ For pressure switches PS4051L and PS4052L connect compressed air pump (tool) and simulate scavenge air pressure. With rising air pressure the individual auxiliary blowers must be switched off by their differential pressure switches at a pressure of 0.45 bar. With sinking pressure the auxiliary blowers must be switched on at an air pressure of 0.35 bar. This pressure of 0.35 bar has to be set on each differential pressure switch. The individual auxiliary blowers are again switched on with time delay. ⇒ Check rotation direction of both auxiliary blowers. ⇒ Move local manoeuvring lever 5.03 to position RUN ASTERN and check whether the auxiliary blowers also start time delayed. ⇒ Remove compressed air pump and re-connect piping to the differential pressure switches. Move lever 5.03 again to position REMOTE CONTROL. 4.4 Checking the reversing ⇒ Move stop lever 5.07 to position RUN. Pressure indicator G2 must not indicate any pressure. ⇒ Turn engine with turning gear AHEAD by about 45 degrees. Then disengage turning gear. ⇒ Bring local manoeuvring lever 5.03 to position RUN AHEAD. D D D D The indicator on the reversing valve 5.02 must be in position “put out”. Pressure indicators 216HI, 216HK, etc. (valve group D ) below the injection pumps and 216HB in valve group B must indicate pressure. Pressure indicators G5, G6, G11 and G8 must not indicate pressure. The safety cut-out devices 6.04 must be in running position.

⇒ Engage turning gear and turn ASTERN by about 45 degrees. Then disengage the turning gear. D D D Pressure indicator 216HB must not indicate any pressure, as the rotation direction safeguard 6.01 now stands at ASTERN. Pressure indicators G6, G11 and G8 must now indicate pressure. Pressure must be present in the piping between G8 and the governor. Pressure switches PS5011C and PS5015L must be closed. The safety cut-out devices 6.04 must be in stop position.

⇒ Bring local manoeuvring lever 5.03 to position RUN ASTERN. D D D D The indicator on the reversing valve 5.02 must now be in position “put in”. Pressure indicators 216HI, 216HK etc. below the injection pumps and 216HB must indicate pressure. Pressure indicators G5, G6, G11 and G8 must not indicate any pressure. The safety cut-out devices 6.04 must be in running position.

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RTA96C-B

Operation

4003–1/A1

Engine Control
⇒ Engage turning gear and turn AHEAD by about 45 degrees. Then disengage the turning gear. D D D D 4.5 Pressure indicator 216HB must not indicate any pressure, as the rotation direction safeguard 6.01 now stands at AHEAD. Pressure indicators G6, G11 and G8 must now indicate pressure. Pressure switches PS5011C and PS5015L must be closed. The safety cut-out devices 6.04 must be in stop position.

Checking the speed setting ⇒ Output G10 in valve group G has to be blanked-off. D The speed setting occurs electrically from all manoeuvring stations including the local manoeuvring station. It is therefore the responsibility of the governor supplier or of the remote control system supplier to ensure that the necessary electrical operating elements for the speed setting are included in the local manoeuvring station. Adjustments and testing of the speed setting circuits must therefore be carried out to the specifications and instructions of the electronic governor suppliers.

D

4.6

Checking the injection pump regulating linkage D D D D When the actuator output shaft is in position zero then the load indicator 3.04 must also be at position zero. When the pneumatic VIT/FQS unit is in position zero, then the pointer of the spill valve shaft at the setting plate must also be in position zero. Release fuel lever 3.12 from position REMOTE CONTROL and engage it in the injection pump regulating linkage. When fuel lever 3.12 is in position zero then load indicator 3.04 must also be in position zero.

⇒ Move fuel lever 3.12 to position ’8’. ⇒ Load indicator 3.04 must now also be in position ’8’. ⇒ Move fuel lever 3.12 to position zero. ⇒ Disengage fuel lever 3.12 from the injection pump regulating linkage and bring it back to position REMOTE CONTROL.

4.7

Checking the starting system ⇒ Bring local manoeuvring lever 5.03 to position REMOTE CONTROL. D D Starting air supply piping is still vented. Leave venting valve 2.21 in open position.

⇒ Engage turning gear. D D Loosen the piping to the pneumatic logic unit at connection E6. No air must come out.

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4003–1/A1 Engine Control

Operation

RTA96C-B

⇒ Slowly disengage turning gear. D As long as the pinion of the turning gear is engaged and as long as the clearance between the tooth of the flywheel and the pinion of the turning gear does not exceed 10 mm no air must issue from the piping. This check has to be made when engaging and disengaging the turning gear.

D

⇒ Connect the piping to connection E6. ⇒ Disengage the turning gear. ⇒ Loosen control piping at valve 2.05, as well as valve 129HA with connected piping (pay attention not to lose the O-ring). ⇒ Bring local manoeuvring lever 5.03 to position START ASTERN. ⇒ Check whether air flows from the loose piping end and from outlet No. 2 of valve 129HA. ⇒ Bring local manoeuvring lever 5.03 to position START AHEAD ⇒ Carry out the same checks as for point 7. ⇒ Bring local manoeuvring lever 5.03 to position REMOTE CONTROL. ⇒ Re-connect piping and valve.

4.8

Cylinder lubrication ⇒ Check whether the electric motor, the flow monitoring FS3101–08S, and the level switch LS3125A have been electrically connected. ⇒ Ensure that oil supply functions properly and vent all pump modules. ⇒ Shortly press the push button for manual lubrication on the terminal box, and check whether the electrically-driven lubricating pump turns, and that all steel balls in the sight glasses have moved to the upper position. ⇒ With the aid of cylinder lubricating diagram ’A’ (7218–2), select the relative lubricating flow in g/kWh for full load and the division in upper and lower lubricating levels. The division of the flow quantity in upper and lower levels, e.g. 64% / 36% must be set by the six different adjusting positions on the pump elements. ⇒ Subsequently, the speed of the horizontal drive shaft must be chosen in such a manner that the required relative lubricating flow in g/kWh at full load is attained. The speed of the electric motor and the corresponding power supply frequency can also be seen in the diagram ’A’ (7218–2).

4.9

Load-dependent VIT (Variable Injection Timing) ⇒ Check whether the air connections have been arranged according to the control diagram. ⇒ Check whether the electrical connections have been wired. ⇒ The function test has to be carried out by the remote control supplier.

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Wärtsilä Switzerland Ltd

RTA96C-B

Operation

4003–1/A1

Engine Control

4.10 Checking the slow-turning system ⇒ Close indicator cocks. The turning gear must not be engaged. ⇒ Close venting valve 2.21. Put handwheel 2.10 of shut-off valve 2.03 in position AUTOMAT and open shut-off valves at the starting air bottles. ⇒ Press SLOW-TURNING button in the control room and check whether the crankshaft makes one turn in about 5–10 sec. ⇒ If the time for one turn differs widely from the above mentioned value, the pulse modulation for the valve ZV7014C has to be readjusted by the remote control supplier. 4.11 Local control on engine (manual fuel regulation) ⇒ Bring local manoeuvring lever 5.03 to position RUN AHEAD. ⇒ Engage turning gear and rotate AHEAD by about 45 degrees. Then disengage turning gear. ⇒ Disengage fuel lever 3.12 from position REMOTE CONTROL and engage it into the lever for injection pump regulating linkage. D D D Pressure indications G7 and 216HC in valve group B must indicate pressure. Air cylinder 3.10 must be vented as long as manual fuel charge is in operation, i.e. the air cylinder can be rotated by hand without great effort. Safety cut-out devices 6.04 must be in operating position, provided no SAFETY SHUT-DOWN is actuated.

⇒ Engage turning gear and rotate ASTERN by about 45 degrees. Then disengage turning gear again. D D Pressure indicator G6 and G11 must now indicate pressure. Safety cut-out devices 6.04 must now be in position STOP , as rotation direction safeguard 6.01 shows the wrong direction of rotation. Safety cut-out devices 6.04 must move again to operating position.

⇒ Bring local manoeuvring lever 5.03 to position RUN ASTERN. D ⇒ Engage turning gear and rotate about 45 degrees AHEAD. Then disengage turning gear. D Safety cut-out devices 6.04 must move to position STOP , as the rotation direction safeguard 6.01 shows the wrong direction of rotation.

⇒ Move fuel lever 3.12 to position zero. ⇒ Disengage fuel lever 3.12 and move it to position REMOTE CONTROL. D Air cylinder 3.10 must now be pressurized again.

4.12 Engine start ⇒ Bring stop lever 5.07 to position STOP. ⇒ Adjust speed setting signal to minimum. ⇒ Actuate local manoeuvring lever 5.03 and start engine on air (without fuel), in order to test the function of the overspeed monitoring (see paragraph 4.2). D Safety cut-out devices 6.04 on the injection pumps must lift the suction valves.

⇒ Then the overspeed monitoring has to be correctly adjusted (see paragraph 4.2). ⇒ Now the engine can be started with fuel.

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2001

RTA96C-B

Operation

4003–2/A0

Control Diagram Designations (Description to 4003–1, 4003–2 and 4003–3) 1. Summary of part code numbers
A B D E G H I P 1. 03 04 2. 01 02 03 04 05 06 07 08 09 10 13 15 21 22 3. 01 02 03 04 05 07 08 09 10 11 12 13 Control air supply unit Valve group for air cylinder Valve groups for reversing interlock Valve group in pneumatic logic unit Valve group in pneumatic logic unit Instrument panel Pressure switches and pressure transmitters Valve group at starting air distributor 4. 01 02 03 04 05 06 07 08 5. 01 02 03 07 6. 01 02 04 7. 03 07 18 23 8. 03 04 06 07 08 09 16 17 Exhaust valve drive Exhaust valve Hydraulic actuator pump Actuator pump cam Exhaust valve actuator Air spring Throttle Relief valve Air spring venting Reversing system Reversing servomotor Reversing valve Local manoeuvring lever Stop lever Safety devices Rotation direction safeguard Sliding coupling Safety cut-out device Monitoring Remote tachometer Transmitter for lad indicator Collector for leakage oil from air spring Revoulution counter Cylinder lubricating system Terminal box with sensor amplifier Progressive block distributor Cylinder lubricating pump Sight glass indicator Accumulator Lubricating quill with non-return valve Angular gear box with electric motor Piping filter

Speed setting system Actuator Speed pick-ups Starting system Starting air distributor Cam for starting control valves Shut off valve for starting air Non-return valve Control valve Drain and test valve Starting valve Flame arrester Relief valve Handwheel for shut-off valve Blocking valve on turning gear Starting cut-off valve Venting valve Reversing servomotor for starting system Fuel regulating system Fuel injection valve Fuel injection pump Fuel cam Load indicator Load-dependent variable injection timing Eccentric shaft for suction valve Eccentric shaft for spill valve Intermediate regulating shaft Air cylinder for actuator/fuel linkage connection Fuel linkage maximum limiting screw Fuel lever Relief valve

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4003–2/A0

Operation

RTA96C-B

Designations (Description to 4003–1, 4003–2 and 4003–3)
9. 01 02 03 04 05 06 Engine room Starting air bottles Lubricating oil pump Crosshead lubricating oil pump Oil filter Oil cooler Non-return valve (on engine)

Remark: Circuits:

Systems are drawn for engines in position STOP, reversed AHEAD with unpressurized circuits. Starting air Control air and cooling water Lubricating oil and fuel oil Electric

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Operation

4003–2/A1

Control Diagram

001.601/03

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5.03

RTA96C-B

Operation

4003–3/A1

Control and Auxiliary Systems Detailed Control Diagrams with Interfaces to the Plant

On the following pages 3 to 22 the complete engine control with the auxiliary systems, split up into their various functions, has been precisely represented. It includes all interfaces to the plant and remote control with clear designations for the identification of internal and external connectors.

Overview of the systems Air supply Bearing and cooling oil supply Starting system Stop – Electronic speed control (with engine-driven generator)* – Electronic speed control (without engine-driven generator)* Reversing system Speed control: – – – – Cylinder lubrication Load-dependent VIT (variable injection timing) & fuel quality setting FQS Exhaust gas / turbocharger types TPL and MET / charge air / auxiliary blower (1-stage charge air cooler)* Exhaust gas / turbocharger types TPL and MET / charge air / auxiliary blower (2-stage charge air cooler)* Exhaust valve drive, air spring Fuel oil system Cooling water (cylinder) Main bearing & crosshead bearing lubrication, piston cooling, balancer, oil mist detector (VISATRON VN215)* Main bearing & crosshead bearing lubrication, piston cooling, balancer, oil mist detector (GRAVINER MK6)* ABB DEGO-III + ASAC 200 / 400* NORCONTROL DGS-8800e* NABCO MG-800* STN ESG 40M and LYNGSOE EGS 2000*

Path No. Page range 30 40 110 120 120 130 150 150 150 150 160 170 190 300 300 310 330 340 350 350 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22

Transfer control, emergency control, wrong way alarm

* Design execution alternative (continuation on page 2)

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4003–3/A1

Operation

RTA96C-B

Detailed Control Diagrams with Interfaces to the Plant

Remarks for easier understanding of the individual diagrams: Each diagram has a path No. range allotted to the system part, which is subdivided at the page edge (on the right) into 10 sections. These path numbers designate the junctions from one diagram to the other. One piping leading away in the direction of the arrow is marked with the path No. (framed) which lies above this No. in the section part. The number below the rectangle is the target path number. Example: Page 3 CONTROL AIR 8 BAR 37
110

Page 5 CONTROL AIR 30 BAR

37

37

38

Path-No.

110

111

In this example the control air tube carrying number 37 (page 3) leads to target path No. 110 (page 5). Where two equal path numbers appear additional letter indications are used for identification, e.g. on page 3 No. 39 and 39A. The interfaces to the remote control as well as local alarm and monitoring instruments have been designated by expressive symbols (box with rounded corners).
Letter code for functional identification Letter code for systems Numeral

Signal from / to engine Manner of circuit

CS 5014 C

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RTA96C-B Operation

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Air Supply

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11.04

008.514/01

4003–3/A1
Operation RTA96C-B

Bearing and Cooling Oil Supply

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012.416/04

RTA96C-B Operation

4003–3/A1

Starting System

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11.04

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4003–3/A1
Operation RTA96C-B

Stop with Electronic Speed Control

11.04

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RTA96C-B Operation

4003–3/A1 with Electronic Speed Control

Stop

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4003–3/A1
Operation RTA96C-B

Reversing System

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RTA96C-B Operation

4003–3/A1 for DEGO-III + ASAC 200 / 400

Speed Control

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4003–3/A1
Operation RTA96C-B

Speed Control for NORCONTROL DGS-8800e

11.04

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008.517/01

RTA96C-B Operation

4003–3/A1 for NABCO MG-800

Speed Control

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4003–3/A1
Operation RTA96C-B

Speed Control for STN ESG 40M and LYNGSOE EGS 2000

11.04

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RTA96C-B Operation

4003–3/A1

Transfer Control, Emergency Control, Wrong Way Alarm

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4003–3/A1
Operation RTA96C-B

Cylinder Lubrication

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RTA96C-B Operation

4003–3/A1

Load-Dependent VIT (Variable Injection Timing) & Fuel Quality Setting FQS

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Operation RTA96C-B

Exhaust Gas / Turbocharger Type TPL and MET / Charge Air / Auxiliary Blower for 1-Stage Charge Air Cooler
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Wärtsilä Switzerland Ltd

RTA96C-B Operation

4003–3/A1

Exhaust Gas / Turbocharger Type TPL and MET / Charge Air / Auxiliary Blower for 2-Stage Charge Air Cooler
012.418/04

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Operation RTA96C-B

Exhaust Valve Drive / Air Spring

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RTA96C-B Operation

4003–3/A1

Fuel Oil System

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4003–3/A1
Operation RTA96C-B

Cooling Water (Cylinder)

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RTA96C-B Operation

4003–3/A1

Main bearing & crosshead bearing lubrication, piston cooling, balancer, OMD (VISATRON VN215)

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4003–3/A1
Operation RTA96C-B

Main bearing & crosshead bearing lubrication, piston cooling, balancer, OMD (GRAVINER MK6)

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RTA96C-B

Operation

4044–1/A1

Control Units

1.

General
The majority of the units required for the engine control are arranged in the immediate vicinity of the local manoeuvring stand. All connected apparatus and design groups are shown on Fig. ’A’ and ’B’. For easier identification of the corresponding description the respective groups have been listed below. The arrangement has been represented by the electronic NABCO actuator.

A

4506–1

I

4303–1

9240–1 9215–1 4618–1

4809–1

III
4503–1

II
4605–1

4613–1 4628–1

4605–1

001.480/97

DRAWN FOR 8–12 CYLINDER

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4044–1/A1 Control Units

Operation

RTA96C-B

B

II
5103–1 4303–1 5803–1

III
4614–1 4240–1 4506–1 5803–1

I
4809–1

I

4618–1

5803–1

4605–1 4630–1 4628–1 4605–1 4503–1

001.479/97

DRAWN FOR 8–12 CYLINDER

Key: 4240–1 4303–1 4503–1 4506–1 4605–1 4613–1 4614–1 4618–1 Gear auxiliary drives Starting air distributor with valve unit P Reversing valve Rotation direction safeguard Control air supply Valve group D for reversing interlock Valve group B for air cylinder Box on local manoeuvring stand 4628–1 4630–1 4809–1 5103–1 5803–1 Pick-up for speed measurement Pneumatic logic unit E and G Local manoeuvring stand Actuator Injection pump regulating linkage with electronic VIT and FQS 9215–1 Instrument panel H 9240–1 Transmitter for remote load indication

2001

2/ 2

Wärtsilä Switzerland Ltd

RTA96C-B

Operation

4103–1/A1

Camshaft Drive

1.

General
The camshaft 7 is driven by the gear wheel 1 on the crankshaft via intermediate wheel 2. Camshaft driving wheel 3 turns in the same running direction as the crankshaft. On 6 and 7 cylinder engines the drive is placed at the driving end (see Fig. ’B’). On 8–12 cylinder engines the drive is arranged at mid-engine (see Fig. ’C’). The following conditions must be fulfilled to ensure correct assembly of the gear train: – – The piston of cylinder 1 is in its TDC position. The marks ’MA’ on gear wheel 3 are lined up with the machined side surface of the bearing housing 10.

The condition of the tooth profile must be checked periodically. In particular new gear wheels must be checked frequently after a short running-in period (see Maintenance Manual 4103–1). Should abnormal noises be heard from the area of the gear train, their cause must be established immediately.

2.

Lubrication
The bearings 4 of the intermediate wheel and the camshaft bearings 11 are lubricated with bearing oil. The gear teeth are supplied with bearing lubricant through spray nozzles 6 and 6a.

I-I

A

III III - III
10 11 MA

II
8 6a

7

3 MA 6a 6

III
11 3 2 6

1 9

001.477/97

II
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4103–1/A1 Camshaft Drive

Operation

RTA96C-B

B

II - II

C
I

II - II

I

3

3

8 2 4

8 2 4

1

1

5

5

9

9

012.434/04

012.435/04

I

I

Key to Illustrations:

’A’ ’B’ ’C’

Cross section (8–12 cylinders) Drive at driving end (longitudinal section, 6 and 7 cylinders) Drive at mid-engine (longitudinal section, 8–12 cylinders) 8 9 10 11 Column Crankcase Bearing housing Camshaft bearing

1 2 3 4 5 6, 6a 7

Gear wheel on crankshaft Intermediate wheel Camshaft driving wheel Bearing pair for intermediate wheel Crankshaft Oil spray nozzle Camshaft

MA Marks

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RT-flex96C

Engine Selection and Project Manual

Abbreviations

ABB ALM AMS BFO BN BSEF BSFC CCR CCW CMCR CPP CSR cSt DAH DENIS EM EnSel R ESPM FCM FPP FQS FW GEA HFO HT IMO IND IPDLC ISO kW kWe kWh LAH LAL LCV LI LR LSL LT M MAPEX M1H M1V

ASEA Brown Boveri Alarm Attended machinery space Bunker fuel oil Base Number Brake specific exhaust gas flow Brake specific fuel consumption Conradson carbon Cylinder cooling water Contract maximum continuous rating (Rx) Controllable pitch propeller Continuous service rating (also designated NOR and NCR) centi-Stoke (kinematic viscosity) Differential pressure alarm, high Diesel engine control and optimizing specification Engine margin Engine selection program Engine selection and project manual Flex control module Fixed pitch propeller Fuel quality setting Fresh water Scavenge air cooler (GEA manufacture) Heavy fuel oil High temperature International Maritime Organisation Indication Integrated power-dependent liner cooling International Standard Organisation Kilowatt Kilowatt electrical Kilowatt hour Level alarm, high Level alarm, low Lower calorific value Level indicator Light running margin Level switch, low Low temperature Torque Monitoring and maintenance performance enhancement with expert knowledge External moment 1st order horizontal External moment 1st order vertical

External moment 2nd order vertical Maximum continuous rating (R1) Marine diesel oil Mean effective pressure Turbocharger (Mitsubishi manufacture) Mitsubishi Heavy Industries Marine installation manual Man–machine interface Speed of rotation Nominal continuous rating Nominal operation rating Operational margin Operator interface Pressure alarm, low Power Pressure indicator Parts per million Power related unbalance Power take off Remote control system Redwood seconds No. 1 (kinematic viscosity) SAC Scavenge air cooler SAE Society of Automotive Engineers S/G Shaft generator SHD Shut down SIB Shipyard interface box SIPWA-TP Sulzer integrated piston ring wear detecting arrangement with trend processing SLD Slow down SM Sea margin SSU Saybolt second universal SW Sea-water TBO Time between overhauls TC Turbocharger TI Temperature indicator TPL Turbocharger (ABB manufacture) tEaT Temperature of exhaust gas after turbine UMS Unattended machinery space VI Viscosity index WCH Wärtsilä Switzerland WECS Wärtsilä Engine Control System winGTD General Technical Data program nM Torque variation

M2V MCR MDO mep MET MHI MIM MMI N, n NCR NOR OM OPI PAL P PI ppm PRU PTO RCS RW1

Wärtsilä Switzerland Ltd

m

25.74.07.40 – Issue X.04 – Rev. 0

Engine Selection and Project Manual

RT-flex96C

Abbreviations

25.74.07.40 – Issue X.04 – Rev. 0

n

Wärtsilä Switzerland Ltd

RT-flex96C

Engine Selection and Project Manual

A.

Introduction

The Sulzer RT-flex system represents a major step forward in the technology of large diesel engines: Common rail injection – fully suitable for heavy fuel oil operation. The Sulzer RT-flex96C low-speed diesel engine is designed for today’s large container ships and is available with any or all of the following options:

1. Delta Tuning for reduced brake specific fuel consumption (BSFC) in the part load range below 90% load. 2. Fresh water cooling system with single-stage or two-stage scavenge air cooler. 3. ABB TPL or Mitsubishi MET turbochargers.

Engine power [kW]
100 000 80 000 RT-flex96C 60 000 50 000 40 000 30 000

Engine power [bhp]
120 000 100 000 80 000 all other RTA and RT-flex engines 60 000 40 000

20 000 20 000

With this manual we provide our clients with information, enabling them to select the engine and options to meet the needs of their vessels.

10 000 8 000 6 000 4 000 10 000 8 000 6 000 4 000 2 000 50
F10.5301

60

70

80 90 100

120 140 160 180 200

Engine speed [rpm]

Fig. A1

Power/speed range of all IMO-2000 regulation compatible RTA and RT-flex engines

This book provides the information required for the layout of marine propulsion plants. Its content is subject to the understanding that any data and information herein have been prepared with care and to the best of our knowledge. We do not, however, assume any liability with regard to unforeseen variations in accuracy thereof or for any consequences arising therefrom. Wärtsilä Switzerland Ltd PO Box 414 CH-8401 Winterthur, Switzerland Telephone: +41 52 2624922 Telefax: +41 52 2124917 Direct Fax: +41 52 2620707 http://www.wartsila.com

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Engine Selection and Project Manual A.

RT-flex96C

Introduction

A1

Primary engine data
Engine
Bore x stroke [mm] Speed [rpm] 102 102

Sulzer RT-flex96C
960 x 2500 92 92

Engine power (MCR) Cylinder
6 7 8 9 10 11 12 14

Power
[kW] [bhp] [kW] [bhp] [kW] [bhp] [kW] [bhp] [kW] [bhp] [kW] [bhp] [kW] [bhp] [kW] [bhp]

R1
34 320 46 680 40 040 54 460 45 760 62 240 51 480 70 020 57 200 77 800 62 920 85 580 68 640 93 360 80 080 108 920

R2
24 000 32 640 28 000 38 080 32 000 43 520 36 000 48 960 40 000 54 400 44 000 59 840 48 000 65 280 56 000 76 160

R3
30 960 42 120 36 120 49 140 41 280 56 160 46 440 63 180 51 600 70 200 56 760 77 220 61 920 84 240 72 240 98 280

R4
24 000 32 640 28 000 38 080 32 000 43 520 36 000 48 960 40 000 54 400 44 000 59 840 48 000 65 280 56 000 76 160

Brake specific fuel consumption (BSFC)
Load 100 % mep [g/kWh] [g/bhph] [bar] 171 126 18.6 163 120 13.0 171 126 18.6 164 121 14.4

Lubricating oil consumption (for fully run-in engines under normal operating conditions)
System oil Cylinder oil Remark: *1) approximately 10 kg/cyl per day 0.9 – 1.3 g/kWh

*1) This data is for guidance only, it may have to be increased as the actual cylinder lubricating oil consumption in service is dependent on operational factors.

Table A1 Primary engine data of Sulzer RT-flex96C

All brake specific fuel consumptions (BSFC) are quoted for fuel of lower calorific value 42.7 MJ/kg (10 200 kcal/kg). All other reference conditions refer to ISO standard (ISO 3046-1). The figures for BSFC are given with a tolerance of +5 %. The values of power in kilowatt (kW) and fuel consumption in g/kWh are the standard figures, and discrepancies occur between these and the corresponding brake horsepower (bhp) values owing to the rounding of numbers.

To determine the power and BSFC figures accurately in bhp and g/bhph respectively, the standard kW-based figures have to be converted by factor 1.36.

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Engine Selection and Project Manual

A.

Introduction

A2 A2.1

Delta Tuning of RT-flex engines Introduction
Due to the trade-off between BSFC and NOx emissions, the associated increase in NOx emissions at part load must then be compensated by a corresponding decrease in the full load NOx emissions. Hence, there is also a slight increase in full load BSFC, in order to maintain compliance of the engine with the IMO NOx regulations. The concept is based on tailoring the firing pressure and firing ratio for maximum efficiency in the range up to 90% load and then reducing them again towards full load. In this process, the same design-related limitations with respect to these two quantities are applied as in the specification of the standard tuning. The reliability of the engine is by no means impaired by the application of Delta Tuning since all existing limitations to mechanical stresses and thermal load are observed.

With the introduction of the Sulzer RT-flex engines, a major step in the development of marine 2-stroke engine was taken. Now Wärtsilä is taking this development even further by introducing Delta Tuning for RT-flex engines. Delta Tuning makes it possible to further reduce the specific fuel oil consumption while still complying with all existing emission legislation. Moreover, this is achieved only by changing software parameters and without having to modify a single engine part.

A2.2

Delta Tuning outline

In realising Delta Tuning, the flexibility of the RTflex system in terms of free selection of injection and exhaust valve control parameters, specifically variable injection timing (VIT) and variable exhaust closing (VEC) is utilised for reducing the brake specific fuel consumption (BSFC) in the part load range below 90% load.
4 3 2 RTA, Standard Tuning RT-flex, Standard Tuning RT-flex, Delta Tuning

Reduction of BSFC [g/kWh]

1 0 –1 –2 –3 –4 –5 –6 –7 –8 –9 50%

BSFC at R1 [g/kWh]

ISO conditions, tolerance +5%

75%

Load

100%

Fig. A2

Comparison of Delta Tuning and Standard Tuning

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Engine Selection and Project Manual A.

RT-flex96C

Introduction

A2.3

Further aspects of Delta Tuning
Project specification for RT-flex engines: Although Delta tuning is realised in such a way that it could almost be considered a pushbutton option, its selection has an effect on other aspects of engine and system design as well. This is why the tuning option to be applied to RTflex engines needs to be specified at a very early stage in the project: – The calculations of the torsional and axial vibrations of the installation have to be performed using the correct data. The layout of the ancillary systems has to be based on the correct specifications. In order to prepare the software for the RT-flex system control, the parameters also have to be known in due time before commissioning of the engine.

Delta Tuning for de-rated engines: For various reasons, the margin against the IMO NOx limit decreases for de-rated engines. Delta Tuning thus holds the highest benefits for engines rated close to R1. With the de-rating, the effect diminishes and, in fact, Delta Tuning is not applicable in the entire field (see figure A3).
Engine power [% R1] 100

R1

RT-flex96C engines
95 R3 90 85 Delta Tuning area

– –

80

75

70 R4 65 70 R2 Engine speed [% R1] 100

75

80

85

90

95

Fig. A3

Delta Tuning area

Effect on engine dynamics: The application of Delta Tuning has an influence on the harmonic gas excitations and, as a consequence, the torsional and axial vibrations of the installation. Hence, the corresponding calculations have to be carried out with the correct data in order to be able to apply appropriate countermeasures, if necessary.

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RT-flex96C

Engine Selection and Project Manual

F.

Auxiliary power generation

F1 F1.1

General information Introduction
The waste heat option is a practical proposition for high powered engines employed on long voyages. The electrical power required when loading and discharging cannot be met with a main-engine driven generator or with the waste heat recovery system, and for vessels employed on comparatively short voyages the waste heat system is not viable. Stand-by diesel generator sets (Wärtsilä GenSets), burning heavy fuel oil or marine diesel oil, available for use in port, when manoeuvring or at anchor, provide the flexibility required when the main engine power cannot be utilised.

This chapter covers a number of auxiliary power arrangements for consideration. However, if your requirements are not fulfilled, please contact our representative or consult Wärtsilä Switzerland Ltd, Winterthur, directly. Our aim is to provide flexibility in power management, reduce overall fuel consumption and maintain uni-fuel operation. The sea load demand for refrigeration compressors, engine and deck ancillaries, machinery space auxiliaries and hotel load can be met by using a main-engine driven generator, by a steamturbine driven generator utilising waste heat from the engine exhaust gas, or simply by auxiliary generator sets.

Exhaust gas econimiser

Ship service steam

Steam turbine

Ship service power

G
Power turbine

G G M/G

Aux. engine Aux. engine Aux. engine Aux. engine

Main engine

G G

F10.5321

Fig. F1

Heat recovery, typical system layout

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Engine Selection and Project Manual F.

RT-flex96C

Auxiliary power generation

F1.2

System description and layout

F3.2

PTO power and speed
PTO tunnel gear with generator

Although initial installation costs for a heat recovery plant are relatively high, these are recovered by fuel savings if maximum use is made of the steam output, i.e., electrical power and domestics, space heating, heating of tank, fuel and water.

Generator speed [rpm]

1000, 1200, 1500, 1800 700

Power [kWe]

1200 1800 *1)

F2

Waste heat recovery
Remark: *1) Higher powers on request

Before any decision can be made about installing a waste heat recovery system (see figure F1) the steam and electrical power available from the exhaust gas is to be established. For more information see chapter J ‘winGTD – the General Technical Data’.

Table F1

PTO power and speed

Another alternative is a shaft generator.

F3

Power take off (PTO)

Main-engine driven generators are an attractive option when consideration is given to simplicity of operation and low maintenance costs. The generator is driven through a tunnel PTO gear with frequency control provided by thyristor invertors or constant-speed gears. The tunnel gear is mounted at the intermediate propeller shaft. Positioning the PTO gear in that area of the ship depends upon the amount of space available.

F3.1

Arrangements of PTO

Figure F2 illustrates various arrangements for PTO with generator. If your particular requirements are not covered, please do not hesitate to contact our representative or Wärtsilä Switzerland Ltd, Winterthur, directly.
T1
T

T2
T

T3

T1–T3 Tunnel gear T Thyristor bridge

Controllable-pitch propeller Generator

F10.5231

Fig. F2

Tunnel PTO gear

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Wärtsilä Switzerland Ltd

RT-flex96C

Engine Selection and Project Manual

J.

winGTD – General Technical Data

J1

Included CD-ROM

Plesae note: CD-ROM is at the present not available. Please ask WCH.

J1.1 J1.1.1

Installation of winGTD and EnSel System requirements

winGTD and EnSel requires the following minimum software and hardware: – – – – Microsoft Windows 9x/NT 16 MB of RAM 20 MB free hard disk space CD-ROM drive
Fig. J1 winGTD: Selection of engine window

J1.1.2

Installation

Use the following procedure to install winGTD or EnSel: 1. Insert CD-ROM. 2. Follow the on-screen instructions. When the installation is complete, a message confirms that the installation was successful.

The installed CD-ROM contains only the engine types presented in this ESPM. Double-click on selected engine type or click the ‘Select’ button to access the main window (fig. J2) and select the particular engine according to the number of cylinders (eg. Sulzer 8RT-flex96C).

J1.2.2

Data input

J1.1.3

Changes to previous versions of winGTD

In the main window (fig. J2) enter the desired power and speed to specify the engine rating. The rating point must be within the rating field. The shaft power can either be expressed in units of kW or bhp.

The amendments and how this version differs from previous versions are explained in the file ‘Readme.txt’ located in the winGTD directory on the CD-ROM.

J1.2 J1.2.1

Using winGTD Start

After starting winGTD by double-clicking winGTD icon, click on ‘Start new Project’ button on ‘Welcome’ screen and specify desired engine type in appearing window (fig. J1):

Fig. J2

winGTD: Main window

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Engine Selection and Project Manual J.

RT-flex96C

winGTD – General Technical Data

Further input parameters can be entered in subpanels to be accessed by clicking on tabs ‘Engine Spec.’ (eg. for turbocharger selection), ‘Cooling’, ‘Lub. Oil’, ‘Fuel Oil’, ‘Starting Air’ or ‘Exhaust Gas’ relating to the relevant ancillary systems.

J1.2.3

Output results

Clicking the ‘Start Calculation’ button (fig. J2) initiates the calculation with the chosen data to determine the temperatures, flows of lubricating oil and cooling water quantities. Firstly the ‘Engine performance data’ window (fig. J3) is displayed on the screen. To see further results, click the appropriate button in the tool bar or click the ‘Show results’ menu option in the menu bar. To print the results click the button or click the button for export to a ASCII file, both in the tool bar.

Fig. J4

winGTD: Two-stroke engine propulsion

The calculation is carried out with all the relevant design parameters (pump sizes etc.) of the ancillaries set at design conditions.

J1.2.5

Saving a project

To save all data belonging to your project choose ‘Save as...’ from the ‘File’ menu. A windows ’Save as...’ dialogue box appears. Type a project name (winGTD proposes a threecharacter suffix based on the program you have selected) and choose a directory location for the project. Once you have specified a project name and selected the desired drive and directory, click the ‘Save’ button to save your project data.

Fig. J3

winGTD: General technical data

J1.3

EnSel program

J1.2.4

Service conditions

Click the button ‘Service Conditions’ in the main window (fig. J2) to access the option window (fig. J4) and enter any ambient condition data deviating from design conditions.

EnSel helps in selecting the most suitable diesel engine for a given project. EnSel presents a list of all SULZER diesel engines which fulfil your power and speed demands and provides for each arrangement selected the engine performance data (BSFC, BSEF and tEaT), engine dimensions and masses.

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Engine Selection and Project Manual

B.

Considerations on engine selection

B1

Introduction
Engine power % [R1] R1
100

Selecting a suitable main engine to meet the power demands of a given project involves proper tuning in respect of load range and influence of operating conditions which are likely to prevail throughout the entire life of the ship. This chapter explains the main principles in selecting a Sulzer RT-flex lowspeed diesel engine. Every engine has a layout field within which the combination of power and speed (= rating) can be selected. Contrary to the ‘layout field’, the ‘load range’ is the admissible area of operation once the CMCR has been determined. In order to define the required contract maximum continuous rating (CMCR), various parameters need to be considered such as propulsive power, propeller efficiency, operational flexibility, power and speed margins, possibility of a main-engine driven generator, and the ship’s trading patterns. Selecting the most suitable engine is vital to achieving an efficient cost/benefit response to a specific transport requirement.

Rx2

Rx1
Rating line fulfilling a ship’s power requirement for a constant speed

R3
90
Nominal propeller characteristic 2 1

80

70

R4
90 95

R2 Engine speed % [R1]
100

85

B2

Layout field
F10.4995

The contract maximum continuous rating (Rx) may be freely positioned within the layout field for that engine. Fig. B1 Layout field of the Sulzer RT-flex96C engine.

The layout field shown in figure B1 is the area of power and engine speed. In this area the contract maximum continuous rating of an engine can be positioned individually to give the desired combination of propulsive power and rotational speed. Engines within this layout field will be tuned for maximum firing pressure and best efficiency. Experience over the last years has shown that engines are ordered with CMCR-points in the upper part of the layout field only.

The engine speed is given on the horizontal axis and the engine power on the vertical axis of the layout field. Both are expressed as a percentage (%) of the respective engine’s nominal R1 parameters.

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Engine Selection and Project Manual B.

RT-flex96C

Considerations on engine selection

Percentage values are being used so that the same diagram can be applied to various engine models. The scales are logarithmic so that exponential curves, such as propeller characteristics (cubic power) and mean effective pressure (mep) curves (first power), are straight lines. The layout field serves to determine the specific fuel oil consumption, exhaust gas flow and temperature, fuel injection parameters, turbocharger and scavenge air cooler specifications for a given engine. Calculations for specific fuel consumption, exhaust gas flow and temperature after turbine are explained in further chapters.

Rating points Rx can be selected within the entire layout field to meet the requirements of each particular project. Such rating points require specific engine adaptations.

B2.2

Influence of propeller revolutions on the power requirement

At constant ship speed and for a given propeller type, lower propeller revolutions combined with a larger propeller diameter increase the total propulsive efficiency. Less power is needed to propel the vessel at a given speed. The relative change of required power in function of the propeller revolutions can be approximated by the following relation:
Px 2 Px 1 + N 2 N 1
a

B2.1

Rating points R1, R2, R3 and R4

The rating points (R1, R2, R3 and R4) for the Sulzer RT-flex engines are the corner points of the engine layout field (figure B1). The point R1 represents the nominal maximum continuous rating (MCR). It is the maximum power/speed combination which is available for a particular engine. The point R2 defines 100 per cent speed, and 70 percent power of R1. The point R3 defines 90 per cent speed and 90 percent power of R1. The connection R1–R3 is the nominal 100 per cent line of constant mean effective pressure of R1. The point R4 defines 90 per cent speed and 70 per cent power of R1. The connection line R2–R4 is the line of 70 per cent power between 90 and 100 per cent speed of R1.

Pxj = Propulsive power at propeller revolution Nj. Nj = Propeller speed corresponding with propulsive power Pxj. α = 0.15 for tankers and general cargo ships up to 10 000 dwt. = 0.20 for tankers, bulkcarriers from 10 000 dwt to 30 000 dwt. = 0.25 for tankers, bulkcarriers larger than 30 000 dwt. = 0.17 for reefers and container ships up to 3000 TEU. = 0.22 for container ships larger than 3000 TEU.

This relation is used in the engine selection procedure to compare different engine alternatives and to select optimum propeller revolutions within the selected engine layout field. Usually, the selected propeller revolution depends on the maximum permissible propeller diameter. The maximum propeller diameter is often determined by operational requirements such as: • Design draught and ballast draught limitations. • Class recommendations concerning propeller/hull clearance (pressure impulse induced by the propeller on the hull).

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RT-flex96C

Engine Selection and Project Manual

B.

Considerations on engine selection

The selection of main engine in combination with the optimum propeller (efficiency) is an iterative procedure where also commercial considerations (engine and propeller prices) play a great role. According to the above approximation, when a required power/speed combination is known – for example point Rx1 as shown in figure B1 – a CMCR-line can be drawn which fulfils the ship’s power requirement for a constant speed. The slope of this line depends on the ship’s characteristics (coefficient α). Any other point on this line represents a new power/speed combination, for example Rx2, and requires a specific propeller adaptation.

The relation between absorbed power and rotational speed for a fixed-pitch propeller can be approximated by the following cubic relation:
P2 P1 + N2 N1 in which Pi = propeller power Ni = propeller speed
3

The propeller curve without sea margin is often called the ‘light running curve’. The nominal propeller characteristic is a cubic curve through the CMCR-point. (For additional information, refer to section B3.4 ‘light running margin’.)

B3.2 B3 Load range

Sea trial power

The load range diagram shown in figure B2 defines the power/speed limits for the operation of the engine. Percentage values are given as explained in section B2, in practice absolute figures might be used for a specific installation project.

The sea trial power must be specified. Figure B2 shows the sea trial power to be the power required for point ‘B’ on the propeller curve. Often and alternatively the power required for point ‘A’ on the propeller curve is referred to as ‘sea trial power’.
Engine power [%Rx]
110

B3.1

Propeller curves

CMCR (Rx)
100

In order to establish the proper location of propeller curves, it is necessary to know the ship’s speed to power response. The propeller curve without sea margin is for a ship with a new and clean hull in calm water and weather, often referred to as ‘trial condition’. The propeller curves can be determined by using full scale trial results of similar ships, algorithms developed by maritime research institutes or model tank results. Furthermore, it is necessary to define the maximum reasonable diameter of the propeller which can be fitted to the ship. With this information and by applying propeller series such as the ‘Wageningen’, ‘SSPA’ (Swedish Maritime Research Association), ‘MAU’ (Modified AU), etc., the power/speed relationships can be established and characteristics developed.

95 90

Sea trial power

D B

10% EM/OM

80 78.3 70

15% SM A Engine load range

60

50 3.5% LR

propeller curve without SM
40 65 70 80 90 95

100 104

Engine speed [%Rx]

EM engine margin OM operational margin
F10.5248

SM sea margin LR light running margin

Fig. B2

Load range limits of an engine corresponding to a specific rating point Rx

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B3.3

Sea margin (SM)

Engine power [%Rx]

CMCR (Rx)

The increase in power to maintain a given ship’s speed achieved in calm weather (point ‘A’ in figure B2) and under average service condition (point ‘D’), is defined as the ‘sea margin’. This margin can vary depending on owner’s and charterer’s expectations, routes, season and schedules of the ship. The location of the reference point ‘A’ and the magnitude of the sea margin are determined between the shipbuilder and the owner. They form part of the newbuilding contract. With the help of effective antifouling paints, drydocking intervals have been prolonged up to 4 or 5 years. Therefore, it is still realistic to provide an average sea margin of about 15 per cent of the sea trial power, refer to figure B2, unless as mentioned above, the actual ship type and service route dictate otherwise.

100
10% EM/OM

90

D B
15% SM 5% LR

78.3 A

a

propeller curve without SM

Engine speed [%Rx]

100
F10.3148

EM engine margin OM operational margin

SM sea margin LR light running margin

B3.4

Light running margin (LR)

Fig. B3

Load diagram for a specific engine showing the corresponding power and speed margins

The sea trial performance (curve ‘a’) in figure B3 should allow for a 3 to 7 per cent light running of the propeller when compared to the nominal propeller characteristic (the example in figure B3 shows a light running margin of 5 per cent). This margin provides a sufficient torque reserve whenever full power must be attained under unfavourable conditions. Normally, the propeller is hydrodynamically optimized for a point ‘B’. The trial speed found for ‘A’ is equal to the service speed at ‘D’ stipulated in the contract at 90 per cent of CMCR. The recommended light running margin originates from past experience. It varies with specific ship designs, speeds, drydocking intervals, and trade routes. Please note: it is the shipbuilder’s responsibility to determine the light running margin large enough so that, at all service conditions, the load range limits on the left side of nominal propeller characteristic line are not reached (see section B3.6 and figure B4).

Assuming, for example, the following: • Drydocking intervals of the ship 5 years. • Time between overhauls of the engine 2 years or more. • Full service speed must be attainable, without surpassing the torque limit, under less favourable conditions and without exceeding 100 per cent mep. Therefore the ‘light running margin’ required will be 5 to 6 per cent. This is the sum of the following factors: 1. 1.5–2% influence of wind and weather with an adverse effect on the intake water flow of the propeller. Difference between Beaufort 2 sea trial condition and Beaufort 4–5 average service condition. For vessels with a pronounced wind sensitivity, i.e. containerships or car carriers this value will be exceeded.

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2. 1.5–2% increase of ship’s resistance and mean effective wake brought about by: • Rippling of hull (frame to frame). • Fouling of local, damaged areas, i.e. boot top and bottom of the hull. • Formation of roughness under paint. • Influence on wake formation due to small changes in trim and immersion of bulbous bow, particularly in the ballast condition. 3. 1% frictional losses due to increase of propeller blade roughness and consequent drop in efficiency, e.g. aluminium bronze propellers: • New: surface roughness = 12 microns. • Aged: rough surface but no fouling = 40 microns. 4. 1% as: • • • • • deterioration in engine efficiency such

‘D’ or ‘Di’ (in our example 5 per cent) and then along the nominal propeller characteristic to obtain the CMCR-point. In the examples, the engine power at point ‘B’ was chosen to be at 90 per cent and 85 per cent respectively.

B3.5.1

Continuous service rating (CSR=NOR=NCR)

Point ‘A’ represents power and speed of a ship operating at contractual speed in calm seas with a new clean hull and propeller. On the other hand, the same ship at the same speed requires a power/speed combination according to point ‘D’, shown in figure B2 and B3, under service condition with aged hull and average weather. ‘D’ is then the CSR-point.

B3.5.2
Fouling of scavenge air coolers. Fouling of turbochargers. Condition of piston rings. Fuel injection system (condition and/or timing). Increase of back pressure due to fouling of the exhaust gas boiler, etc.

Contract maximum continuous rating (CMCR = Rx)

B3.5

Engine margin (EM) or operational margin (OM)

By dividing, in our example, the CSR (point D) by 0.90, the 100 per cent power level is obtained and an operational margin of 10 per cent is provided (see figures B2 and B3). The found point Rx, also designated as CMCR, can be selected freely within the layout field defined by the four corner points R1, R2, R3 and R4 (see figure B1).

B3.6
Most owners specify the contractual ship’s loaded service speed at 85 to 90 per cent of the contract maximum continuous rating. The remaining 10 to 15 per cent power can then be utilized to catch up with delays in schedule or for the timing of drydocking intervals. This margin is usually deducted from the CMCR. Therefore, the 100 per cent power line is found by dividing the power at point ‘D’ by 0.85 to 0.90. The graphic approach to find the level of CMCR is illustrated in figures B2 and B3. In the examples two current methods are shown. Figure B2 presents the method of fixing point ‘B’ and CMCR at 100 per cent speed thus obtaining automatically a light running margin B–D of 3.5 per cent. Figures B3 and B5 show the method of plotting the light running margin from point ‘B’ to point

Load range limits

Once an engine is optimized at CMCR (Rx), the working range of the engine is limited by the following border lines, refer to figure B4: Line 1 is a constant mep or torque line through CMCR from 100 per cent speed and power down to 95 per cent power and speed.

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Line 2 is the overload limit. It is a constant mep line reaching from 100 per cent power and 93.8 per cent speed to 110 per cent power and 103.2 per cent speed. The latter one is the point of intersection between the nominal propeller characteristic and 110 per cent power. Line 3 is the 104 per cent speed limit where an engine can run continuously. For Rx with reduced speed (NCMCR ≤ 0.98 NMCR) this limit can be extended to 106 per cent, however, the specified torsional vibration limits must not be exceeded. Line 4 is the overspeed limit. The overspeed range between 104 (106) and 108 per cent speed is only permissible during sea trials if needed to demonstrate the ship’s speed at CMCR power with a light running propeller in the presence of authorized representatives of the engine builder. However, the specified torsional vibration limits must not be exceeded. Line 5 represents the admissible torque limit and reaches from 95 per cent power and speed to 45 per cent power and 70 per cent speed. This represents a curve defined by the equation:
P2 P1 + N2 N1
2.45

Line 6 is defined by the equation:
P2 P1 + N2 N1
2.45

through 100 per cent power and 93.8 per cent speed and is the maximum torque limit in transient conditions. The area above line 1 is the overload range. It is only allowed to operate engines in that range for a maximum duration of one hour during sea trials in the presence of authorized representatives of the engine builder. The area between lines 5 and 6 and constant torque line (grey area of fig. B4) should only be used for transient conditions, i.e. during fast acceleration. This range is called ‘service range with operational time limit’.
Engine power [%Rx] CMCR (Rx)
110

Engine load range
100 1 95 90

2

10% EM/OM B 15% SM

Constant torque
80 78.3

D

A

4

70

3 60 6

When approaching line 5 , the engine will increasingly suffer from lack of scavenge air and its consequences. The area formed by lines 1 , 3 and 5 represents the range within which the engine should be operated. The area limited by the nominal propeller characteristic, 100 per cent power and line 3 is recommended for continuous operation. The area between the nominal propeller characteristic and line 5 has to be reserved for acceleration, shallow water and normal operational flexibility.

50

5

propeller curve without SM
40 65 70 80 90

103.2

93.8

95

100 104 108

Engine speed [%Rx]

EM engine margin OM operational margin
F10.5249

SM sea margin LR light running margin

Fig. B4

Load range limits, with the load diagram of an engine corresponding to a specific rating point Rx

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B3.7

Load range with main-engine driven generator

The load range diagram with main-engine driven generator, whether it is a shaft generator (S/G) mounted on the intermediate shaft or driven through a power take off gear (PTO), is shown by curve ‘c’ in figure B5. This curve is not parallel to the propeller characteristic without main-engine driven generator due to the addition of a constant generator power over most of the engine load. In the example of figure B5, the main-engine driven generator is assumed to absorb 5 per cent of the nominal engine power. The CMCR-point is, of course, selected by taking into account the max. power of the generator.
Engine power [%Rx]

CMCR (Rx)

100
10% EM/OM

90 c 85

D
5% S/G

D’

B
15% SM 5% LR

73.9 A
PTO power

a

propeller curve without SM

100
EM engine margin OM operational margin
F10.3149

Engine speed [%Rx]

SM sea margin LR light running margin S/G shaft generator

Fig. B5

Load range diagram for an engine equipped with a main-engine driven generator, whether it is a shaft generator or a PTO-driven generator

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B4 B4.1

Ambient temperature consideration Engine air inlet: operating temperatures from 45°C to 5°C B4.2 Engine air inlet: arctic conditions at operating temp. below 5°C

Due to the high compression ratio, the Sulzer RTflex diesel engines do not require any special measures, such as pre-heating the air at low temperatures, even when operating on heavy fuel oil at part load or idling. The only condition which must be fulfilled is that the water inlet temperature to the scavenge air cooler must not be lower than 25°C. This means that: • When combustion air is drawn directly from the engine room, no pre-heating of the combustion air is necessary. When the combustion air is ducted from outside the engine room and the air temperature before the turbocharger does not fall below 5°C, no measures have to be taken.

Under arctic conditions the ambient air temperatures can meet levels below –50°C. If the combustion air is drawn directly from outside, these engines may operate over a wide range of ambient air temperatures between arctic condition and tropical (design) condition (45°C). To avoid the need of a more expensive combustion air preheater, a system has been developed that enables the engine to operate directly with cold air from outside. If the air inlet temperature drops below 5°C, the air density increases to such an extent that the maximum permissible cylinder pressure is exceeded. This can be compensated by blowing off a certain mass of the scavenge air through a blow-off device as shown in figure B6.
Engine
Turbocharger Air intake casing
Scavenge air cooler

The central fresh water cooling system permits the recovery of the engine’s dissipated heat and maintains the required scavenge air temperature after the scavenge air cooler by re-circulating part of the warm water to the scavenge air cooler. The scavenge air cooling water inlet temperature is to be maintained at a minimum of 25°C. This means that the scavenge air cooling water will have to be pre-heated in the case of low power operation. The required heat is obtained from the lubricating oil cooler and the engine cylinder cooling.

Air filter

Blow-off valves

F10.1964

Fig. B6

Scavenge air system for arctic conditions

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There are up to three blow-off valves fitted on the scavenge air receiver. In case the air inlet temperature to the turbocharger is below 5°C the first blowoff valve vents. For each actuated blow-off valve, a higher suction air temperature is simulated by reducing the scavenge air pressure which compensates the high air density. The second blow-off valve automatically vents as required to maintain the desired scavenge and firing pressures. Figure B7 shows the effect of the blow-off valves to the air flow, the exhaust gas temperature after turbine and the firing pressure.

Two blow-off One blow-off Blow-off valves closed normal operation valves open valve open

nm [kg/kwh] 0.6 0.4 0.2 0 Specific air consumption nt [°C] 0 –20 –40 –60 np [bar] 10 5 0 Exhaust gas temp.

Firing pressure

–50 –40 –30 –20 –10 0 10 20 30 40 [°C] Suction air temperature
F10.1965

Fig. B7

Blow-off effect at arctic conditions

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G.

Ancillary systems

G2 G2.1

Piping systems Cooling and pre-heating water systems Central fresh water cooling system
The cylinder cooling water outlet from the engine is thermostatically controlled by an automatic valve (012). A static pressure head is provided, thermal expansion allowed and water losses made up by the expansion tank (021, 022), to be installed as high as possible above the pump suction (014) to prevent ingress of air into the cooling system through the pump gland. The fresh water generator (020) is not to require more than 50 per cent of the heat dissipated from the cylinder cooling water at CMCR and is to be used at engine loads above 40 per cent only. In case more heat is required (up to 85%), an additional temperature control system is to be installed ensuring adequate control of the cylinder cooling water outlet temperature (information can be obtained from WCH). Correct treatment of the fresh water is essential for safe engine operation. Only totally demineralized water or condensate must be used as water and it must be treated with a suitable corrosion inhibitor to prevent corrosive attack, sludge formation and scale deposits in the system. No internally galvanized steel pipes should be used in connection with treated fresh water, since most corrosion inhibitors have a nitrite base. Nitrites attack the zinc lining of galvanized piping and create sludge.

G2.1.1

The cooling system of the RT-flex96C engine runs on either one of the following standard layout: – Central fresh water cooling system with singlestage scavenge air cooler and integrated HT circuit (see figure G4) or separate HT circuit (see figure G5). Central fresh water cooling system with twostage scavenge air cooler for heat recovery and integrated HT circuit (see fig. G6).

The scavenge air cooler consists of two cooler elements which either are connected in series as single-stage cooler or parallel as two-stage cooler, see illustration in fig D7. The cooler elements as well as the housing are similar for both cooling systems. The central fresh water cooling system showed in figures G4 to G6 reduces the amount of sea-water pipework and its attendant problems. This provides for improved cooling control. Optimizing central cooling results in lower overall running costs when compared with the conventional sea-water cooling system. The cooling medium for the cylinder water cooler is fresh water as well as for the central cooling system.

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Ancillary systems

Sea water pipes LT fresh water pipes HT fresh water pipes Balance pipes Ancillary equipment pipes Drain / overflow pipes Air vent pipes Control / feedback Pipes on engine / pipe connections
347.521

Remarks: *4) Only when pos. 015 is installed. *6) Depending on vibration, a flexible hose connection may be recommendable. Air vent pipes and drain valves where necessary. Air vent and drain pipes must be fully functional at all inclination angles of the ship at which the engine must be operational.

Note: For legend see table G7

Fig. G4

Central fresh water cooling system with single-stage scavenge air cooler and integrated HT circuit

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Ancillary systems

001 002 003 004 005 006 007 008 009 010 011 012 013 014 015 016 017 018 019 020 021 022 023 025 1 2 5 7 16

Main engine RT flex96C Low sea chest *1) High sea chest Sea water strainer Air vent (air vent pipe or equal venting system acc. to shipyard's design) Sea water circulating pump Central sea water cooler Automatic temperature control valve for LT circuit Temperature sensor of regulating system, min. temp. of SAC inlet: 25 °C Fresh water pump for LT circuit Lubricating oil cooler Automatic temperature control valve for HT circuit Temperature sensor of regulating system, constant temp. at engine outlet Cylinder cooling water pump for HT circuit Pre heating circulating pump (optional), capacity 10% from pump 014 *7) Heater for main engine (HT circuit) Air vent pipe (piping on engine, at free end or at driving end) Throttling disc (adjustable on engine, at free end or at driving end) Throttling disc *2) Fresh water generator Remarks: Cooling water expansion tank for LT circuit *1) If requested, two low sea chests are applicable. Cooling water expansion tank for HT circuit *2) When using a valve, lock in proper position to avoid mis Filling pipe / inlet chemical treatment *3) handling. Scavenge air cooler Cylinder cooling water inlet (at free end or at driving end) Cylinder cooling water outlet (at free end or at driving end) Scavenge air cooler, cooling water inlet *5) Scavenge air cooler, cooling water outlet and air vent *5) Cylinder cooling water air vent (at free end or at driving end) *3) Other designs like hinged covers, etc. are also possible. *5) The inlet and outlet pipes to SAC have to be designed to allow for engine thermal expansion, or expansion parts have to be fitted. *7) For guidance only, final layout according to actual engine pre heating requirements.

347.521

Table G7 Central fresh water cooling system with single-stage scavenge air cooler and integrated HT circuit

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Ancillary systems

Sea water pipes LT fresh water pipes HT fresh water pipes Balance pipes Ancillary equipment pipes Drain / overflow pipes Air vent pipes Control / feedback Pipes on engine / pipe connections
333.620c

Remarks: *4) Only when pos. 015 is installed. *6) Depending on vibration, a flexible hose connection may be recommendable. Air vent pipes and drain valves where necessary. Air vent and drain pipes must be fully functional at all inclination angles of the ship at which the engine must be operational.

Note: For legend see table G8

Fig. G5

Central fresh water cooling system with single-stage scavenge air cooler and separate HT circuit

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Ancillary systems

001 002 003 004 005 006 007 008 009 010 011 012 013 014 015 016 017 018 019 020 021 022 023 025 026 1 2 5 7 16

Main engine RT flex96C Low sea chest *1) High sea chest Sea water strainer Air vent (air vent pipe or equal venting system acc. to shipyard's design) Sea water circulating pump Central sea water cooler Automatic temperature control valve for LT circuit Temperature sensor of regulating system, min. temp. of SAC inlet: 25 °C Fresh water pump for LT circuit Lubricating oil cooler Automatic temperature control valve for HT circuit Temperature sensor of regulating system, constant temp. at engine outlet Cylinder cooling water pump for HT circuit Pre heating circulating pump (optional), capacity 10% from pump 014 *7) Heater for main engine (HT circuit) Air vent pipe (piping on engine, at free end or at driving end) Throttling disc (adjustable on engine, at free end or at driving end) Throttling disc *2) Fresh water generator Cooling water expansion tank for LT circuit Remarks: Cooling water expansion tank for HT circuit *1) If requested, two low sea chests are applicable. Filling pipe / inlet chemical treatment *3) *2) When using a valve, lock in proper position to avoid mis Scavenge air cooler handling. Cylinder cooling water cooler Cylinder cooling water inlet (at free end or at driving end) Cylinder cooling water outlet (at free end or at driving end) Scavenge air cooler, cooling water inlet *5) Scavenge air cooler, cooling water outlet and air vent *5) Cylinder cooling water air vent (at free end or at driving end) *3) Other designs like hinged covers, etc. are also possible. *5) The inlet and outlet pipes to SAC have to be designed to allow for engine thermal expansion, or expansion parts have to be fitted. *7) For guidance only, final layout according to actual engine pre heating requirements.

333.620c

Table G8 Central fresh water cooling system with single-stage scavenge air cooler and separate HT circuit

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Ancillary systems

Sea water pipes LT fresh water pipes HT fresh water pipes Balance pipes Ancillary equipment pipes Drain / overflow pipes Air vent pipes Control / feedback Pipes on engine / pipe connections
333.600

Remarks: *4) Only when pos. 015 is installed. *6) Depending on vibration, a flexible hose connection may be recommendable. Air vent pipes and drain valves where necessary. Air vent and drain pipes must be fully functional at all inclination angles of the ship at which the engine must be operational.

Note: For legend see table G9

Fig. G6

Central fresh water cooling system with two-stage scavenge air cooler and integrated HT circuit

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Ancillary systems

001 002 003 004 005 006 007 008 009 010 011 012 013 014 015 016 017 018 019 020 021 022 023 024 025 1 2 3 4 5 7 16

Main engine RT flex96C Low sea chest *1) High sea chest Sea water strainer Air vent (air vent pipe or equal venting system acc. to shipyard's design) Sea water circulating pump Central sea water cooler Automatic temperature control valve for LT circuit Temperature sensor of regulating system, min. temp. of SAC inlet: 25 °C Fresh water pump for LT circuit Lubricating oil cooler Automatic temperature control valve for HT circuit Temperature sensor of regulating system, constant temp. at engine outlet Cylinder cooling water pump for HT circuit Pre heating circulating pump (optional), capacity 5% from pump 014 *7) Heater for main engine (HT circuit) Air vent pipe (piping on engine, at free end or at driving end) Throttling disc (adjustable on engine, at free end or at driving end) Throttling disc *2) Fresh water generator Cooling water expansion tank for LT circuit Cooling water expansion tank for HT circuit Filling pipe / inlet chemical treatment *3) Remarks: Scavenge air cooler, LT *1) If requested, two low sea chests are applicable. Scavenge air cooler, HT Cylinder cooling water inlet (at free end or at driving end) Cylinder cooling water outlet (at free end or at driving end) Scavenge air cooler, cooling water inlet. HT *5) Scavenge air cooler, cooling water outlet and air vent, HT *5) Scavenge air cooler, cooling water inlet, LT *5) Scavenge air cooler, cooling water outlet and air vent, LT *5) Cylinder cooling water air vent (at free end or at driving end) *2) When using a valve, lock in proper position to avoid mis handling. *3) Other designs like hinged covers, etc. are also possible. *5) The inlet and outlet pipes to SAC have to be designed to allow for engine thermal expansion, or expansion parts have to be fitted. *7) For guidance only, final layout according to actual engine pre heating requirements.

333.600

Table G9 Central fresh water cooling system with two-stage scavenge air cooler and integrated HT circuit

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G2.1.2

Pre-heating system
Example for 8RT-flex96C – – – Estimated heating-up time: 6 h. Engine ambient temperature: 40 °C. Required engine temperature: 60 °C. From the graph in figure G7: • the approximate amount of heat per cylinder is 26 kW. • heater capacity required is 8  26 kW = 208 kW.
300 240 180

To prevent corrosive liner wear when not in service during short stays in port, it is important that the main engine is kept warm. Warming-through can be provided by a dedicated heater (016) as shown in figures G4 to G6 ‘Central fresh water cooling system’, using boiler raised steam, hot water from the diesel auxiliaries, or by direct circulation from the diesel auxiliaries. If the requirement is for a separate pre-heating pump, an additional non-return valve between the main pumps and the heater is to be installed. The appropriate value of the preheating pump’s capacity is indicated in tables G7 and G9. In addition, the pumps are to be electrically interlocked to prevent both pumps running at the same time. The operation of the heater is controlled by a separate temperature sensor installed at the engine outlet and the flow rate is set by a throttling disc. If the diesel auxiliaries are to be used to provide warming-through directly, it is important at the design stage to ensure that there is sufficient heat available and that cross-connecting pipework and isolating non-return valves are included. Before starting and operating the engine, a temperature of 60°C at the cylinder cooling water outlet of the main engine is recommended. To estimate the heater power capacity required to achieve 60°C, the heating-up time and the engine ambient temperature are the most important parameters. They are plotted on the graph shown in figure G7. To reach the required capacity per cylinder; this figure is multiplied by the number of cylinders to give the total heater capacity required.

Approx. heater capacity [kW/cyl]

10 20

80 60 50 40 30 30 20 40

10 1
F10.3717

1.5

2

3

4

5

6

8

50 10 12

Heating up time [h]

Fig. G7

Engine pre-heating power

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RT-flex96C

Engine Selection and Project Manual
Issue October 2004

Wärtsilä Switzerland Ltd PO Box 414 CH-8401 Winterthur Switzerland
E 2004 Wärtsilä Switzerland Ltd, Printed in Switzerland

Tel. +41 52 262 49 22 Fax +41 52 212 49 17 http://www.wartsila.com

This manual covers the following Sulzer diesel engines: The Sulzer RT-flex96C engines with the following MCR rating: – Power per cylinder – Speed 5720 kW 102 rpm 7780 bhp

This issue of the Engine Selection and Project Manual (ESPM) is the first edition covering the Sulzer 6–12RT-flex96C and 14RT-flex96C engines.

Attention is drawn to the following: a) b) c) d) All data are related to engines tuned for compliance with the IMO-2000 regulations. The engine performance data (BSFC, BSEF and tEaT) and other data can be obtained from the winGTD-program. The inclusion of information referring to IMO-2000 regulations. The inclusion of information referring to winGTD (version 2.8) and EnSel (version 4.3) on the CD-ROM included in this manual. The CD-ROM also contains the complete manual (ESPM).

Revision: Rev. 1 performed: February 23rd 2005

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H.

Engine management system

H1

Introduction
All those systems provide data bus connection to the ship automation to make specific data available wherever required and facilitate installation. Complete ship automation systems provided by one of the leading suppliers approved by Wärtsilä Switzerland offer the degree of integration demanded in modern shipbuilding while being perfectly adapted to the engine’s requirements. Applying a single supplier strategy for the entire ship automation shows many other advantages in terms of full responsibility, ease in operation and maintenance.

Developments in engine management systems (EMS) at Wärtsilä Switzerland Ltd are focussed on the latest trends in ship automation that tends to always higher integration levels. The standard electrical interface, designated DENIS-9520 (Diesel Engine CoNtrol and optImizing Specification), assures a perfect match with approved remote control systems, while the WECS-9520 (Wärtsilä Engine Control System) takes care of all RT-flex specific control functions. Computer based tools under the designation of the product family MAPEX (Monitoring and mAintenance Performance Enhancement with eXpert knowledge) enable ship-owners and operators to improve the operating economy of their diesel engines.

Remote Control

Alarm System

Safety System

Optimizing Functions

Engine Control

Engine Fitness Systems

Engine Operation Support

Spares & Maintenance Management Support & Tools

DENIS Family DENIS-1 DENIS-5 DENIS-6 DENIS-9520 RT-flex WECS-9520

MAPEX Engine Fitness Family
Operation Manual Service Bulletin Code Book MAPEX-SM Engine Parts Dataset CBM

SIPWA-TP MAPEX-PR MAPEX-TV MAPEX-AV

Maintenance Service Video Agreement

F10.4893

Fig. H1

EMS concept comprising DENIS, WECS and MAPEX modules

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Engine management system

RT-flex automation layout
Propulsion Control System
DENIS-9520 remote control specification
Alarm signals

Alarm and Monitoring System

Independent sub-systems:

Alarms Slow-downs

Telegraph system

Electronic speed control system

Remote control system

Command orders from RCS/spd ctrl.

CANopen to ECR manual control

Feedback signals from WECS

Signals for alarm and slow-down

2 x CANopen or Modbus

Connector for service access

Safety system

ECR Manual control panel

Alarm and slow-down signals

2 x Modbus

CANopen for service access

WECS alarm signals

Signals for control

Signals for safety

D E N I S - 9 5 2 0

E n g i n e
CANopen to LCP

S p e c i f i c a t i o n

E10, E20, etc. Control terminal boxes Sensors and actuators

E90 E25 Local control panel Local indications WECS shipyard interface box

E110, E120, etc. Alarm terminal boxes Alarm sensors

WECS-9520
WECS sensors and actuators

RT-flex diesel engine
F10.5322

Fig. H2

RT-flex automation layout

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Signals for alarm

Indications

RT-flex96C

Engine Selection and Project Manual

H.

Engine management system

H1.1

DENIS

H2 H2.1

DENIS-9520 General

The DENIS family contains specifications for the engine management systems of all modern types of Sulzer diesel engines. The diesel engine interface specification applicable for all current types of RT-flex engines is DENIS-9520.

H1.2

WECS

The concept of DENIS-9520 meets the requirements of increased flexibility and higher integration in modern ship automation and provides the following advantages for ship-owners, shipyards and engine builders: • Clear interface definition The well defined and documented interface results in a clear separation of the responsibilities between engine builder and automation supplier. It allows that authorised suppliers adapt their systems to Sulzer RT-flex engines with reduced engineering effort. The clear signal exchange simplifies troubleshooting. Approved propulsion control systems Propulsion control systems including remote control, speed control, safety and telegraph systems are available from suppliers approved by Wärtsilä Switzerland Ltd. This cooperation ensures that these systems fully comply with the specifications of the engine designer. Easy integration in ship management system Providing data bus communication between WECS, the propulsion control and the vessel’s alarm and monitoring system facilitates an easy integration of the various systems. The existing man–machine interface (MMI) of the vessel’s automation can therefore handle also the additional MMI functions attributed to the WECS. Ship automation from one supplier – Integrated solution Automation suppliers approved by Wärtsilä Switzerland Ltd can handle all ship board automation tasks. Complete automation systems from one supplier show advantages like easier engineering, standardisation, easier operation, less training, fewer spare parts, etc.

Under the designation of WECS-9520 Wärtsilä Switzerland provides a computerised control system for all RT-flex functions. As such it is a component of the RT-flex system and includes all necessary interfaces to the engine as well as to the remote control and electronic speed control system. With the same well proven engine control functions like the previous WECS-9500 it enhances the integration into the ship management system by providing data bus communication to all external systems.

H1.3

MAPEX

The products of the MAPEX family are designed to improve the engine’s efficiency through better management and planning and save money by making available the knowledge of our engine management specialists. For the further description of the MAPEX products please refer to section H4.

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The WECS-9520 is well suited to support this integrated automation concept by providing redundant data bus lines that deliver all necessary information for propulsion control, alarm / monitoring system and man–machine interface. The MMI of the WECS-9520 can provide additional features when using such an integrated solution. • Ship automation from different suppliers – Split solution In the case that propulsion control and alarm / monitoring systems are from different suppliers the WECS-9520 supports also such a split solution by providing two separate redundant data bus lines one each for propulsion control and alarm / monitoring system. MMI functions are then also split within propulsion control and alarm / monitoring system.

With the replacement of previous camshaftcontrolled function by the WECS-9520, the engine built control components are reduced to a minimum. Instrumentation is based on the conventional RTA engine with RT-flex-specific components added. • DENIS remote control specification This file contains the detailed functional specification of the remote control system. The intellectual property on this remote control specification remains with Wärtsilä Switzerland Ltd. Therefore this file is licensed to Wärtsilä Switzerland Ltd’s remote control partners only. These companies offer systems, built completely according to the engine designer’s specifications, tested and approved by Wärtsilä Switzerland Ltd.

DENIS-9520 describes the signal interface between the RT-flex engine including its flex engine control system (WECS) and the ship automation. The DENIS specification does not include any hardware. It summarises all the data exchanged and defines the control functions required by the engine. The DENIS specification is presented in two sets of documents: • DENIS engine specification This file contains the specification of the signal interface on the engine and is made accessible to engine builders and shipyards. It consists basically of the control diagram of the engine, the signal list including a minimum of functional requirements and gives all information related to the electrical wiring on the engine. It lists also the necessary alarm and display functions to be realised in the vessel’s alarm and monitoring system. The DENIS-9520 engine specification covers the engine-built components for control, alarm and indication.

H2.2

Propulsion control system

The propulsion control system is divided into the following sub-systems: • • • • Remote control system. Safety system. Electronic speed control system. Telegraph system.

Safety system and telegraph system work independently and are fully operative even with the remote control system out of order.

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Engine Selection and Project Manual

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Engine management system

H2.2.1

Approved propulsion control systems
trol and safety systems for their Sulzer RT-flex engines with each of the following leading marine automation suppliers:
Remote Control System Electronic Speed Control System

Wärtsilä Switzerland Ltd has an agreement concerning the development, production, sales and servicing of remote control, electronic speed conSupplier / Company
Kongsberg Marine Kongsberg Maritime AS P.O. Box 1009 N-3191 Horten Norway Nabtesco Corporation Nabtesco corp., Control Systems Division 2-2-21 Isogami dori Chuo-ku Kobe Tel. +81-78 251 8109 Japan Fax +81-78 251 8090 SAM Electronics GmbH / Lyngsø Marine SAM Electronics GmbH Behringstrasse 120 D-22763 Hamburg Germany Lyngsø Marine AS 2, Lyngsø Allé DK-2970 Hrøsholm Denmark

AutoChief C20
Tel. +47-330 41 436 Fax +47-330 42 250

DGS C20

M-800-III

MG-800 FLEX

Tel. +49-40 88 25 0 Fax +49-40 88 25 4116

DMS2100i

EGS2000RTf

Tel. +45 45 16 62 00 Fax +45 45 16 62 62

Table H1 Suppliers of remote control systems and electronic speed control systrems

Modern remote control systems consist of electronic modules and operator panels for display and order input for engine control room and bridge. The different items normally communicate via serial bus connections. The engine signals described in the DENIS-9520 specification are usually connected via the terminal boxes on the engine to the electronic modules placed in the engine control room. These electronic modules are in most cases built to be located either inside the ECR console or in a separate cabinet to be located in the ECR. The operator panels are to be inserted in the ECR console’s surface. Kongsberg Maritime has designed the electronic modules of the AutoChief C20 propulsion control system in a way that they can be mounted directly

on the main engine. In this case the electronic modules for remote control, safety and speed control system are located in the same boxes used as terminal boxes for any other propulsion control system. This facilitates to commission and test the complete propulsion control system already at the engine maker’s testbed. The wiring at the shipyard is then limited to a few power cables and bus communication wires whereas the conventional arrangement requires more cables between the terminal boxes on the engine and the electronic modules of the remote control system in the engine control room. These boxes with the electronic modules are part of the propulsion control system scope of supply and shall be delivered to the engine builder for mounting on the engine.

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Engine management system

Remote control system

Bridge wing (option)

Bridge

Bridge wing (option)

Control room

Remote control, Safety and Electronic speed control

Ship alarm system

Engine room

WECS-9520 flex engine control system

Local panel

RT-flex engine

F10.5065

Fig. H3

DENIS-9520 remote control system layout

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Engine management system

H2.2.2

Functions of the propulsion control system

Electronic speed control system • • • Keeps engine speed at the set point given by the remote control system. Sends fuel command to the WECS-9520. Limits fuel amount in function of charge air and measured speed for proper engine protection.

Approved propulsion control systems comprise the following independent sub-systems: Remote control system Main functions: • • • • • • • • Start, stop, reversing. Cylinder pre-/post-lubrication. Automatic slow turning. Auxiliary blower control. Control transfer. Speed setting. Automatic speed programme. Load-dependent cylinder lubrication CLU-3.

Wärtsilä Switzerland has always requested that remote control systems and speed control systems of the same supplier are applied, in order to avoid compatibility problems and increased engineering efforts. Traditionally the electronic speed control system was considered as a part of the main engine and was therefore usually delivered together with the engine. With the introduction of WECS-9520 and DENIS-9520, the electronic speed control system is assigned to the propulsion control system and therefore shall be delivered together with the corresponding remote control system and further components of the propulsion control package by the party responsible for the complete propulsion control system, i.e. in most cases the shipyard. The details regarding system layout, mechanical dimensions of components as well as the information regarding electrical connections has to be taken from the technical documentation of the respective supplier. Safety system Main functions: • • • • Emergency stop functions. Overspeed protection. Automatic shut-down functions. Automatic slow-down functions.

Indications: The remote control system is delivered with control panels for local, control room and bridge control, including all necessary order input elements and indications e.g. push buttons/switches and indication lamps or alternatively a respective display. The following instruments for remote indication in the control room are specified in the DENIS-9520 standard as a minimum: • • • • • • • Starting air pressure. Engine speed. Revolution counter. Running hour counter. Load indicator. Turbocharger speed. Scavenge air pressure in air receiver.

The following instruments for remote indication on the bridge are specified in the DENIS-9520 standard as a minimum: • • Starting air pressure. Engine speed.

Telegraph system • Order communication between different control locations.

In addition to those indications, common for RTA and RT-flex engines, the remote control system applied to the RT-flex engine includes display of the most important values of the flex engine control system (WECS) like fuel pressure, servo oil pressure etc.

ECR manual control panel A manual control panel delivered together with the propulsion control system and fitted in the ECR console allows to operate the engine manually and

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independently from the remote control system. The functions of the ECR manual control are equal to the control function on the local control panel at the engine side. Local manual control Local manual control of the engine is performed from a control panel located on the engine. This panel includes elements for manual order input

and indication for safety system, telegraph system and WECS-9520. The local control box with the local manual control panel is included in the package delivered by approved remote control system suppliers. Options • • Bridge wing control. Order recorder.

H2.2.3

Recommended manoeuvring characteristics

Recommended values for the manoeuvring positions are given in figure H4.

F10.1972

Fig. H4

Recommended manoeuvring characteristics

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Engine management system

H2.3 H2.3.1

Interface to alarm and monitoring systems General layout – operator interface OPI
have to be delivered to the engine builder for mounting to the engine and connection of the sensors. Commissioning and testing of the complete set of alarm signals already at the engine maker’s testbed is thus facilitated and the wiring at the shipyard is limited to a few power cables and bus communication. Split solution Propulsion control system and alarm / monitoring system from different suppliers: The propulsion control system is connected through one redundant bus line (CANopen or Modbus, depending on automation maker) to the WECS. For the separate alarm and monitoring system an additional redundant Modbus connection is available. Also the operator interface is then split in this case: • Changing of parameters accessible to the operator and display of parameters relevant for the engine operation is included in the remote control system. • The alarm / monitoring system has to include: – Display of some flex system indications, like e.g. fuel pressure, servo oil pressure etc. – Display of the flex system alarms provided by the WECS. • WCH provides modbus lists specifying the display values and alarm conditions as part of the DENIS engine specification. Requirements for any alarm and monitoring system to be applied in a split solution: • Possibility to read values from a redundant Modbus line according to standard Modbus RTU protocol. • Ability to display analogue flex system values (typically 20 values) and add alarm values provided from WECS to the standard alarm list (100–200 alarms depending on engine type and number of cylinders).

On a conventional RTA engine, hardwired signals from alarm sensors mounted to the engine had to be connected to the vessel’s alarm and monitoring system. On a RT-flex engine, basically the same alarm sensors are available. Additional sensors with hardwired connection are fitted to monitor RT-flex specific circuits of the engine. In addition to that, the flex engine control system (WECS) provides alarm values and analogue indications via data bus connection to the ship’s alarm and monitoring system as part of the operator interface of the RT-flex engine. Connection from the WECS-9520 to the engine automation can be made in two ways (refer to figure H5). Integrated solution Propulsion control system and alarm / monitoring system from same supplier: This allows to connect both propulsion control system and alarm / monitoring system through one redundant bus line only (CANopen or Modbus, depending on automation maker) to the WECS-9520. With this integrated solution an extended presentation of relevant parameters is possible as well as a comfortable access to changeable user parameters taking full profit of the graphical user interface functions available in the alarm and monitoring system. A further step in integration is possible when using a DataChief C20 alarm and monitoring system of Kongsberg Maritime. In this case also all the conventional sensors and the additional flex sensors can be connected via data bus lines. The design allows that the data acquisition units are mounted directly on the engine in the same boxes used as terminal boxes for any other alarm and monitoring system. These boxes which are part of the alarm and monitoring system usually provided by the shipyard

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Integrated solution Propulsion Control and Alarm and Monitoring System from same suppliers
Sensors and actuators for control
E10 E20 E25

Propulsion Control System
2 x CANopen or Modbus

WECS-9520

E90

Flex sensors for alarm Standard sensors for alarm

E130

Alarm and Monitoring System

E110 E120

Integrated solution Propulsion Control and Alarm and Monitoring System from Kongsberg
Sensors and actuators for control
E10 E20 E25

2 x CANopen

Propulsion Control System

WECS-9520

E90

Flex sensors for alarm Standard sensors for alarm

E130

Alarm and Monitoring System
2 x CANopen

E110 E120.1 E120.2

Split solution Propulsion Control and Alarm and Monitoring System from different suppliers
Sensors and actuators for control
E10 E20 E25

Propulsion Control System
2 x CANopen or Modbus

WECS-9520

E90

2 x Modbus

Flex sensors for alarm Standard sensors for alarm

E130

Alarm and Monitoring System

E110 E120

F10.5323

Fig. H5

Integrated/split solution

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Engine management system

H2.3.2

Alarm sensors and safety functions
The exact extent of delivery of alarm and safety sensors has to cover the requirements of the respective classification society, Wärtsilä Switzerland Ltd, the shipyard and the owner. The sensors delivered with the engine are basically connected to terminal boxes mounted on the engine. Signal processing has to be performed in a separate alarm and monitoring system usually provided by the shipyard.

The classification societies require different alarm and safety functions, depending on the class of the vessel and its degree of automation. These requirements are listed together with a set of sensors defined by Wärtsilä Switzerland Ltd in tables H2 to H4 “Alarm and safety functions of Sulzer RT-flex96C marine diesel engines”. The time delays for the slow-down and shut-down functions given in tables H2 to H4 are maximum values. They may be reduced at any time according to operational requirements. When decreasing the values for the slow-down delay times, the delay times for the respective shut-down functions are to be adjusted accordingly. The delay values are not to be increased without written consent of Wärtsilä Switzerland Ltd. Included in the standard scope of supply are the minimum of safety sensors as required by WCH for attended machinery space (AMS). If the option of unattended machinery space (UMS) has been selected the respective sensors according to Wärtsilä Switzerland Ltd’s requirement have to be added. There are also some additional sensors defined for the monitoring of flex system specific engine circuits.

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Engine management system

Alarm and safety functions for RT-flex96C engines
Function Level Physical unit Medium Location Signal No.

Values
max. allowable time delay [sec.]

min. WCH requirements add. to AMS for UMS

Request of classification societies for UMS IACS MRS ABS BV GL LR PRS
A A A B B

Setting

Cylinder cooling water

Pressure Engine inlet

PT1101A

ALM SLD

L L L L H H L L H H L L H L L H L L L LL H H L L L H F H H H H H H H H H H H F H H L H L L

3.0 bar 2.8 bar 2.5 bar 70 °C 95 °C 97 °C 3.0 bar 2.5 bar 120 °C 125 °C 2.0 bar 25 °C 57 °C 1.0 bar 25 °C 76 °C 4.8 bar 4.6 bar 4.4 bar 4.1 bar 50 °C 55 °C 10 bar *2) 9 bar *2) 3.8 bar 6.5 bar – max. 50 bar max. 65 °C 65 °C 70 °C 85 °C 65 °C 65 °C – – – 80 °C 85 °C no flow 0.6 bar no flow no flow

0 60 60 0 0 60 0 60 0 60 0 0 0 0 0 0 0 60 60 10 0 60 0 60 0 0 0 0 0 0 0 0 60 60 0 0 0 60 0 0 60 15 15 – – A A B B A A B B A A B B A A B B A A B B A A B B A A B B A A B B A A B B A A B B A A A A A A A A A A

PS1101S Temp. Engine inlet Outlet each cylinder Scavenge air cooling water fresh water, two-stage *1) HT circuit Temp. Outlet cooler Pressure Inlet cooler TE1111A TE1121-34A

SHD ALM ALM SLD

PT1301A

ALM SLD

TE1331-34A ALM SLD

Pressure Inlet cooler LT circuit Temp. Inlet cooler Outlet cooler Scavenge air cooling water fresh water, single-stage *1) Main bearing oil Pressure Inlet cooler Temp. Inlet cooler Outlet cooler Pressure Supply

PT1361A TE1371A

ALM ALM

TE1381-84A ALM PT1361A TE1371A ALM ALM

TE1381-84A ALM PT2001A ALM SLD PS2001S PS2002S SHD SHD ALM SLD

Temp.

Supply

TE2011A

Crosshead bearing oil

Pressure Supply

PT2021A

ALM SLD

Servo oil

Pressure Pump inlet

PT2051A

ALM ALM

Failure Oil leakage monitoring Level Control oil leakage monitoring Main bearing oil Thrust bearing oil

Automat. filter XS2053A Supply unit LS2055A PT2083A LS2085A

ALM ALM ALM ALM

Pressure Supply unit Level Temp. Temp. Supply unit Outlet Outlet

TE2101-17A ALM TE2121A ALM SLD TS2121S SHD

Crank bearing oil Crosshead bearing oil Oil mist concentration

Temp. Temp. Concentration Failure

Outlet Outlet Crankcase

TE2201-14A ALM TE2301-14A ALM AS2401A AS2401S ALM SLD ALM

Detection unit

XS2411A

Piston cooling oil

Temp.

Outlet each TE2501-14A ALM cylinder *3) TE2501-14S SLD Inlet each cyl. FS2521-34S SHD

Flow

Diff.press. Inlet each cyl. PS2541-54S SHD Flow Outlet each cylinder *4) ALM SLD

Table H2 Alarm and safety functions of Sulzer RT-flex96C marine diesel engines

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for AMS

add. flex signals

Wärtsilä Switzerland Ltd

RINA

CCS

DNV

KR

NK

RT-flex96C

Engine Selection and Project Manual

H.

Engine management system

Alarm and safety functions for RT-flex96C engines
Function Level Physical unit Medium Location Signal No.

Values
max. allowable time delay [sec.]

min. WCH requirements add. to AMS for UMS

Request of classification societies for UMS IACS MRS ABS BV GL LR PRS
D C

Setting

Turbocharger bearing oil

Pressure Inlet each TC PT2611-14A *7) *8)

ALM SLD

L L L H H L L L H H H H L L L L L L L D H L H H H H L L H D H D H H H H L H H H H H H H H

1.0 bar 0.8 bar 0.6 bar 110 °C 120 °C 0.7 bar 0.6 bar 0.4 bar 85 °C 95 °C 80 °C 85 °C 1.0 bar 1.7 bar 1.7 bar no flow no flow no flow min. –15 °C 17 cST 12 cST max. max. max. max. 7 bar 60–120°C 515 °C $ 50 °C 530 °C $ 70 °C 515 °C 530 °C 480 °C 500 °C 25 °C 60 °C 70 °C 80 °C 120 °C max. max. max. max.

5 60 5 0 60 5 60 5 0 60 0 60 0 60 60 30 30 60 – 30 0 0 0 0 0 0 0 0 0 0 60 60 0 60 0 60 0 0 60 0 60 0 60 0 60 K K K K I I I K K K K I I H C C C C C C C E F C E F G H C C E F G C D D D D D D D D D D D

ABB TPL Temp. *7)

Inlet each TC PS2611-14S SHD Outlet TC TE2601-04A ALM SLD ALM SLD

Pressure Inlet each TC PT2611-14A

MHI MET Temp.

Inlet each TC PS2611-14S SHD Outlet TC TE2601-04A ALM SLD

additional requirement Temp. when separate oil supply Geislinger damper oil Axial damper (detuner) oil

Inlet TC

TE2621A

ALM SLD

Pressure Casing inlet Pressure

PT2711A

ALM ALM ALM

aft side PT2721A Damp. chamber fore side PT2722A

Cylinder lubricating oil

Flow

Cylinder inlet

FS3101-14A ALM FE3101-14A ALM FS3100S SLD ALM

Level Fuel oil Temp.

Cyl.lub.oil pump

LS3125A

Fuel pump outlet TE3431-38A ALM ALM ALM LS3426A LS3444-45A LS3446A LS3447A PT3421A TE3411A TT3701-14A ALM ALM ALM ALM ALM ALM ALM ALM SLD SLD before each turbocharger after each turbocharger TT3721-24A ALM SLD TT3731-34A ALM SLD TE4031-34A ALM ALM SLD

Viscosity before supply unit Leakage Level Supply unit Rail unit Fuel pipe Fuel pipe Pressure before supply unit Temp. Exhaust gas Temp. after each cylinder

Scavenge air

Temp.

after each cooler *6)

Temp.

each piston underside Water separator before each water separ.

TE4081-94A ALM SLD LS4071-74A ALM SLD LS4075-78A ALM SLD

*5)

Condensation water

Level

Table H3 Alarm and safety functions of Sulzer RT-flex96C marine diesel engines

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add. flex signals

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CCS

DNV

KR

NK

Engine Selection and Project Manual H.

RT-flex96C

Engine management system

Alarm and safety functions for RT-flex96C engines
Function Level Physical unit Medium Location Signal No.

Values
max. allowable time delay [sec.]

min. WCH requirements add. to AMSfor UMS

Request of classification societies for UMS IACS MRS ABS BV GL LR PRS RINA CCS DNV KR NK

Setting

Starting air Air spring air

Pressure Engine inlet Pressure Distributor

PT4301C PT4341A

ALM ALM ALM SLD

L H L L LL H L L L F F H

12.0 bar 7.5 bar 5.5 bar 5.0 bar 4.5 bar max. 6.0 bar 5.5 bar 5.0 bar – – 110 %

0 0 0 60 0 0 0 0 0 – – 0

PS4341S Leakage oil Level Control air normal supply Exh.valve air LS4351-52A PT4401A PT4411A PT4421A

SHD ALM ALM ALM ALM

Pressure Engine inlet

stand-by supply Pressure Engine inlet Pressure Engine inlet Fuel actuator Failure Pwr. fail Supply unit

XS5046-49A ALM ALM SHD

WECS-9520 control system Engine

Pwr. sup. box XS5056A Crankshaft ST5111-12S

Overspeed Speed

Classification societies: IACS International Association of Classification Societies ABS American Bureau of Shipping BV Bureau Veritas CCS Chinese Classification Society DNV Det Norske Veritas GL Germanischer Lloyd KR Korean Register LR Lloyd’s Register MRS Maritime Register of Shipping (Russia) NK Nippon Kaiji Kyokai PRS Polski Rejestr Statkow RINA Registro Italiano Navale Signals for two-stage scavenge air cooling, Geislinger damper, PTO coupling, electric speed control and turbocharger vibration apply only if respective equipment is used. Function: ALM: alarm SLD: slow down SHD: shut down Level: D: deviation F: failure H: high HH: very high L: low LL: very low

*1) *2) *3) *4)

*5) *6) *7)

*8)

Only one of these cooling systems is necessary at a time for an engine. ALM & SLD are suppressed below part-load. Sensor (TE2501-14S) only necessary if ABS is applied. For technical reasons, WCH uses FS2521-34S and PS2541-54S at the piston cooling oil inlet for flow monitoring instead. FS25xxS and PS25xxS are combined to one binary input to the safety system. WCH strongly requests shut down for “piston cooling no flow”! Alternatively, low temperature alarm or condensation water high level alarm. For water separators made from plastic material the sensor must be placed right after the separator. The indicated setting values are valid for TC lubrication by main bearing oil system. For TC lubrication by separate lubrication system the following values apply: Pressure: ALM: 1.3 bar, SLD: 1.1 bar, SHD: 0.9 bar. Temperature: ALM: 120 °C, SLD 130 °C. The indicated alarm and slow-down values and the values indicated in *7) are minimum settings allowed by the TC maker. In order to achieve an earlier warning, the ALM and SLD values may be increased up to 0.4 bar below the minimum effective pressure measured within the entire engine operation range. The final ALM/SLD setting shall be determined during commissioning / sea trial of the vessel.

Request of classification societies for UMS: Request Recommendation AMS Attended machinery space UMS Unattended machinery space

for AMS

add. flex signals

A or B C or D E or F G or H I or K

are requested alternatively are requested alternatively are requested alternatively are requested alternatively are requested alternatively

Table H4 Alarm and safety functions of Sulzer RT-flex96C marine diesel engines

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H3 H3.1

WECS-9520 – flex engine control system WECS-9520 – system layout
When installing an new FCM-20 into a WECS-9520 it will be automatically detected as a new module and receive all necessary application data from the other modules of the WECS-9520. As the download of the respective data may take some time WCH has found an ultimate arrangement to provide immediate functioning of an FCM-20 after replacement: The online spare module FCM-20. An additional FCM-20 numbered #00 is always fitted in the shipyard interface box E90 ready to be used as spare with all application data already loaded. In case that a FCM-20 needs to be replaced this FCM20 #00 spare is taken as spare and allows full functionality immediately after replacement. An additional FCM-20 from the stock is then to be placed in the E90 as new online spare module. This module will download all necessary data from the other modules within a certain time without compromising engine operation.

WECS-9520 covers RT-flex functions related to the engine as a whole (e.g. common rail pressure control, servo oil pressure control) as well as the cylinder specific RT-flex functions (e.g. control of volumetric injection, exhaust valve and start valves). The WECS-9520 consists of the following components (refer to figure H6): • 1 control box E95.n per cylinder, including one FCM-20 each, perfoming cylinder control and common control functions. 1 shipyard interface box (SIB) E90 providing all external connections. E90 includes one FCM-20 “online spare module”. 1 Power supply box E85

For the RT-flex96C the control of the servo oil pumps is provided in an additional control box E87. The control boxes E95.n and the shipyard interface box E90 are incorporated in the rail unit. The power supply boxes E85 and the servo oil control box E87 are supplied loose for mounting in the engine room.

H3.3

WECS-9520 – communication to external systems

With WECS-9520, direct hard wired connection to external systems is limited to a minimum. WECS-9520 provides data bus connections to propulsion control system and ship alarm / monitoring system. It also provides data bus connection to the local manual control panel on the engine and to the ECR manual control panel of the RT-flex engine. With the WECS-9520 the man–machine interface (MMI) also referred to as operator interface (OPI) of the main engine and the WECS-9520 engine control system is integrated in the ship automation in either the integrated or split solution an described in section H2.3.1.

H3.2

WECS-9520 – online spare module

With WECS-9520 WCH introduces an unique feature for automatic loading application software and parameter settings when replacing a flex control module (FCM-20). This includes the mounting of a so called “online spare module” in the shipyard interface box E90. With the automatic software loading procedure built into the WECS-9520 it is possible to replace any FCM-20 by any spare module available on board without prior downloading of any data.

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In the standard configuration the WECS-9520 provides the following external connections: • • • 2 redundant CANopen lines intended for the connection of the remote control system. 2 redundant Modbus lines as an alternative connection of the remote control system. 2 redundant Modbus connections for the ship’s alarm and monitoring system in the split solution. 1 CANopen line for connection of the local manual control panel. 1 CANopen line for connection of the ECR manual control panel. 1 CAN bus connection to a plug on the backup panel of the remote control system foreseen for the connection of a notebook of a service engineer.

SAM Electronic / Lyngsø Marine • Integrated solution Propulsion control system DMS2100i and alarm / monitoring system UMS2100: Connection of two Modbus lines only. The propulsion control system with remote control, safety system and electronic speed control system is connected directly to the Modbus lines while the data to the alarm and monitoring system is routed through the propulsion control system. Split solution Propulsion control system DMS2100i with an alarm and monitoring system of any other maker: The propulsion control system with remote control, safety system and electronic speed control system is connected to the two redundant Modbus lines provided for remote control. The alarm and monitoring system is to be connected to the additionally provided two redundant Modbus lines.

• • •

The use of the bus connection on the WECS-9520 with the different approved system makers is as follows: Kongsberg Maritime • Integrated solution Propulsion control system AutoChief C20 and alarm / monitoring system DataChief C20: Connection of two CANopen lines only. The propulsion control system with remote control, safety system and electronic speed control system is connected directly to the CANopen lines while the data to the alarm and monitoring system is routed through CAN couplers from the same two CANopen lines. Split solution Propulsion control system AutoChief C20 with an alarm and monitoring system of any other maker: The propulsion control system with remote control, safety system and electronic speed control system is connected to the two redundant CANopen lines. The alarm and monitoring system is to be connected to the additionally provided two redundant Modbus lines. •

Nabtesco Split solution Nabtesco propulsion control system M-800-III with an alarm and monitoring system of any other maker: The propulsion control system with remote control, safety system and electronic speed control system is connected to the two redundant CANopen lines provided for remote control. The alarm and monitoring system is to be connected to the additionally provided two redundant Modbus lines.

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H.

General system layout of WECS-9520

Propulsion control system
Service connector ECR manual control panel Telegraph system Remote control system

Wärtsilä Switzerland Ltd
Ship alarm and monitoring system RT-flex engine
Local manual ctrl. panel

Engine control room

Electr. speed control system

Main engine safety system

RT-flex96C

Engine room

Rail unit free end
E95.09 E95.08 E95.07 E90 SIB E95.06 E95.05 E95.04 E95.03 E95.02 E95.01

Rail unit drive end

Engine management system

E95.12

E95.11

E95.10

FCM-20 FCM-20 Cyl. 09
2 x CANopen 2 x Modbus 2 x Modbus 2 x CANopen System bus

FCM-20 Cyl. 08 Cyl. 07 online spare Cyl. 06 Cyl. 05 Cyl. 04

FCM-20

FCM-20

FCM-20

FCM-20

FCM-20

FCM-20

FCM-20

FCM-20 Cyl. 03

FCM-20 Cyl. 02

FCM-20 Cyl. 01

Cyl. 12

Cyl. 11

Cyl. 10

H–17
2 x SSI Crank angle bus

CA unit Shaft encoder

E96

Supply unit E91
Fuel pressure actuator # A1 Fuel pressure actuator # A2 Servo oil pump Fuel pressure actuator # B1 Fuel pressure actuator # B2

E94 E20

Engine TDC signal Power Power
Ctrl oil pump #2 Starter unit Ctrl oil pump #1 Starter unit

24 VDC power supply

Power supply 2 x 220 VAC (single phase) Power supply 2 x 220 VAC (single phase)

WECS E85 Power supply

6 x CANopen

Servo oil pump control signals Servo oil E87 pump control

WECS-9520

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Fig. H6

General system layout of WECS-9520

Engine Selection and Project Manual H.

RT-flex96C

Engine management system

H4

MAPEX Engine Fitness Family
The MAPEX Engine Fitness Family currently comprises six systems: SIPWA-TP, MAPEX-PR, MAPEX-TV / AV and MAPEX-SM. Further members of the MAPEX Engine Fitness Family are also envisaged. In each case special emphasis has been placed on user friendliness and ease of installation. For further information regarding products of the MAPEX Engine Fitness Family contact your WCH sales representative.

An intelligent engine management system also needs to include functions such as the monitoring of specific engine parameters, analysing data, and managing maintenance and spare parts purchasing activities. Many of these functions involve specific and complex engine knowledge and are most appropriately handled directly by the engine designer. Wärtsilä Switzerland Ltd provides a full range of equipment for carrying out these functions, called the MAPEX Engine Fitness Family. MAPEX, or ‘Monitoring and mAintenance Performance Enhancement with eXpert knowledge’, encompasses the following principles: • • • • • • • Improved engine performance through reduced down time. Monitoring of critical engine data, and intelligent analysis of that data. Advanced planning of maintenance work. Management support for spare parts and for maintenance. Access on board ship to the knowledge of experts. Full support of data storage and transmission by floppy disc and by satellite communication. Reduced costs and improved efficiency.

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H4.1

SIPWA-TP (Piston-ring Wear)
Customer benefit of SIPWA-TP Supplied with this information you are able to perform your maintenance based on the actual condition of your piston-rings, i.e. condition based maintenance, in case to extend TBO of your piston overhauls. Thanks to the SIPWA-TP alarming system you are able to detect an abnormal piston-ring wear without opening the engine – and enforce early countermeasures. Each single SIPWA-TP piston-ring is checked by ultra sonic means to supply you with the best possible quality. The newly developed SIPWA-TP Sensor 96 is also compatible to all old installations, but more reliable and available at lower costs. SIPWA-TP allows you to monitor the condition of the piston-rings on-line. SIPWA-TP • • • • • • • • • Reduces your operating and maintenance costs. Helps to keep your vessel on schedule. Monitors piston-ring wear on-line and allows a trend processing. Displays the rotation of your piston-rings. Enables you to extend the TBO of your piston overhauls. Allows condition based maintenance. Is your round-the-clock watchful eye. Gives the best protection of your engine, in combination with MAPEX-PR, Allows adjustment of cylinder lubricating oil to the optimum level.

The Sulzer Integrated Piston-ring Wear-detecting Arrangement with Trend Processing is a powerful tool for online monitoring the piston-ring wear and rotation on Sulzer large-bore two stroke engines. With the newly developed Sensor 96, SIPWA-TP is avoiding all the shortcomings of the past design: • • • • No electrical plug. The measuring coil is shifted away from the hot cylinder liner running surface. Easy installation procedure. Compatible to all Sulzer RT-flex and RTA engines.

The new sensor delivers more stable measuring signals and all electrical contacts are fully protected in casting resin. The contact between converter and adapter is made through an electromagnetic contact surface, the patent is still pending. The SIPWA-TP Sensor 96 is located in each cylinder liner just above the scavenge air port in order to measure the width of the triangular-shaped brass insert in the SIPWA-TP piston-ring. The reduction in the width of this triangular section directly corresponds to the wear of the piston-ring. The following data are monitored and graphically displayed over periods of 400, 1000 and 3000 engine running hours: • • • • Average piston-ring wear. Piston-ring segment wear. Piston-ring wear distribution. Piston-ring rotation.

All this data (incl. rpm) are continuously stored for the entire engine lifetime.

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Demo-Plant – Average Ring Wear – SIPWA-TP

Demo-Plant – Ring Rotation – SIPWA-TP

F10.3614

Fig. H7

SIPWA-TP

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Engine management system

H4.2

Mapex-PR (Piston-running Reliability)
Customers benefit of MAPEX-PR Thanks to the MAPEX-PR alarming system you are able to detect an abnormal behaviour of the piston-running without opening the engine. So you can save your engine from major damage and therefore increase the availability of your vessel’s main propulsion system. Thanks to the compatibility with SIPWA-TP, you can install both systems on your engine, using the same electronic unit and the same software. Together with SIPWA-TP you get a powerful tool to rely on the condition of piston-rings and liner. MAPEX-PR is the tool to check the piston-running behaviour. MAPEX-PR • • • • • • • Alarms if the liner wall temperature shows high piston-ring friction. Works ideally together with SIPWA-TP for keeping piston-running behaviour under control. Checks the hot spots of the diesel engine. Is an on-line display for piston-ring and nozzle performance. Is capable to detect malfunctions such as blow by and adhesive wear. Informs if thermal overload should occur on the cylinder liner. Is your round-the-clock watchful eye.

MAPEX-PR continuously monitors the piston-running behaviour on large-bore Sulzer two-stroke diesel engines with an alarm if adverse conditions should appear. It complements SIPWA-TP by providing a shorter response and alarm function. For example, an alarm is signalled if, among other criteria, the local temperature on the liner is abnormally high due to piston-ring scuffing or inadequate ring sealing. The measured data are stored in an electronic unit and can be viewed on a personal computer. Preferably an industrial-PC installed in a ideally suited cabinet. All data and charts can be printed and copied to floppy discs or other media. The following data are monitored over periods of 1, 4.5, 24 or 400 engine running hours and displayed graphically: • • • • • • Liner wall temperature (two sensor per cylinder). Cylinder cooling water temperature inlet and outlet. Scavenge air temperature after each cooler. Engine speed. Engine load indicator position. Alarms.

The following alarms can be connected to the ship’s alarm system to inform the engineers about any unexpected situation: • • • • • • High-High alarm for: High friction on one or both side of the cylinder liner. High alarms for: Deviation of temperature of one cylinder. Average temperature of the engine. Cooling water fluctuation. Scavenge air temperature. System alarm for: System failure.

Together with the ”normal” Manual, Wärtsilä Switzerland Ltd delivers also a digital version, which will be installed together with the software MAPEX-PR / SIPWA-TP.

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Demo-Plant – LWT Graphic Display – MAPEX-PR

Demo-Plant – Sat Cwt Load Speed – MAPEX-PR

F10.3615

Fig. H8

MAPEX-PR

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H4.3

Mapex-TV / AV (Torsional Vibration / Axial Vibration Detection)
There is a quick reference guide in English fixed on the system cover. This gives you the possibility to handle the most used functions without looking into the manual. Nevertheless, we will deliver a full manual either in English, German or French. You have also the possibility to use an already used engine-speed pickup or install a separate pickup for MAPEX-TV. The signal for MAPEX-AV is always produced by an inductive proximity sensor. The size of the MAPEX-TV / AV system per engine is about 32 cm x 40 cm x 16 cm (12.6 in x 15.8 in x 6.3 in). It can be installed everywhere in your control or engine room as long as the ambient temperature is not higher than 50°C and the humidity does not exceed 95%, but it should not be installed directly on your engine. MAPEX-TV / AV is the tool to keep an eye on your engine vibrations. MAPEX-TV / AV • Prevents your engine from major damage due to unacceptable high torsional or axial vibrations. • Is easy to handle due to a quick reference guide, which is directly fixed on the system cover. • Perfectly suited for propulsion systems with PTO gears.

MAPEX-TV continuously calculates the amplitude of the 1st and 2nd order of torsional vibrations of your engine. MAPEX-AV permanently measures the absolute value of axial vibrations of your engine. MAPEX-TV • Detects misfiring. • Measures torsional vibrations. • Prevents you from wrong alarms during rough sea or when manoeuvring. MAPEX-AV • Measures axial vibrations of two-stroke engines. With MAPEX-TV / AV you are alarmed in case of any irregularities and you can observe the results of all measurements on your panel in detail. The alarm values can be dependent on the load or on the engine speed. There are two alarm levels. The HH-level is used, if the torsional or axial vibrations reach a limit, that demands sudden activities to prevent your engine from major damages. The H-level can be used as an information, e. g. if a misfiring occurred on your engine, but the torsional vibrations are still in a safe range. There is a certain delay of these alarms, which is also adjustable.

F10.4913

Fig. H9

MAPEX-AV / TV

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H4.4

MAPEX-SM (Spare parts and Maintenance)
By installing MAPEX-SM at the head office as well as on board ship, the owner can centralize requisitioning and purchasing operations for the entire fleet on a single system. This also allows planning of major maintenance work and recording of maintenance histories for each vessel. Statistical features provide an overview of fleet maintenance and purchasing, and assist in corporate strategic planning. MAPEX-SM is modular, so that it can be installed in phases if desired, beginning with the head office and later expanding to include vessels as the shipowner’s budget permits.
Satcom

MAPEX-SM is an advanced management tool for the administration and planning of Spare parts and Maintenance. It comes complete with the original Wärtsilä Switzerland Ltd data for the shipowner’s specific engines. The system is user friendly and operates on windows compatible computers. Features include purchasing of engine spare parts, inventory control, statistical reporting, issuing of work orders, maintenance history recording, and much more.

Ship

Wärtsilä Switzerland

DATABASE

MAINTENANCE TRANSFER Export to NSD Import

MAPEX-SM

Ship owner’s Headquarter

MAPEX-SM

PC

Modem

Modem

PC

F10.5179

Fig. H10 MAPEX-communication

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D.

Engine data

D1

Reference conditions

D3

Ancillary system design parameters

The engine can be operated in the ambient condition range between reference conditions and design (tropical) conditions, see section B4. The engine performance data, like BSFC, BSEF and tEaT and others are based on reference conditions. They are specified in ISO Standard 15550 (core standard) and for marine application in ISO Standard 3046 (satellite standard) as follows: • Air temperature before blower 25°C • Engine room ambient air temp. 25°C • Coolant temp. before SAC 25°C for SW • Coolant temp. before SAC 29°C for FW • Barometric pressure 1000 mbar • Relative air humidity 30 % The reference for the engine room air inlet temperature is specified in ISO Standard 8861 with 35°C, taken from outboard. Note: The lower calorific value (LCV) of the fuel refers to an international marine convention. The specified LCV of 42.7 MJ/kg differs from the ISO Standard which is specified at 42.0 MJ/kg.

The layout of the ancillary systems of the engine bases on the performance of its specified rating point Rx (CMCR). The given design parameters must be considered in the plant design to ensure a proper function of the engine and its ancillary systems. • • • Cylinder water outlet temp. : 90°C Oil temperature before engine : 45°C Exhaust gas back pressure at rated power (Rx) : 30 mbar.

The engine power is independent from ambient conditions. The cylinder water outlet temperature and the oil temperature before engine are systeminternally controlled and have to remain at the specified level.

D4

Engine performance data

The calculation of the performance data BSFC, BSEF and tEaT for any engine power will be done with the help of the winGTD program. Data for Delta Tuning are available on the winGTD program.

D2

Design conditions
If needed we offer a computerized information service to analyze the engine’s heat balance and determine main system data for any rating point within the engine layout field. For details of this service please refer to section G1.3.1 and chapter J. The installation of the winGTD and the hardware specification are explained in chapter J.

The capacities of ancillaries are specified according to ISO Standard 3046-1 (clause 11.4) following the International Association of Classification Societies (IACS) and are defined as design conditions: • Air temperature before blower 45°C • Engine ambient air temp. 45°C • Coolant temp. before SAC 32°C for SW • Coolant temp. before SAC 36°C for FW • Barometric pressure 1000 mbar. • Relative air humidity 60 %

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D5 D5.1

Vibration aspects Introduction
Figure D1 shows the external forces and moments acting on the engine. External forces and moments due to the reciprocating and rotating masses (see table D1): F1V: F1H: F2V: F4V: M1V: M1H: M2V: M4V: resulting first order vertical force. resulting first order horizontal force. resulting second order vertical force. resulting fourth order vertical force. first order vertical mass moment. first order horizontal mass moment. second order vertical mass moment. fourth order vertical mass moment.

As a leading designer and licensor we are concerned that satisfactory vibration levels are obtained with our engine installations. The assessment and reduction of vibration is subject to continuing research. Therefore, we have developed extensive computer software, analytical procedures and measuring techniques to deal with this subject. For successful design, the vibration behaviour needs to be calculated over the whole operating range of the engine and propulsion system. The following vibration types and their causes are to be considered: – – – – – External mass forces and moments. Lateral engine vibration. Longitudinal engine vibration. Torsional vibration of the shafting. Axial vibration of the shafting.

F1V, F2V, F4V

F1H

D5.2

External forces and moments
M1V, M2V, M4V

In the design of the Sulzer RT-flex96C engine free mass forces are eliminated and unbalanced external moments of first, second and fourth order are minimized. However, six-cylinder engines generate second order unbalanced moments of a magnitude greater than those encountered with higher numbers of cylinders. Depending on the ship’s design, the moments of fourth order have to be considered too.
F10.5173

+ –

M1H +

Forces and moments due to reciprocating and rotating masses External forces and moments

Under unfavourable conditions, depending on hull structure, type, distribution of cargo and location of the main engine, the unbalanced moments of first, second and fourth order may cause unacceptable vibrations throughout the ship and thus call for countermeasures.

Fig. D1

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Engine data

D5.2.1

Balancing free first order moments
Electrically driven 2nd-order balancer F2V

Standard counterweights fitted to the ends of the crankshaft reduce the first order mass moments to acceptable limits. However, in special cases nonstandard counterweights can be used to reduce either M1V or M1H, if needed.

D5.2.2

Balancing free second order moments

M2V

The second order vertical moment (M2V) is higher on six-cylinder engines compared with 7–14-cylinder engines; the second order vertical moment being negligible for the 7–14-cylinder engines. Since no engine-fitted 2nd order balancer is available, Wärtsilä Switzerland Ltd. recommends for six-cylinder engines to install an electrically driven balancer on the ship’s structure (figure D2) to reduce the second order moments to acceptable values. If no experience is available from a sister ship, it is advisable to establish at the design stage, what form the ship’s vibration will be. Table NO TAG assists in determining the effect of installing the Sulzer 6RT-flex96C engine. However, when the ship’s vibration pattern is not known at the early stage, an external electrically balancer can be installed later, should disturbing vibrations occur; provision should be made for this countermeasure. Such a balancer is usually installed in the steering compartment, as shown in figure D2. It is tuned to the engine operating speed and controlled accordingly.

L M2V = F2V S L
F10.5218

Fig. D2

Locating electrically driven balancer

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D5.2.3

Power related unbalance (PRU)

The so-called Power Related Unbalance (PRU) values can be used to evaluate if there is a risk that free external mass moments of 1st and 2nd order may cause unacceptable hull vibrations, see figure D3. 250 Free external mass moments Power Related Unbalance (PRU) at R1 rating 200
M1V M1H PRU [Nm/kW] M2V PRU = external moment [Nm] = [Nm/kW] engine power [kW] A
PRU = 0

150

No engine-fitted 2nd order balancer available. If reduction of M2v is needed, an external compensator has to be applied.

50
C

0
6RT-flex96C 7RT-flex96C 8RT-flex96C

9RT-flex96C 10RT-flex96C 11RT-flex96C 12RT-flex96C 14RT-flex96C

F10.5245

A-range: B-range: C-range: Free external mass moments

balancing countermeasure is likely needed. balancing countermeasure is unlikely needed. balancing countermeasure is not relevant.

Fig. D3

The external moments M1 and M2 given in table NO TAG are related to R1 speed. For other engine speeds, the corresponding external moments are calculated with the following formula: MRx = MR1  (nRx/nR1)2

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Engine data

D5.3

Lateral engine vibration (rocking)
The ‘X-type’ lateral vibrations are caused by the resulting lateral guide force moment MLX. The driving- and free-end side of the engine top vibrate in counterphase. Table D1 gives the values of resulting lateral guide forces and moments of the relevant orders. The amplitudes of the vibrations transmitted to the hull depend on the design of the engine seating, frame stiffness and exhaust pipe connections. As the amplitude of the vibrations cannot be predicted with absolute accuracy, the support to the ship’s structure and space for installation of lateral stays should be considered in the early design stages of the engine-room structure. Please refer to table D2, countermeasure for dynamic effects.

The lateral components of the forces acting on the crosshead induce lateral rocking depending on the number of cylinders and firing order. These forces may be transmitted to the engine-room bottom structure. From there hull resonance or local vibrations in the engine room may be excited. There are two different modes of lateral engine vibration, the so-called ‘H-type’ and ‘X-type’, please refer to figure D4. The ‘H-type’ lateral vibrations are characterized by a deformation where the driving and free end side of the engine top vibrate in phase as a result of the lateral guide force FL and the lateral H-type moment. The torque variation (∆M) is the reaction moment to MLH.

FL resulting guide force MLH resulting lateral H-type moment
F10.5172

MLX

resulting lateral X-type moment

Fig. D4

External forces and moments

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D5.3.1

Stays

Fitting of lateral stays between the upper platform level and the hull reduces transmitted vibration and lateral rocking (see figures D5 and D6). Two stay types can be considered: – Hydraulic stays: installed on the exhaust and on the fuel side of the engine (lateral). – Friction stays: installed on the engine exhaust side (lateral).
Hydraulic stays
fuel side exhaust side

Free end lateral

Driving end

F10.5278/2

Fig. D6

General arrangement of friction stays

D5.3.2

Electrically driven compensator

Friction stays

If for some reasons it is not possible to install lateral stays, an electrically driven compensator can be installed which is able to reduce the lateral engine vibrations and their effect on the ship’s superstructure. It is important to note, that only one harmonic excitation can be compensated at a time. In the case of an ‘X-type’ vibration mode, two compensators, one fitted at each end of the engine top, are necessary.

F10.5278/1

Fig. D5

General arrangement of lateral stays

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Engine data

D5.4

Longitudinal engine vibration (pitching)

D5.6

Axial vibration

In some cases with five-cylinder engines, specially those coupled to very stiff intermediate and propeller shafts, the engine foundation can be excited at a frequency close to the full load speed range resonance. Thus leading to increased axial (longitudinal) vibration at the engine top and as a result of this to vibrations in the ship’s superstructure. In order to prevent this vibration, stiffness of the double-bottom structure should be as high as possible. For the Sulzer RT-flex96C, as the minimum number of cylinders is six, no longitudinal stays are needed.

The shafting system is also able to vibrate in axial direction. This vibration is due to axial excitations coming from the engine and the propeller and due to the coupling effect with torsional vibrations. In order to limit the influence of these excitations, and limit the level of axial vibration, an integrated axial damper is fitted to the crankshaft of all Sulzer RTA and RT-flex engines.

D5.7

Hull vibration

D5.5

Torsional vibration

The hull and accommodation are susceptible to vibration caused by the propeller, machinery and sea conditions. Controlling hull vibration is achieved by a number of different means and may require fitting longitudinal and lateral stays to the main engine and installing second order balancer. Eliminating hull vibration requires co-operation between the propeller manufacturer, naval architect, shipyard and engine builder.

This involves the whole shafting system comprising crankshaft, propulsion shafting, propeller, engine running gear, flexible couplings and power take off. It is caused by gas and inertia forces, as well as by variations of the propeller torque. It is vitally important to limit torsional vibration in order to avoid damage to the shafting. If the vibration at a critical speed reaches dangerous stress levels, the corresponding speed range has to be passed through rapidly (barred-speed range). However, barred-speed ranges can be reduced, shifted, and in some cases avoided by installing a heavy flywheel at the driving end, and/or a tuning wheel, or a torsional vibration damper at the free end of the crankshaft. Torsional vibration dampers of various designs are available to reduce energy on different levels of vibration. Lower energy vibrations are absorbed by viscous dampers. Higher energy vibrations are absorbed by a spring loaded damper type. In this case the damper is supplied with oil from the engine’s lubricating system, and depending on the the torsional vibration energy to be absorbed can dissipate up to 100 kW.

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D5.8

External forces and moments
Number of cylinders Engine power kW 6 34 320 7 40 040 8 45 760 9 51 480 10 57 200 11 62 920 12 68 640 14 80 080

Engine type: Sulzer RT-flex96C Rating R1: 5720 kW/cyl. at 102 rpm Massmoments / Forces Free forces F1V F1H F2V F4V External moments *1) M1V M1H M2V M4V Lateral H-moments MLH *2) *3) Order 1 Order 2 Order 3 Order 4 Order 5 Order 6 Order 7 Order 8 Order 9 Order 10 Order 11 Order 12 Order 13 Order 14 Lateral X-moments MLX *3) Order 1 Order 2 Order 3 Order 4 Order 5 Order 6 Order 7 Order 8 Order 9 Order 10 Order 11 Order 12 Order 13 Order 14 Torque variation (Synthesis value)

[$kN] [$kN] [$kN] [$kN] [$kNm] [$kNm] [$kNm] [$kNm] [$kNm] [$kNm] [$kNm] [$kNm] [$kNm] [$kNm] [$kNm] [$kNm] [$kNm] [$kNm] [$kNm] [$kNm] [$kNm] [$kNm] [$kNm] [$kNm] [$kNm] [$kNm] [$kNm] [$kNm] [$kNm] [$kNm] [$kNm] [$kNm] [$kNm] [$kNm] [$kNm] [$kNm] [$kNm]

0 0 0 0 0 0 6753 345 0 0 0 0 0 2088 0 0 0 0 0 107 0 0 0 1083 951 1232 0 0 0 183 249 61 0 0 0 26 2155

0 0 0 0 562 580 1960 981 0 0 0 0 0 0 1596 0 0 0 0 0 0 128 314 314 1041 3501 256 35 0 14 28 173 105 7 2 0 1651

0 0 0 0 628 698 0 399 0 0 0 0 0 0 0 1082 0 0 0 0 0 0 364 0 1483 1423 3570 0 29 0 9 0 149 29 106 0 1119

0 0 0 0 1941 1997 2204 497 0 0 0 0 0 0 0 0 672 0 0 0 0 0 1082 354 1799 1774 1269 2258 104 49 0 16 12 122 38 38 681

43 45 26 22 51 42 1612 489 59 2 73 253 455 203 191 32 8 420 15 1 23 22 13 261 2229 1750 272 679 1983 200 55 36 15 18 148 41 1501

0 0 0 0 1347 1388 1769 188 0 0 0 0 0 0 0 0 0 0 279 0 0 0 751 284 2695 673 1687 880 174 1348 25 11 0 5 7 193 310

0 0 0 0 0 0 0 690 0 0 0 0 0 0 0 0 0 0 0 214 0 0 0 0 3228 2464 0 0 0 366 845 0 0 0 0 0 241

15 15 21 86 45 45 11 588 22 1 34 969 180 75 141 69 41 156 22 3 10 219 24 1 4234 2117 751 505 674 38 121 123 450 25 102 52 1596

Remarks:

*1) The external moments M1 and M2 are related to R1 speed. For other engine speeds the corresponding external moments are calculated with the relation: MRx = MR1 S (nRx/nR1)2. No engine-fitted 2nd order balancer available. If reduction on M2v is needed, an external compensator has to be applied. *2) The resulting lateral guide force can be calculated as follows: FL = MLH S 0.241 [kN]. *3) The values for other engine ratings are available on request. — Crankshaft type: forged. External forces and moments

Table D1

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Engine data

D5.9

Summary of countermeasures for dynamic effects

The following tables indicate where special attention is to be given to dynamic effects and the countermeasures required to reduce them. External mass moments
Number of cylinders 6 7–14
Remarks:

2nd order balancer balancing countermeasure is likely needed *1) balancing countermeasure is not relevant

*2) A C

*1) No engine-fitted 2nd order balancer available. If reduction on M2v is needed, an external compensator has to be applied. *2) Refer also to figure D3.

Table D2 Countermeasures for external mass moments

Lateral and longitudinal rocking
Number of cylinders 6 7 8 9 10 11 12 14
Remarks:

Lateral stays B C A B B A B A

Longitudinal stays C C C C C C C C

A: The countermeasure indicated is needed. B: The countermeasure indicated may be needed and provision for the corresponding countermeasure is recommended. C: The countermeasure indicated is not needed.

Table D3 Countermeasures for lateral and longitudinal rocking

Torsional vibration & axial vibration Where installations incorporate PTO arrangements further investigation is required and Wärtsilä Switzerland Ltd, Winterthur, should be contacted.
Number of cylinders Torsional vibrations Detailed calculations have to be carried out for every installation, countermeasures to be selected accordingly (shaft diameter, critical or barred speed range, flywheel, tuning wheel, damper). Axial vibrations An integrated axial damper is fitted as standard to reduce the axial vibration in the crankshaft. However, the effect of the coupled axial vibration to the propulsion shafting components should be checked by calculation.

6–14

Table D4 Countermeasures for torsional & axial vibration

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Engine data

D6

Order forms for vibration calculations and simulation
Minimum required data needed for provisional calculation are highlighted in the forms (tables D5 to D8) as follows:

For system dynamics and vibration analysis, please send or fax a copy of the completed relevant forms to the following address: Wärtsilä Switzerland Ltd Dept. 7055 ‘Engine and System Dynamics’ PO Box 414 CH-8401 Winterthur Switzerland Fax: +41-52-262 07 25

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Engine data

D6.1

Marine installation Torsional Vibration Calculation
Name: Order Date: Phone: Order deadline:

Client Information

Project

Project name: Shipyard: Classification society: Hull No.:

Engine

Engine type: Engine power: Rotation: clockwise j Y j kW anticlockwise j N j Engine speed: Engine tuning (RT-flex): if yes, in which speed range: Standard j rpm DeltaTuning j rpm

Barred speed range accepted: Shafting Intermediate shaft diameter: Intermediate shaft length: Intermediate shaft UTS:

mm mm N/mm2

Propeller shaft diameter: Propeller shaft length: Propeller shaft UTS:

mm mm N/mm2

If possible, a drawing or sketch of the propulsion shafting should be enclosed. In case the installation consists of a CP-Propeller, a detailed drawing of the oil-distribution shaft is needed. Propeller Type: Diameter: Mean pitch: Inertia in air: FP j CP j m m kgm2 Number of blades: Mass: Expanded area blade ratio: Inertia with entr. water*: kgm2 4 j 5 j 6 j kg

*In case of a CP-Propeller, the inertia in water for full pitch has to be given and if possible, the inertia of the entrained water depending on the pitch to be enclosed. PTO PTO-Gear Type: Manufacturer: Detailed drawings with the gearwheel inertias and gear ratios to be enclosed. PTO-Clutches/Elastic couplings The arrangement and the type of couplings to be enclosed. PTO-Generator Manufacturer: Generator speed: Rated apparent power: Rotor inertia: Frequency control system: No j rpm kVA kgm2 Thyristor j Service speed range: Rated voltage: Grid frequency: Power factor cos ϕ: Constant speed gear j rpm V Hz Free end gear (RTA) j Tunnel gear j Camshaft gear (RTA) j Shaft generator j

If possible, drawing of generator shaft to be enclosed Minimum required data needed for provisional calculation. Table D5 Vibration calculation form (ad-t1-tvc-marine-order-form)

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Engine data

D6.2

Testbed installation Torsional Vibration Calculation
Name: Order Date: Phone: Order deadline:

Client Information

Project

Project name: Shipyard: Classification society: Hull No.:

Engine

Engine type: Engine power: Rotation: Flywheel inertia: clockwise j kW anticlockwise j kgm2 Engine speed: Engine tuning (RT-flex): Front disc inertia: TV damper manufacturer: Details of the dynamic characteristics of TV damper to be enclosed if already known. Standard j rpm DeltaTuning j kgm2

TV damper type / designation:

Shafting Intermediate shaft diameter: Intermediate shaft UTS: mm N/mm2 Intermediate shaft length: Propeller shaft UTS: mm N/mm2

A drawing or sketch of the propulsion shafting should be enclosed. Water brake Type: Inertia of rotor with entr. water: Elasticity of brake shaft: PTO PTO-Gear Type: Manufacturer: Detailed drawings with the gearwheel inertias and gear ratios to be enclosed. PTO-Clutches/Elastic couplings The arrangement and the type of couplings to be enclosed. PT-Generator Manufacturer: Generator speed: Rotor inertia: rpm kgm2 If possible, drawing of generator shaft to be enclosed Minimum required data needed for provisional calculation. Table D6 Vibration calculation form (ad-t1-tvc-testbed-order-form) Rotor mass: kg Service speed range: rpm Free end gear j kgm2 Manufacturer: Drw.No.:

rad/Nm (between flange and rotor) Camshaft gear j

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Engine data

D6.3

Marine installation Coupled Axial Vibration Calculation
Name: Order Date: Phone: Order deadline:

Client Information

Project

Project name: Shipyard: Classification society: Hull No.:

Engine

Engine type: Engine power: Rotation: Flywheel inertia: Front disc inertia: clockwise j kW anticlockwise j kgm2 kgm2 Engine speed: Engine tuning (RT-flex): Flywheel mass: Front disc mass: TV damper manufacturer: Details of the dynamic characteristics of TV damper to be enclosed if already known. Standard j rpm DeltaTuning j kg kg

TV damper type / designation:

Shafting Intermediate shaft diameter: Intermediate shaft length: Intermediate shaft UTS: mm mm N/mm2 Propeller shaft diameter: Propeller shaft length: Propeller shaft UTS: mm mm N/mm2

If possible, a drawing or sketch of the propulsion shafting should be enclosed. In case the installation consists of a CP-Propeller, a detailed drawing of the oil-distribution shaft is needed Propeller Type: Diameter: Mean pitch: Inertia in air: Inertia with entr. water*: FP j CP j m m kgm2 kgm2 Expanded area blade ratio: Mass in air: Mass with entrained water: kg kg Number of blades: 4 j 5 j 6 j

*In case of a CP-Propeller, the inertia in water for full pitch has to be given and if possible, the inertia of the entrained water depending on the pitch to be enclosed. PTO PTO-Gear Type: Manufacturer: Detailed drawings with the gearwheel inertias and gear ratios to be enclosed. PTO-Clutches/Elastic couplings The arrangement and the type of couplings to be enclosed. PTO-Generator Manufacturer: Generator speed: Rotor inertia: rpm kgm2 If possible, drawing of generator shaft to be enclosed Table D7 Vibration calculation form (ad-t1-avc-marine-order-form) Rotor mass: kg Service speed range: rpm Free end gear (RTA) j Tunnel gear j Camshaft gear (RTA) j Shaft generator j

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Engine data

D6.4

Marine installation Bending Vibration & Alignment Calculation
Name: Order Date: Phone: Order deadline:

Client Information

Project

Project name: Shipyard: Classification society: Hull No.:

Engine

Engine type: Engine power: Rotation: Flywheel inertia: Front disc inertia: clockwise j kW anticlockwise j kgm2 kgm2 Engine speed: Engine tuning (RT-flex): Flywheel mass: Front disc mass: TV damper manufacturer: Details of the dynamic characteristics of TV damper to be enclosed if already known. Standard j rpm DeltaTuning j kg kg

TV damper type / designation:

Shafting Intermediate shaft diameter: Intermediate shaft length: Intermediate shaft UTS: mm mm N/mm2 Propeller shaft diameter: Propeller shaft length: Propeller shaft UTS: mm mm N/mm2

A drawing or sketch of the propulsion shafting should be enclosed. In case the installation consists of a CP-Propeller, a detailed drawing of the oil-distribution shaft is needed Propeller Type: Diameter: Mean pitch: Inertia in air: Inertia with entr. water*: PTO PTO-Gear Type: Manufacturer: Detailed drawings with the gearwheel inertias, masses and gear ratios to be enclosed. PTO-Clutches/Elastic couplings The arrangement and the type of couplings to be enclosed. PTO-Generator Manufacturer: Generator speed: Rotor inertia: Shaft bearings Type: Stiffness horizontal: Sterntube stiffn. horiz.: Table D8 N/m N/m Stiffness vertical: Sterntube stiffn. vertical: N/m N/m rpm kgm2 Rotor mass: Kg Service speed range: rpm Free end gear (RTA) j FP j CP j m m kgm2 kgm2 Expanded area blade ratio: Mass in air: Mass with entrained water: Camshaft gear (RTA) j kg kg Shaft generator j Number of blades: 4 j 5 j 6 j

Tunnel gear j

Vibration calculation form (ad-t1-bending&alignment-order-form)

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Engine data

D7

Turbocharger and scavenge air cooler
The data can be calculated directly by the winGTDprogram (see section J1.2). Parameters and details of the scavenge air coolers (SAC) are shown in table D9 and figure D7, weights of turbochargers in table D10.

The selections of turbochargers covering the types ABB TPL and MHI MET are shown in figures D8 and D9. The selection of scavenge air coolers follows the demand of the selected turbochargers.

Parameters for single-stage scavenge air coolers
Insert (WCH recommended cooler) Cooler Water flow Design air flow [kg/h] 195 000 Pressure drop *1) Water content [ dm3] 600 Length (incl. conn. tubes) [mm] 2810 (3070) Mass [tonnes] small bundle unit 1.0 large bundle unit 3.6

[m3/h] SAC47F 330

Water [bar] 0.55

Air [mbar] t 20

Parameters for two-stage scavenge air coolers
SAC48F LT SAC48F HT Remarks: *1) 220 110 At design flow 195 000 195 000 0.55 0.27 t 20 490 110 2810 (3070) 2810 (3070) 1.0 1.0 3.6 3.5

Table D9 Scavenge air cooler parameters

Single-stage cooler

Two-stage cooler
water outlet (HT)

water inlet Air flow water outlet

water inlet (LT) water outlet (LT)

Air flow

water inlet (HT) connecting tubes ”pre-stage” Remarks: All data refer to cooler specification. Single stage SAC equipped with two on waterside interconnected cooler tube units ("pre stage"). The smaller unit being placed upstream of air flow, facilitates cleaning procedure.
F10.5242

For two stage cooling application please contact Wärtsilä Switzerland Ltd.

Fig. D7

Scavenge air cooler details (rated at R1)

Type ABB Mass [tonnes] Type MHI (Mitsubishi) Mass [tonnes]

TPL85-B11 TPL85-B12 10.4 MET83SD MET83SE MET83SEII 10.5

–– –– –– ––

Table D10Turbocharger weights

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D7.1

Turbocharger and scavenge air cooler selection

The SAC and TC selection for the engines RT-flex96C is given in the layout fields in figures D8 to D9.
Power [%] 100 Power [%] 100 Power [%] 100

R1

R1

R1

6RT-flex96C
95 R3 90 85 2 x TPL85-B11 2 x SAC47/48 90 85 95

7RT-flex96C
95 R3 90 85 2 x TPL85-B11 2 x SAC47/48

8RT-flex96C
R3 2 x TPL85-B12 2 x SAC47/48

80

80

80

75

75

75

2 x TPL85-B11 2 x SAC47/48

70 R4 90 R1: 34320 kW / 102 rpm 95 R2

70 R4 90 R1: 40040 kW / 102 rpm 95 R2

70 R4 90 R1: 45760 kW / 102 rpm 95 R2

100 Speed [%]

100 Speed [%]

100 Speed [%]

Power [%] 100

R1

Power [%] 100

R1

Power [%] 100

R1 3 x TPL85-B12 3 x SAC47/48

9RT-flex96C
95 R3 90 85 3 x TPL85-B11 3 x SAC47/48 95

10RT-flex96C
95 R3 90 85 3 x TPL85-B11 3 x SAC47/48 90 85

11RT-flex96C
R3

80

2 x TPL85-B12 2 x SAC47/48

80

80

3 x TPL85-B11 3 x SAC47/48

75

75

75

70 R4 90 R1: 51480 kW / 102 rpm 95 R2

70 R4 90 R1: 57200 kW / 102 rpm 95 R2

70 R4 90 R1: 62920 kW / 102 rpm 95 R2

100 Speed [%]

100 Speed [%]

100 Speed [%]

Power [%] 100

R1

Power [%] 100

R1

12RT-flex96C
95 R3 90 85 3 x TPL85-B12 3 x SAC47/48 90 95

14RT-flex96C
R3 4 x TPL85-B11 4 x SAC47/48 85

80

80 3 x TPL85-B12 3 x SAC47/48

75

3 x TPL85-B11 3 x SAC47/48

75

70 R4 90 R1: 68640 kW / 102 rpm 95 R2

70 R4 90 R1: 80080 kW / 102 rpm 95 R2

100 Speed [%]

100 Speed [%]

F10.52298

Fig. D8

Turbocharger and scavenge air cooler selection (ABB TPL type turbocharger)

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Engine data

Power [%] 100

R1

Power [%] 100

R1

Power [%] 100

R1

6RT-flex96C
95 R3 90 85 2 x MET83SE 2 x SAC47/48 90 85 95

7RT-flex96C
95 R3 2 x MET83SE 2 x SAC47/48 90 85

8RT-flex96C
R3 2 x MET83SEII 2 x SAC47/48

80 2 x MET83SD 2 x SAC47/48

80 2 x MET83SD 2 x SAC47/48

80 2 x MET83SD 2 x SAC47/48

75

75

75

70 R4 90 R1: 34320 kW / 102 rpm 95 R2

70 R4 90 R1: 40040 kW / 102 rpm 95 R2

70 R4 90 R1: 45760 kW / 102 rpm 95 R2

100 Speed [%]

100 Speed [%]

100 Speed [%]

Power [%] 100

R1

Power [%] 100

R1

Power [%] 100

R1

9RT-flex96C
95 R3 90 85 3 x MET83SE 3 x SAC47/48 3 x MET83SD 3 x SAC47/48 90 85 95

10RT-flex96C
95 R3 3 x MET83SE 3 x SAC47/48 90 85

11RT-flex96C
R3 3 x MET83SE 3 x SAC47/48

3 x MET83SEII 3 x SAC47/48

80

80 3 x MET83SD 3 x SAC47/48

80 3 x MET83SD 3 x SAC47/48

75

2 x MET83SEII 2 x SAC47/48

75

75

70 R4 90 R1: 51480 kW / 102 rpm 95 R2

70 R4 90 R1: 57200 kW / 102 rpm 95 R2

70 R4 90 R1: 62920 kW / 102 rpm 95 R2

100 Speed [%]

100 Speed [%]

100 Speed [%]

Power [%] 100

R1

Power [%] 100

R1

12RT-flex96C
95 R3 90 85 3 x MET83SEII 3 x SAC47/48 90 85 95

14RT-flex96C
R3 4 x MET83SE 4 x SAC47/48 4 x MET83SD 4 x SAC47/48

80 3 x MET83SD 3 x SAC47/48

80

75

75

3 x MET83SEII 3 x SAC47/48

70 R4 90 F10.52299 R1: 68640 kW / 102 rpm 95 R2

70 R4 90 R1: 80080 kW / 102 rpm 95 R2

100 Speed [%]

100 Speed [%]

Fig. D9

Turbocharger and scavenge air cooler selection (MHI MET type turbocharger)

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D8

Auxiliary blower

For manoeuvring and operating at low powers, electrically driven auxiliary blowers must be used to provide sufficient combustion air. Table D11 shows the number of blowers required.
Number of cylinders
Number of auxiliary air blowers required 6 2 7 2 8 2 9 2 10 2 11 2 12 2 14 4

Table D11 Number of auxiliary blowers per engine

D9

Electric power requirement in [kW]

Electrical power consumers
Auxiliary blowers *1) (shaft input, estimated values) Turning gear Cylinder lubrication CLU-3 *2) Control oil pumps Servo automatic filter *2) WECS power supply, box E85 *2) Servo oil pump control, box E87 Propulsion control system Additional monitoring devices (e.g. oil mist detector etc.) Remark:

Supply voltage
380 VAC / 50 Hz 440 VAC / 60 Hz 380 VAC / 50 Hz 440 VAC / 60 Hz 380/440 VAC / 50/60 Hz 380 VAC / 50 Hz 440 VAC / 60 Hz 380/440 VAC / 50/60 Hz 220 VAC 50/60 Hz single phase 220 VAC 50/60 Hz single phase 24 V DC UPS acc. to maker specifications

Power requirement [kW] referring to numbers of cylinders
6 2 x 80 2 x 80 7 2 x 95 2 x 95 9 11 1.5 2 x (to be determined) 2 x (to be determined) 0.1 1.6 1.8 2.0 2.2 1.0 (for 5 pumps) acc. to maker specifications acc. to maker specifications 2.4 2.6 2.8 1.2 (for 6 pumps) 3.2 8 2 x 104 2 x 115 9 2 x 104 2 x 115 10 2 x 104 2 x 115 11 2 x 142 2 x 145 12 2 x 142 2 x 145 14 4 x 95 4 x 95 – 22

12.5 15

0.8 (for 4 pumps)

*1) Power requirement of blower (shaft input) is indicated. The actual electric power requirement depends on the size, type and voltage/frequency of the installed electric motor. The output of the installed motor should be at least 10% higher than the maximum power demand at the shaft of the auxiliary blower. Direct starting or Star-Delta starting to be specified when ordering. *2) Two redundant power supplies from different feeder panels required; indicated power for each power supply.

Table D12 Electric power consumers

D10

Pressure and temperature ranges
the pressure losses in the piping system, filters, coolers, valves, etc., and the vertical level pressure difference between pump suction and pressure gauge to the values in the table on the next page.

Table D13 represents a summary of the required pressure and temperature ranges at continuous service rating (CSR). The gauge pressures are measured about 5 m above the crankshaft centre line. The pump delivery head is obtained by adding

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Engine data

Medium

System

Location of measurement
Inlet

Gauge pressure limit values [bar]
Min 3.0 – 1.0 – 2.0 – 3.0 – 10.0 3.8 4.8 – 4.8 – – – 1.0 4.8 1.7 1.0 – 1.3 – 0.7 – 7.0 *2) 3.0 Max 5.0 – 4.0 – 4.0 – 5.0 – 12.0 6.5 6.0 – 6.0 – – – – 6.0 – – – – – – – 10.0 *3) 5.0 Min – 85 25 – 25 – 70 – 40 – 40 – 40 – – – – – – – – – – – – – – – – – – – – – – – – – –

Temperature limit values [°C]
Max – 95 36 – 36 – 80 120 50 – 50 – 50 – 65 – – – – – 110 – 120 – 85 150 – – – – – – – – – 515 515 – – max 30 – – – – – – – – – – – – – – – – – – – – – Deviation "50 – – – – – – – – * 1) * 1) max 15 Diff

Fresh water

Cylinder cooling LT circuit (single-stage SAC)

Outlet each cylinder Inlet cooler Outlet cooler Inlet cooler Outlet cooler Inlet cooler Outlet cooler Supply Servo oil pump inlet Supply

Fresh water (Scavenge air cooling)

LT circuit (two-stage SAC) HT circuit (two-stage SAC)

Lubricating oil (high pressure)

Crosshead bearing oil Servo oil Main bearing oil

Outlet Inlet

Piston cooling oil Thrust bearing Torsional vibration damper (if steel spring damper is used) Integrated axial vibration damper (detuner) Turbocharger bearing oil (ABB TPL on engine lub. oil system) Turbocharger bearing oil (ABB TPL with separate lub. oil system) Turbocharger bearing oil (MHI MET) Booster (supply unit) Fuel oil After retaining valve (supply unit) Intake from engine room (pressure drop, max) Intake from outside (pressure drop, max) Scavenge air Cooling (pressure drop) Starting air Control air

Outlet Outlet Supply Inlet casing Supply Damp. chamber Inlet Outlet Inlet Outlet Inlet Outlet Inlet Return Air filter / Silencer Ducting and filter New SAC Fouled SAC Engine inlet Engine inlet

Lubricating oil (low pressure)

max 10 mbar max 20 mbar max 30 mbar max 50 mbar 12 6.0 25 or 30 7.5

Air

normal 6.5 6.0 7.5

Air spring air for exhaust valve

Main distributor After each cylinder

normal 6.5 – – 30 mbar 50 mbar – –

Exhaust gas Exhaust gas Manifold after turbocharger Before each TC Design maximum Fouled maximum

Remark:

*1) The water flow has to be within the prescribed limits. *2) At 100 % engine power. *3) At stand-by condition; during commissioning of the fuel oil system the fuel oil pressure is adjusted to 10 bar. –– See alarm setting values in tables H2 to H4.

Table D13 Pressure and temperature ranges

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C.

Engine description

The Sulzer RT-flex96C engine is a camshaft-less low-speed, direct-reversible, two-stroke engine, fully electronically controlled. The Sulzer RT-flex96C is designed for running on a wide range of fuels from marine diesel oil (MDO) to heavy fuel oils (HFO) of different qualities. Main features: Bore Stroke Number of cylinders Main parameters (R1): Power (MCR) Speed (MCR) Mean effect. press. Mean piston speed

Overall sizes of engines Length [m] Height [m] Dry weight [t]

6 cyl. 12.96 12.72 1160

14 cyl. 27.31 12.72 2300

960 mm 2500 mm 6 to 12 and 14 5720 kW/cyl 102 rpm 18.6 bar 8.5 m/s

The design of the Sulzer RT-flex96C includes the well-proven features of the RTA engines like the bore-cooling principle for the pistons, cylinder liners, cylinder covers and exhaust valve seats.

The RT-flex system (figure C1) The classic RTA configuration of fuel injection pumps and valve drives with the camshaft and its gear train is replaced by a compact set of supply pumps in the supply unit and the common rail with the integrated electronic Wärtsilä engine control system WECS-9520. RTA engine

The Sulzer RT-flex96C is available with 6 to 12 and 14 cylinders rated at 5720 kW/cyl to provide a maximum output of 80 080 kW for the 14-cylinder engine (primary engine data on table A1). RT-flex engine

Rail unit

Fuel pump

Supply unit Camshaft Servomotor Start air distr. Supply unit drive Camshaft drive

Electronic system control (individually located)
F10.5252

Fig. C1

Significant difference between Sulzer RTA engines and RT-flex engines.

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RT-flex96C

Engine description

All engine key-functions like fuel injection, exhaust valve drives, engine starting and cylinder lubrication are fully under electronic control. The timing of the fuel injection, its volumetric and various injection patterns are regulated and controlled by the WECS-9520 control system. Engine installation and operation Compared with the RTA engines, the RT-flex has no additional or particular requirements for the engine installation and shipboard operation. The engine outline dimensions and foundation, the installation, the engine key-parameters, the integration into ship automation and other interfaces of the RT-flex are identical with the RTA engines. The major benefits of the RT-flex system are: • • • Adaptation to different operating modes. Adaptation to different fuels. Delta Tuning, as an optional application, for reduced brake specific fuel consumption (BSFC) in the part load range below 90%. Optimised fuel consumption, especially at part load. Precise speed regulation, in particular at slow steaming down to about 15 to 12 rpm. Smokeless mode for slow steaming. Benefits in terms of operating costs, maintenance requirement and compliance with emissions regulations.

• • • •

Remark: Note:
F10.5263

* Direction of rotation: clockwise as standard (viewed from the propeller towards the engine). This cross section is considered as general information only

Fig. C2

Cross section of a typical Sulzer RT-flex engine

3. Semi-built crankshaft. 4. Main bearing jack bolts for easier assembly and disassembly of white metal shell bearings. 5. Thin-shell white metal bottom-end bearings. 6. Crosshead with crosshead pin and singlepiece white metal large surface bearings lubricated by a separate high-pressure oil supply for hydrostatic lift off. 7. Rigid cast iron cylinder monoblock.

Common design features of RTA and RT-flex engines: 1. Welded bedplate with integrated thrust bearings and main bearings designed as large thinshell white metal bearings. 2. Sturdy engine structure with stiff thin-wall box type columns and cast iron cylinder blocks attached to the bedplate by pre-tensioned vertical tie rods.

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Engine description

8. Special grey cast iron cylinder liners with bore cooling and load dependent cylinder lubrication. 9. Bore-cooled cylinder cover of high-grade material with a bolted-on exhaust valve cage containing a Nimonic 80A exhaust valve. 10. Piston with crown cooled by combined jetshaker oil cooling.

11. Constant-pressure turbocharging system comprising high-efficiency turbochargers and auxiliary blowers for low-load operation. 12. TriboPack designed as a standard feature for excellent piston running and extended TBO up to 3 years.

The RT-flex key parts: 13. Supply unit: High-efficiency fuel pumps feeding the 1000 bar fuel manifold. 14. Rail unit (Common rail): Both, common rail injection and exhaust valve actuation are controlled by quick acting solenoid valves (Sulzer Rail Valve LP-1). 15. Electronic engine control WECS-9520 for monitoring and controlling the engine’s keyfunctions.

WECS-9520 control

15
Volumetric injection control

14 13
F10.5250

Fig. C3

Sulzer RT-flex system comprising supply unit (13), common rail (14), electronic engine control system WECS-9520 (15)

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Engine description

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Engine emissions

I2

Engine noise
and gas inlet of turbocharger) should be equipped with the standard insulation, and the turbocharger with the standard intake silencer.

It is very important to protect the ship’s crew/passengers from the effects of machinery space noise. Therefore the scavenge air ducts and the exhaust duct system (both expansion joints of gas outlet

I2.1

Engine surface sound pressure level
measured noise level will normally be about 3–5 dB(A) higher than the average noise level of the engine.
Overall average LpA in dB(A)
130

Figure I3 shows the average air borne noise level, measured at 1m distance and at nominal MCR. Near to the turbocharger (air intake) the maximum

Lp [dB] 130

120

120

110

110

14RT-flex96C 100
100

6RT-flex96C

90

14RT-flex96C 6RT-flex96C
80

80

70
70

60
20 30 40 50 NR60

50 31.5 63 125 250 500 1k 2k Octave band centre frequency in [Hz] 4k 8k

F105292

Average values Lp in dB in comparison with ISO’s NR-curves and overall average values LpA in dB(A), at nominal MCR.
Engine sound pressure level at 1 m distance

Fig. I3

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I2.2

Engine exhaust sound pressure level at funnel top
Depending on the actual noise level allowed on the bridge wing – which is normally maximum 60–70 dB(A) – a simple flow silencer of the absorption type may be necessary and placed after the exhaust gas boiler. The silencer is dimensioned for a gas velocity of approximately 35 m/s with a pressure loss of approx. 2 mbar at specified MCR.

The sound pressure level from the engine exhaust gas system without boiler and silencer – given in figure I4 – is related to: • a distance of of one metre from the edge of the exhaust gas pipe opening (uptake) • an angle of 30° to the gas flow direction • nominal MCR Each doubling of the distances reduces the noise level for about 6dB.
Lp [dB] 140

Overall average LpA in dB(A)

130

130

120

14RT-flex96C
120

6RT-flex96C 110
110

100

100

90

14RT-flex96C 6RT-flex96C

80
80

70
70

60
20 30 40 50 NR60

50 31.5 63 125 250 500 1k 2k Octave band centre frequency in [Hz] 4k 8k

F10.5293

Average values Lp in dB in comparison with ISO’s NR-curves and overall average values LpA in dB(A), at nominal MCR; at 1m distance from the edge of the exhaust gas pipe opening at an angle of 30° to the gas flow. Exhaust gas system without boiler and silencer.
Engine exhaust gas sound pressure level at funnel top

Fig. I4

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I2.3

Engine structure borne noise
The sound pressure levels in the accommodations can be estimated with the aid of standard empirical formulas and the vibration velocity levels given in figure I5.

The vibrational energy is propagated via engine structure, bedplate flanges and engine foundation to the ship’s structure which starts to vibrate, and thus emits noise.
Lv, re 5E-8 m/s [d/B] 100

90

80

70

60 14RT-flex96C 6RT-flex96C 40

50

30 31.5 63 125 250 500 1k 2k 4k 8k 16k Octave band centre frequency in [Hz]
F10.5294

Structure borne noise level Lv in dB at nominal MCR.
Structure borne noise level at engine feet vertical

Fig. I5

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Issue October 2004

Wärtsilä Switzerland Ltd PO Box 414 CH-8401 Winterthur Switzerland
E 2004 Wärtsilä Switzerland Ltd, Printed in Switzerland

Tel. +41 52 262 49 22 Fax +41 52 212 49 17 http://www.wartsila.com

This manual covers the following Sulzer diesel engines: The Sulzer RT-flex96C engines with the following MCR rating: – Power per cylinder – Speed 5720 kW 102 rpm 7780 bhp

This issue of the Engine Selection and Project Manual (ESPM) is the first edition covering the Sulzer 6–12RT-flex96C and 14RT-flex96C engines.

Attention is drawn to the following: a) b) c) d) All data are related to engines tuned for compliance with the IMO-2000 regulations. The engine performance data (BSFC, BSEF and tEaT) and other data can be obtained from the winGTD-program. The inclusion of information referring to IMO-2000 regulations. The inclusion of information referring to winGTD (version 2.8) and EnSel (version 4.3) on the CD-ROM included in this manual. The CD-ROM also contains the complete manual (ESPM).

Revision: Rev. 1 performed: February 23rd 2005

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List of contents

A
A1 A2 A2.1 A2.2 A2.3

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A–1
Primary engine data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Delta Tuning of RT-flex engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Delta Tuning outline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Further aspects of Delta Tuning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A–2 A–3 A–3 A–3 A–4

B
B1 B2 B2.1 B2.2 B3 B3.1 B3.2 B3.3 B3.4 B3.5 B3.5.1 B3.5.2 B3.6 B3.7 B4 B4.1 B4.2

Considerations on engine selection . . . . . . . . . . . . . . . . . . . . . . B–1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Layout field . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rating points R1, R2, R3 and R4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Influence of propeller revolutions on the power requirement . . . . . . . . . . . . . . . . . . . Load range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Propeller curves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Sea trial power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Sea margin (SM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Light running margin (LR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine margin (EM) or operational margin (OM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Continuous service rating (CSR=NOR=NCR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Contract maximum continuous rating (CMCR = Rx) . . . . . . . . . . . . . . . . . . . . . . . . . . Load range limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Load range with main-engine driven generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ambient temperature consideration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine air inlet: operating temperatures from 45°C to 5C . . . . . . . . . . . . . . . . . . . . . . Engine air inlet: arctic conditions at operating temp. below 5°C . . . . . . . . . . . . . . . . . B–1 B–1 B–2 B–2 B–3 B–3 B–3 B–4 B–4 B–5 B–5 B–5 B–5 B–7 B–8 B–8 B–8

C D
D1 D2 D3 D4

Engine description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–1 Engine data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–1
Reference conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Design conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ancillary system design parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine performance data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–1 D–1 D–1 D–1

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D5 D5.1 D5.2 D5.2.1 D5.2.2 D5.2.3 D5.3 D5.3.1 D5.3.2 D5.4 D5.5 D5.6 D5.7 D5.8 D5.9 D6 D6.1 D6.2 D6.3 D6.4 D7 D7.1 D8 D9 D10

Vibration aspects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . External forces and moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Balancing free first order moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Balancing free second order moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Power related unbalance (PRU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lateral engine vibration (rocking) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Stays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Electrically driven compensator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Longitudinal engine vibration (pitching) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Torsional vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Axial vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Hull vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . External forces and moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Summary of countermeasures for dynamic effects . . . . . . . . . . . . . . . . . . . . . . . . . . . . Order forms for vibration calculations and simulation . . . . . . . . . . . . . . . . . . . . . . . . . Marine installation Torsional Vibration Calculation . . . . . . . . . . . . . . . . . . . . . . . . . . . . Testbed installation Torsional Vibration Calculation . . . . . . . . . . . . . . . . . . . . . . . . . . . Marine installation Coupled Axial Vibration Calculation . . . . . . . . . . . . . . . . . . . . . . . . Marine installation Bending Vibration & Alignment Calculation . . . . . . . . . . . . . . . . .

D–2 D–2 D–2 D–3 D–3 D–4 D–5 D–6 D–6 D–7 D–7 D–7 D–7 D–8 D–9 D–10 D–11 D–12 D–13 D–14

Turbocharger and scavenge air cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–15 Turbocharger and scavenge air cooler selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–16 Auxiliary blower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–18 Electric power requirement in [kW] . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–18 Pressure and temperature ranges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–18

E
E1 E1.1 E2 E2.1

Installation data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–1
Dimensions, masses and dismantling heights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Contents of fluid in the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–1 E–2

Engine outlines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–3 Engine seating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–14

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F
F1 F1.1 F1.2 F2 F3 F3.1 F3.2

Auxiliary power generation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–1
General information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . System description and layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Waste heat recovery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Power take off (PTO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Arrangements of PTO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PTO power and speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–1 F–1 F–2 F–2 F–2 F–2 F–2

G
G1 G1.1 G1.2 G1.3 G1.3.1 G1.3.2 G1.3.3

Ancillary systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–1
General information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Part-load data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine system data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Questionnaire for engine data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine system data for central fresh water cooling system (single-stage) at nominal maximum continuous rating (R1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine system data for central fresh water cooling system (two-stage) at nominal maximum continuous rating (R1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Piping systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cooling and pre-heating water systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Central fresh water cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pre-heating system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lubricating oil systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Optional lubricating oil systems for turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lubricating oil maintenance and treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel oil systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel oil requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel oil treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pressurized fuel oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Starting and control air system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Leakage collection system and washing devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–1 G–1 G–1 G–1 G–2 G–3 G–7 G–9 G–9 G–9 G–16 G–17 G–17 G–17 G–18 G–23 G–23 G–25 G–27 G–29 G–31

G2 G2.1 G2.1.1 G2.1.2 G2.2 G2.2.1 G2.2.2 G2.2.3 G2.3 G2.3.1 G2.3.2 G2.3.3 G2.4 G2.5 G3 G4 G5 G6

Tank capacities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–33 Fire protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–33 Exhaust gas system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–34 Engine air supply / Engine room ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–37

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H
H1 H1.1 H1.2 H1.3 H2 H2.1 H2.2 H2.2.1 H2.2.2 H2.2.3 H2.3 H2.3.1 H2.3.2 H3 H3.1 H3.2 H3.3 H4 H4.1 H4.2 H4.3 H4.4

Engine management system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DENIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . WECS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAPEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–1 H–3 H–3 H–3

DENIS-9520 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–3 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–3 Propulsion control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–4 Approved propulsion control systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–5 Functions of the propulsion control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–7 Recommended manoeuvring characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–8 Interface to alarm and monitoring systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–9 General layout – operator interface OPI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–9 Alarm sensors and safety functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–11 WECS-9520 – flex engine control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . WECS-9520 – system layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . WECS-9520 – online spare module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . WECS-9520 – communication to external systems . . . . . . . . . . . . . . . . . . . . . . . . . . MAPEX Engine Fitness Family . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SIPWA-TP (Piston-ring Wear) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Mapex-PR (Piston-running Reliability) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Mapex-TV / AV (Torsional Vibration / Axial Vibration Detection) . . . . . . . . . . . . . . . . MAPEX-SM (Spare parts and Maintenance) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–15 H–15 H–15 H–15 H–18 H–19 H–21 H–23 H–24

I
I1 I1.1 I1.1.1 I1.1.2 I1.1.3 I1.1.4 I1.1.5 I1.2 I1.2.1 I1.2.2

Engine emissions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1
Exhaust gas emissions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IMO-2000 regulations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IMO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Establishment of emission limits for ships . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Regulation regarding NOx emissions of diesel engines . . . . . . . . . . . . . . . . . . . . . . . Date of application of Annex VI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Procedure for certification of engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Measures for compliance with the IMO regulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . Low NOx Tuning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Extended measures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1 I–1 I–1 I–1 I–1 I–1 I–2 I–2 I–2 I–2

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I2 I2.1 I2.2 I2.3

Engine noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine surface sound pressure level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine exhaust sound pressure level at funnel top . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine structure borne noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

I–3 I–3 I–4 I–5

J
J1 J1.1 J1.1.1 J1.1.2 J1.1.3 J1.2 J1.2.1 J1.2.2 J1.2.3 J1.2.4 J1.2.5 J1.3

winGTD – General Technical Data . . . . . . . . . . . . . . . . . . . . . . . . J–1
Included CD-ROM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Installation of winGTD and EnSel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . System requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Changes to previous versions of winGTD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Using winGTD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Data input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Output results . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Service conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Saving a project . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EnSel program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–1 J–1 J–1 J–1 J–1 J–1 J–1 J–1 J–2 J–2 J–2 J–2

K
K1 K2 K3 K4 K5

Appendix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–1
Reference to other Wärtsilä Switzerland documentation . . . . . . . . . . . . . . . . . . . . . . . Piping symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SI dimensions for internal combustion engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Approximate conversion factors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Questionnaire order specification for Sulzer RT-flex96C engines . . . . . . . . . . . . . . . K–1 K–2 K–5 K–6 K–7

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Fig. A1 Fig. A2 Fig. A3 Fig. B1 Fig. B2 Fig. B3 Fig. B4 Fig. B5 Fig. B6 Fig. B7 Fig. C1 Fig. C2 Fig. C3 Fig. D1 Fig. D2 Fig. D3 Fig. D4 Fig. D5 Fig. D6 Fig. D7 Fig. D8 Fig. D9 Fig. E1 Fig. E2 Fig. E3 Fig. E4 Fig. E5 Fig. E6 Fig. E7 Fig. E8 Fig. E9 Fig. E10

Power/speed range of all IMO-2000 regulation compatible RTA and RT-flex engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Comparison of Delta Tuning and Standard Tuning . . . . . . . . . . . . . . . . . . . . . . . . . . . . Delta Tuning area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Layout field of the Sulzer RT-flex96C engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Load range limits of an engine corresponding to a specific rating point Rx . . . . . . . Load diagram for a specific engine showing the corresponding power and speed margins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Load range limits, with the load diagram of an engine corresponding to a specific rating point Rx . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Load range diagram for an engine equipped with a main-engine driven generator, whether it is a shaft generator or a PTO-driven generator . . . . . . . . . . . . . . . . . . . . . Scavenge air system for arctic conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Blow-off effect at arctic conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Significant difference between Sulzer RTA engines and RT-flex engines. . . . . . . . . Cross section of a typical Sulzer RT-flex engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Sulzer RT-flex system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . External forces and moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Locating electrically driven balancer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Free external mass moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . External forces and moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General arrangement of lateral stays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General arrangement of friction stays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Scavenge air cooler details (rated at R1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Turbocharger and scavenge air cooler selection (ABB TPL type turbocharger) . . . Turbocharger and scavenge air cooler selection (MHI MET type turbocharger) . . . Engine dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . End elevation of Sulzer RT-flex96C engines with ABB TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Exhaust side elevation and plan view of Sulzer 7RT-flex96C engine with 2 x ABB TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Exhaust side elevation and plan view of Sulzer 8RT-flex96C engine with 2 x ABB TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Exhaust side elevation and plan view of Sulzer 10RT-flex96C engine with 3 x ABB TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Exhaust side elevation and plan view of Sulzer 12RT-flex96C engine with 3 x ABB TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Exhaust side elevation of Sulzer 14RT-flex96C engine with 4 x ABB TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plan view of Sulzer 14RT-flex96C engine with 4 x ABB TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . End elevation of Sulzer RT-flex96C engines with MHI MET83SE turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Exhaust side elevation and plan view of Sulzer 8RT-flex96C engine with 2 x MHI MET83SE turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

A–1 A–3 A–4 B–1 B–3 B–4 B–6 B–7 B–8 B–9 C–1 C–2 C–3 D–2 D–3 D–4 D–5 D–6 D–6 D–15 D–16 D–17 E–1 E–3 E–4 E–5 E–6 E–7 E–8 E–9 E–10 E–11

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Fig. E11 Fig. E12 Fig. E13 Fig. F1 Fig. F2 Fig. G1 Fig. G2 Fig. G3 Fig. G4 Fig. G5 Fig. G6 Fig. G7 Fig. G8 Fig. G9 Fig. G10 Fig. G11 Fig. G12 Fig. G13 Fig. G14 Fig. G15 Fig. G16 Fig. G17 Fig. G18 Fig. G19 Fig. H1 Fig. H2 Fig. H3 Fig. H4 Fig. H5 Fig. H6 Fig. H7 Fig. H8 Fig. H9 Fig. H10 Fig. I1 Fig. I2 Fig. I3

Exhaust side elevation of Sulzer 14RT-flex96C engine with 4 x MHI MET83SE turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plan view of Sulzer 14RT-flex96C engine with 4 x MHI MET83SE turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine seating (foundation) with epoxy resin chocks . . . . . . . . . . . . . . . . . . . . . . . . . Heat recovery, typical system layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tunnel PTO gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Central fresh water cooling system with single-stage SAC and integrated HT circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Central fresh water cooling system with single-stage SAC and separate HT circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Central fresh water cooling system with two-stage SAC and integrated HT circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Central fresh water cooling system with single-stage scavenge air cooler and integrated HT circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Central fresh water cooling system with single-stage scavenge air cooler and separate HT circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Central fresh water cooling system with two-stage scavenge air cooler and integrated HT circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine pre-heating power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Main lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lubricating oil system for 2 x ABB-TPL turbochargers . . . . . . . . . . . . . . . . . . . . . . . . Lubricating oil system for 3 x ABB-TPL turbochargers . . . . . . . . . . . . . . . . . . . . . . . . Fuel oil viscosity/temperature diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Heavy fuel oil treatment layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pressurized fuel oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Starting and control air system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Leakage collection and washing layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Determination of exhaust pipe diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Estimation of exhaust gas density . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Estimation of exhaust pipe diameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Air filter size . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EMS concept comprising DENIS, WECS and MAPEX modules . . . . . . . . . . . . . . . . RT-flex automation layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DENIS-9520 remote control system layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Recommended manoeuvring characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Integrated/split solution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General system layout of WECS-9520 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SIPWA-TP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAPEX-PR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAPEX-AV / TV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAPEX-communication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Speed dependent maximum average NOx emissions by engines . . . . . . . . . . . . . . . Sulzer RT-flex96C: compliance with IMO regulations . . . . . . . . . . . . . . . . . . . . . . . . . Engine sound pressure level at 1 m distance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

E–12 E–13 E–14 F–1 F–2 G–3 G–5 G–7 G–10 G–12 G–14 G–16 G–19 G–20 G–21 G–24 G–26 G–28 G–29 G–31 G–34 G–35 G–35 G–38 H–1 H–2 H–6 H–8 H–10 H–17 H–20 H–22 H–23 H–24 I–1 I–2 I–3

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Fig. I4 Fig. I5 Fig. J1 Fig. J2 Fig. J3 Fig. J4 Fig. K1 Fig. K2 Fig. K3

Engine exhaust gas sound pressure level at funnel top . . . . . . . . . . . . . . . . . . . . . . . Structure borne noise level at engine feet vertical . . . . . . . . . . . . . . . . . . . . . . . . . . . . winGTD: Selection of engine window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . winGTD: Main window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . winGTD: General technical data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . winGTD: Two-stroke engine propulsion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Piping symbols 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Piping symbols 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Piping symbols 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

I–4 I–5 J–1 J–1 J–2 J–2 K–2 K–3 K–4

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List of tables

Table A1 Table D1 Table D2 Table D3 Table D4 Table D5 Table D6 Table D7 Table D8 Table D9 Table D10 Table D11 Table D12 Table D13 Table E1 Table E2 Table E3 Table F1 Table G1 Table G2 Table G3 Table G4 Table G5 Table G6 Table G7 Table G8 Table G9 Table G10 Table G11 Table G12 Table G13 Table G14 Table G15 Table G16

Primary engine data of Sulzer RT-flex96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . External forces and moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Countermeasures for external mass moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Countermeasures for lateral and longitudinal rocking . . . . . . . . . . . . . . . . . . . . . . . . . Countermeasures for torsional & axial vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Vibration calculation form (ad-t1-tvc-marine-order-form) . . . . . . . . . . . . . . . . . . . . . . . Vibration calculation form (ad-t1-tvc-testbed-order-form) . . . . . . . . . . . . . . . . . . . . . . Vibration calculation form (ad-t1-avc-marine-order-form) . . . . . . . . . . . . . . . . . . . . . . Vibration calculation form (ad-t1-bending&alignment-order-form) . . . . . . . . . . . . . . . Scavenge air cooler parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Turbocharger weights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Number of auxiliary blowers per engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Electric power consumers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pressure and temperature ranges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine masses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fluid quantities in the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PTO power and speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R1 data for central fresh water cooling system with single-stage SAC and integrated HT circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R1 data for central fresh water cooling system with single-stage SAC and integrated HT circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R1 data for central fresh water cooling system with single-stage SAC and separate HT circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R1 data for central fresh water cooling system with single-stage SAC and separate HT circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R1 data for central fresh water cooling system with two-stage SAC and integrated HT circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R1 data for central fresh water cooling system with two-stage SAC and integrated HT circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Central fresh water cooling system with single-stage scavenge air cooler and integrated HT circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Central fresh water cooling system with single-stage scavenge air cooler and separate HT circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Central fresh water cooling system with two-stage scavenge air cooler and integrated HT circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lubricating oils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel oil requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Air receiver and air compressor capacities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Leakage collection and washing layout: legend to layout . . . . . . . . . . . . . . . . . . . . . . Tank capacities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Recommended quantities of fire extinguishing medium . . . . . . . . . . . . . . . . . . . . . . . Guidance for air filtration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

A–2 D–8 D–9 D–9 D–9 D–11 D–12 D–13 D–14 D–15 D–15 D–18 D–18 D–19 E–1 E–2 E–2 F–2 G–3 G–4 G–5 G–6 G–7 G–8 G–11 G–13 G–15 G–22 G–23 G–30 G–32 G–33 G–33 G–37

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List of tables

Table H1 Table H2 Table H3 Table H4 Table K1 Table K2 Table K3 Table K4 Table K5 Table K6 Table K7 Table K8 Table K9 Table K10 Table K11 Table K12 Table K13 Table K14 Table K15

Suppliers of remote control systems and electronic speed control systrems . . . . . . Alarm and safety functions of Sulzer RT-flex96C marine diesel engines . . . . . . . . . Alarm and safety functions of Sulzer RT-flex96C marine diesel engines . . . . . . . . . Alarm and safety functions of Sulzer RT-flex96C marine diesel engines . . . . . . . . . SI dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Questionnaire 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Questionnaire 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Questionnaire 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Questionnaire 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Questionnaire 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Questionnaire 6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Questionnaire 7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Questionnaire 8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Questionnaire 9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Questionnaire 10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Questionnaire 11 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Questionnaire 12 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Questionnaire 13 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Questionnaire 14 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

H–5 H–12 H–13 H–14 K–5 K–8 K–9 K–10 K–11 K–12 K–13 K–14 K–15 K–16 K–17 K–18 K–19 K–20 K–21

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Index

A
Address Wärtsilä Switzerland Ltd, A–1 Air filter size, G–37 Ambient temperature consideration, B–8 Engine air inlet (arctic conditions), B–8 Auxiliary blower, D–18 Axial damper, D–7 Axial vibration, D–7

F
Fire protection, G–33 Fluid quantities in the engine, E–2 Free first order moments, D–3 Free second order moments, D–3 Fresh water generator, G–9 Fuel oil systems, G–23 Fuel oil viscosity/temperature diagram, G–24

B
Blowing off at arctic conditions, B–8

I
Installation of winGTD, J–1 Introduction, A–1, B–1 ISO Standard 15550, D–1 ISO Standard 3046-1, D–1

C
CD-ROM, J–1 CMCR, B–1, B–5 Consideration on engine selection, B–1 Contents of fluid in the engine, E–2 Continuous service rating, B–5 Conversion factors, K–6 Cooling and pre-heating water systems, G–9 Cross section, C–2

L
Lateral engine vibration, D–5 Lateral stays, D–6, D–7 Layout field, B–1 Leakage collection, G–31 Light running margin (LR), B–4 Load range, B–3 Load range with main-engine driven generator, B–7 Load range limits, B–5 Longitudinal engine vibration, D–7 Lubricating oil system, G–17

D
Delta Tuning, A–3 Design conditions, D–1 Dimensions, masses and dism. heights, E–1

E
Electrical power consumers, D–18 Electrically driven auxiliary blowers, D–18 Electrically driven compensator, D–6 Engine air inlet operating temperatures, B–8 Engine air supply, G–37 Engine room ventilation, G–37 Engine system data, G–1 Engine dimensions, E–1 Engine emissions, I–1 Engine margin (EM), B–5 Engine outlines, E–3 Engine performance data, D–1 Engine seating, E–14 Exhaust gas system, G–34

M
MAPEX-SM, H–24 MAPEX Engine Fitness Family, H–18

N
Noise, I–3 NOx emissions, I–1

O
Operational margin (OM), B–5 Order forms for vibration calculations and simulation, D–10 Order specification, K–7 Overload limit, B–6 Overspeed limit, B–6

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Index

P
Part-load data, G–1 Piping symbols, K–2 Piping systems, G–9 Power demand of an engine, B–1 Power related unbalance, D–4 Power/speed combination, B–1 Power/speed range of RTA and RT-flex engines, A–1 Pre-heating system, G–16 Pressure and temperature ranges, D–18 Primary engine data, A–2 Propeller characteristics, B–2 Propeller curve, B–3 Propeller efficiency, B–1 PTO arrangements, F–2

T
Tank capacities, G–33 TC and SAC selection, D–16 Torsional vibration, D–7 Turbocharger and scavenge air coolers, D–15 Turbocharger weights, D–15

U
Using winGTD, J–1

V
Vibration aspects, D–2

W
Waste heat recovery, F–2

Q
Questionnaire winGTD, G–2

R
Rating, B–1 Rating points, B–2 Reference conditions, D–1 Reference to other documentation, K–1 Rocking, D–5 RT-flex key parts, C–3 RT-flex system, C–1

S
Scavenge air and exhaust gas system, G–34 Scavenge air cooler details, D–15 Scavenge air system for arctic conditions, B–8 Sea margin (SM), B–4 Sea trial power, B–4 SI dimensions, K–5 Starting and control air system, G–29

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Abbreviations

ABB ALM AMS BFO BN BSEF BSFC CCR CCW CMCR CPP CSR cSt DAH DENIS EM EnSel R ESPM FCM FPP FQS FW GEA HFO HT IMO IND IPDLC ISO kW kWe kWh LAH LAL LCV LI LR LSL LT M MAPEX M1H M1V

ASEA Brown Boveri Alarm Attended machinery space Bunker fuel oil Base Number Brake specific exhaust gas flow Brake specific fuel consumption Conradson carbon Cylinder cooling water Contract maximum continuous rating (Rx) Controllable pitch propeller Continuous service rating (also designated NOR and NCR) centi-Stoke (kinematic viscosity) Differential pressure alarm, high Diesel engine control and optimizing specification Engine margin Engine selection program Engine selection and project manual Flex control module Fixed pitch propeller Fuel quality setting Fresh water Scavenge air cooler (GEA manufacture) Heavy fuel oil High temperature International Maritime Organisation Indication Integrated power-dependent liner cooling International Standard Organisation Kilowatt Kilowatt electrical Kilowatt hour Level alarm, high Level alarm, low Lower calorific value Level indicator Light running margin Level switch, low Low temperature Torque Monitoring and maintenance performance enhancement with expert knowledge External moment 1st order horizontal External moment 1st order vertical

External moment 2nd order vertical Maximum continuous rating (R1) Marine diesel oil Mean effective pressure Turbocharger (Mitsubishi manufacture) Mitsubishi Heavy Industries Marine installation manual Man–machine interface Speed of rotation Nominal continuous rating Nominal operation rating Operational margin Operator interface Pressure alarm, low Power Pressure indicator Parts per million Power related unbalance Power take off Remote control system Redwood seconds No. 1 (kinematic viscosity) SAC Scavenge air cooler SAE Society of Automotive Engineers S/G Shaft generator SHD Shut down SIB Shipyard interface box SIPWA-TP Sulzer integrated piston ring wear detecting arrangement with trend processing SLD Slow down SM Sea margin SSU Saybolt second universal SW Sea-water TBO Time between overhauls TC Turbocharger TI Temperature indicator TPL Turbocharger (ABB manufacture) tEaT Temperature of exhaust gas after turbine UMS Unattended machinery space VI Viscosity index WCH Wärtsilä Switzerland WECS Wärtsilä Engine Control System winGTD General Technical Data program nM Torque variation

M2V MCR MDO mep MET MHI MIM MMI N, n NCR NOR OM OPI PAL P PI ppm PRU PTO RCS RW1

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A.

Introduction

The Sulzer RT-flex system represents a major step forward in the technology of large diesel engines: Common rail injection – fully suitable for heavy fuel oil operation. The Sulzer RT-flex96C low-speed diesel engine is designed for today’s large container ships and is available with any or all of the following options:

1. Delta Tuning for reduced brake specific fuel consumption (BSFC) in the part load range below 90% load. 2. Fresh water cooling system with single-stage or two-stage scavenge air cooler. 3. ABB TPL or Mitsubishi MET turbochargers.

Engine power [kW]
100 000 80 000 RT-flex96C 60 000 50 000 40 000 30 000

Engine power [bhp]
120 000 100 000 80 000 all other RTA and RT-flex engines 60 000 40 000

20 000 20 000

With this manual we provide our clients with information, enabling them to select the engine and options to meet the needs of their vessels.

10 000 8 000 6 000 4 000 10 000 8 000 6 000 4 000 2 000 50
F10.5301

60

70

80 90 100

120 140 160 180 200

Engine speed [rpm]

Fig. A1

Power/speed range of all IMO-2000 regulation compatible RTA and RT-flex engines

This book provides the information required for the layout of marine propulsion plants. Its content is subject to the understanding that any data and information herein have been prepared with care and to the best of our knowledge. We do not, however, assume any liability with regard to unforeseen variations in accuracy thereof or for any consequences arising therefrom. Wärtsilä Switzerland Ltd PO Box 414 CH-8401 Winterthur, Switzerland Telephone: +41 52 2624922 Telefax: +41 52 2124917 Direct Fax: +41 52 2620707 http://www.wartsila.com

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A1

Primary engine data
Engine
Bore x stroke [mm] Speed [rpm] 102 102

Sulzer RT-flex96C
960 x 2500 92 92

Engine power (MCR) Cylinder
6 7 8 9 10 11 12 14

Power
[kW] [bhp] [kW] [bhp] [kW] [bhp] [kW] [bhp] [kW] [bhp] [kW] [bhp] [kW] [bhp] [kW] [bhp]

R1
34 320 46 680 40 040 54 460 45 760 62 240 51 480 70 020 57 200 77 800 62 920 85 580 68 640 93 360 80 080 108 920

R2
24 000 32 640 28 000 38 080 32 000 43 520 36 000 48 960 40 000 54 400 44 000 59 840 48 000 65 280 56 000 76 160

R3
30 960 42 120 36 120 49 140 41 280 56 160 46 440 63 180 51 600 70 200 56 760 77 220 61 920 84 240 72 240 98 280

R4
24 000 32 640 28 000 38 080 32 000 43 520 36 000 48 960 40 000 54 400 44 000 59 840 48 000 65 280 56 000 76 160

Brake specific fuel consumption (BSFC)
Load 100 % mep [g/kWh] [g/bhph] [bar] 171 126 18.6 163 120 13.0 171 126 18.6 164 121 14.4

Lubricating oil consumption (for fully run-in engines under normal operating conditions)
System oil Cylinder oil Remark: *1) approximately 10 kg/cyl per day 0.9 – 1.3 g/kWh

*1) This data is for guidance only, it may have to be increased as the actual cylinder lubricating oil consumption in service is dependent on operational factors.

Table A1 Primary engine data of Sulzer RT-flex96C

All brake specific fuel consumptions (BSFC) are quoted for fuel of lower calorific value 42.7 MJ/kg (10 200 kcal/kg). All other reference conditions refer to ISO standard (ISO 3046-1). The figures for BSFC are given with a tolerance of +5 %. The values of power in kilowatt (kW) and fuel consumption in g/kWh are the standard figures, and discrepancies occur between these and the corresponding brake horsepower (bhp) values owing to the rounding of numbers.

To determine the power and BSFC figures accurately in bhp and g/bhph respectively, the standard kW-based figures have to be converted by factor 1.36.

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Introduction

A2 A2.1

Delta Tuning of RT-flex engines Introduction
Due to the trade-off between BSFC and NOx emissions, the associated increase in NOx emissions at part load must then be compensated by a corresponding decrease in the full load NOx emissions. Hence, there is also a slight increase in full load BSFC, in order to maintain compliance of the engine with the IMO NOx regulations. The concept is based on tailoring the firing pressure and firing ratio for maximum efficiency in the range up to 90% load and then reducing them again towards full load. In this process, the same design-related limitations with respect to these two quantities are applied as in the specification of the standard tuning. The reliability of the engine is by no means impaired by the application of Delta Tuning since all existing limitations to mechanical stresses and thermal load are observed.

With the introduction of the Sulzer RT-flex engines, a major step in the development of marine 2-stroke engine was taken. Now Wärtsilä is taking this development even further by introducing Delta Tuning for RT-flex engines. Delta Tuning makes it possible to further reduce the specific fuel oil consumption while still complying with all existing emission legislation. Moreover, this is achieved only by changing software parameters and without having to modify a single engine part.

A2.2

Delta Tuning outline

In realising Delta Tuning, the flexibility of the RTflex system in terms of free selection of injection and exhaust valve control parameters, specifically variable injection timing (VIT) and variable exhaust closing (VEC) is utilised for reducing the brake specific fuel consumption (BSFC) in the part load range below 90% load.
4 3 2 RTA, Standard Tuning RT-flex, Standard Tuning RT-flex, Delta Tuning

Reduction of BSFC [g/kWh]

1 0 –1 –2 –3 –4 –5 –6 –7 –8 –9 50%

BSFC at R1 [g/kWh]

ISO conditions, tolerance +5%

75%

Load

100%

Fig. A2

Comparison of Delta Tuning and Standard Tuning

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A2.3

Further aspects of Delta Tuning
Project specification for RT-flex engines: Although Delta tuning is realised in such a way that it could almost be considered a pushbutton option, its selection has an effect on other aspects of engine and system design as well. This is why the tuning option to be applied to RTflex engines needs to be specified at a very early stage in the project: – The calculations of the torsional and axial vibrations of the installation have to be performed using the correct data. The layout of the ancillary systems has to be based on the correct specifications. In order to prepare the software for the RT-flex system control, the parameters also have to be known in due time before commissioning of the engine.

Delta Tuning for de-rated engines: For various reasons, the margin against the IMO NOx limit decreases for de-rated engines. Delta Tuning thus holds the highest benefits for engines rated close to R1. With the de-rating, the effect diminishes and, in fact, Delta Tuning is not applicable in the entire field (see figure A3).
Engine power [% R1] 100

R1

RT-flex96C engines
95 R3 90 85 Delta Tuning area

– –

80

75

70 R4 65 70 R2 Engine speed [% R1] 100

75

80

85

90

95

Fig. A3

Delta Tuning area

Effect on engine dynamics: The application of Delta Tuning has an influence on the harmonic gas excitations and, as a consequence, the torsional and axial vibrations of the installation. Hence, the corresponding calculations have to be carried out with the correct data in order to be able to apply appropriate countermeasures, if necessary.

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B.

Considerations on engine selection

B1

Introduction
Engine power % [R1] R1
100

Selecting a suitable main engine to meet the power demands of a given project involves proper tuning in respect of load range and influence of operating conditions which are likely to prevail throughout the entire life of the ship. This chapter explains the main principles in selecting a Sulzer RT-flex lowspeed diesel engine. Every engine has a layout field within which the combination of power and speed (= rating) can be selected. Contrary to the ‘layout field’, the ‘load range’ is the admissible area of operation once the CMCR has been determined. In order to define the required contract maximum continuous rating (CMCR), various parameters need to be considered such as propulsive power, propeller efficiency, operational flexibility, power and speed margins, possibility of a main-engine driven generator, and the ship’s trading patterns. Selecting the most suitable engine is vital to achieving an efficient cost/benefit response to a specific transport requirement.

Rx2

Rx1
Rating line fulfilling a ship’s power requirement for a constant speed

R3
90
Nominal propeller characteristic 2 1

80

70

R4
90 95

R2 Engine speed % [R1]
100

85

B2

Layout field
F10.4995

The contract maximum continuous rating (Rx) may be freely positioned within the layout field for that engine. Fig. B1 Layout field of the Sulzer RT-flex96C engine.

The layout field shown in figure B1 is the area of power and engine speed. In this area the contract maximum continuous rating of an engine can be positioned individually to give the desired combination of propulsive power and rotational speed. Engines within this layout field will be tuned for maximum firing pressure and best efficiency. Experience over the last years has shown that engines are ordered with CMCR-points in the upper part of the layout field only.

The engine speed is given on the horizontal axis and the engine power on the vertical axis of the layout field. Both are expressed as a percentage (%) of the respective engine’s nominal R1 parameters.

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Percentage values are being used so that the same diagram can be applied to various engine models. The scales are logarithmic so that exponential curves, such as propeller characteristics (cubic power) and mean effective pressure (mep) curves (first power), are straight lines. The layout field serves to determine the specific fuel oil consumption, exhaust gas flow and temperature, fuel injection parameters, turbocharger and scavenge air cooler specifications for a given engine. Calculations for specific fuel consumption, exhaust gas flow and temperature after turbine are explained in further chapters.

Rating points Rx can be selected within the entire layout field to meet the requirements of each particular project. Such rating points require specific engine adaptations.

B2.2

Influence of propeller revolutions on the power requirement

At constant ship speed and for a given propeller type, lower propeller revolutions combined with a larger propeller diameter increase the total propulsive efficiency. Less power is needed to propel the vessel at a given speed. The relative change of required power in function of the propeller revolutions can be approximated by the following relation:
Px 2 Px 1 + N 2 N 1
a

B2.1

Rating points R1, R2, R3 and R4

The rating points (R1, R2, R3 and R4) for the Sulzer RT-flex engines are the corner points of the engine layout field (figure B1). The point R1 represents the nominal maximum continuous rating (MCR). It is the maximum power/speed combination which is available for a particular engine. The point R2 defines 100 per cent speed, and 70 percent power of R1. The point R3 defines 90 per cent speed and 90 percent power of R1. The connection R1–R3 is the nominal 100 per cent line of constant mean effective pressure of R1. The point R4 defines 90 per cent speed and 70 per cent power of R1. The connection line R2–R4 is the line of 70 per cent power between 90 and 100 per cent speed of R1.

Pxj = Propulsive power at propeller revolution Nj. Nj = Propeller speed corresponding with propulsive power Pxj. α = 0.15 for tankers and general cargo ships up to 10 000 dwt. = 0.20 for tankers, bulkcarriers from 10 000 dwt to 30 000 dwt. = 0.25 for tankers, bulkcarriers larger than 30 000 dwt. = 0.17 for reefers and container ships up to 3000 TEU. = 0.22 for container ships larger than 3000 TEU.

This relation is used in the engine selection procedure to compare different engine alternatives and to select optimum propeller revolutions within the selected engine layout field. Usually, the selected propeller revolution depends on the maximum permissible propeller diameter. The maximum propeller diameter is often determined by operational requirements such as: • Design draught and ballast draught limitations. • Class recommendations concerning propeller/hull clearance (pressure impulse induced by the propeller on the hull).

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Considerations on engine selection

The selection of main engine in combination with the optimum propeller (efficiency) is an iterative procedure where also commercial considerations (engine and propeller prices) play a great role. According to the above approximation, when a required power/speed combination is known – for example point Rx1 as shown in figure B1 – a CMCR-line can be drawn which fulfils the ship’s power requirement for a constant speed. The slope of this line depends on the ship’s characteristics (coefficient α). Any other point on this line represents a new power/speed combination, for example Rx2, and requires a specific propeller adaptation.

The relation between absorbed power and rotational speed for a fixed-pitch propeller can be approximated by the following cubic relation:
P2 P1 + N2 N1 in which Pi = propeller power Ni = propeller speed
3

The propeller curve without sea margin is often called the ‘light running curve’. The nominal propeller characteristic is a cubic curve through the CMCR-point. (For additional information, refer to section B3.4 ‘light running margin’.)

B3.2 B3 Load range

Sea trial power

The load range diagram shown in figure B2 defines the power/speed limits for the operation of the engine. Percentage values are given as explained in section B2, in practice absolute figures might be used for a specific installation project.

The sea trial power must be specified. Figure B2 shows the sea trial power to be the power required for point ‘B’ on the propeller curve. Often and alternatively the power required for point ‘A’ on the propeller curve is referred to as ‘sea trial power’.
Engine power [%Rx]
110

B3.1

Propeller curves

CMCR (Rx)
100

In order to establish the proper location of propeller curves, it is necessary to know the ship’s speed to power response. The propeller curve without sea margin is for a ship with a new and clean hull in calm water and weather, often referred to as ‘trial condition’. The propeller curves can be determined by using full scale trial results of similar ships, algorithms developed by maritime research institutes or model tank results. Furthermore, it is necessary to define the maximum reasonable diameter of the propeller which can be fitted to the ship. With this information and by applying propeller series such as the ‘Wageningen’, ‘SSPA’ (Swedish Maritime Research Association), ‘MAU’ (Modified AU), etc., the power/speed relationships can be established and characteristics developed.

95 90

Sea trial power

D B

10% EM/OM

80 78.3 70

15% SM A Engine load range

60

50 3.5% LR

propeller curve without SM
40 65 70 80 90 95

100 104

Engine speed [%Rx]

EM engine margin OM operational margin
F10.5248

SM sea margin LR light running margin

Fig. B2

Load range limits of an engine corresponding to a specific rating point Rx

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B3.3

Sea margin (SM)

Engine power [%Rx]

CMCR (Rx)

The increase in power to maintain a given ship’s speed achieved in calm weather (point ‘A’ in figure B2) and under average service condition (point ‘D’), is defined as the ‘sea margin’. This margin can vary depending on owner’s and charterer’s expectations, routes, season and schedules of the ship. The location of the reference point ‘A’ and the magnitude of the sea margin are determined between the shipbuilder and the owner. They form part of the newbuilding contract. With the help of effective antifouling paints, drydocking intervals have been prolonged up to 4 or 5 years. Therefore, it is still realistic to provide an average sea margin of about 15 per cent of the sea trial power, refer to figure B2, unless as mentioned above, the actual ship type and service route dictate otherwise.

100
10% EM/OM

90

D B
15% SM 5% LR

78.3 A

a

propeller curve without SM

Engine speed [%Rx]

100
F10.3148

EM engine margin OM operational margin

SM sea margin LR light running margin

B3.4

Light running margin (LR)

Fig. B3

Load diagram for a specific engine showing the corresponding power and speed margins

The sea trial performance (curve ‘a’) in figure B3 should allow for a 3 to 7 per cent light running of the propeller when compared to the nominal propeller characteristic (the example in figure B3 shows a light running margin of 5 per cent). This margin provides a sufficient torque reserve whenever full power must be attained under unfavourable conditions. Normally, the propeller is hydrodynamically optimized for a point ‘B’. The trial speed found for ‘A’ is equal to the service speed at ‘D’ stipulated in the contract at 90 per cent of CMCR. The recommended light running margin originates from past experience. It varies with specific ship designs, speeds, drydocking intervals, and trade routes. Please note: it is the shipbuilder’s responsibility to determine the light running margin large enough so that, at all service conditions, the load range limits on the left side of nominal propeller characteristic line are not reached (see section B3.6 and figure B4).

Assuming, for example, the following: • Drydocking intervals of the ship 5 years. • Time between overhauls of the engine 2 years or more. • Full service speed must be attainable, without surpassing the torque limit, under less favourable conditions and without exceeding 100 per cent mep. Therefore the ‘light running margin’ required will be 5 to 6 per cent. This is the sum of the following factors: 1. 1.5–2% influence of wind and weather with an adverse effect on the intake water flow of the propeller. Difference between Beaufort 2 sea trial condition and Beaufort 4–5 average service condition. For vessels with a pronounced wind sensitivity, i.e. containerships or car carriers this value will be exceeded.

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2. 1.5–2% increase of ship’s resistance and mean effective wake brought about by: • Rippling of hull (frame to frame). • Fouling of local, damaged areas, i.e. boot top and bottom of the hull. • Formation of roughness under paint. • Influence on wake formation due to small changes in trim and immersion of bulbous bow, particularly in the ballast condition. 3. 1% frictional losses due to increase of propeller blade roughness and consequent drop in efficiency, e.g. aluminium bronze propellers: • New: surface roughness = 12 microns. • Aged: rough surface but no fouling = 40 microns. 4. 1% as: • • • • • deterioration in engine efficiency such

‘D’ or ‘Di’ (in our example 5 per cent) and then along the nominal propeller characteristic to obtain the CMCR-point. In the examples, the engine power at point ‘B’ was chosen to be at 90 per cent and 85 per cent respectively.

B3.5.1

Continuous service rating (CSR=NOR=NCR)

Point ‘A’ represents power and speed of a ship operating at contractual speed in calm seas with a new clean hull and propeller. On the other hand, the same ship at the same speed requires a power/speed combination according to point ‘D’, shown in figure B2 and B3, under service condition with aged hull and average weather. ‘D’ is then the CSR-point.

B3.5.2
Fouling of scavenge air coolers. Fouling of turbochargers. Condition of piston rings. Fuel injection system (condition and/or timing). Increase of back pressure due to fouling of the exhaust gas boiler, etc.

Contract maximum continuous rating (CMCR = Rx)

B3.5

Engine margin (EM) or operational margin (OM)

By dividing, in our example, the CSR (point D) by 0.90, the 100 per cent power level is obtained and an operational margin of 10 per cent is provided (see figures B2 and B3). The found point Rx, also designated as CMCR, can be selected freely within the layout field defined by the four corner points R1, R2, R3 and R4 (see figure B1).

B3.6
Most owners specify the contractual ship’s loaded service speed at 85 to 90 per cent of the contract maximum continuous rating. The remaining 10 to 15 per cent power can then be utilized to catch up with delays in schedule or for the timing of drydocking intervals. This margin is usually deducted from the CMCR. Therefore, the 100 per cent power line is found by dividing the power at point ‘D’ by 0.85 to 0.90. The graphic approach to find the level of CMCR is illustrated in figures B2 and B3. In the examples two current methods are shown. Figure B2 presents the method of fixing point ‘B’ and CMCR at 100 per cent speed thus obtaining automatically a light running margin B–D of 3.5 per cent. Figures B3 and B5 show the method of plotting the light running margin from point ‘B’ to point

Load range limits

Once an engine is optimized at CMCR (Rx), the working range of the engine is limited by the following border lines, refer to figure B4: Line 1 is a constant mep or torque line through CMCR from 100 per cent speed and power down to 95 per cent power and speed.

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Line 2 is the overload limit. It is a constant mep line reaching from 100 per cent power and 93.8 per cent speed to 110 per cent power and 103.2 per cent speed. The latter one is the point of intersection between the nominal propeller characteristic and 110 per cent power. Line 3 is the 104 per cent speed limit where an engine can run continuously. For Rx with reduced speed (NCMCR ≤ 0.98 NMCR) this limit can be extended to 106 per cent, however, the specified torsional vibration limits must not be exceeded. Line 4 is the overspeed limit. The overspeed range between 104 (106) and 108 per cent speed is only permissible during sea trials if needed to demonstrate the ship’s speed at CMCR power with a light running propeller in the presence of authorized representatives of the engine builder. However, the specified torsional vibration limits must not be exceeded. Line 5 represents the admissible torque limit and reaches from 95 per cent power and speed to 45 per cent power and 70 per cent speed. This represents a curve defined by the equation:
P2 P1 + N2 N1
2.45

Line 6 is defined by the equation:
P2 P1 + N2 N1
2.45

through 100 per cent power and 93.8 per cent speed and is the maximum torque limit in transient conditions. The area above line 1 is the overload range. It is only allowed to operate engines in that range for a maximum duration of one hour during sea trials in the presence of authorized representatives of the engine builder. The area between lines 5 and 6 and constant torque line (grey area of fig. B4) should only be used for transient conditions, i.e. during fast acceleration. This range is called ‘service range with operational time limit’.
Engine power [%Rx] CMCR (Rx)
110

Engine load range
100 1 95 90

2

10% EM/OM B 15% SM

Constant torque
80 78.3

D

A

4

70

3 60 6

When approaching line 5 , the engine will increasingly suffer from lack of scavenge air and its consequences. The area formed by lines 1 , 3 and 5 represents the range within which the engine should be operated. The area limited by the nominal propeller characteristic, 100 per cent power and line 3 is recommended for continuous operation. The area between the nominal propeller characteristic and line 5 has to be reserved for acceleration, shallow water and normal operational flexibility.

50

5

propeller curve without SM
40 65 70 80 90

103.2

93.8

95

100 104 108

Engine speed [%Rx]

EM engine margin OM operational margin
F10.5249

SM sea margin LR light running margin

Fig. B4

Load range limits, with the load diagram of an engine corresponding to a specific rating point Rx

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B3.7

Load range with main-engine driven generator

The load range diagram with main-engine driven generator, whether it is a shaft generator (S/G) mounted on the intermediate shaft or driven through a power take off gear (PTO), is shown by curve ‘c’ in figure B5. This curve is not parallel to the propeller characteristic without main-engine driven generator due to the addition of a constant generator power over most of the engine load. In the example of figure B5, the main-engine driven generator is assumed to absorb 5 per cent of the nominal engine power. The CMCR-point is, of course, selected by taking into account the max. power of the generator.
Engine power [%Rx]

CMCR (Rx)

100
10% EM/OM

90 c 85

D
5% S/G

D’

B
15% SM 5% LR

73.9 A
PTO power

a

propeller curve without SM

100
EM engine margin OM operational margin
F10.3149

Engine speed [%Rx]

SM sea margin LR light running margin S/G shaft generator

Fig. B5

Load range diagram for an engine equipped with a main-engine driven generator, whether it is a shaft generator or a PTO-driven generator

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B4 B4.1

Ambient temperature consideration Engine air inlet: operating temperatures from 45°C to 5°C B4.2 Engine air inlet: arctic conditions at operating temp. below 5°C

Due to the high compression ratio, the Sulzer RTflex diesel engines do not require any special measures, such as pre-heating the air at low temperatures, even when operating on heavy fuel oil at part load or idling. The only condition which must be fulfilled is that the water inlet temperature to the scavenge air cooler must not be lower than 25°C. This means that: • When combustion air is drawn directly from the engine room, no pre-heating of the combustion air is necessary. When the combustion air is ducted from outside the engine room and the air temperature before the turbocharger does not fall below 5°C, no measures have to be taken.

Under arctic conditions the ambient air temperatures can meet levels below –50°C. If the combustion air is drawn directly from outside, these engines may operate over a wide range of ambient air temperatures between arctic condition and tropical (design) condition (45°C). To avoid the need of a more expensive combustion air preheater, a system has been developed that enables the engine to operate directly with cold air from outside. If the air inlet temperature drops below 5°C, the air density increases to such an extent that the maximum permissible cylinder pressure is exceeded. This can be compensated by blowing off a certain mass of the scavenge air through a blow-off device as shown in figure B6.
Engine
Turbocharger Air intake casing
Scavenge air cooler

The central fresh water cooling system permits the recovery of the engine’s dissipated heat and maintains the required scavenge air temperature after the scavenge air cooler by re-circulating part of the warm water to the scavenge air cooler. The scavenge air cooling water inlet temperature is to be maintained at a minimum of 25°C. This means that the scavenge air cooling water will have to be pre-heated in the case of low power operation. The required heat is obtained from the lubricating oil cooler and the engine cylinder cooling.

Air filter

Blow-off valves

F10.1964

Fig. B6

Scavenge air system for arctic conditions

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There are up to three blow-off valves fitted on the scavenge air receiver. In case the air inlet temperature to the turbocharger is below 5°C the first blowoff valve vents. For each actuated blow-off valve, a higher suction air temperature is simulated by reducing the scavenge air pressure which compensates the high air density. The second blow-off valve automatically vents as required to maintain the desired scavenge and firing pressures. Figure B7 shows the effect of the blow-off valves to the air flow, the exhaust gas temperature after turbine and the firing pressure.

Two blow-off One blow-off Blow-off valves closed normal operation valves open valve open

nm [kg/kwh] 0.6 0.4 0.2 0 Specific air consumption nt [°C] 0 –20 –40 –60 np [bar] 10 5 0 Exhaust gas temp.

Firing pressure

–50 –40 –30 –20 –10 0 10 20 30 40 [°C] Suction air temperature
F10.1965

Fig. B7

Blow-off effect at arctic conditions

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Engine description

The Sulzer RT-flex96C engine is a camshaft-less low-speed, direct-reversible, two-stroke engine, fully electronically controlled. The Sulzer RT-flex96C is designed for running on a wide range of fuels from marine diesel oil (MDO) to heavy fuel oils (HFO) of different qualities. Main features: Bore Stroke Number of cylinders Main parameters (R1): Power (MCR) Speed (MCR) Mean effect. press. Mean piston speed

Overall sizes of engines Length [m] Height [m] Dry weight [t]

6 cyl. 12.96 12.72 1160

14 cyl. 27.31 12.72 2300

960 mm 2500 mm 6 to 12 and 14 5720 kW/cyl 102 rpm 18.6 bar 8.5 m/s

The design of the Sulzer RT-flex96C includes the well-proven features of the RTA engines like the bore-cooling principle for the pistons, cylinder liners, cylinder covers and exhaust valve seats.

The RT-flex system (figure C1) The classic RTA configuration of fuel injection pumps and valve drives with the camshaft and its gear train is replaced by a compact set of supply pumps in the supply unit and the common rail with the integrated electronic Wärtsilä engine control system WECS-9520. RTA engine

The Sulzer RT-flex96C is available with 6 to 12 and 14 cylinders rated at 5720 kW/cyl to provide a maximum output of 80 080 kW for the 14-cylinder engine (primary engine data on table A1). RT-flex engine

Rail unit

Fuel pump

Supply unit Camshaft Servomotor Start air distr. Supply unit drive Camshaft drive

Electronic system control (individually located)
F10.5252

Fig. C1

Significant difference between Sulzer RTA engines and RT-flex engines.

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All engine key-functions like fuel injection, exhaust valve drives, engine starting and cylinder lubrication are fully under electronic control. The timing of the fuel injection, its volumetric and various injection patterns are regulated and controlled by the WECS-9520 control system. Engine installation and operation Compared with the RTA engines, the RT-flex has no additional or particular requirements for the engine installation and shipboard operation. The engine outline dimensions and foundation, the installation, the engine key-parameters, the integration into ship automation and other interfaces of the RT-flex are identical with the RTA engines. The major benefits of the RT-flex system are: • • • Adaptation to different operating modes. Adaptation to different fuels. Delta Tuning, as an optional application, for reduced brake specific fuel consumption (BSFC) in the part load range below 90%. Optimised fuel consumption, especially at part load. Precise speed regulation, in particular at slow steaming down to about 15 to 12 rpm. Smokeless mode for slow steaming. Benefits in terms of operating costs, maintenance requirement and compliance with emissions regulations.

• • • •

Remark: Note:
F10.5263

* Direction of rotation: clockwise as standard (viewed from the propeller towards the engine). This cross section is considered as general information only

Fig. C2

Cross section of a typical Sulzer RT-flex engine

3. Semi-built crankshaft. 4. Main bearing jack bolts for easier assembly and disassembly of white metal shell bearings. 5. Thin-shell white metal bottom-end bearings. 6. Crosshead with crosshead pin and singlepiece white metal large surface bearings lubricated by a separate high-pressure oil supply for hydrostatic lift off. 7. Rigid cast iron cylinder monoblock.

Common design features of RTA and RT-flex engines: 1. Welded bedplate with integrated thrust bearings and main bearings designed as large thinshell white metal bearings. 2. Sturdy engine structure with stiff thin-wall box type columns and cast iron cylinder blocks attached to the bedplate by pre-tensioned vertical tie rods.

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8. Special grey cast iron cylinder liners with bore cooling and load dependent cylinder lubrication. 9. Bore-cooled cylinder cover of high-grade material with a bolted-on exhaust valve cage containing a Nimonic 80A exhaust valve. 10. Piston with crown cooled by combined jetshaker oil cooling.

11. Constant-pressure turbocharging system comprising high-efficiency turbochargers and auxiliary blowers for low-load operation. 12. TriboPack designed as a standard feature for excellent piston running and extended TBO up to 3 years.

The RT-flex key parts: 13. Supply unit: High-efficiency fuel pumps feeding the 1000 bar fuel manifold. 14. Rail unit (Common rail): Both, common rail injection and exhaust valve actuation are controlled by quick acting solenoid valves (Sulzer Rail Valve LP-1). 15. Electronic engine control WECS-9520 for monitoring and controlling the engine’s keyfunctions.

WECS-9520 control

15
Volumetric injection control

14 13
F10.5250

Fig. C3

Sulzer RT-flex system comprising supply unit (13), common rail (14), electronic engine control system WECS-9520 (15)

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Engine data

D1

Reference conditions

D3

Ancillary system design parameters

The engine can be operated in the ambient condition range between reference conditions and design (tropical) conditions, see section B4. The engine performance data, like BSFC, BSEF and tEaT and others are based on reference conditions. They are specified in ISO Standard 15550 (core standard) and for marine application in ISO Standard 3046 (satellite standard) as follows: • Air temperature before blower 25°C • Engine room ambient air temp. 25°C • Coolant temp. before SAC 25°C for SW • Coolant temp. before SAC 29°C for FW • Barometric pressure 1000 mbar • Relative air humidity 30 % The reference for the engine room air inlet temperature is specified in ISO Standard 8861 with 35°C, taken from outboard. Note: The lower calorific value (LCV) of the fuel refers to an international marine convention. The specified LCV of 42.7 MJ/kg differs from the ISO Standard which is specified at 42.0 MJ/kg.

The layout of the ancillary systems of the engine bases on the performance of its specified rating point Rx (CMCR). The given design parameters must be considered in the plant design to ensure a proper function of the engine and its ancillary systems. • • • Cylinder water outlet temp. : 90°C Oil temperature before engine : 45°C Exhaust gas back pressure at rated power (Rx) : 30 mbar.

The engine power is independent from ambient conditions. The cylinder water outlet temperature and the oil temperature before engine are systeminternally controlled and have to remain at the specified level.

D4

Engine performance data

The calculation of the performance data BSFC, BSEF and tEaT for any engine power will be done with the help of the winGTD program. Data for Delta Tuning are available on the winGTD program.

D2

Design conditions
If needed we offer a computerized information service to analyze the engine’s heat balance and determine main system data for any rating point within the engine layout field. For details of this service please refer to section G1.3.1 and chapter J. The installation of the winGTD and the hardware specification are explained in chapter J.

The capacities of ancillaries are specified according to ISO Standard 3046-1 (clause 11.4) following the International Association of Classification Societies (IACS) and are defined as design conditions: • Air temperature before blower 45°C • Engine ambient air temp. 45°C • Coolant temp. before SAC 32°C for SW • Coolant temp. before SAC 36°C for FW • Barometric pressure 1000 mbar. • Relative air humidity 60 %

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D5 D5.1

Vibration aspects Introduction
Figure D1 shows the external forces and moments acting on the engine. External forces and moments due to the reciprocating and rotating masses (see table D1): F1V: F1H: F2V: F4V: M1V: M1H: M2V: M4V: resulting first order vertical force. resulting first order horizontal force. resulting second order vertical force. resulting fourth order vertical force. first order vertical mass moment. first order horizontal mass moment. second order vertical mass moment. fourth order vertical mass moment.

As a leading designer and licensor we are concerned that satisfactory vibration levels are obtained with our engine installations. The assessment and reduction of vibration is subject to continuing research. Therefore, we have developed extensive computer software, analytical procedures and measuring techniques to deal with this subject. For successful design, the vibration behaviour needs to be calculated over the whole operating range of the engine and propulsion system. The following vibration types and their causes are to be considered: – – – – – External mass forces and moments. Lateral engine vibration. Longitudinal engine vibration. Torsional vibration of the shafting. Axial vibration of the shafting.

F1V, F2V, F4V

F1H

D5.2

External forces and moments
M1V, M2V, M4V

In the design of the Sulzer RT-flex96C engine free mass forces are eliminated and unbalanced external moments of first, second and fourth order are minimized. However, six-cylinder engines generate second order unbalanced moments of a magnitude greater than those encountered with higher numbers of cylinders. Depending on the ship’s design, the moments of fourth order have to be considered too.
F10.5173

+ –

M1H +

Forces and moments due to reciprocating and rotating masses External forces and moments

Under unfavourable conditions, depending on hull structure, type, distribution of cargo and location of the main engine, the unbalanced moments of first, second and fourth order may cause unacceptable vibrations throughout the ship and thus call for countermeasures.

Fig. D1

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D5.2.1

Balancing free first order moments
Electrically driven 2nd-order balancer F2V

Standard counterweights fitted to the ends of the crankshaft reduce the first order mass moments to acceptable limits. However, in special cases nonstandard counterweights can be used to reduce either M1V or M1H, if needed.

D5.2.2

Balancing free second order moments

M2V

The second order vertical moment (M2V) is higher on six-cylinder engines compared with 7–14-cylinder engines; the second order vertical moment being negligible for the 7–14-cylinder engines. Since no engine-fitted 2nd order balancer is available, Wärtsilä Switzerland Ltd. recommends for six-cylinder engines to install an electrically driven balancer on the ship’s structure (figure D2) to reduce the second order moments to acceptable values. If no experience is available from a sister ship, it is advisable to establish at the design stage, what form the ship’s vibration will be. Table NO TAG assists in determining the effect of installing the Sulzer 6RT-flex96C engine. However, when the ship’s vibration pattern is not known at the early stage, an external electrically balancer can be installed later, should disturbing vibrations occur; provision should be made for this countermeasure. Such a balancer is usually installed in the steering compartment, as shown in figure D2. It is tuned to the engine operating speed and controlled accordingly.

L M2V = F2V S L
F10.5218

Fig. D2

Locating electrically driven balancer

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D5.2.3

Power related unbalance (PRU)

The so-called Power Related Unbalance (PRU) values can be used to evaluate if there is a risk that free external mass moments of 1st and 2nd order may cause unacceptable hull vibrations, see figure D3. 250 Free external mass moments Power Related Unbalance (PRU) at R1 rating 200
M1V M1H PRU [Nm/kW] M2V PRU = external moment [Nm] = [Nm/kW] engine power [kW] A
PRU = 0

150

No engine-fitted 2nd order balancer available. If reduction of M2v is needed, an external compensator has to be applied.

50
C

0
6RT-flex96C 7RT-flex96C 8RT-flex96C

9RT-flex96C 10RT-flex96C 11RT-flex96C 12RT-flex96C 14RT-flex96C

F10.5245

A-range: B-range: C-range: Free external mass moments

balancing countermeasure is likely needed. balancing countermeasure is unlikely needed. balancing countermeasure is not relevant.

Fig. D3

The external moments M1 and M2 given in table NO TAG are related to R1 speed. For other engine speeds, the corresponding external moments are calculated with the following formula: MRx = MR1  (nRx/nR1)2

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D5.3

Lateral engine vibration (rocking)
The ‘X-type’ lateral vibrations are caused by the resulting lateral guide force moment MLX. The driving- and free-end side of the engine top vibrate in counterphase. Table D1 gives the values of resulting lateral guide forces and moments of the relevant orders. The amplitudes of the vibrations transmitted to the hull depend on the design of the engine seating, frame stiffness and exhaust pipe connections. As the amplitude of the vibrations cannot be predicted with absolute accuracy, the support to the ship’s structure and space for installation of lateral stays should be considered in the early design stages of the engine-room structure. Please refer to table D2, countermeasure for dynamic effects.

The lateral components of the forces acting on the crosshead induce lateral rocking depending on the number of cylinders and firing order. These forces may be transmitted to the engine-room bottom structure. From there hull resonance or local vibrations in the engine room may be excited. There are two different modes of lateral engine vibration, the so-called ‘H-type’ and ‘X-type’, please refer to figure D4. The ‘H-type’ lateral vibrations are characterized by a deformation where the driving and free end side of the engine top vibrate in phase as a result of the lateral guide force FL and the lateral H-type moment. The torque variation (∆M) is the reaction moment to MLH.

FL resulting guide force MLH resulting lateral H-type moment
F10.5172

MLX

resulting lateral X-type moment

Fig. D4

External forces and moments

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Engine data

D5.3.1

Stays

Fitting of lateral stays between the upper platform level and the hull reduces transmitted vibration and lateral rocking (see figures D5 and D6). Two stay types can be considered: – Hydraulic stays: installed on the exhaust and on the fuel side of the engine (lateral). – Friction stays: installed on the engine exhaust side (lateral).
Hydraulic stays
fuel side exhaust side

Free end lateral

Driving end

F10.5278/2

Fig. D6

General arrangement of friction stays

D5.3.2

Electrically driven compensator

Friction stays

If for some reasons it is not possible to install lateral stays, an electrically driven compensator can be installed which is able to reduce the lateral engine vibrations and their effect on the ship’s superstructure. It is important to note, that only one harmonic excitation can be compensated at a time. In the case of an ‘X-type’ vibration mode, two compensators, one fitted at each end of the engine top, are necessary.

F10.5278/1

Fig. D5

General arrangement of lateral stays

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Engine data

D5.4

Longitudinal engine vibration (pitching)

D5.6

Axial vibration

In some cases with five-cylinder engines, specially those coupled to very stiff intermediate and propeller shafts, the engine foundation can be excited at a frequency close to the full load speed range resonance. Thus leading to increased axial (longitudinal) vibration at the engine top and as a result of this to vibrations in the ship’s superstructure. In order to prevent this vibration, stiffness of the double-bottom structure should be as high as possible. For the Sulzer RT-flex96C, as the minimum number of cylinders is six, no longitudinal stays are needed.

The shafting system is also able to vibrate in axial direction. This vibration is due to axial excitations coming from the engine and the propeller and due to the coupling effect with torsional vibrations. In order to limit the influence of these excitations, and limit the level of axial vibration, an integrated axial damper is fitted to the crankshaft of all Sulzer RTA and RT-flex engines.

D5.7

Hull vibration

D5.5

Torsional vibration

The hull and accommodation are susceptible to vibration caused by the propeller, machinery and sea conditions. Controlling hull vibration is achieved by a number of different means and may require fitting longitudinal and lateral stays to the main engine and installing second order balancer. Eliminating hull vibration requires co-operation between the propeller manufacturer, naval architect, shipyard and engine builder.

This involves the whole shafting system comprising crankshaft, propulsion shafting, propeller, engine running gear, flexible couplings and power take off. It is caused by gas and inertia forces, as well as by variations of the propeller torque. It is vitally important to limit torsional vibration in order to avoid damage to the shafting. If the vibration at a critical speed reaches dangerous stress levels, the corresponding speed range has to be passed through rapidly (barred-speed range). However, barred-speed ranges can be reduced, shifted, and in some cases avoided by installing a heavy flywheel at the driving end, and/or a tuning wheel, or a torsional vibration damper at the free end of the crankshaft. Torsional vibration dampers of various designs are available to reduce energy on different levels of vibration. Lower energy vibrations are absorbed by viscous dampers. Higher energy vibrations are absorbed by a spring loaded damper type. In this case the damper is supplied with oil from the engine’s lubricating system, and depending on the the torsional vibration energy to be absorbed can dissipate up to 100 kW.

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Engine data

D5.8

External forces and moments
Number of cylinders Engine power kW 6 34 320 7 40 040 8 45 760 9 51 480 10 57 200 11 62 920 12 68 640 14 80 080

Engine type: Sulzer RT-flex96C Rating R1: 5720 kW/cyl. at 102 rpm Massmoments / Forces Free forces F1V F1H F2V F4V External moments *1) M1V M1H M2V M4V Lateral H-moments MLH *2) *3) Order 1 Order 2 Order 3 Order 4 Order 5 Order 6 Order 7 Order 8 Order 9 Order 10 Order 11 Order 12 Order 13 Order 14 Lateral X-moments MLX *3) Order 1 Order 2 Order 3 Order 4 Order 5 Order 6 Order 7 Order 8 Order 9 Order 10 Order 11 Order 12 Order 13 Order 14 Torque variation (Synthesis value)

[$kN] [$kN] [$kN] [$kN] [$kNm] [$kNm] [$kNm] [$kNm] [$kNm] [$kNm] [$kNm] [$kNm] [$kNm] [$kNm] [$kNm] [$kNm] [$kNm] [$kNm] [$kNm] [$kNm] [$kNm] [$kNm] [$kNm] [$kNm] [$kNm] [$kNm] [$kNm] [$kNm] [$kNm] [$kNm] [$kNm] [$kNm] [$kNm] [$kNm] [$kNm] [$kNm] [$kNm]

0 0 0 0 0 0 6753 345 0 0 0 0 0 2088 0 0 0 0 0 107 0 0 0 1083 951 1232 0 0 0 183 249 61 0 0 0 26 2155

0 0 0 0 562 580 1960 981 0 0 0 0 0 0 1596 0 0 0 0 0 0 128 314 314 1041 3501 256 35 0 14 28 173 105 7 2 0 1651

0 0 0 0 628 698 0 399 0 0 0 0 0 0 0 1082 0 0 0 0 0 0 364 0 1483 1423 3570 0 29 0 9 0 149 29 106 0 1119

0 0 0 0 1941 1997 2204 497 0 0 0 0 0 0 0 0 672 0 0 0 0 0 1082 354 1799 1774 1269 2258 104 49 0 16 12 122 38 38 681

43 45 26 22 51 42 1612 489 59 2 73 253 455 203 191 32 8 420 15 1 23 22 13 261 2229 1750 272 679 1983 200 55 36 15 18 148 41 1501

0 0 0 0 1347 1388 1769 188 0 0 0 0 0 0 0 0 0 0 279 0 0 0 751 284 2695 673 1687 880 174 1348 25 11 0 5 7 193 310

0 0 0 0 0 0 0 690 0 0 0 0 0 0 0 0 0 0 0 214 0 0 0 0 3228 2464 0 0 0 366 845 0 0 0 0 0 241

15 15 21 86 45 45 11 588 22 1 34 969 180 75 141 69 41 156 22 3 10 219 24 1 4234 2117 751 505 674 38 121 123 450 25 102 52 1596

Remarks:

*1) The external moments M1 and M2 are related to R1 speed. For other engine speeds the corresponding external moments are calculated with the relation: MRx = MR1 S (nRx/nR1)2. No engine-fitted 2nd order balancer available. If reduction on M2v is needed, an external compensator has to be applied. *2) The resulting lateral guide force can be calculated as follows: FL = MLH S 0.241 [kN]. *3) The values for other engine ratings are available on request. — Crankshaft type: forged. External forces and moments

Table D1

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Engine Selection and Project Manual

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Engine data

D5.9

Summary of countermeasures for dynamic effects

The following tables indicate where special attention is to be given to dynamic effects and the countermeasures required to reduce them. External mass moments
Number of cylinders 6 7–14
Remarks:

2nd order balancer balancing countermeasure is likely needed *1) balancing countermeasure is not relevant

*2) A C

*1) No engine-fitted 2nd order balancer available. If reduction on M2v is needed, an external compensator has to be applied. *2) Refer also to figure D3.

Table D2 Countermeasures for external mass moments

Lateral and longitudinal rocking
Number of cylinders 6 7 8 9 10 11 12 14
Remarks:

Lateral stays B C A B B A B A

Longitudinal stays C C C C C C C C

A: The countermeasure indicated is needed. B: The countermeasure indicated may be needed and provision for the corresponding countermeasure is recommended. C: The countermeasure indicated is not needed.

Table D3 Countermeasures for lateral and longitudinal rocking

Torsional vibration & axial vibration Where installations incorporate PTO arrangements further investigation is required and Wärtsilä Switzerland Ltd, Winterthur, should be contacted.
Number of cylinders Torsional vibrations Detailed calculations have to be carried out for every installation, countermeasures to be selected accordingly (shaft diameter, critical or barred speed range, flywheel, tuning wheel, damper). Axial vibrations An integrated axial damper is fitted as standard to reduce the axial vibration in the crankshaft. However, the effect of the coupled axial vibration to the propulsion shafting components should be checked by calculation.

6–14

Table D4 Countermeasures for torsional & axial vibration

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Engine data

D6

Order forms for vibration calculations and simulation
Minimum required data needed for provisional calculation are highlighted in the forms (tables D5 to D8) as follows:

For system dynamics and vibration analysis, please send or fax a copy of the completed relevant forms to the following address: Wärtsilä Switzerland Ltd Dept. 7055 ‘Engine and System Dynamics’ PO Box 414 CH-8401 Winterthur Switzerland Fax: +41-52-262 07 25

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Engine data

D6.1

Marine installation Torsional Vibration Calculation
Name: Order Date: Phone: Order deadline:

Client Information

Project

Project name: Shipyard: Classification society: Hull No.:

Engine

Engine type: Engine power: Rotation: clockwise j Y j kW anticlockwise j N j Engine speed: Engine tuning (RT-flex): if yes, in which speed range: Standard j rpm DeltaTuning j rpm

Barred speed range accepted: Shafting Intermediate shaft diameter: Intermediate shaft length: Intermediate shaft UTS:

mm mm N/mm2

Propeller shaft diameter: Propeller shaft length: Propeller shaft UTS:

mm mm N/mm2

If possible, a drawing or sketch of the propulsion shafting should be enclosed. In case the installation consists of a CP-Propeller, a detailed drawing of the oil-distribution shaft is needed. Propeller Type: Diameter: Mean pitch: Inertia in air: FP j CP j m m kgm2 Number of blades: Mass: Expanded area blade ratio: Inertia with entr. water*: kgm2 4 j 5 j 6 j kg

*In case of a CP-Propeller, the inertia in water for full pitch has to be given and if possible, the inertia of the entrained water depending on the pitch to be enclosed. PTO PTO-Gear Type: Manufacturer: Detailed drawings with the gearwheel inertias and gear ratios to be enclosed. PTO-Clutches/Elastic couplings The arrangement and the type of couplings to be enclosed. PTO-Generator Manufacturer: Generator speed: Rated apparent power: Rotor inertia: Frequency control system: No j rpm kVA kgm2 Thyristor j Service speed range: Rated voltage: Grid frequency: Power factor cos ϕ: Constant speed gear j rpm V Hz Free end gear (RTA) j Tunnel gear j Camshaft gear (RTA) j Shaft generator j

If possible, drawing of generator shaft to be enclosed Minimum required data needed for provisional calculation. Table D5 Vibration calculation form (ad-t1-tvc-marine-order-form)

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Engine data

D6.2

Testbed installation Torsional Vibration Calculation
Name: Order Date: Phone: Order deadline:

Client Information

Project

Project name: Shipyard: Classification society: Hull No.:

Engine

Engine type: Engine power: Rotation: Flywheel inertia: clockwise j kW anticlockwise j kgm2 Engine speed: Engine tuning (RT-flex): Front disc inertia: TV damper manufacturer: Details of the dynamic characteristics of TV damper to be enclosed if already known. Standard j rpm DeltaTuning j kgm2

TV damper type / designation:

Shafting Intermediate shaft diameter: Intermediate shaft UTS: mm N/mm2 Intermediate shaft length: Propeller shaft UTS: mm N/mm2

A drawing or sketch of the propulsion shafting should be enclosed. Water brake Type: Inertia of rotor with entr. water: Elasticity of brake shaft: PTO PTO-Gear Type: Manufacturer: Detailed drawings with the gearwheel inertias and gear ratios to be enclosed. PTO-Clutches/Elastic couplings The arrangement and the type of couplings to be enclosed. PT-Generator Manufacturer: Generator speed: Rotor inertia: rpm kgm2 If possible, drawing of generator shaft to be enclosed Minimum required data needed for provisional calculation. Table D6 Vibration calculation form (ad-t1-tvc-testbed-order-form) Rotor mass: kg Service speed range: rpm Free end gear j kgm2 Manufacturer: Drw.No.:

rad/Nm (between flange and rotor) Camshaft gear j

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Engine data

D6.3

Marine installation Coupled Axial Vibration Calculation
Name: Order Date: Phone: Order deadline:

Client Information

Project

Project name: Shipyard: Classification society: Hull No.:

Engine

Engine type: Engine power: Rotation: Flywheel inertia: Front disc inertia: clockwise j kW anticlockwise j kgm2 kgm2 Engine speed: Engine tuning (RT-flex): Flywheel mass: Front disc mass: TV damper manufacturer: Details of the dynamic characteristics of TV damper to be enclosed if already known. Standard j rpm DeltaTuning j kg kg

TV damper type / designation:

Shafting Intermediate shaft diameter: Intermediate shaft length: Intermediate shaft UTS: mm mm N/mm2 Propeller shaft diameter: Propeller shaft length: Propeller shaft UTS: mm mm N/mm2

If possible, a drawing or sketch of the propulsion shafting should be enclosed. In case the installation consists of a CP-Propeller, a detailed drawing of the oil-distribution shaft is needed Propeller Type: Diameter: Mean pitch: Inertia in air: Inertia with entr. water*: FP j CP j m m kgm2 kgm2 Expanded area blade ratio: Mass in air: Mass with entrained water: kg kg Number of blades: 4 j 5 j 6 j

*In case of a CP-Propeller, the inertia in water for full pitch has to be given and if possible, the inertia of the entrained water depending on the pitch to be enclosed. PTO PTO-Gear Type: Manufacturer: Detailed drawings with the gearwheel inertias and gear ratios to be enclosed. PTO-Clutches/Elastic couplings The arrangement and the type of couplings to be enclosed. PTO-Generator Manufacturer: Generator speed: Rotor inertia: rpm kgm2 If possible, drawing of generator shaft to be enclosed Table D7 Vibration calculation form (ad-t1-avc-marine-order-form) Rotor mass: kg Service speed range: rpm Free end gear (RTA) j Tunnel gear j Camshaft gear (RTA) j Shaft generator j

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RT-flex96C

Engine data

D6.4

Marine installation Bending Vibration & Alignment Calculation
Name: Order Date: Phone: Order deadline:

Client Information

Project

Project name: Shipyard: Classification society: Hull No.:

Engine

Engine type: Engine power: Rotation: Flywheel inertia: Front disc inertia: clockwise j kW anticlockwise j kgm2 kgm2 Engine speed: Engine tuning (RT-flex): Flywheel mass: Front disc mass: TV damper manufacturer: Details of the dynamic characteristics of TV damper to be enclosed if already known. Standard j rpm DeltaTuning j kg kg

TV damper type / designation:

Shafting Intermediate shaft diameter: Intermediate shaft length: Intermediate shaft UTS: mm mm N/mm2 Propeller shaft diameter: Propeller shaft length: Propeller shaft UTS: mm mm N/mm2

A drawing or sketch of the propulsion shafting should be enclosed. In case the installation consists of a CP-Propeller, a detailed drawing of the oil-distribution shaft is needed Propeller Type: Diameter: Mean pitch: Inertia in air: Inertia with entr. water*: PTO PTO-Gear Type: Manufacturer: Detailed drawings with the gearwheel inertias, masses and gear ratios to be enclosed. PTO-Clutches/Elastic couplings The arrangement and the type of couplings to be enclosed. PTO-Generator Manufacturer: Generator speed: Rotor inertia: Shaft bearings Type: Stiffness horizontal: Sterntube stiffn. horiz.: Table D8 N/m N/m Stiffness vertical: Sterntube stiffn. vertical: N/m N/m rpm kgm2 Rotor mass: Kg Service speed range: rpm Free end gear (RTA) j FP j CP j m m kgm2 kgm2 Expanded area blade ratio: Mass in air: Mass with entrained water: Camshaft gear (RTA) j kg kg Shaft generator j Number of blades: 4 j 5 j 6 j

Tunnel gear j

Vibration calculation form (ad-t1-bending&alignment-order-form)

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Engine data

D7

Turbocharger and scavenge air cooler
The data can be calculated directly by the winGTDprogram (see section J1.2). Parameters and details of the scavenge air coolers (SAC) are shown in table D9 and figure D7, weights of turbochargers in table D10.

The selections of turbochargers covering the types ABB TPL and MHI MET are shown in figures D8 and D9. The selection of scavenge air coolers follows the demand of the selected turbochargers.

Parameters for single-stage scavenge air coolers
Insert (WCH recommended cooler) Cooler Water flow Design air flow [kg/h] 195 000 Pressure drop *1) Water content [ dm3] 600 Length (incl. conn. tubes) [mm] 2810 (3070) Mass [tonnes] small bundle unit 1.0 large bundle unit 3.6

[m3/h] SAC47F 330

Water [bar] 0.55

Air [mbar] t 20

Parameters for two-stage scavenge air coolers
SAC48F LT SAC48F HT Remarks: *1) 220 110 At design flow 195 000 195 000 0.55 0.27 t 20 490 110 2810 (3070) 2810 (3070) 1.0 1.0 3.6 3.5

Table D9 Scavenge air cooler parameters

Single-stage cooler

Two-stage cooler
water outlet (HT)

water inlet Air flow water outlet

water inlet (LT) water outlet (LT)

Air flow

water inlet (HT) connecting tubes ”pre-stage” Remarks: All data refer to cooler specification. Single stage SAC equipped with two on waterside interconnected cooler tube units ("pre stage"). The smaller unit being placed upstream of air flow, facilitates cleaning procedure.
F10.5242

For two stage cooling application please contact Wärtsilä Switzerland Ltd.

Fig. D7

Scavenge air cooler details (rated at R1)

Type ABB Mass [tonnes] Type MHI (Mitsubishi) Mass [tonnes]

TPL85-B11 TPL85-B12 10.4 MET83SD MET83SE MET83SEII 10.5

–– –– –– ––

Table D10Turbocharger weights

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Engine data

D7.1

Turbocharger and scavenge air cooler selection

The SAC and TC selection for the engines RT-flex96C is given in the layout fields in figures D8 to D9.
Power [%] 100 Power [%] 100 Power [%] 100

R1

R1

R1

6RT-flex96C
95 R3 90 85 2 x TPL85-B11 2 x SAC47/48 90 85 95

7RT-flex96C
95 R3 90 85 2 x TPL85-B11 2 x SAC47/48

8RT-flex96C
R3 2 x TPL85-B12 2 x SAC47/48

80

80

80

75

75

75

2 x TPL85-B11 2 x SAC47/48

70 R4 90 R1: 34320 kW / 102 rpm 95 R2

70 R4 90 R1: 40040 kW / 102 rpm 95 R2

70 R4 90 R1: 45760 kW / 102 rpm 95 R2

100 Speed [%]

100 Speed [%]

100 Speed [%]

Power [%] 100

R1

Power [%] 100

R1

Power [%] 100

R1 3 x TPL85-B12 3 x SAC47/48

9RT-flex96C
95 R3 90 85 3 x TPL85-B11 3 x SAC47/48 95

10RT-flex96C
95 R3 90 85 3 x TPL85-B11 3 x SAC47/48 90 85

11RT-flex96C
R3

80

2 x TPL85-B12 2 x SAC47/48

80

80

3 x TPL85-B11 3 x SAC47/48

75

75

75

70 R4 90 R1: 51480 kW / 102 rpm 95 R2

70 R4 90 R1: 57200 kW / 102 rpm 95 R2

70 R4 90 R1: 62920 kW / 102 rpm 95 R2

100 Speed [%]

100 Speed [%]

100 Speed [%]

Power [%] 100

R1

Power [%] 100

R1

12RT-flex96C
95 R3 90 85 3 x TPL85-B12 3 x SAC47/48 90 95

14RT-flex96C
R3 4 x TPL85-B11 4 x SAC47/48 85

80

80 3 x TPL85-B12 3 x SAC47/48

75

3 x TPL85-B11 3 x SAC47/48

75

70 R4 90 R1: 68640 kW / 102 rpm 95 R2

70 R4 90 R1: 80080 kW / 102 rpm 95 R2

100 Speed [%]

100 Speed [%]

F10.52298

Fig. D8

Turbocharger and scavenge air cooler selection (ABB TPL type turbocharger)

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Engine data

Power [%] 100

R1

Power [%] 100

R1

Power [%] 100

R1

6RT-flex96C
95 R3 90 85 2 x MET83SE 2 x SAC47/48 90 85 95

7RT-flex96C
95 R3 2 x MET83SE 2 x SAC47/48 90 85

8RT-flex96C
R3 2 x MET83SEII 2 x SAC47/48

80 2 x MET83SD 2 x SAC47/48

80 2 x MET83SD 2 x SAC47/48

80 2 x MET83SD 2 x SAC47/48

75

75

75

70 R4 90 R1: 34320 kW / 102 rpm 95 R2

70 R4 90 R1: 40040 kW / 102 rpm 95 R2

70 R4 90 R1: 45760 kW / 102 rpm 95 R2

100 Speed [%]

100 Speed [%]

100 Speed [%]

Power [%] 100

R1

Power [%] 100

R1

Power [%] 100

R1

9RT-flex96C
95 R3 90 85 3 x MET83SE 3 x SAC47/48 3 x MET83SD 3 x SAC47/48 90 85 95

10RT-flex96C
95 R3 3 x MET83SE 3 x SAC47/48 90 85

11RT-flex96C
R3 3 x MET83SE 3 x SAC47/48

3 x MET83SEII 3 x SAC47/48

80

80 3 x MET83SD 3 x SAC47/48

80 3 x MET83SD 3 x SAC47/48

75

2 x MET83SEII 2 x SAC47/48

75

75

70 R4 90 R1: 51480 kW / 102 rpm 95 R2

70 R4 90 R1: 57200 kW / 102 rpm 95 R2

70 R4 90 R1: 62920 kW / 102 rpm 95 R2

100 Speed [%]

100 Speed [%]

100 Speed [%]

Power [%] 100

R1

Power [%] 100

R1

12RT-flex96C
95 R3 90 85 3 x MET83SEII 3 x SAC47/48 90 85 95

14RT-flex96C
R3 4 x MET83SE 4 x SAC47/48 4 x MET83SD 4 x SAC47/48

80 3 x MET83SD 3 x SAC47/48

80

75

75

3 x MET83SEII 3 x SAC47/48

70 R4 90 F10.52299 R1: 68640 kW / 102 rpm 95 R2

70 R4 90 R1: 80080 kW / 102 rpm 95 R2

100 Speed [%]

100 Speed [%]

Fig. D9

Turbocharger and scavenge air cooler selection (MHI MET type turbocharger)

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Engine data

D8

Auxiliary blower

For manoeuvring and operating at low powers, electrically driven auxiliary blowers must be used to provide sufficient combustion air. Table D11 shows the number of blowers required.
Number of cylinders
Number of auxiliary air blowers required 6 2 7 2 8 2 9 2 10 2 11 2 12 2 14 4

Table D11 Number of auxiliary blowers per engine

D9

Electric power requirement in [kW]

Electrical power consumers
Auxiliary blowers *1) (shaft input, estimated values) Turning gear Cylinder lubrication CLU-3 *2) Control oil pumps Servo automatic filter *2) WECS power supply, box E85 *2) Servo oil pump control, box E87 Propulsion control system Additional monitoring devices (e.g. oil mist detector etc.) Remark:

Supply voltage
380 VAC / 50 Hz 440 VAC / 60 Hz 380 VAC / 50 Hz 440 VAC / 60 Hz 380/440 VAC / 50/60 Hz 380 VAC / 50 Hz 440 VAC / 60 Hz 380/440 VAC / 50/60 Hz 220 VAC 50/60 Hz single phase 220 VAC 50/60 Hz single phase 24 V DC UPS acc. to maker specifications

Power requirement [kW] referring to numbers of cylinders
6 2 x 80 2 x 80 7 2 x 95 2 x 95 9 11 1.5 2 x (to be determined) 2 x (to be determined) 0.1 1.6 1.8 2.0 2.2 1.0 (for 5 pumps) acc. to maker specifications acc. to maker specifications 2.4 2.6 2.8 1.2 (for 6 pumps) 3.2 8 2 x 104 2 x 115 9 2 x 104 2 x 115 10 2 x 104 2 x 115 11 2 x 142 2 x 145 12 2 x 142 2 x 145 14 4 x 95 4 x 95 – 22

12.5 15

0.8 (for 4 pumps)

*1) Power requirement of blower (shaft input) is indicated. The actual electric power requirement depends on the size, type and voltage/frequency of the installed electric motor. The output of the installed motor should be at least 10% higher than the maximum power demand at the shaft of the auxiliary blower. Direct starting or Star-Delta starting to be specified when ordering. *2) Two redundant power supplies from different feeder panels required; indicated power for each power supply.

Table D12 Electric power consumers

D10

Pressure and temperature ranges
the pressure losses in the piping system, filters, coolers, valves, etc., and the vertical level pressure difference between pump suction and pressure gauge to the values in the table on the next page.

Table D13 represents a summary of the required pressure and temperature ranges at continuous service rating (CSR). The gauge pressures are measured about 5 m above the crankshaft centre line. The pump delivery head is obtained by adding

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Engine data

Medium

System

Location of measurement
Inlet

Gauge pressure limit values [bar]
Min 3.0 – 1.0 – 2.0 – 3.0 – 10.0 3.8 4.8 – 4.8 – – – 1.0 4.8 1.7 1.0 – 1.3 – 0.7 – 7.0 *2) 3.0 Max 5.0 – 4.0 – 4.0 – 5.0 – 12.0 6.5 6.0 – 6.0 – – – – 6.0 – – – – – – – 10.0 *3) 5.0 Min – 85 25 – 25 – 70 – 40 – 40 – 40 – – – – – – – – – – – – – – – – – – – – – – – – – –

Temperature limit values [°C]
Max – 95 36 – 36 – 80 120 50 – 50 – 50 – 65 – – – – – 110 – 120 – 85 150 – – – – – – – – – 515 515 – – max 30 – – – – – – – – – – – – – – – – – – – – – Deviation "50 – – – – – – – – * 1) * 1) max 15 Diff

Fresh water

Cylinder cooling LT circuit (single-stage SAC)

Outlet each cylinder Inlet cooler Outlet cooler Inlet cooler Outlet cooler Inlet cooler Outlet cooler Supply Servo oil pump inlet Supply

Fresh water (Scavenge air cooling)

LT circuit (two-stage SAC) HT circuit (two-stage SAC)

Lubricating oil (high pressure)

Crosshead bearing oil Servo oil Main bearing oil

Outlet Inlet

Piston cooling oil Thrust bearing Torsional vibration damper (if steel spring damper is used) Integrated axial vibration damper (detuner) Turbocharger bearing oil (ABB TPL on engine lub. oil system) Turbocharger bearing oil (ABB TPL with separate lub. oil system) Turbocharger bearing oil (MHI MET) Booster (supply unit) Fuel oil After retaining valve (supply unit) Intake from engine room (pressure drop, max) Intake from outside (pressure drop, max) Scavenge air Cooling (pressure drop) Starting air Control air

Outlet Outlet Supply Inlet casing Supply Damp. chamber Inlet Outlet Inlet Outlet Inlet Outlet Inlet Return Air filter / Silencer Ducting and filter New SAC Fouled SAC Engine inlet Engine inlet

Lubricating oil (low pressure)

max 10 mbar max 20 mbar max 30 mbar max 50 mbar 12 6.0 25 or 30 7.5

Air

normal 6.5 6.0 7.5

Air spring air for exhaust valve

Main distributor After each cylinder

normal 6.5 – – 30 mbar 50 mbar – –

Exhaust gas Exhaust gas Manifold after turbocharger Before each TC Design maximum Fouled maximum

Remark:

*1) The water flow has to be within the prescribed limits. *2) At 100 % engine power. *3) At stand-by condition; during commissioning of the fuel oil system the fuel oil pressure is adjusted to 10 bar. –– See alarm setting values in tables H2 to H4.

Table D13 Pressure and temperature ranges

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RT-flex96C

Engine data

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Engine Selection and Project Manual

E.

Installation data

E1

Dimensions, masses and dismantling heights
Deck beam
X

E

F D

R

C

G

M K L

M1 A A’

N I B
F10.5297

Fig. E1

Engine dimensions

Number of cylinders
Dimensions in mm with a tolerance of approx. ± 10 mm A A’ B C D E F G I K L M M1 N R X Remarks: F:

6
11564 12963

7
13244 14643

8
15834 17233

9
17514 18913

10
19194 20593 4480 1800 10925 6020

11
20874 22273

12
22554 23953

14
25914 27313

12950/13000 2594 723 676 1944 1680 2590 1220 750 depending on crane height

Minimum height to crane hook for vertical removal, arrangements with small/big hook For removal with reduced minimum height, please contact WCH. E: Dimension, when engine fitted with ABB TPL85. Other turbochargers cause other dimensions. M, M1: M = Cylinder distance. M1 for engines with middle drive (8 to 14 cylinders). R Housing with crank angle sensor; space for removal included.

Table E1

Engine dimensions

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Engine Selection and Project Manual E.

RT-flex96C

Installation data

Number of cylinders Net engine weight without oil/water [tonnes] Minimum crane capacity [tonnes]
Remark:

6 1160

7 1290

8 1470

9 1620 11.5

10 1760

11 1910

12 2050

14 2300

Weight: calculated according to nominal dimensions of drawings, including turbocharger and SAC, piping and platforms There may be differences in weights, depending type of turbochargers.

Table E2

Engine masses

E1.1

Contents of fluid in the engine
Quantities referring to numbers of cylinders 6
[kg] [kg] [kg] [kg]

System fluid Cylinder cooling water Lubricating oil Water in scavenge air cooler(s) *1) Total of water and oil in engine *2) Remark:

7
3620 2640 1240 7500

8
4050 3080 1240 8370

9
4450 3420 1240 9110

10
4670 3740 1880 10290

11
5430 4040 1880 11350

12
5600 4350 1880 11830

14
6900 4980 2520 14400

3350 2410 1240 7000

*1) The given water content is approximate. *2) These quantities include engine piping except piping of scavenge air cooling.

Table E3 Fluid quantities in the engine

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Engine Selection and Project Manual

E.

Installation data

E2

Engine outlines
This selection doesn’t cover all variations of the RT-flex96C engines. The drawings of other combinations (number of cylinders, number and type of turbochargers) are available on request.

The following engine outline illustrations are produced to scale. They represent engine arrangements with ABB TPL and MHI MET turbochargers.

Driving end

Free end

= Approx. centre of gravity Scale in mm

336.770/338.733

Fig. E2

End elevation of Sulzer RT-flex96C engines with ABB TPL85-B turbochargers

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RT-flex96C

Installation data

Exhaust side elevation

Scale in mm = Approx. centre of gravity

Plan view

336.287a

Fig. E3

Exhaust side elevation and plan view of Sulzer 7RT-flex96C engine with 2 x ABB TPL85-B turbochargers

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Engine Selection and Project Manual

E.

Installation data

Exhaust side elevation

Scale in mm = Approx. centre of gravity

Plan view

337.924a

Fig. E4

Exhaust side elevation and plan view of Sulzer 8RT-flex96C engine with 2 x ABB TPL85-B turbochargers

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Engine Selection and Project Manual E.

RT-flex96C

Installation data

Exhaust side elevation

Scale in mm = Approx. centre of gravity

Plan view

338.733

Fig. E5

Exhaust side elevation and plan view of Sulzer 10RT-flex96C engine with 3 x ABB TPL85-B turbochargers

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RT-flex96C

Engine Selection and Project Manual

E.

Installation data

Exhaust side elevation

Scale in mm = Approx. centre of gravity

Plan view

336.770

Fig. E6

Exhaust side elevation and plan view of Sulzer 12RT-flex96C engine with 3 x ABB TPL85-B turbochargers

Wärtsilä Switzerland Ltd

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Engine Selection and Project Manual

Exhaust side elevation

E–8 E.
Scale in mm = Approx. centre of gravity

341.940

RT-flex96C

Installation data

Wärtsilä Switzerland Ltd

Fig. E7

Exhaust side elevation of Sulzer 14RT-flex96C engine with 4 x ABB TPL85-B turbochargers

E.

Wärtsilä Switzerland Ltd = Approx. centre of gravity

Plan view

RT-flex96C

Installation data

E–9 Engine Selection and Project Manual

Scale in mm

341.940

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Fig. E8

Plan view of Sulzer 14RT-flex96C engine with 4 x ABB TPL85-B turbochargers

Engine Selection and Project Manual E.

RT-flex96C

Installation data

Driving end

Free end

= Approx. centre of gravity Scale in mm

336.064

Fig. E9

End elevation of Sulzer RT-flex96C engines with MHI MET83SE turbochargers

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RT-flex96C

Engine Selection and Project Manual

E.

Installation data

Exhaust side elevation

Scale in mm = Approx. centre of gravity

Plan view

336.064

Fig. E10 Exhaust side elevation and plan view of Sulzer 8RT-flex96C engine with 2 x MHI MET83SE turbochargers

Wärtsilä Switzerland Ltd

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Engine Selection and Project Manual

Exhaust side elevation

E–12 E.
Scale in mm = Approx. centre of gravity

336.281

RT-flex96C

Installation data

Wärtsilä Switzerland Ltd

Fig. E11 Exhaust side elevation of Sulzer 14RT-flex96C engine with 4 x MHI MET83SE turbochargers

E.

Wärtsilä Switzerland Ltd = Approx. centre of gravity

Plan view

RT-flex96C

Installation data

E–13 Engine Selection and Project Manual

Scale in mm

33.281

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Fig. E12 Plan view of Sulzer 14RT-flex96C engine with 4 x MHI MET83SE turbochargers

Engine Selection and Project Manual E.

RT-flex96C

Installation data

E2.1

Engine seating

Remarks: *1) Final height h to be determined by shipyard. *2) Chock thickness to be determined by the shipyard. Note: This is a typical example, other foundation arrangements may be possible.
246.401b

Fig. E13 Engine seating (foundation) with epoxy resin chocks

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Engine Selection and Project Manual

F.

Auxiliary power generation

F1 F1.1

General information Introduction
The waste heat option is a practical proposition for high powered engines employed on long voyages. The electrical power required when loading and discharging cannot be met with a main-engine driven generator or with the waste heat recovery system, and for vessels employed on comparatively short voyages the waste heat system is not viable. Stand-by diesel generator sets (Wärtsilä GenSets), burning heavy fuel oil or marine diesel oil, available for use in port, when manoeuvring or at anchor, provide the flexibility required when the main engine power cannot be utilised.

This chapter covers a number of auxiliary power arrangements for consideration. However, if your requirements are not fulfilled, please contact our representative or consult Wärtsilä Switzerland Ltd, Winterthur, directly. Our aim is to provide flexibility in power management, reduce overall fuel consumption and maintain uni-fuel operation. The sea load demand for refrigeration compressors, engine and deck ancillaries, machinery space auxiliaries and hotel load can be met by using a main-engine driven generator, by a steamturbine driven generator utilising waste heat from the engine exhaust gas, or simply by auxiliary generator sets.

Exhaust gas econimiser

Ship service steam

Steam turbine

Ship service power

G
Power turbine

G G M/G

Aux. engine Aux. engine Aux. engine Aux. engine

Main engine

G G

F10.5321

Fig. F1

Heat recovery, typical system layout

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Engine Selection and Project Manual F.

RT-flex96C

Auxiliary power generation

F1.2

System description and layout

F3.2

PTO power and speed
PTO tunnel gear with generator

Although initial installation costs for a heat recovery plant are relatively high, these are recovered by fuel savings if maximum use is made of the steam output, i.e., electrical power and domestics, space heating, heating of tank, fuel and water.

Generator speed [rpm]

1000, 1200, 1500, 1800 700

Power [kWe]

1200 1800 *1)

F2

Waste heat recovery
Remark: *1) Higher powers on request

Before any decision can be made about installing a waste heat recovery system (see figure F1) the steam and electrical power available from the exhaust gas is to be established. For more information see chapter J ‘winGTD – the General Technical Data’.

Table F1

PTO power and speed

Another alternative is a shaft generator.

F3

Power take off (PTO)

Main-engine driven generators are an attractive option when consideration is given to simplicity of operation and low maintenance costs. The generator is driven through a tunnel PTO gear with frequency control provided by thyristor invertors or constant-speed gears. The tunnel gear is mounted at the intermediate propeller shaft. Positioning the PTO gear in that area of the ship depends upon the amount of space available.

F3.1

Arrangements of PTO

Figure F2 illustrates various arrangements for PTO with generator. If your particular requirements are not covered, please do not hesitate to contact our representative or Wärtsilä Switzerland Ltd, Winterthur, directly.
T1
T

T2
T

T3

T1–T3 Tunnel gear T Thyristor bridge

Controllable-pitch propeller Generator

F10.5231

Fig. F2

Tunnel PTO gear

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Engine Selection and Project Manual

G.

Ancillary systems

G1 G1.1

General information Introduction

Sizing engine ancillary systems, i.e. for fresh water, lubricating oil, fuel oil, etc., depends on the contract maximum engine power. If the expected system design is outside the scope of this book please contact our representative or Wärtsilä Ltd, Winterthur, directly.

G1.2

Part-load data

The engine part-load data can be determined with the help of the winGTD-program.

G1.3

Engine system data

The data contained in tables G1 to G6 are applicable to the nominal maximum continuous rating (R1) of each six- to twelve- and fourteen-cylinder engine at design (tropical) conditions. They are suitable for estimating the size of ancillary equipment. The winGTD-program enables to obtain all engine and system data at any Rx rating within the engine rating field and of part-load, as mentioned above. However, for convenience or final confirmation when optimizing the plant, Wärtsilä Switzerland Ltd provide a computerized calculation service. Please complete in full the questionnaire on the next page to enable us to supply the necessary data.

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Engine Selection and Project Manual G.

RT-flex96C

Ancillary systems

G1.3.1

Questionnaire for engine data

In order to obtain computerized engine performance data and optimized ancillary system data, please send completed copy of this questionnaire to: Wärtsilä Switzerland Ltd, PO Box 414, Dept. 4052, CH-8401 Winterthur, Switzerland. or fax: Fax No. +41 52 262 07 07

Client specification
Company: Name: Address: Department: Country: Telephone: Telefax: e-mail: Date of contact:

Project specification
Project number: Shipowner, country: Shipyard, country: Project manager: Wärtsilä representative:

Engine specification
Number of cylinders: PTO: (see PTO options, table F1) Max. PTO [kW] Speed [rpm]: f f 700 1000 f f 1200 1200 f f 1800 1500 f f 1800 RT-flex96C f Yes j No (continue to ‘Rating point’ below)

Rating point (CMCR = Rx)
Power: Speed: kW rpm

Cooling system specification
j j j Central fresh water cooling with single-stage scavenge air cooler and integrated HT circuit Central fresh water cooling with single-stage scavenge air cooler and separate HT circuit Central fresh water cooling with two-stage scavenge air cooler and integrated HT circuit

Calculations are based on an operating mode according to propeller law and design (tropical) conditions.

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Engine Selection and Project Manual

G.

Ancillary systems

G1.3.2

Engine system data for central fresh water cooling system (single-stage) at nominal maximum continuous rating (R1)
Cooling with integrated HT circuit
HT circuit Lubricating oil cooler Scavenge air cooler (LT) Central cooler Recirculation

Engine equipped with ABB TPL turbochargers
for Mitsubishi turbochargers use data from the winGTD program (se chapter J).

LT

F10.1907

Inlet

Outlet

Fig. G1

Central fresh water cooling system with single-stage SAC and integrated HT circuit

General data Speed 102 rpm

Number of cylinders Engine power Number and type of turbochargers heat dissipation engine in/out heat dissipation cooler in/out mass flow

– kW

6 34 320 2 x ABB TPL85-B11 5109 265 73.0/90.0 11740 440 36.0/59.1 249781 3682 553 58.6/45.0 319 36.0/46.0 10.7 20531 759 59.5/36.0 901 32.0/52.0 5.6 10393 253255 314 296 25 9.9 250 m3h 553 72 265 759 15.4 8.6 901 30 8.5 260 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2

7 40 040 2 x ABB TPL85-B11 6139 318 73.0/90.0 13591 440 36.0/62.8 291411 4276 628 58.9/45.0 370 36.0/46.0 10.8 24005 810 61.8/36.0 1054 32.0/52.0 6.5 12125 295464 314 333 25 11.5 290 m3/h 628 84 318 810 18.0 10.0 1054 30 9.9 300 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2

8 45 760 2 x ABB TPL85-B12 7189 373 73.0/90.0 15411 440 36.0/66.3 333041 4881 703 59.1/45.0 423 36.0/46.0 10.9 27481 863 63.7/36.0 1206 32.0/52.0 7.2 13857 337673 314 368 25 13.4 340 m3/h 703 96 373 863 20.6 11.4 1206 30 11.5 350 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2

9 51 480 3 x ABB TPL85-B11 7698 399 73.0/90.0 17610 660 36.0/59.1 374671 5540 787 59.3/45.0 480 36.0/46.0 11.0 30849 1140 59.5/36.0 1354 32.0/52.0 5.6 15589 379882 314 402 25 14.9 380 m3/h 787 108 399 1140 23.2 12.9 1354 30 12.9 390 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2

Cylinder cooling (HT) Fresh water flow Fresh water temperature Scavenge air cooler (LT) Fresh water flow (LT) Fresh water temperature Scavenge air

kW m3/h °C kW m3/h °C kg/h kW m3/h °C m3/h °C °C kW m3/h °C m3/h °C °C kW kg/h °C kW

Lubricating oil cooler heat dissipation *1) Oil flow *1) Oil temperature cooler in/out Fresh water flow Fresh water temperature cooler in/out Mean log. temperature difference Central cooler Fresh water flow (LT) Fresh water temperature Sea-water flow Sea-water temperature Mean log. temperature difference Exhaust gas Mass flow Temperature after turbine Engine radiation Starting air *3) Bottle (2 units) Air compressor (2 units) at design pressure capacity each capacity each heat dissipation cooler in/out cooler in/out

heat dissipation *2)

bar m3 m3/h

Pump capacities / delivery head *4) Lubricating oil Crosshead lubricating oil High temperature circuit (cylinder cooling) Low temperature circuit Fuel oil booster Fuel oil feed Sea-water

Remark:

*1) *2) *3) *4)

Excluding heat and oil flow for balancer, damper and PTO gear. Available heat for boiler with gas outlet temperature 170°C and temperature drop 5°C from turbine to boiler. For 12 starts and refilling time 1 hour. Pressure difference across pump (final delivery head must be according to the actual piping layout).

Table G1 R1 data for central fresh water cooling system with single-stage SAC and integrated HT circuit

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Engine Selection and Project Manual G.

RT-flex96C

Ancillary systems

General data Speed 102 rpm

Number of cylinders Engine power Number and type of turbochargers heat dissipation engine in/out heat dissipation cooler in/out mass flow

– kW kW m3/h °C kW m3/h °C kg/h kW m3/h °C m3/h °C °C kW m3/h °C m3/h °C °C kW kg/h °C kW

10 57 200 3 x ABB TPL85-B11 8728 453 73.0/90.0 19466 660 36.0/61.6 416302 6133 862 59.5/45.0 531 36.0/46.0 11.1 34327 1191 61.1/36.0 1507 32.0/52.0 6.2 17321 422091 314 436 25 16.5 420 m3h 862 120 453 1191 25.7 14.3 1507 30 14.2 430 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2

11 62 920 3 x ABB TPL85-B12 9771 507 73.0/90.0 21301 660 36.0/64.0 457932 6734 937 59.6/45.0 583 36.0/46.0 11.2 37806 1243 62.5/36.0 1660 32.0/52.0 6.7 19053 464301 314 469 25 18.1 460 m3/h 937 132 507 1243 28.3 15.7 1660 30 15.5 470 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2

12 68 640 3 x ABB TPL85-B12 10828 562 73.0/90.0 23116 660 36.0/66.3 499562 7343 1012 59.8/45.0 636 36.0/46.0 11.2 41287 1296 63.7/36.0 1813 32.0/52.0 7.2 20785 506510 314 500 25 19.7 500 m3/h 1012 144 562 1296 30.9 17.2 1813 30 16.8 510 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2

14 80 080 4 x ABB TPL85-B11 12364 641 73.0/90.0 27181 880 36.0/62.8 582822 8594 1171 59.9/45.0 745 36.0/46.0 11.3 48139 1625 61.8/36.0 2113 32.0/52.0 6.5 24250 590928 314 563 25 22.9 600 m3/h 1171 168 641 1625 36.0 20.0 2113 30 19.5 620 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2

Cylinder cooling (HT) Fresh water flow Fresh water temperature Scavenge air cooler (LT) Fresh water flow (LT) Fresh water temperature Scavenge air

Lubricating oil cooler heat dissipation *1) Oil flow *1) Oil temperature cooler in/out Fresh water flow Fresh water temperature cooler in/out Mean log. temperature difference Central cooler Fresh water flow (LT) Fresh water temperature Sea-water flow Sea-water temperature Mean log. temperature difference Exhaust gas Mass flow Temperature after turbine Engine radiation Starting air *3) Bottle (2 units) Air compressor (2 units) at design pressure capacity each capacity each heat dissipation cooler in/out cooler in/out

heat dissipation *2)

bar m3 m3/h

Pump capacities / delivery head *4) Lubricating oil Crosshead lubricating oil High temperature circuit (cylinder cooling) Low temperature circuit Fuel oil booster Fuel oil feed Sea-water

Remark:

*1) *2) *3) *4)

Excluding heat and oil flow for balancer, damper and PTO gear. Available heat for boiler with gas outlet temperature 170°C and temperature drop 5°C from turbine to boiler. For 12 starts and refilling time 1 hour. Pressure difference across pump (final delivery head must be according to the actual piping layout).

Table G2 R1 data for central fresh water cooling system with single-stage SAC and integrated HT circuit

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G–4

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RT-flex96C

Engine Selection and Project Manual

G.

Ancillary systems

Cooling with separate HT circuit

HT circuit Cylinder water cooler

Engine equipped with ABB TPL turbochargers
for Mitsubishi turbochargers use data from the winGTD program (see chapter J).

LT

Lubricating oil cooler Scavenge air cooler (LT) Central cooler

Recirculation

F10.1907

Inlet

Outlet

Fig. G2

Central fresh water cooling system with single-stage SAC and separate HT circuit

General data Speed 102 rpm

Number of cylinders Engine power Number and type of turbochargers heat dissipation cooler in/out cooler in/out

– kW

6 34 320 2 x ABB TPL85-B11 5109 265 90.0/73.0 319 46.0/59.9 28.5 5109 265 73.0/90.0 11740 440 36.0/59.1 249781 3682 553 58.6/45.0 319 36.0/46.0 10.7 20531 759 59.4/36.0 901 32.0/52.0 5.5 10393 253255 314 296 25 9.9 250 m3h 553 72 265 759 15.4 8.6 901 30 8.5 260 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2

7 40 040 2 x ABB TPL85-B11 6139 318 90.0/73.0 370 46.0/60.4 28.3 6139 318 73.0/90.0 13591 440 36.0/62.8 291411 4276 628 58.9/45.0 370 36.0/46.0 10.8 24005 810 61.7/36.0 1054 32.0/52.0 6.4 12125 295464 314 333 25 11.5 290 m3/h 628 84 318 810 18.0 10.0 1054 30 9.9 300 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2

8 45 760 2 x ABB TPL85-B12 7189 373 90.0/73.0 423 46.0/60.7 28.1 7189 373 73.0/90.0 15411 440 36.0/66.3 333041 4881 703 59.1/45.0 423 36.0/46.0 10.9 27481 863 63.6/36.0 1206 32.0/52.0 7.1 13857 337673 314 368 25 13.4 340 m3/h 703 96 373 863 20.6 11.4 1206 30 11.5 350 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2

9 51 480 3 x ABB TPL85-B11 7698 399 90.0/73.0 480 46.0/59.9 28.5 7698 399 73.0/90.0 17610 660 36.0/59.1 374671 5540 787 59.3/45.0 480 36.0/46.0 11.0 30849 1140 59.4/36.0 1354 32.0/52.0 5.5 15589 379882 314 402 25 14.9 380 m3/h 787 108 399 1140 23.2 12.9 1354 30 12.9 390 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2

Cylinder water cooler (HT) Fresh water flow (HT) Fresh water temperature Fresh water flow (LT) Fresh water temperature (LT) Mean log. temperature difference Cylinder cooling (HT) Fresh water flow Fresh water temperature Scavenge air cooler (LT) Fresh water flow (LT) Fresh water temperature Scavenge air

kW m3/h °C m3/h °C °C kW m3/h °C kW m3/h °C kg/h kW m3/h °C m3/h °C °C kW m3/h °C m3/h °C °C kW kg/h °C kW

heat dissipation engine in/out heat dissipation cooler in/out mass flow

Lubricating oil cooler heat dissipation *1) Oil flow *1) Oil temperature cooler in/out Fresh water flow Fresh water temperature cooler in/out Mean log. temperature difference Central cooler Fresh water flow (LT) Fresh water temperature Sea-water flow Sea-water temperature Mean log. temperature difference Exhaust gas Mass flow Temperature after turbine Engine radiation Starting air *3) Bottle (2 units) Air compressor (2 units) at design pressure capacity each capacity each heat dissipation cooler in/out cooler in/out

heat dissipation *2)

bar m3 m3/h

Pump capacities / delivery head *4) Lubricating oil Crosshead lubricating oil High temperature circuit (cylinder cooling) Low temperature circuit Fuel oil booster Fuel oil feed Sea-water

Remark:

*1) *2) *3) *4)

Excluding heat and oil flow for balancer, damper and PTO gear. Available heat for boiler with gas outlet temperature 170°C and temperature drop 5°C from turbine to boiler. For 12 starts and refilling time 1 hour. Pressure difference across pump (final delivery head must be according to the actual piping layout).

Table G3 R1 data for central fresh water cooling system with single-stage SAC and separate HT circuit

Wärtsilä Switzerland Ltd

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Engine Selection and Project Manual G.

RT-flex96C

Ancillary systems

General data Speed 102 rpm

Number of cylinders Engine power Number and type of turbochargers heat dissipation cooler in/out cooler in/out

– kW kW m3/h °C m3/h °C °C kW m3/h °C kW m3/h °C kg/h kW m3/h °C m3/h °C °C kW m3/h °C m3/h °C °C kW kg/h °C kW

10 57 200 3 x ABB TPL85-B11 8728 453 90.0/73.0 531 46.0/60.2 28.4 8728 453 73.0/90.0 19466 660 36.0/61.6 416302 6133 862 59.5/45.0 531 36.0/46.0 11.1 34327 1191 61.0/36.0 1507 32.0/52.0 6.2 17321 422091 314 436 25 16.5 420 m3h 862 120 453 1191 25.7 14.3 1507 30 14.2 430 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2

11 62 920 3 x ABB TPL85-B12 9771 507 90.0/73.0 583 46.0/60.5 28.2 9771 507 73.0/90.0 21301 660 36.0/64.0 457932 6734 937 59.6/45.0 583 36.0/46.0 11.2 37806 1243 62.3/36.0 1660 32.0/52.0 6.7 19053 464301 314 469 25 18.1 460 m3/h 937 132 507 1243 28.3 15.7 1660 30 15.5 470 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2

12 68 640 3 x ABB TPL85-B12 10828 562 90.0/73.0 636 46.0/60.7 28.1 10828 562 73.0/90.0 23116 660 36.0/66.3 499562 7343 1012 59.8/45.0 636 36.0/46.0 11.2 41287 1296 63.6/36.0 1813 32.0/52.0 7.1 20785 506510 314 500 25 19.7 500 m3/h 1012 144 562 1296 30.9 17.2 1813 30 16.8 510 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2

14 80 080 4 x ABB TPL85-B11 12364 641 90.0/73.0 745 46.0/60.4 28.3 12364 641 73.0/90.0 27181 880 36.0/62.8 582822 8594 1171 59.9/45.0 745 36.0/46.0 11.3 48139 1625 61.7/36.0 2113 32.0/52.0 6.4 24250 590928 314 563 25 22.9 600 m3/h 1171 168 641 1625 36.0 20.0 2113 30 19.5 620 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2

Cylinder water cooler (HT) Fresh water flow (HT) Fresh water temperature Fresh water flow (LT) Fresh water temperature (LT) Mean log. temperature difference Cylinder cooling (HT) Fresh water flow Fresh water temperature Scavenge air cooler (LT) Fresh water flow (LT) Fresh water temperature Scavenge air

heat dissipation engine in/out heat dissipation cooler in/out mass flow

Lubricating oil cooler heat dissipation *1) Oil flow *1) Oil temperature cooler in/out Fresh water flow Fresh water temperature cooler in/out Mean log. temperature difference Central cooler Fresh water flow (LT) Fresh water temperature Sea-water flow Sea-water temperature Mean log. temperature difference Exhaust gas Mass flow Temperature after turbine Engine radiation Starting air *3) Bottle (2 units) Air compressor (2 units) at design pressure capacity each capacity each heat dissipation cooler in/out cooler in/out

heat dissipation *2)

bar m3 m3/h

Pump capacities / delivery head *4) Lubricating oil Crosshead lubricating oil High temperature circuit (cylinder cooling) Low temperature circuit Fuel oil booster Fuel oil feed Sea-water

Remark:

*1) *2) *3) *4)

Excluding heat and oil flow for balancer, damper and PTO gear. Available heat for boiler with gas outlet temperature 170°C and temperature drop 5°C from turbine to boiler. For 12 starts and refilling time 1 hour. Pressure difference across pump (final delivery head must be according to the actual piping layout).

Table G4 R1 data for central fresh water cooling system with single-stage SAC and separate HT circuit

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Ancillary systems

G1.3.3

Engine system data for central fresh water cooling system (two-stage) at nominal maximum continuous rating (R1)
Cooling with integrated HT circuit
Engine cylinder cooling HT Scavenge air cooler (HT)

Engine equipped with ABB TPL turbochargers
for Mitsubishi turbochargers use data from the winGTD program (see chapter J).

LT

Lubricating oil cooler Scavenge air cooler (LT) Central cooler

Recirculation

F10.1907

Inlet

Outlet

Fig. G3

Central fresh water cooling system with two-stage SAC and integrated HT circuit

General data Speed 102 rpm

Number of cylinders Engine power Number and type of turbochargers heat dissipation engine in/out heat dissipation cooler in/out heat dissipation cooler in/out mass flow

– kW

6 34 320 2 x ABB TPL85-B11 5031 261 73.0/90.0 7149 220 73.0/101.7 4713 440 36.0/45.3 249781 3639 553 58.4/45.0 315 36.0/46.0 10.6 20531 755 59.8/36.0 901 32.0/52.0 5.7 10393 253255 314 296 25 9.9 250 m3h 553 72 481 755 15.4 8.6 901 30 8.5 260 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2

7 40 040 2 x ABB TPL85-B11 6064 315 73.0/90.0 7836 220 73.0/104.4 5872 440 36.0/47.6 291411 4234 628 58.7/45.0 367 36.0/46.0 10.8 24005 807 62.0/36.0 1054 32.0/52.0 6.6 12125 295464 314 333 25 11.5 290 m3/h 628 84 535 807 18.0 10.0 1054 30 9.9 300 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2

8 45 760 2 x ABB TPL85-B12 7132 370 73.0/90.0 8379 220 73.0/106.6 7122 440 36.0/50.0 333041 4848 703 59.0/45.0 420 36.0/46.0 10.9 27481 860 64.0/36.0 1206 32.0/52.0 7.3 13857 337673 314 368 25 13.4 340 m3/h 703 96 590 860 20.6 11.4 1206 30 11.5 350 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2

9 51 480 3 x ABB TPL85-B11 7582 393 73.0/90.0 10723 330 73.0/101.7 7069 660 36.0/45.3 374671 5475 787 59.2/45.0 474 36.0/46.0 11.0 30849 1134 59.8/36.0 1354 32.0/52.0 5.7 15589 379882 314 402 25 14.9 380 m3/h 787 108 723 1134 23.2 12.9 1354 30 12.9 390 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2

Cylinder cooling (HT) Fresh water flow Fresh water temperature Scavenge air cooler (HT Fresh water flow (HT) Fresh water temperature Scavenge air cooler (LT) Fresh water flow (LT) Fresh water temperature Scavenge air

kW m3/h °C kW m3/h °C kW m3/h °C kg/h kW m3/h °C m3/h °C °C kW m3/h °C m3/h °C °C kW kg/h °C kW

Lubricating oil cooler heat dissipation *1) Oil flow *1) Oil temperature cooler in/out Fresh water flow Fresh water temperature cooler in/out Mean log. temperature difference Central cooler Fresh water flow (LT) Fresh water temperature Sea-water flow Sea-water temperature Mean log. temperature difference Exhaust gas Mass flow Temperature after turbine Engine radiation Starting air *3) Bottle (2 units) Air compressor (2 units) at design pressure capacity each capacity each heat dissipation cooler in/out cooler in/out

heat dissipation *2)

bar m3 m3/h

Pump capacities / delivery head *4) Lubricating oil Crosshead lubricating oil High temperature circuit (cylinder cooling) Low temperature circuit Fuel oil booster Fuel oil feed Sea-water

Remark:

*1) *2) *3) *4)

Excluding heat and oil flow for balancer, damper and PTO gear. Available heat for boiler with gas outlet temperature 170°C and temperature drop 5°C from turbine to boiler. For 12 starts and refilling time 1 hour. Pressure difference across pump (final delivery head must be according to the actual piping layout).

Table G5 R1 data for central fresh water cooling system with two-stage SAC and integrated HT circuit

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General data Speed 102 rpm

Number of cylinders Engine power Number and type of turbochargers heat dissipation engine in/out heat dissipation cooler in/out heat dissipation cooler in/out mass flow

– kW kW m3/h °C kW m3/h °C kW m3/h °C kg/h kW m3/h °C m3/h °C °C kW m3/h °C m3/h °C °C kW kg/h °C kW

10 57 200 3 x ABB TPL85-B11 8612 447 73.0/90.0 11434 330 73.0/103.6 8213 660 36.0/46.8 416302 6068 862 59.3/45.0 526 36.0/46.0 11.0 34328 1186 61.3/36.0 1507 32.0/52.0 6.3 17321 422091 314 436 25 16.5 420 m3h 862 120 777 1186 25.7 14.3 1507 30 14.2 430 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2

11 62 920 3 x ABB TPL85-B12 9664 501 73.0/90.0 12049 330 73.0/105.2 9419 660 36.0/48.4 457932 6675 937 59.5/45.0 578 36.0/46.0 11.1 37807 1238 62.7/36.0 1660 32.0/52.0 6.8 19053 464301 314 469 25 18.1 460 m3/h 937 132 831 1238 28.3 15.7 1660 30 15.5 470 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2

12 68 640 3 x ABB TPL85-B12 10741 557 73.0/90.0 12568 330 73.0/106.6 10683 660 36.0/50.0 499562 7294 1012 59.7/45.0 632 36.0/46.0 11.2 41287 1292 64.0/36.0 1813 32.0/52.0 7.3 20785 506510 314 500 25 19.7 500 m3/h 1012 144 887 1292 30.9 17.2 1813 30 16.8 510 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2

14 80 080 4 x ABB TPL85-B11 12214 634 73.0/90.0 15672 440 73.0/104.4 11744 880 36.0/47.6 582822 8510 1171 59.8/45.0 737 36.0/46.0 11.2 48140 1617 62.1/36.0 2113 32.0/52.0 6.6 24250 590928 314 563 25 22.9 600 m3/h 1171 168 1074 1617 36.0 20.0 2113 30 19.5 620 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2

Cylinder cooling (HT) Fresh water flow Fresh water temperature Scavenge air cooler (HT) Fresh water flow (HT) Fresh water temperature Scavenge air cooler (LT) Fresh water flow (LT) Fresh water temperature Scavenge air

Lubricating oil cooler heat dissipation *1) Oil flow *1) Oil temperature cooler in/out Fresh water flow Fresh water temperature cooler in/out Mean log. temperature difference Central cooler Fresh water flow (LT) Fresh water temperature Sea-water flow Sea-water temperature Mean log. temperature difference Exhaust gas Mass flow Temperature after turbine Engine radiation Starting air *3) Bottle (2 units) Air compressor (2 units) at design pressure capacity each capacity each heat dissipation cooler in/out cooler in/out

heat dissipation *2)

bar m3 m3/h

Pump capacities / delivery head *4) Lubricating oil Crosshead lubricating oil High temperature circuit (cylinder cooling) Low temperature circuit Fuel oil booster Fuel oil feed Sea-water

Remark:

*1) *2) *3) *4)

Excluding heat and oil flow for balancer, damper and PTO gear. Available heat for boiler with gas outlet temperature 170°C and temperature drop 5°C from turbine to boiler. For 12 starts and refilling time 1 hour. Pressure difference across pump (final delivery head must be according to the actual piping layout).

Table G6 R1 data for central fresh water cooling system with two-stage SAC and integrated HT circuit

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G2 G2.1

Piping systems Cooling and pre-heating water systems Central fresh water cooling system
The cylinder cooling water outlet from the engine is thermostatically controlled by an automatic valve (012). A static pressure head is provided, thermal expansion allowed and water losses made up by the expansion tank (021, 022), to be installed as high as possible above the pump suction (014) to prevent ingress of air into the cooling system through the pump gland. The fresh water generator (020) is not to require more than 50 per cent of the heat dissipated from the cylinder cooling water at CMCR and is to be used at engine loads above 40 per cent only. In case more heat is required (up to 85%), an additional temperature control system is to be installed ensuring adequate control of the cylinder cooling water outlet temperature (information can be obtained from WCH). Correct treatment of the fresh water is essential for safe engine operation. Only totally demineralized water or condensate must be used as water and it must be treated with a suitable corrosion inhibitor to prevent corrosive attack, sludge formation and scale deposits in the system. No internally galvanized steel pipes should be used in connection with treated fresh water, since most corrosion inhibitors have a nitrite base. Nitrites attack the zinc lining of galvanized piping and create sludge.

G2.1.1

The cooling system of the RT-flex96C engine runs on either one of the following standard layout: – Central fresh water cooling system with singlestage scavenge air cooler and integrated HT circuit (see figure G4) or separate HT circuit (see figure G5). Central fresh water cooling system with twostage scavenge air cooler for heat recovery and integrated HT circuit (see fig. G6).

The scavenge air cooler consists of two cooler elements which either are connected in series as single-stage cooler or parallel as two-stage cooler, see illustration in fig D7. The cooler elements as well as the housing are similar for both cooling systems. The central fresh water cooling system showed in figures G4 to G6 reduces the amount of sea-water pipework and its attendant problems. This provides for improved cooling control. Optimizing central cooling results in lower overall running costs when compared with the conventional sea-water cooling system. The cooling medium for the cylinder water cooler is fresh water as well as for the central cooling system.

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Sea water pipes LT fresh water pipes HT fresh water pipes Balance pipes Ancillary equipment pipes Drain / overflow pipes Air vent pipes Control / feedback Pipes on engine / pipe connections
347.521

Remarks: *4) Only when pos. 015 is installed. *6) Depending on vibration, a flexible hose connection may be recommendable. Air vent pipes and drain valves where necessary. Air vent and drain pipes must be fully functional at all inclination angles of the ship at which the engine must be operational.

Note: For legend see table G7

Fig. G4

Central fresh water cooling system with single-stage scavenge air cooler and integrated HT circuit

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Ancillary systems

001 002 003 004 005 006 007 008 009 010 011 012 013 014 015 016 017 018 019 020 021 022 023 025 1 2 5 7 16

Main engine RT flex96C Low sea chest *1) High sea chest Sea water strainer Air vent (air vent pipe or equal venting system acc. to shipyard's design) Sea water circulating pump Central sea water cooler Automatic temperature control valve for LT circuit Temperature sensor of regulating system, min. temp. of SAC inlet: 25 °C Fresh water pump for LT circuit Lubricating oil cooler Automatic temperature control valve for HT circuit Temperature sensor of regulating system, constant temp. at engine outlet Cylinder cooling water pump for HT circuit Pre heating circulating pump (optional), capacity 10% from pump 014 *7) Heater for main engine (HT circuit) Air vent pipe (piping on engine, at free end or at driving end) Throttling disc (adjustable on engine, at free end or at driving end) Throttling disc *2) Fresh water generator Remarks: Cooling water expansion tank for LT circuit *1) If requested, two low sea chests are applicable. Cooling water expansion tank for HT circuit *2) When using a valve, lock in proper position to avoid mis Filling pipe / inlet chemical treatment *3) handling. Scavenge air cooler Cylinder cooling water inlet (at free end or at driving end) Cylinder cooling water outlet (at free end or at driving end) Scavenge air cooler, cooling water inlet *5) Scavenge air cooler, cooling water outlet and air vent *5) Cylinder cooling water air vent (at free end or at driving end) *3) Other designs like hinged covers, etc. are also possible. *5) The inlet and outlet pipes to SAC have to be designed to allow for engine thermal expansion, or expansion parts have to be fitted. *7) For guidance only, final layout according to actual engine pre heating requirements.

347.521

Table G7 Central fresh water cooling system with single-stage scavenge air cooler and integrated HT circuit

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Ancillary systems

Sea water pipes LT fresh water pipes HT fresh water pipes Balance pipes Ancillary equipment pipes Drain / overflow pipes Air vent pipes Control / feedback Pipes on engine / pipe connections
333.620c

Remarks: *4) Only when pos. 015 is installed. *6) Depending on vibration, a flexible hose connection may be recommendable. Air vent pipes and drain valves where necessary. Air vent and drain pipes must be fully functional at all inclination angles of the ship at which the engine must be operational.

Note: For legend see table G8

Fig. G5

Central fresh water cooling system with single-stage scavenge air cooler and separate HT circuit

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Ancillary systems

001 002 003 004 005 006 007 008 009 010 011 012 013 014 015 016 017 018 019 020 021 022 023 025 026 1 2 5 7 16

Main engine RT flex96C Low sea chest *1) High sea chest Sea water strainer Air vent (air vent pipe or equal venting system acc. to shipyard's design) Sea water circulating pump Central sea water cooler Automatic temperature control valve for LT circuit Temperature sensor of regulating system, min. temp. of SAC inlet: 25 °C Fresh water pump for LT circuit Lubricating oil cooler Automatic temperature control valve for HT circuit Temperature sensor of regulating system, constant temp. at engine outlet Cylinder cooling water pump for HT circuit Pre heating circulating pump (optional), capacity 10% from pump 014 *7) Heater for main engine (HT circuit) Air vent pipe (piping on engine, at free end or at driving end) Throttling disc (adjustable on engine, at free end or at driving end) Throttling disc *2) Fresh water generator Cooling water expansion tank for LT circuit Remarks: Cooling water expansion tank for HT circuit *1) If requested, two low sea chests are applicable. Filling pipe / inlet chemical treatment *3) *2) When using a valve, lock in proper position to avoid mis Scavenge air cooler handling. Cylinder cooling water cooler Cylinder cooling water inlet (at free end or at driving end) Cylinder cooling water outlet (at free end or at driving end) Scavenge air cooler, cooling water inlet *5) Scavenge air cooler, cooling water outlet and air vent *5) Cylinder cooling water air vent (at free end or at driving end) *3) Other designs like hinged covers, etc. are also possible. *5) The inlet and outlet pipes to SAC have to be designed to allow for engine thermal expansion, or expansion parts have to be fitted. *7) For guidance only, final layout according to actual engine pre heating requirements.

333.620c

Table G8 Central fresh water cooling system with single-stage scavenge air cooler and separate HT circuit

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Ancillary systems

Sea water pipes LT fresh water pipes HT fresh water pipes Balance pipes Ancillary equipment pipes Drain / overflow pipes Air vent pipes Control / feedback Pipes on engine / pipe connections
333.600

Remarks: *4) Only when pos. 015 is installed. *6) Depending on vibration, a flexible hose connection may be recommendable. Air vent pipes and drain valves where necessary. Air vent and drain pipes must be fully functional at all inclination angles of the ship at which the engine must be operational.

Note: For legend see table G9

Fig. G6

Central fresh water cooling system with two-stage scavenge air cooler and integrated HT circuit

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Ancillary systems

001 002 003 004 005 006 007 008 009 010 011 012 013 014 015 016 017 018 019 020 021 022 023 024 025 1 2 3 4 5 7 16

Main engine RT flex96C Low sea chest *1) High sea chest Sea water strainer Air vent (air vent pipe or equal venting system acc. to shipyard's design) Sea water circulating pump Central sea water cooler Automatic temperature control valve for LT circuit Temperature sensor of regulating system, min. temp. of SAC inlet: 25 °C Fresh water pump for LT circuit Lubricating oil cooler Automatic temperature control valve for HT circuit Temperature sensor of regulating system, constant temp. at engine outlet Cylinder cooling water pump for HT circuit Pre heating circulating pump (optional), capacity 5% from pump 014 *7) Heater for main engine (HT circuit) Air vent pipe (piping on engine, at free end or at driving end) Throttling disc (adjustable on engine, at free end or at driving end) Throttling disc *2) Fresh water generator Cooling water expansion tank for LT circuit Cooling water expansion tank for HT circuit Filling pipe / inlet chemical treatment *3) Remarks: Scavenge air cooler, LT *1) If requested, two low sea chests are applicable. Scavenge air cooler, HT Cylinder cooling water inlet (at free end or at driving end) Cylinder cooling water outlet (at free end or at driving end) Scavenge air cooler, cooling water inlet. HT *5) Scavenge air cooler, cooling water outlet and air vent, HT *5) Scavenge air cooler, cooling water inlet, LT *5) Scavenge air cooler, cooling water outlet and air vent, LT *5) Cylinder cooling water air vent (at free end or at driving end) *2) When using a valve, lock in proper position to avoid mis handling. *3) Other designs like hinged covers, etc. are also possible. *5) The inlet and outlet pipes to SAC have to be designed to allow for engine thermal expansion, or expansion parts have to be fitted. *7) For guidance only, final layout according to actual engine pre heating requirements.

333.600

Table G9 Central fresh water cooling system with two-stage scavenge air cooler and integrated HT circuit

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G2.1.2

Pre-heating system
Example for 8RT-flex96C – – – Estimated heating-up time: 6 h. Engine ambient temperature: 40 °C. Required engine temperature: 60 °C. From the graph in figure G7: • the approximate amount of heat per cylinder is 26 kW. • heater capacity required is 8  26 kW = 208 kW.
300 240 180

To prevent corrosive liner wear when not in service during short stays in port, it is important that the main engine is kept warm. Warming-through can be provided by a dedicated heater (016) as shown in figures G4 to G6 ‘Central fresh water cooling system’, using boiler raised steam, hot water from the diesel auxiliaries, or by direct circulation from the diesel auxiliaries. If the requirement is for a separate pre-heating pump, an additional non-return valve between the main pumps and the heater is to be installed. The appropriate value of the preheating pump’s capacity is indicated in tables G7 and G9. In addition, the pumps are to be electrically interlocked to prevent both pumps running at the same time. The operation of the heater is controlled by a separate temperature sensor installed at the engine outlet and the flow rate is set by a throttling disc. If the diesel auxiliaries are to be used to provide warming-through directly, it is important at the design stage to ensure that there is sufficient heat available and that cross-connecting pipework and isolating non-return valves are included. Before starting and operating the engine, a temperature of 60°C at the cylinder cooling water outlet of the main engine is recommended. To estimate the heater power capacity required to achieve 60°C, the heating-up time and the engine ambient temperature are the most important parameters. They are plotted on the graph shown in figure G7. To reach the required capacity per cylinder; this figure is multiplied by the number of cylinders to give the total heater capacity required.

Approx. heater capacity [kW/cyl]

10 20

80 60 50 40 30 30 20 40

10 1
F10.3717

1.5

2

3

4

5

6

8

50 10 12

Heating up time [h]

Fig. G7

Engine pre-heating power

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Ambient air temperature [C°]

140 120 100

RT-flex96C

Engine Selection and Project Manual

G.

Ancillary systems

G2.2 G2.2.1

Lubricating oil systems General
The cylinders are lubricated by a separate system working on the once-through principle, i.e. fresh lubricating oil is directly fed into the cylinders to provide lubrication for the liners, pistons and piston rings. For normal operating conditions, a high-alkaline marine cylinder oil of the SAE 50 viscosity grade with a minimum kinematic viscosity of 18.5 cSt at 100°C must be used. The alkalinity of the oil is indicated by its Base Number (BN). Note: The ‘Base Number’ or ‘BN’ was formerly known as ‘Total Base Number’ or ‘TBN’. Only the name has changed, values remain identical.

Lubrication of the main bearings, thrust bearings, bottom-end bearings, camshaft bearings, crosshead bearings, together with the piston cooling, is carried out by the main lubricating oil system, see figure G8 ‘Main lubricating oil system and cylinder lubricating oil system’. The elevated lub. oil pressure for the crosshead bearings is obtained using separate pumps. The cylinder liner lubrication is carried out by a separate system as shown in the upper part of figure G8. The consumption of system oil and cylinder lubricating oil is indicated in table A1. The products listed in table G10 ‘Lubricating oils’ were selected in co-operation with the oil suppliers and are considered appropriate for the application indicated. Wärtsilä Switzerland Ltd does not accept any liability for the quality of the supplied lubricants or their performance in actual service. In addition to the oils shown in the mentioned list, there are other brands which might be suitable for the use in Sulzer diesel engines. Information concerning such brands may be obtained on request from Wärtsilä Switzerland Ltd, Winterthur. For the Sulzer RT-flex96C engines which are designed with oil-cooled pistons, the crankcase oils typically used as system oil have the following properties (see also table G10, ‘lubricating oils’): • • • SAE 30. Minimum BN of 5 detergent properties. Load carrying performance of the FZG gear machine method IP 334/90: FZG load stage fail 11. Good thermal stability. Antifoam properties. Good demulsifying performance.

G2.2.2

Optional lubricating oil systems for turbochargers

The ABB TPL and Mitsubishi MET turbochargers feature journal bearings which are lubricated from the engine’s lubricating system. As an option, a separate lubricating system (fig. G9 and G10) which only serves the turbochargers can be supplied. For more information please contact WCH. For lubricating oil of turbochargers equipped with separate lub. oil systems, the recommendations given by the supplier must be observed.

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G2.2.3

Lubricating oil maintenance and treatment

Treatment of the system oil by self-cleaning separators is absolutely necessary to maintain the oil in good condition over a long working period. In order to remove any water from the lubricating oil the separator has to operate as a purifier of the full discharge type. Pre-heating of the oil between 90–95°C will increase the efficiency of the separation process. The minimum throughput of the lubricating oil separator is determined by the contracted maximum power (CMCR) of the engine as follows:
V separator(CMCR) + 0.14 dm 3 kWh
.

Example: Estimation of minimum throughput of the lubricating oil separator for Sulzer 8RT-flex96C with CMCR at 45 760 kW
V separator(CMCR) + 0.14 @ 45 760 + 6406 dm 3 h
.

The separator throughput related to its nominal capacity has to conform to the recommendations of the separator manufacturer. This separator should never be used for fuel oil separation, to prevent cross-contamination of the lubricating oil.

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Bearing lub. oil pipes Crosshead lub. oil pipes Cylinder lub. oil pipes Transfer/dirty lub. oil pipes Drain / overflow pipes Air vent pipes Pipes on engine / pipe connections

246.819a

22 001 002 003 004 005 006 007 008 009 010 011 012 013 014 015 Main engine RT flex96C Lubricating oil drain tank Heating coil Suction filter Lubricating oil pump *1) Lubricating oil cooler Automatic temperature control valve; constant temp. at engine inlet: 45 °C Lubricating oil filter Reduction piece Deck connection Cylinder lubricating oil storage tank *2) Cylinder lubricating oil daily service tank Crosshead lubricating oil pump Pressure control valve Automatic oil filter (on engine) 24 26 27

Lubricating oil drain from bedplate Lubricating oil inlet Cylinder lubricating oil inlet Crosshead lub. oil inlet

Remarks: *1) The lub. oil pumps (pos. 005) and the crosshead lub oil pumps (pos. 013) are to be interlocked so that the crosshead lub. oil pumps never can run alone. *2) Alternatively, the cylinder oil can be fed directly from the storage tank by grav ity to the lubricators. If this arrangement is preferred, the storage tank is to be located at the same height as requested for the daily tank and the feed pipe to the lubricators is provided with a flow meter. *4) The by pass line with the pressure control valve can be omitted if the main lubricating oil pumps have a built in pressure control and safety valve or if centrifugal pumps are used. Air vent pipes and drain valves where necessary. Air vent and drain pipes must be fully functional at all inclination angles of the ship at which the engine must be operational.

Fig. G8

Main lubricating oil system

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001 002 003 004 005 006 007 008 17 18 30

Turbocharger ABB TPL85 B Lubricating oil drain tank Heating coil Suction filter Lubricating oil pump Lubricating oil cooler Automatic temperature control valve Lubricating oil filter Lubricating oil inlet Lubricating oil outlet Air vent manifold

Bearing lub. oil pipes Transfer/dirty lub. oil pipes Overflow/drain pipes Air vent pipes Pipes on engine / pipe connections

Remarks: For pump capacity, temperatures and oil viscosity, please refer to the winGTD program. Air vent and drain pipes must be fully functional at all inclination angles of the ship at which the engine must be operational.
246.700a

Fig. G9

Lubricating oil system for 2 x ABB-TPL turbochargers

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001 002 003 004 005 006 007 008 17 18 30

Turbocharger ABB TPL85 B Lubricating oil drain tank Heating coil Suction filter Lubricating oil pump Lubricating oil cooler Automatic temperature control valve Lubricating oil filter Lubricating oil inlet Lubricating oil outlet Air vent manifold

Bearing lub. oil pipes Transfer/dirty lub. oil pipes Overflow/drain pipes Air vent pipes Pipes on engine / pipe connections

Remarks: For pump capacity, temperatures and oil viscosity, please refer to the winGTD program. Air vent and drain pipes must be fully functional at all inclination angles of the ship at which the engine must be operational.
246.700a

Fig. G10 Lubricating oil system for 3 x ABB-TPL turbochargers

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Cylinder oil Oil Supplier BP Castrol System oil
HFO more than 1% sulphur (BN 70–80)

Cylinder oil
HFO less than 1.5% sulphur (BN 40)

Energol OE-HT 30 CDX 30

Energol CLO 50M Cyltech 80AW Cyltech 70 Mobilgard 570 EXXMAR X 70

Energol CL-DX 405 Cyltech 40 SX

ExxonMobil

Mobilgard 300 EXXMAR XA

Mobilgard L 540

ChevronTexaco (FAMM)

Veritas 800 Marine Oil 30

Taro Special HT 70

Shell

Melina S Oil 30 Melina Oil 30

Alexia Oil 50

Alexia LS

Total

Atlanta Marine D 3005

Talusia HR 70

Talusia LS40

Table G10 Lubricating oils

Note The application must be in compliance with the Wärtsilä general lubricating oil requirements and recommendations. The supplying oil company undertakes all responsibility for the performance of the oil in service to the exclusion of any liability of Wärtsilä Switzerland Ltd.

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G2.3 G2.3.1

Fuel oil systems Fuel oil requirements
The CCAI (Calculated Carbon Aromaticity Index, ISO 8217: 1996) is a function of viscosity and density, and is an indication of the ignition quality for medium and high-speed diesel engines. In lowspeed engines ignition delay as given by the CCAI is of less importance. There is no rigidly applicable limit for this quantity, but good results have been obtained with commercially available fuels which have CCAI values up to 870. The maximum admissible viscosity of the fuel that can be used in an installation depends on the heating and fuel preparation facilities available. As a guidance, the necessary pre-heating temperature for a given nominal viscosity can be taken from the viscosity/temperature chart in figure G11. The recommended viscosity range of fuel entering the engine is: 13–17 mm2/s (cSt).

In Table G11 ‘Fuel oil requirements’ some heavy fuel oil specifications are given. The values in the column ‘Bunker limit’ (RMK55) indicate the minimum quality of heavy fuel as bunkered. Good operating results have been achieved with commercially available fuels within these limits. The column ‘Recommended fuel quality’ is an example of a good quality fuel of the type commonly used in Sulzer diesel engines. The use of this variety of fuel can be expected to have a positive influence on overhaul periods, by improving combustion, wear and exhaust gas composition. The fuel oil as bunkered must be processed before it enters the engine. The difference between the recommended fuel quality of bunker and at engine inlet is an approximate indication of the improvement that must be achieved by fuel oil treatment. If catalyst fines are present they must be removed. The fuel oil should contain no foreign substances or chemical waste, hazardous to the safety of the ship or detrimental to the performance of machinery.
Parameter Unit Bunker limit
ISO 8217:1996 class F, RMK55 Density at 15°C Kinematic viscosity • at 50°C • at 100°C Carbon residue Sulphur Ash Vanadium Sodium Aluminium plus Silicon Total sediment, potential Water Flash point Pour point Remark: [kg/m3] [mm2/s(cSt)] [mm2/s(cSt)] [mm2/s(cSt)] [m/m (%)] [m/m (%)] [m/m (%)] [mg/kg (ppm)] [mg/kg (ppm)] [mg/kg (ppm)] [m/m (%)] [v/v (%)] [°C] [°C] max. 1010 *2) – – max. 55.0 max. 22 max. 5.0 max. 0.20 max. 600 – max. 80 max. 0.10 max. 1.0 min. 60 max. 30

Test method *1)

Recommended fuel quality
Bunker Engine inlet max. 1010 13–17 – – max. 15 max. 3.5 max. 0.05 max. 100 max. 30 max. 15 max. 0.10 max. 0.3 min. 60 max. 30

ISO 3675: 1993 ISO 3104: 1994 ISO 3104: 1994 ISO 3104: 1994 ISO 10370: 1993 ISO 8754: 1992 ISO 6245: 1993 ISO 14597: 1997 AAS ISO 10478: 1994 ISO 10307: 1993 ISO 3733: 1976 ISO 2719: 1988 ISO 3016: 1994

max. 1010 – max. 730 max. 55.0 max. 15 max. 3.5 max. 0.05 max. 100 max. 50 max. 30 max. 0.10 max. 1.0 min. 60 max. 30

*1) ISO standards can be obtained from the ISO Central Secretariat, Geneva, Switzerland (www.iso.ch). *2) Limited to max. 991 kg/m3 (ISO-F-RMH55), if the fuel treatment plant cannot remove water from high density fuel oil.

Table G11 Fuel oil requirements

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Recommended viscosity range before fuel supply unit

Example: To obtain the recommended viscosity before the fuel supply unit, fuel oil of 380 mm2/s (cSt) at 50 °C must be heated up to 130-140 °C.
F10.4779

Fig. G11 Fuel oil viscosity/temperature diagram

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G2.3.2

Fuel oil treatment
To achieve a good separating effect, the throughput and the temperature of the fuel must be adjusted in relation to the viscosity. With high-viscosity fuels, the separating temperature must be increased whereas the throughput must be decreased in relation to the nominal capacity of the separator. For recommended operating data, refer also to the separator instruction manual. A mesh size of maximum 50 microns is the absolute minimum requirement for the fuel oil filter. This specified filtration grade conforms to a high reliability and optimal cleaning efficiency of the centrifugal separators. Cat fines may, for various reasons, be present in the fuel when entering the engine. Excessive piston ring and cylinder liner wear on all cylinders is often caused by cat fines in the fuel oil. It is obvious that other exposed parts e.g. fuel pumps, fuel injection valves, piston rod and piston rod stuffing boxes will be also damaged if a high content of cat fines is present in the fuel oil. The use of an automatic self-cleaning filter with a mesh size of 10 microns installed on the low-temperature side of the pressurized fuel oil system will additionally protect the engine from serious damages by removing cat fines which may have passed through the separator(s). This filter will also indicate changes in the separator efficiency and/or in the fuel quality. Such an additional investment should especially be considered where, due to the ship’s trading route, the risk of bunkering fuel with a high cat fines content is prevalent.

Figure G12 ‘Heavy fuel oil treatment layout’ is a schematic diagram of a fuel oil treatment plant. The following points should be considered before designing a system. Gravitational settling of water and sediment in heavy fuel oils is an extremely slow process due to the small density difference between the oil and the sediment. To achieve the best settling results, the surface area of the settling tank should be as large as possible, because the settling process is a function of the fuel surface area of the tank, the viscosity and the density difference. The purpose of the settling tank is to separate the sludge and water contained in the fuel oil, to act as a buffer tank and to provide a suitable constant oil temperature of 60°C to 70°C. It is advisable to use separators without gravity disc to meet the requirements for heavy fuel separation up to 730 mm2/s at 50°C and make the continuous and unattended onboard operation easier. As it is usual to install a stand-by separator as a back-up, it is of advantage to use it to improve the separation. For the arrangement of separators, refer to the manufacturer’s instructions. The effective separator throughput is to be in accordance with the maximum consumption of the diesel engine plus a margin of 15–20 per cent, which ensures that separated fuel oil flows back from the daily tank to the settling tank. The separators are to be in continuous operation from port to port. Figure G12 ‘Heavy fuel oil treatment layout’ shows individual positive displacement type pumps but it is also acceptable to have these pumps integrated in the separator. It is important that the pumps operate at constant capacity in order to achieve equal results over the whole operating time. The separation temperature is to be controlled within ± 2°C by a preheater.

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001 002 003 004 005 006 007 008 009 010 011 012 013 014

HFO settling tank, heated and insulated HFO daily tank, heated and insulated MDO daily tank Suction filter HFO separator supply pump, with safety valve *1) HFO/MDO separator supply pump, safety valve *1) HFO pre heater Self cleaning HFO separator *2) Self cleaning HFO/MDO separator *2) Three way valve, diaphragm operated Sludge tank Fuel oil overflow tank Air vent collector Air vent manifold

Remarks: *1) Pump may be omitted if integrated in separator. *2) Separator capacity related to viscosity in accordance with instructions of separator manufacturer. *3) Vent chamber in funnel. *4) Connection pipe optional. Air vent and drain pipes must be fully functional at all inclination angles of the ship at which the engine must be operational. HFO pipes, heated and insulated MDO pipes Air vent pipes Drain & overflow pipes

333.729/2

Fig. G12 Heavy fuel oil treatment layout

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G2.3.3

Pressurized fuel oil system

The system shown in figure G13 is recommended for use with engines burning heavy fuel oils. Fuel oil from the heated daily tank (002, figure G12) passes through the three-way valve (002, figure G13), filter (003) and is transferred to the mixing unit (006) by the low-pressure feed pump (004). The high-pressure booster pump (007) transfers the fuel through the heater (008), viscosimeter and the filter (010) to the fuel supply unit (012). Circulation is maintained via pipework back to the mixing tank which equalizes the fuel oil temperature between the hot oil returning from the engine and the cooler oil from the daily tank. The pressure regulating valve (005) controls the delivery of the low-pressure pump and ensures that the discharge pressure is 1 bar above evaporation pressure to prevent entrained water from flashing off into steam.

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001 002 003 004 005 006 007 008 009 010 011 012 013 31 32 33 34

Main engine RT flex96C Three way valve, manually or remotely operated Fuel oil suction filter, heated (trace heating acceptable) Low pressure feed pump Pressure regulating valve Mixing unit, heated and insulated High pressure booster pump Fuel oil endheater Viscosimeter Fuel oil filter, heater (trace heating acceptable) Pressure retaining valve Fuel supply unit Fuel rail unit Fuel oil inlet, supply unit Fuel oil outlet Fuel leakage pipe rail unit Fuel leakage pipe

Remarks: *1) The return pipe may also be led to the HFO daily tank. Feed pumps (pos. 004) must be installed below MDO and daily tanks. All heaters to be fitted with thermometers, relief valves, drains and drip trays. Steam tracers on main engine are laid out for 7 bar saturated steam. Air vent and drain pipes must be fully functional at all inclina tion angles of the ship at which the engine must be oper ational. HFO pipes, heated and insulated MDO pipes Heating pipes Air vent pipes Drain & overflow pipes Pipes on engine / pipe connections
333.729/1

Fig. G13 Pressurized fuel oil system

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G2.4

Starting and control air system

004

Clean and dry instrument air 7-8 bar supplied from board.

001

003

003

005

Remarks: Drain plugs and drain cocks where necessary.

002

002
41 42 43 Starting air inlet Control air inlet, in case of board supply failure Control air inlet (for control system and air spring)

001 Main engine RT flex96C 002 Starting air compressor, 25/30 bar 003 Starting air receiver, 25/30 bar 004 Distribution pipe with automatic starting air shut off valve 005 Pressure reducing valve, from 25/30 to 7-8 bar Starting air feed pipes Control air pipes Ancillary equipment pipes Drain pipes
333.320a

Pipes on engine / pipe connections

Fig. G14 Starting and control air system

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Figure G14 is a typical layout for the starting and control air system. Control air inlet (43): The compressed air required for the pneumatic control system of the engine and for the air springs of the exhaust valves is primarily taken from the shipboard system. The air must be clean and dry in order to prevent blockages occurring in the control units.

Control air inlet (42): The air piping system is arranged in such way that, upon failure of the shipboard system supply, compressed air will be taken from the starting air system.

Starting air
Number of starts requested by the classification societies for reversible engines Pressure range No. of cylinders 6 7 8 9 10 11 12 14 Remark:

Air receivers
12 *1) Max. air pressure 25 [bar] 30 [bar]

Air compressors
12 *1) Free air delivery at 25 [bar] 30 [bar]

JEng *2)

Number x volume [m3] 2 x 9.9 2 x 11.5 2 x 13.4 2 x 14.9 2 x 16.5 2 x 18.1 2 x 19.7 2 x 22.9 2 x 8.5 2 x 9.9 2 x 11.5 2 x 12.9 2 x 14.2 2 x 15.5 2 x 16.8 2 x 19.5

Number x capacity [Nm3/h] 2 x 250 2 x 290 2 x 340 2 x 380 2 x 420 2 x 460 2 x 500 2 x 600 2 x 260 2 x 300 2 x 350 2 x 390 2 x 430 2 x 470 2 x 510 2 x 620

[kgm2] 258 500 298 200 340 400 382 400 418 900 455 100 489 300 565 000

*1) 12 consecutive starts of the main engine, alternating between ahead and astern. *2) Data given for engines without damper and front disc on crankshaft but included smallest flywheel.

Table G12Air receiver and air compressor capacities

The capacity of the air compressor and receiver depends on the total inertia (JTot) of the rotating parts of the propulsion system too. • • • • Total inertia = engine inertia + shafting and propeller inertia => (JTot) = (JEng) + (JS+P). Propeller inertia includes the part of entrained water. Engine inertia (JEng) see table G12. Relative inertia JRel = JTot / JEng

The air receiver and compressor capacities of table G12 refer to a relative inertia (JRel = 2.0). For other values than 2.0, the air receiver and compressor capacities have to be calculated with the winGTD program. Table G12 outlines the basic requirements for a system similar to figure G14 ‘Starting and control air system’ for maximum engine rating. The enclosed CD-ROM with the winGTD program enables to optimize the capacities of the compressors and air receivers for the contract maximum continuous rating (CMCR).

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G2.5

Leakage collection system and washing devices

337.945a

Note: Refer to table G13 for additional information and legend to this layout.

Fig. G15 Leakage collection and washing layout

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001 Main engine RT flex96C 002 Sludge oil trap 003 Throttling disc 004 Sludge or appropriate tank *5) 005 Throttling disc 006 Air vent manifold 007 Scavenge air cooler washing plant *1) 008 Turbocharger compressor washing plant *1) 009 Turbocharger turbine washing plant *1) 010 Turbocharger turbine dry cleaning plant (optional) *1) 011 Condensate drain units 012 Venting unit 11 12 14 19 20 21 23 25 28 30 40 Oily water drain from charge air receiver Cylinder and scavnge air cooler, cooling water drain pipe Washing water inlet TC/SAC *3) Condensate water from water separator and SAC *2) Washing water outlet from SAC Venting pipe TC outlet oil system TC Common dirty oil drain from engine Dirty oil from piston underside Dirty oil from piston rod stuffing box Venting pipe TC outlet *1) Working air inlet SAC washing plant *3) Washing water pipes Dirty oil drain pipes Compressed air pipes Air vent pipes Drain & overflow pipes Pipes on engine / pipe connections Remarks: *1) One unit per turbocharger *2) Depending on the relative air humidity and temperature before and after the scavenge air cooler condensate may be knocked out. Under extreme ambient conditions a maximum condensate quantity of up to 0.16 kg/kW/h may be produced. *3) At free end or at driving end *4) Air vent (optional) *5) Available capacity approx. 2 m3 Please note: For Mitsubishi MET turbochargers only DRY CLEANING method applies.

337.945a

Table G13 Leakage collection and washing layout: legend to layout

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G3

Tank capacities
Capacities referring to number of cylinders Unit 6 7 1 8 1.5 9 1.5 10 2 11 2 12 2 14 3

Cylinder cooling water expansion tank (HT) – Cylinder cooling water system (fig. G4 to G6, item 022) Cylinder cooling water expansion tank (LT) – Cylinder cooling water system (fig. G4 to G6, item 021) Cylinder lubricating oil daily service tank – *1) Cylinder lub. oil system (fig. G8, item 012) Lubricating oil drain tank (initial filling) – Main lub. oil system (fig. G8, item 002) HFO daily tank – *2) Heavy fuel oil treatment system (fig. G12, item 002) MDO daily tank – *3) Heavy fuel oil treatment system (fig. G12, item 003)
Remark:

[m3]

1

[m3]

depending on ancillary plants

[m3] [m3] [m3] [m3]

1.5

1.7

2.0

2.2

2.5

2.7

3.0

3.5

43

50

57

64

71

78

85

99

0.20 S CMCR S t1) / 1000 0.20 S CMCR S t2) / 1000

*1) The capacity indicated is valid for R1 rating, it can be proportionally reduced to actual CMCR *2) t1 = value in hours for required running time with HFO at CMCR [kW]. This figure can be reduced from 24 to 8 hours depending on the operational requirements and efficiency of the fuel treatment plant. *3) t2 = value in hours for required running time with MDO at CMCR [kW]. This figure depends on the operational requirements.

Table G14 Tank capacities

G4

Fire protection
Piston underside at bottom dead centre including common section of cylinder jacket Volume [m3/cyl.] Carbondioxide 8 Mass [kg/cyl.] 30 Bottle Recommended total number of fire extinguishing bottles Number of cylinders Size [kg] 45 6 4 7 5 8 6 9 6 10 7 11 8 12 8 14 10

Extinguishing medium

Table G15 Recommended quantities of fire extinguishing medium

All the engine spaces (air receiver) in which fire can develop are provided with screwed connections for the injection of a fire-extinguishing medium if required. Number of extinguishing bottles when using carbon dioxide are shown in table G15. Different extinguishing agents can be considered for fire fighting purposes. Their selection is made either by shipbuilder or shipowner in compliance with the rules of the classification society involved.

As far as the fire protection of the main engine is concerned, carbon dioxide or steam can be used. Steam as an alternative fire-extinguishing medium for the scavenge air spaces of the piston underside may result in corrosion if adequate countermeasures are not taken immediately after use.

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Exhaust gas system

To optimize the exhaust gas systems, please refer to the following calculations. The calculations

based on figure G16 ‘Determination of exhaust pipe diameter’, figure G17 ‘Estimation of exhaust gas density’ and figure G18 ‘Estimation of exhaust pipe diameter’ are given as an example only:

F10.4061

Fig. G16 Determination of exhaust pipe diameter

Example: Estimation of exhaust gas pipe diameters for Sulzer 8RT-flex96C, CMCR (R1) specified and for design (tropical) conditions: Power (R1) = 45 760 kW Speed (R1) = 102 rpm Recommended gas velocities: Pipe A: WA = 40 m/s Pipe B: WB = 25 m/s Pipe C: WC = 35 m/s 1) Exhaust gas mass flow: (according to table G1) 337 673 kg/h 2) Exhaust gas temperature: (acc. to tables G1 to G6) 314 °C

3) Exhaust gas density (assumed back pressure on turbine outlet Dp = 30 mbar (figure G17):
ò EXH + 0.611 kg m 3

4) Number of turbochargers (according to figure D8): nTC = 2

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pEXH [kg/m3]
0.740

0.720

0.700

0.680

0.660

0.640

0.620

0.600

0.580

∆p [mbar]
30 20 10 0 220 230 240 250 260 270 280 290 300 310 320 330 340 350 360

0.560

0.540
F10.4682

tEaT [_C]

Fig. G17 Estimation of exhaust gas density

qV [m3/h]
600 000 500 000 450 000 400 000 350 000 300 000 250 000 200 000 180 000 160 000 140 000 120 000 100 000 90 000 80 000 70 000 60 000 500
F10.4683

50

40

30

20

10

w [m/sec]

600

700 800 900 1000

1200 1400 dA

2000

2500 dC

3000 dB

4000

dpipe [mm]

Fig. G18 Estimation of exhaust pipe diameters

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5) Exhaust gas volume flow: Pipe A:
q VA + ò qm @ n TC + 337 673 0.611 @ 2 + 276 328 m 3 h

EXH

Pipes B and C:
qm q VB + q VC + ò + 337 673 + 552 656 m 3 h 0.611 EXH

6) Exhaust pipe diameters: Pipe diameters are approx. (according to figure G18): dA = 1550 mm dB = 2800 mm dC = 2350 mm or calculated:
d pipe + 18.81 @ qV w pipe [mm]

7) Select the calculated or the next larger diameter available, for example: dA = 1600 mm dB = 2800 mm dC = 2400 mm Check the back pressure drop of the whole exhaust gas system (not to exceed 30 mbar).

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G6

Engine air supply / Engine room ventilation
CMCR-power. If auxiliary engines are in the same room, their air consumption must be added to the air consumption of the main engine. A portion of the air must be ducted to the vicinity of the turbocharger air inlet filters.

The air supply to the engine room can be calculated according to ISO 8861 ‘Shipbuilding engine room ventilation in diesel engined ships’. As an approximation, the amount of air supplied to the engine room by ventilators should be twice the amount of air consumed by the main engine at

Atmospheric dust concentration Normal Most frequent particle sizes Normal shipboard requirement Short period < 5 % of running time, < 0.5 mg/m3 Standard turbocharger filter sufficient Standard turbocharger filter sufficient the vast majority of installations Alternatives necessary for very special circumstances frequently to permanently ≥ 0.5 mg/m3 Oil wetted or roller screen filter Oil wetted or panel filter permanently > 0.5 mg/m3 Inertial separator and oil wetted filter Inertial separator and oil wetted filter

> 5 µm

< 5 µm

Valid for

These may likely apply to only a very few extreme cases. For example: ships carrying bauxite or similar dusty cargoes or ships routinely trading along desert coasts.

Table G16 Guidance for air filtration

In case the air supply to the machinery spaces has a high dust content in excess of 0.5 mg/m3 which can be the case on ships trading in coastal waters, desert areas or transporting dust creating cargoes, there is a greater risk of increased wear to the piston rings and cylinder liners. The normal air filters fitted to the turbochargers are intended mainly as silencers and not to protect the engine against dust. The necessity for the installation of a dust filter and the choice of filter type depends mainly on the concentration and composition of the dust in the suction air. Where the suction air is expected to have a dust content of 0.5 mg/m3 or more, the engine must be protected by filtering this air before entering the engine, e.g. also on coastal vessels or vessels frequenting ports having high atmospheric dust or sand content.

Marine installations have seldom had special air filters installed until now. Stationary plants on the other hand, very often have air filters fitted to protect the diesel engine. The installation of a filtration unit for the air supply to the diesel engines and general machinery spaces on vessels regularly transporting dust-creating cargoes such as iron ore and bauxite, is highly recommended. Table G16 and figure G19 ‘Air filter size’ show how the various types of filter are to be applied.

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Filter surface [m2] 140

Oil wetted and panel filters in series

Panel filter 120 Oil wetted filter 100 Required filteration area for pressure drop < 20 mbar 90 80 70 60 50 Roller screen filter

40

30

20

Inertial separator

16

12 10 10
F10.5296

12

16

20

25

30

40

50

60

70

80

8RT-flex96C: PR1 = 45.76 MW
Fig. G19 Air filter size

90 100 Installed engine power [MW]

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Engine management system

H1

Introduction
All those systems provide data bus connection to the ship automation to make specific data available wherever required and facilitate installation. Complete ship automation systems provided by one of the leading suppliers approved by Wärtsilä Switzerland offer the degree of integration demanded in modern shipbuilding while being perfectly adapted to the engine’s requirements. Applying a single supplier strategy for the entire ship automation shows many other advantages in terms of full responsibility, ease in operation and maintenance.

Developments in engine management systems (EMS) at Wärtsilä Switzerland Ltd are focussed on the latest trends in ship automation that tends to always higher integration levels. The standard electrical interface, designated DENIS-9520 (Diesel Engine CoNtrol and optImizing Specification), assures a perfect match with approved remote control systems, while the WECS-9520 (Wärtsilä Engine Control System) takes care of all RT-flex specific control functions. Computer based tools under the designation of the product family MAPEX (Monitoring and mAintenance Performance Enhancement with eXpert knowledge) enable ship-owners and operators to improve the operating economy of their diesel engines.

Remote Control

Alarm System

Safety System

Optimizing Functions

Engine Control

Engine Fitness Systems

Engine Operation Support

Spares & Maintenance Management Support & Tools

DENIS Family DENIS-1 DENIS-5 DENIS-6 DENIS-9520 RT-flex WECS-9520

MAPEX Engine Fitness Family
Operation Manual Service Bulletin Code Book MAPEX-SM Engine Parts Dataset CBM

SIPWA-TP MAPEX-PR MAPEX-TV MAPEX-AV

Maintenance Service Video Agreement

F10.4893

Fig. H1

EMS concept comprising DENIS, WECS and MAPEX modules

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RT-flex automation layout
Propulsion Control System
DENIS-9520 remote control specification
Alarm signals

Alarm and Monitoring System

Independent sub-systems:

Alarms Slow-downs

Telegraph system

Electronic speed control system

Remote control system

Command orders from RCS/spd ctrl.

CANopen to ECR manual control

Feedback signals from WECS

Signals for alarm and slow-down

2 x CANopen or Modbus

Connector for service access

Safety system

ECR Manual control panel

Alarm and slow-down signals

2 x Modbus

CANopen for service access

WECS alarm signals

Signals for control

Signals for safety

D E N I S - 9 5 2 0

E n g i n e
CANopen to LCP

S p e c i f i c a t i o n

E10, E20, etc. Control terminal boxes Sensors and actuators

E90 E25 Local control panel Local indications WECS shipyard interface box

E110, E120, etc. Alarm terminal boxes Alarm sensors

WECS-9520
WECS sensors and actuators

RT-flex diesel engine
F10.5322

Fig. H2

RT-flex automation layout

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Indications

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H.

Engine management system

H1.1

DENIS

H2 H2.1

DENIS-9520 General

The DENIS family contains specifications for the engine management systems of all modern types of Sulzer diesel engines. The diesel engine interface specification applicable for all current types of RT-flex engines is DENIS-9520.

H1.2

WECS

The concept of DENIS-9520 meets the requirements of increased flexibility and higher integration in modern ship automation and provides the following advantages for ship-owners, shipyards and engine builders: • Clear interface definition The well defined and documented interface results in a clear separation of the responsibilities between engine builder and automation supplier. It allows that authorised suppliers adapt their systems to Sulzer RT-flex engines with reduced engineering effort. The clear signal exchange simplifies troubleshooting. Approved propulsion control systems Propulsion control systems including remote control, speed control, safety and telegraph systems are available from suppliers approved by Wärtsilä Switzerland Ltd. This cooperation ensures that these systems fully comply with the specifications of the engine designer. Easy integration in ship management system Providing data bus communication between WECS, the propulsion control and the vessel’s alarm and monitoring system facilitates an easy integration of the various systems. The existing man–machine interface (MMI) of the vessel’s automation can therefore handle also the additional MMI functions attributed to the WECS. Ship automation from one supplier – Integrated solution Automation suppliers approved by Wärtsilä Switzerland Ltd can handle all ship board automation tasks. Complete automation systems from one supplier show advantages like easier engineering, standardisation, easier operation, less training, fewer spare parts, etc.

Under the designation of WECS-9520 Wärtsilä Switzerland provides a computerised control system for all RT-flex functions. As such it is a component of the RT-flex system and includes all necessary interfaces to the engine as well as to the remote control and electronic speed control system. With the same well proven engine control functions like the previous WECS-9500 it enhances the integration into the ship management system by providing data bus communication to all external systems.

H1.3

MAPEX

The products of the MAPEX family are designed to improve the engine’s efficiency through better management and planning and save money by making available the knowledge of our engine management specialists. For the further description of the MAPEX products please refer to section H4.

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The WECS-9520 is well suited to support this integrated automation concept by providing redundant data bus lines that deliver all necessary information for propulsion control, alarm / monitoring system and man–machine interface. The MMI of the WECS-9520 can provide additional features when using such an integrated solution. • Ship automation from different suppliers – Split solution In the case that propulsion control and alarm / monitoring systems are from different suppliers the WECS-9520 supports also such a split solution by providing two separate redundant data bus lines one each for propulsion control and alarm / monitoring system. MMI functions are then also split within propulsion control and alarm / monitoring system.

With the replacement of previous camshaftcontrolled function by the WECS-9520, the engine built control components are reduced to a minimum. Instrumentation is based on the conventional RTA engine with RT-flex-specific components added. • DENIS remote control specification This file contains the detailed functional specification of the remote control system. The intellectual property on this remote control specification remains with Wärtsilä Switzerland Ltd. Therefore this file is licensed to Wärtsilä Switzerland Ltd’s remote control partners only. These companies offer systems, built completely according to the engine designer’s specifications, tested and approved by Wärtsilä Switzerland Ltd.

DENIS-9520 describes the signal interface between the RT-flex engine including its flex engine control system (WECS) and the ship automation. The DENIS specification does not include any hardware. It summarises all the data exchanged and defines the control functions required by the engine. The DENIS specification is presented in two sets of documents: • DENIS engine specification This file contains the specification of the signal interface on the engine and is made accessible to engine builders and shipyards. It consists basically of the control diagram of the engine, the signal list including a minimum of functional requirements and gives all information related to the electrical wiring on the engine. It lists also the necessary alarm and display functions to be realised in the vessel’s alarm and monitoring system. The DENIS-9520 engine specification covers the engine-built components for control, alarm and indication.

H2.2

Propulsion control system

The propulsion control system is divided into the following sub-systems: • • • • Remote control system. Safety system. Electronic speed control system. Telegraph system.

Safety system and telegraph system work independently and are fully operative even with the remote control system out of order.

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Engine management system

H2.2.1

Approved propulsion control systems
trol and safety systems for their Sulzer RT-flex engines with each of the following leading marine automation suppliers:
Remote Control System Electronic Speed Control System

Wärtsilä Switzerland Ltd has an agreement concerning the development, production, sales and servicing of remote control, electronic speed conSupplier / Company
Kongsberg Marine Kongsberg Maritime AS P.O. Box 1009 N-3191 Horten Norway Nabtesco Corporation Nabtesco corp., Control Systems Division 2-2-21 Isogami dori Chuo-ku Kobe Tel. +81-78 251 8109 Japan Fax +81-78 251 8090 SAM Electronics GmbH / Lyngsø Marine SAM Electronics GmbH Behringstrasse 120 D-22763 Hamburg Germany Lyngsø Marine AS 2, Lyngsø Allé DK-2970 Hrøsholm Denmark

AutoChief C20
Tel. +47-330 41 436 Fax +47-330 42 250

DGS C20

M-800-III

MG-800 FLEX

Tel. +49-40 88 25 0 Fax +49-40 88 25 4116

DMS2100i

EGS2000RTf

Tel. +45 45 16 62 00 Fax +45 45 16 62 62

Table H1 Suppliers of remote control systems and electronic speed control systrems

Modern remote control systems consist of electronic modules and operator panels for display and order input for engine control room and bridge. The different items normally communicate via serial bus connections. The engine signals described in the DENIS-9520 specification are usually connected via the terminal boxes on the engine to the electronic modules placed in the engine control room. These electronic modules are in most cases built to be located either inside the ECR console or in a separate cabinet to be located in the ECR. The operator panels are to be inserted in the ECR console’s surface. Kongsberg Maritime has designed the electronic modules of the AutoChief C20 propulsion control system in a way that they can be mounted directly

on the main engine. In this case the electronic modules for remote control, safety and speed control system are located in the same boxes used as terminal boxes for any other propulsion control system. This facilitates to commission and test the complete propulsion control system already at the engine maker’s testbed. The wiring at the shipyard is then limited to a few power cables and bus communication wires whereas the conventional arrangement requires more cables between the terminal boxes on the engine and the electronic modules of the remote control system in the engine control room. These boxes with the electronic modules are part of the propulsion control system scope of supply and shall be delivered to the engine builder for mounting on the engine.

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Remote control system

Bridge wing (option)

Bridge

Bridge wing (option)

Control room

Remote control, Safety and Electronic speed control

Ship alarm system

Engine room

WECS-9520 flex engine control system

Local panel

RT-flex engine

F10.5065

Fig. H3

DENIS-9520 remote control system layout

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H2.2.2

Functions of the propulsion control system

Electronic speed control system • • • Keeps engine speed at the set point given by the remote control system. Sends fuel command to the WECS-9520. Limits fuel amount in function of charge air and measured speed for proper engine protection.

Approved propulsion control systems comprise the following independent sub-systems: Remote control system Main functions: • • • • • • • • Start, stop, reversing. Cylinder pre-/post-lubrication. Automatic slow turning. Auxiliary blower control. Control transfer. Speed setting. Automatic speed programme. Load-dependent cylinder lubrication CLU-3.

Wärtsilä Switzerland has always requested that remote control systems and speed control systems of the same supplier are applied, in order to avoid compatibility problems and increased engineering efforts. Traditionally the electronic speed control system was considered as a part of the main engine and was therefore usually delivered together with the engine. With the introduction of WECS-9520 and DENIS-9520, the electronic speed control system is assigned to the propulsion control system and therefore shall be delivered together with the corresponding remote control system and further components of the propulsion control package by the party responsible for the complete propulsion control system, i.e. in most cases the shipyard. The details regarding system layout, mechanical dimensions of components as well as the information regarding electrical connections has to be taken from the technical documentation of the respective supplier. Safety system Main functions: • • • • Emergency stop functions. Overspeed protection. Automatic shut-down functions. Automatic slow-down functions.

Indications: The remote control system is delivered with control panels for local, control room and bridge control, including all necessary order input elements and indications e.g. push buttons/switches and indication lamps or alternatively a respective display. The following instruments for remote indication in the control room are specified in the DENIS-9520 standard as a minimum: • • • • • • • Starting air pressure. Engine speed. Revolution counter. Running hour counter. Load indicator. Turbocharger speed. Scavenge air pressure in air receiver.

The following instruments for remote indication on the bridge are specified in the DENIS-9520 standard as a minimum: • • Starting air pressure. Engine speed.

Telegraph system • Order communication between different control locations.

In addition to those indications, common for RTA and RT-flex engines, the remote control system applied to the RT-flex engine includes display of the most important values of the flex engine control system (WECS) like fuel pressure, servo oil pressure etc.

ECR manual control panel A manual control panel delivered together with the propulsion control system and fitted in the ECR console allows to operate the engine manually and

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independently from the remote control system. The functions of the ECR manual control are equal to the control function on the local control panel at the engine side. Local manual control Local manual control of the engine is performed from a control panel located on the engine. This panel includes elements for manual order input

and indication for safety system, telegraph system and WECS-9520. The local control box with the local manual control panel is included in the package delivered by approved remote control system suppliers. Options • • Bridge wing control. Order recorder.

H2.2.3

Recommended manoeuvring characteristics

Recommended values for the manoeuvring positions are given in figure H4.

F10.1972

Fig. H4

Recommended manoeuvring characteristics

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H2.3 H2.3.1

Interface to alarm and monitoring systems General layout – operator interface OPI
have to be delivered to the engine builder for mounting to the engine and connection of the sensors. Commissioning and testing of the complete set of alarm signals already at the engine maker’s testbed is thus facilitated and the wiring at the shipyard is limited to a few power cables and bus communication. Split solution Propulsion control system and alarm / monitoring system from different suppliers: The propulsion control system is connected through one redundant bus line (CANopen or Modbus, depending on automation maker) to the WECS. For the separate alarm and monitoring system an additional redundant Modbus connection is available. Also the operator interface is then split in this case: • Changing of parameters accessible to the operator and display of parameters relevant for the engine operation is included in the remote control system. • The alarm / monitoring system has to include: – Display of some flex system indications, like e.g. fuel pressure, servo oil pressure etc. – Display of the flex system alarms provided by the WECS. • WCH provides modbus lists specifying the display values and alarm conditions as part of the DENIS engine specification. Requirements for any alarm and monitoring system to be applied in a split solution: • Possibility to read values from a redundant Modbus line according to standard Modbus RTU protocol. • Ability to display analogue flex system values (typically 20 values) and add alarm values provided from WECS to the standard alarm list (100–200 alarms depending on engine type and number of cylinders).

On a conventional RTA engine, hardwired signals from alarm sensors mounted to the engine had to be connected to the vessel’s alarm and monitoring system. On a RT-flex engine, basically the same alarm sensors are available. Additional sensors with hardwired connection are fitted to monitor RT-flex specific circuits of the engine. In addition to that, the flex engine control system (WECS) provides alarm values and analogue indications via data bus connection to the ship’s alarm and monitoring system as part of the operator interface of the RT-flex engine. Connection from the WECS-9520 to the engine automation can be made in two ways (refer to figure H5). Integrated solution Propulsion control system and alarm / monitoring system from same supplier: This allows to connect both propulsion control system and alarm / monitoring system through one redundant bus line only (CANopen or Modbus, depending on automation maker) to the WECS-9520. With this integrated solution an extended presentation of relevant parameters is possible as well as a comfortable access to changeable user parameters taking full profit of the graphical user interface functions available in the alarm and monitoring system. A further step in integration is possible when using a DataChief C20 alarm and monitoring system of Kongsberg Maritime. In this case also all the conventional sensors and the additional flex sensors can be connected via data bus lines. The design allows that the data acquisition units are mounted directly on the engine in the same boxes used as terminal boxes for any other alarm and monitoring system. These boxes which are part of the alarm and monitoring system usually provided by the shipyard

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Integrated solution Propulsion Control and Alarm and Monitoring System from same suppliers
Sensors and actuators for control
E10 E20 E25

Propulsion Control System
2 x CANopen or Modbus

WECS-9520

E90

Flex sensors for alarm Standard sensors for alarm

E130

Alarm and Monitoring System

E110 E120

Integrated solution Propulsion Control and Alarm and Monitoring System from Kongsberg
Sensors and actuators for control
E10 E20 E25

2 x CANopen

Propulsion Control System

WECS-9520

E90

Flex sensors for alarm Standard sensors for alarm

E130

Alarm and Monitoring System
2 x CANopen

E110 E120.1 E120.2

Split solution Propulsion Control and Alarm and Monitoring System from different suppliers
Sensors and actuators for control
E10 E20 E25

Propulsion Control System
2 x CANopen or Modbus

WECS-9520

E90

2 x Modbus

Flex sensors for alarm Standard sensors for alarm

E130

Alarm and Monitoring System

E110 E120

F10.5323

Fig. H5

Integrated/split solution

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H2.3.2

Alarm sensors and safety functions
The exact extent of delivery of alarm and safety sensors has to cover the requirements of the respective classification society, Wärtsilä Switzerland Ltd, the shipyard and the owner. The sensors delivered with the engine are basically connected to terminal boxes mounted on the engine. Signal processing has to be performed in a separate alarm and monitoring system usually provided by the shipyard.

The classification societies require different alarm and safety functions, depending on the class of the vessel and its degree of automation. These requirements are listed together with a set of sensors defined by Wärtsilä Switzerland Ltd in tables H2 to H4 “Alarm and safety functions of Sulzer RT-flex96C marine diesel engines”. The time delays for the slow-down and shut-down functions given in tables H2 to H4 are maximum values. They may be reduced at any time according to operational requirements. When decreasing the values for the slow-down delay times, the delay times for the respective shut-down functions are to be adjusted accordingly. The delay values are not to be increased without written consent of Wärtsilä Switzerland Ltd. Included in the standard scope of supply are the minimum of safety sensors as required by WCH for attended machinery space (AMS). If the option of unattended machinery space (UMS) has been selected the respective sensors according to Wärtsilä Switzerland Ltd’s requirement have to be added. There are also some additional sensors defined for the monitoring of flex system specific engine circuits.

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Alarm and safety functions for RT-flex96C engines
Function Level Physical unit Medium Location Signal No.

Values
max. allowable time delay [sec.]

min. WCH requirements add. to AMS for UMS

Request of classification societies for UMS IACS MRS ABS BV GL LR PRS
A A A B B

Setting

Cylinder cooling water

Pressure Engine inlet

PT1101A

ALM SLD

L L L L H H L L H H L L H L L H L L L LL H H L L L H F H H H H H H H H H H H F H H L H L L

3.0 bar 2.8 bar 2.5 bar 70 °C 95 °C 97 °C 3.0 bar 2.5 bar 120 °C 125 °C 2.0 bar 25 °C 57 °C 1.0 bar 25 °C 76 °C 4.8 bar 4.6 bar 4.4 bar 4.1 bar 50 °C 55 °C 10 bar *2) 9 bar *2) 3.8 bar 6.5 bar – max. 50 bar max. 65 °C 65 °C 70 °C 85 °C 65 °C 65 °C – – – 80 °C 85 °C no flow 0.6 bar no flow no flow

0 60 60 0 0 60 0 60 0 60 0 0 0 0 0 0 0 60 60 10 0 60 0 60 0 0 0 0 0 0 0 0 60 60 0 0 0 60 0 0 60 15 15 – – A A B B A A B B A A B B A A B B A A B B A A B B A A B B A A B B A A B B A A B B A A A A A A A A A A

PS1101S Temp. Engine inlet Outlet each cylinder Scavenge air cooling water fresh water, two-stage *1) HT circuit Temp. Outlet cooler Pressure Inlet cooler TE1111A TE1121-34A

SHD ALM ALM SLD

PT1301A

ALM SLD

TE1331-34A ALM SLD

Pressure Inlet cooler LT circuit Temp. Inlet cooler Outlet cooler Scavenge air cooling water fresh water, single-stage *1) Main bearing oil Pressure Inlet cooler Temp. Inlet cooler Outlet cooler Pressure Supply

PT1361A TE1371A

ALM ALM

TE1381-84A ALM PT1361A TE1371A ALM ALM

TE1381-84A ALM PT2001A ALM SLD PS2001S PS2002S SHD SHD ALM SLD

Temp.

Supply

TE2011A

Crosshead bearing oil

Pressure Supply

PT2021A

ALM SLD

Servo oil

Pressure Pump inlet

PT2051A

ALM ALM

Failure Oil leakage monitoring Level Control oil leakage monitoring Main bearing oil Thrust bearing oil

Automat. filter XS2053A Supply unit LS2055A PT2083A LS2085A

ALM ALM ALM ALM

Pressure Supply unit Level Temp. Temp. Supply unit Outlet Outlet

TE2101-17A ALM TE2121A ALM SLD TS2121S SHD

Crank bearing oil Crosshead bearing oil Oil mist concentration

Temp. Temp. Concentration Failure

Outlet Outlet Crankcase

TE2201-14A ALM TE2301-14A ALM AS2401A AS2401S ALM SLD ALM

Detection unit

XS2411A

Piston cooling oil

Temp.

Outlet each TE2501-14A ALM cylinder *3) TE2501-14S SLD Inlet each cyl. FS2521-34S SHD

Flow

Diff.press. Inlet each cyl. PS2541-54S SHD Flow Outlet each cylinder *4) ALM SLD

Table H2 Alarm and safety functions of Sulzer RT-flex96C marine diesel engines

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RINA

CCS

DNV

KR

NK

RT-flex96C

Engine Selection and Project Manual

H.

Engine management system

Alarm and safety functions for RT-flex96C engines
Function Level Physical unit Medium Location Signal No.

Values
max. allowable time delay [sec.]

min. WCH requirements add. to AMS for UMS

Request of classification societies for UMS IACS MRS ABS BV GL LR PRS
D C

Setting

Turbocharger bearing oil

Pressure Inlet each TC PT2611-14A *7) *8)

ALM SLD

L L L H H L L L H H H H L L L L L L L D H L H H H H L L H D H D H H H H L H H H H H H H H

1.0 bar 0.8 bar 0.6 bar 110 °C 120 °C 0.7 bar 0.6 bar 0.4 bar 85 °C 95 °C 80 °C 85 °C 1.0 bar 1.7 bar 1.7 bar no flow no flow no flow min. –15 °C 17 cST 12 cST max. max. max. max. 7 bar 60–120°C 515 °C $ 50 °C 530 °C $ 70 °C 515 °C 530 °C 480 °C 500 °C 25 °C 60 °C 70 °C 80 °C 120 °C max. max. max. max.

5 60 5 0 60 5 60 5 0 60 0 60 0 60 60 30 30 60 – 30 0 0 0 0 0 0 0 0 0 0 60 60 0 60 0 60 0 0 60 0 60 0 60 0 60 K K K K I I I K K K K I I H C C C C C C C E F C E F G H C C E F G C D D D D D D D D D D D

ABB TPL Temp. *7)

Inlet each TC PS2611-14S SHD Outlet TC TE2601-04A ALM SLD ALM SLD

Pressure Inlet each TC PT2611-14A

MHI MET Temp.

Inlet each TC PS2611-14S SHD Outlet TC TE2601-04A ALM SLD

additional requirement Temp. when separate oil supply Geislinger damper oil Axial damper (detuner) oil

Inlet TC

TE2621A

ALM SLD

Pressure Casing inlet Pressure

PT2711A

ALM ALM ALM

aft side PT2721A Damp. chamber fore side PT2722A

Cylinder lubricating oil

Flow

Cylinder inlet

FS3101-14A ALM FE3101-14A ALM FS3100S SLD ALM

Level Fuel oil Temp.

Cyl.lub.oil pump

LS3125A

Fuel pump outlet TE3431-38A ALM ALM ALM LS3426A LS3444-45A LS3446A LS3447A PT3421A TE3411A TT3701-14A ALM ALM ALM ALM ALM ALM ALM ALM SLD SLD before each turbocharger after each turbocharger TT3721-24A ALM SLD TT3731-34A ALM SLD TE4031-34A ALM ALM SLD

Viscosity before supply unit Leakage Level Supply unit Rail unit Fuel pipe Fuel pipe Pressure before supply unit Temp. Exhaust gas Temp. after each cylinder

Scavenge air

Temp.

after each cooler *6)

Temp.

each piston underside Water separator before each water separ.

TE4081-94A ALM SLD LS4071-74A ALM SLD LS4075-78A ALM SLD

*5)

Condensation water

Level

Table H3 Alarm and safety functions of Sulzer RT-flex96C marine diesel engines

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CCS

DNV

KR

NK

Engine Selection and Project Manual H.

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Engine management system

Alarm and safety functions for RT-flex96C engines
Function Level Physical unit Medium Location Signal No.

Values
max. allowable time delay [sec.]

min. WCH requirements add. to AMSfor UMS

Request of classification societies for UMS IACS MRS ABS BV GL LR PRS RINA CCS DNV KR NK

Setting

Starting air Air spring air

Pressure Engine inlet Pressure Distributor

PT4301C PT4341A

ALM ALM ALM SLD

L H L L LL H L L L F F H

12.0 bar 7.5 bar 5.5 bar 5.0 bar 4.5 bar max. 6.0 bar 5.5 bar 5.0 bar – – 110 %

0 0 0 60 0 0 0 0 0 – – 0

PS4341S Leakage oil Level Control air normal supply Exh.valve air LS4351-52A PT4401A PT4411A PT4421A

SHD ALM ALM ALM ALM

Pressure Engine inlet

stand-by supply Pressure Engine inlet Pressure Engine inlet Fuel actuator Failure Pwr. fail Supply unit

XS5046-49A ALM ALM SHD

WECS-9520 control system Engine

Pwr. sup. box XS5056A Crankshaft ST5111-12S

Overspeed Speed

Classification societies: IACS International Association of Classification Societies ABS American Bureau of Shipping BV Bureau Veritas CCS Chinese Classification Society DNV Det Norske Veritas GL Germanischer Lloyd KR Korean Register LR Lloyd’s Register MRS Maritime Register of Shipping (Russia) NK Nippon Kaiji Kyokai PRS Polski Rejestr Statkow RINA Registro Italiano Navale Signals for two-stage scavenge air cooling, Geislinger damper, PTO coupling, electric speed control and turbocharger vibration apply only if respective equipment is used. Function: ALM: alarm SLD: slow down SHD: shut down Level: D: deviation F: failure H: high HH: very high L: low LL: very low

*1) *2) *3) *4)

*5) *6) *7)

*8)

Only one of these cooling systems is necessary at a time for an engine. ALM & SLD are suppressed below part-load. Sensor (TE2501-14S) only necessary if ABS is applied. For technical reasons, WCH uses FS2521-34S and PS2541-54S at the piston cooling oil inlet for flow monitoring instead. FS25xxS and PS25xxS are combined to one binary input to the safety system. WCH strongly requests shut down for “piston cooling no flow”! Alternatively, low temperature alarm or condensation water high level alarm. For water separators made from plastic material the sensor must be placed right after the separator. The indicated setting values are valid for TC lubrication by main bearing oil system. For TC lubrication by separate lubrication system the following values apply: Pressure: ALM: 1.3 bar, SLD: 1.1 bar, SHD: 0.9 bar. Temperature: ALM: 120 °C, SLD 130 °C. The indicated alarm and slow-down values and the values indicated in *7) are minimum settings allowed by the TC maker. In order to achieve an earlier warning, the ALM and SLD values may be increased up to 0.4 bar below the minimum effective pressure measured within the entire engine operation range. The final ALM/SLD setting shall be determined during commissioning / sea trial of the vessel.

Request of classification societies for UMS: Request Recommendation AMS Attended machinery space UMS Unattended machinery space

for AMS

add. flex signals

A or B C or D E or F G or H I or K

are requested alternatively are requested alternatively are requested alternatively are requested alternatively are requested alternatively

Table H4 Alarm and safety functions of Sulzer RT-flex96C marine diesel engines

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H3 H3.1

WECS-9520 – flex engine control system WECS-9520 – system layout
When installing an new FCM-20 into a WECS-9520 it will be automatically detected as a new module and receive all necessary application data from the other modules of the WECS-9520. As the download of the respective data may take some time WCH has found an ultimate arrangement to provide immediate functioning of an FCM-20 after replacement: The online spare module FCM-20. An additional FCM-20 numbered #00 is always fitted in the shipyard interface box E90 ready to be used as spare with all application data already loaded. In case that a FCM-20 needs to be replaced this FCM20 #00 spare is taken as spare and allows full functionality immediately after replacement. An additional FCM-20 from the stock is then to be placed in the E90 as new online spare module. This module will download all necessary data from the other modules within a certain time without compromising engine operation.

WECS-9520 covers RT-flex functions related to the engine as a whole (e.g. common rail pressure control, servo oil pressure control) as well as the cylinder specific RT-flex functions (e.g. control of volumetric injection, exhaust valve and start valves). The WECS-9520 consists of the following components (refer to figure H6): • 1 control box E95.n per cylinder, including one FCM-20 each, perfoming cylinder control and common control functions. 1 shipyard interface box (SIB) E90 providing all external connections. E90 includes one FCM-20 “online spare module”. 1 Power supply box E85

For the RT-flex96C the control of the servo oil pumps is provided in an additional control box E87. The control boxes E95.n and the shipyard interface box E90 are incorporated in the rail unit. The power supply boxes E85 and the servo oil control box E87 are supplied loose for mounting in the engine room.

H3.3

WECS-9520 – communication to external systems

With WECS-9520, direct hard wired connection to external systems is limited to a minimum. WECS-9520 provides data bus connections to propulsion control system and ship alarm / monitoring system. It also provides data bus connection to the local manual control panel on the engine and to the ECR manual control panel of the RT-flex engine. With the WECS-9520 the man–machine interface (MMI) also referred to as operator interface (OPI) of the main engine and the WECS-9520 engine control system is integrated in the ship automation in either the integrated or split solution an described in section H2.3.1.

H3.2

WECS-9520 – online spare module

With WECS-9520 WCH introduces an unique feature for automatic loading application software and parameter settings when replacing a flex control module (FCM-20). This includes the mounting of a so called “online spare module” in the shipyard interface box E90. With the automatic software loading procedure built into the WECS-9520 it is possible to replace any FCM-20 by any spare module available on board without prior downloading of any data.

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Engine management system

In the standard configuration the WECS-9520 provides the following external connections: • • • 2 redundant CANopen lines intended for the connection of the remote control system. 2 redundant Modbus lines as an alternative connection of the remote control system. 2 redundant Modbus connections for the ship’s alarm and monitoring system in the split solution. 1 CANopen line for connection of the local manual control panel. 1 CANopen line for connection of the ECR manual control panel. 1 CAN bus connection to a plug on the backup panel of the remote control system foreseen for the connection of a notebook of a service engineer.

SAM Electronic / Lyngsø Marine • Integrated solution Propulsion control system DMS2100i and alarm / monitoring system UMS2100: Connection of two Modbus lines only. The propulsion control system with remote control, safety system and electronic speed control system is connected directly to the Modbus lines while the data to the alarm and monitoring system is routed through the propulsion control system. Split solution Propulsion control system DMS2100i with an alarm and monitoring system of any other maker: The propulsion control system with remote control, safety system and electronic speed control system is connected to the two redundant Modbus lines provided for remote control. The alarm and monitoring system is to be connected to the additionally provided two redundant Modbus lines.

• • •

The use of the bus connection on the WECS-9520 with the different approved system makers is as follows: Kongsberg Maritime • Integrated solution Propulsion control system AutoChief C20 and alarm / monitoring system DataChief C20: Connection of two CANopen lines only. The propulsion control system with remote control, safety system and electronic speed control system is connected directly to the CANopen lines while the data to the alarm and monitoring system is routed through CAN couplers from the same two CANopen lines. Split solution Propulsion control system AutoChief C20 with an alarm and monitoring system of any other maker: The propulsion control system with remote control, safety system and electronic speed control system is connected to the two redundant CANopen lines. The alarm and monitoring system is to be connected to the additionally provided two redundant Modbus lines. •

Nabtesco Split solution Nabtesco propulsion control system M-800-III with an alarm and monitoring system of any other maker: The propulsion control system with remote control, safety system and electronic speed control system is connected to the two redundant CANopen lines provided for remote control. The alarm and monitoring system is to be connected to the additionally provided two redundant Modbus lines.

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General system layout of WECS-9520

Propulsion control system
Service connector ECR manual control panel Telegraph system Remote control system

Wärtsilä Switzerland Ltd
Ship alarm and monitoring system RT-flex engine
Local manual ctrl. panel

Engine control room

Electr. speed control system

Main engine safety system

RT-flex96C

Engine room

Rail unit free end
E95.09 E95.08 E95.07 E90 SIB E95.06 E95.05 E95.04 E95.03 E95.02 E95.01

Rail unit drive end

Engine management system

E95.12

E95.11

E95.10

FCM-20 FCM-20 Cyl. 09
2 x CANopen 2 x Modbus 2 x Modbus 2 x CANopen System bus

FCM-20 Cyl. 08 Cyl. 07 online spare Cyl. 06 Cyl. 05 Cyl. 04

FCM-20

FCM-20

FCM-20

FCM-20

FCM-20

FCM-20

FCM-20

FCM-20 Cyl. 03

FCM-20 Cyl. 02

FCM-20 Cyl. 01

Cyl. 12

Cyl. 11

Cyl. 10

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2 x SSI Crank angle bus

CA unit Shaft encoder

E96

Supply unit E91
Fuel pressure actuator # A1 Fuel pressure actuator # A2 Servo oil pump Fuel pressure actuator # B1 Fuel pressure actuator # B2

E94 E20

Engine TDC signal Power Power
Ctrl oil pump #2 Starter unit Ctrl oil pump #1 Starter unit

24 VDC power supply

Power supply 2 x 220 VAC (single phase) Power supply 2 x 220 VAC (single phase)

WECS E85 Power supply

6 x CANopen

Servo oil pump control signals Servo oil E87 pump control

WECS-9520

Engine Selection and Project Manual

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Fig. H6

General system layout of WECS-9520

Engine Selection and Project Manual H.

RT-flex96C

Engine management system

H4

MAPEX Engine Fitness Family
The MAPEX Engine Fitness Family currently comprises six systems: SIPWA-TP, MAPEX-PR, MAPEX-TV / AV and MAPEX-SM. Further members of the MAPEX Engine Fitness Family are also envisaged. In each case special emphasis has been placed on user friendliness and ease of installation. For further information regarding products of the MAPEX Engine Fitness Family contact your WCH sales representative.

An intelligent engine management system also needs to include functions such as the monitoring of specific engine parameters, analysing data, and managing maintenance and spare parts purchasing activities. Many of these functions involve specific and complex engine knowledge and are most appropriately handled directly by the engine designer. Wärtsilä Switzerland Ltd provides a full range of equipment for carrying out these functions, called the MAPEX Engine Fitness Family. MAPEX, or ‘Monitoring and mAintenance Performance Enhancement with eXpert knowledge’, encompasses the following principles: • • • • • • • Improved engine performance through reduced down time. Monitoring of critical engine data, and intelligent analysis of that data. Advanced planning of maintenance work. Management support for spare parts and for maintenance. Access on board ship to the knowledge of experts. Full support of data storage and transmission by floppy disc and by satellite communication. Reduced costs and improved efficiency.

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Engine management system

H4.1

SIPWA-TP (Piston-ring Wear)
Customer benefit of SIPWA-TP Supplied with this information you are able to perform your maintenance based on the actual condition of your piston-rings, i.e. condition based maintenance, in case to extend TBO of your piston overhauls. Thanks to the SIPWA-TP alarming system you are able to detect an abnormal piston-ring wear without opening the engine – and enforce early countermeasures. Each single SIPWA-TP piston-ring is checked by ultra sonic means to supply you with the best possible quality. The newly developed SIPWA-TP Sensor 96 is also compatible to all old installations, but more reliable and available at lower costs. SIPWA-TP allows you to monitor the condition of the piston-rings on-line. SIPWA-TP • • • • • • • • • Reduces your operating and maintenance costs. Helps to keep your vessel on schedule. Monitors piston-ring wear on-line and allows a trend processing. Displays the rotation of your piston-rings. Enables you to extend the TBO of your piston overhauls. Allows condition based maintenance. Is your round-the-clock watchful eye. Gives the best protection of your engine, in combination with MAPEX-PR, Allows adjustment of cylinder lubricating oil to the optimum level.

The Sulzer Integrated Piston-ring Wear-detecting Arrangement with Trend Processing is a powerful tool for online monitoring the piston-ring wear and rotation on Sulzer large-bore two stroke engines. With the newly developed Sensor 96, SIPWA-TP is avoiding all the shortcomings of the past design: • • • • No electrical plug. The measuring coil is shifted away from the hot cylinder liner running surface. Easy installation procedure. Compatible to all Sulzer RT-flex and RTA engines.

The new sensor delivers more stable measuring signals and all electrical contacts are fully protected in casting resin. The contact between converter and adapter is made through an electromagnetic contact surface, the patent is still pending. The SIPWA-TP Sensor 96 is located in each cylinder liner just above the scavenge air port in order to measure the width of the triangular-shaped brass insert in the SIPWA-TP piston-ring. The reduction in the width of this triangular section directly corresponds to the wear of the piston-ring. The following data are monitored and graphically displayed over periods of 400, 1000 and 3000 engine running hours: • • • • Average piston-ring wear. Piston-ring segment wear. Piston-ring wear distribution. Piston-ring rotation.

All this data (incl. rpm) are continuously stored for the entire engine lifetime.

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Demo-Plant – Average Ring Wear – SIPWA-TP

Demo-Plant – Ring Rotation – SIPWA-TP

F10.3614

Fig. H7

SIPWA-TP

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Engine management system

H4.2

Mapex-PR (Piston-running Reliability)
Customers benefit of MAPEX-PR Thanks to the MAPEX-PR alarming system you are able to detect an abnormal behaviour of the piston-running without opening the engine. So you can save your engine from major damage and therefore increase the availability of your vessel’s main propulsion system. Thanks to the compatibility with SIPWA-TP, you can install both systems on your engine, using the same electronic unit and the same software. Together with SIPWA-TP you get a powerful tool to rely on the condition of piston-rings and liner. MAPEX-PR is the tool to check the piston-running behaviour. MAPEX-PR • • • • • • • Alarms if the liner wall temperature shows high piston-ring friction. Works ideally together with SIPWA-TP for keeping piston-running behaviour under control. Checks the hot spots of the diesel engine. Is an on-line display for piston-ring and nozzle performance. Is capable to detect malfunctions such as blow by and adhesive wear. Informs if thermal overload should occur on the cylinder liner. Is your round-the-clock watchful eye.

MAPEX-PR continuously monitors the piston-running behaviour on large-bore Sulzer two-stroke diesel engines with an alarm if adverse conditions should appear. It complements SIPWA-TP by providing a shorter response and alarm function. For example, an alarm is signalled if, among other criteria, the local temperature on the liner is abnormally high due to piston-ring scuffing or inadequate ring sealing. The measured data are stored in an electronic unit and can be viewed on a personal computer. Preferably an industrial-PC installed in a ideally suited cabinet. All data and charts can be printed and copied to floppy discs or other media. The following data are monitored over periods of 1, 4.5, 24 or 400 engine running hours and displayed graphically: • • • • • • Liner wall temperature (two sensor per cylinder). Cylinder cooling water temperature inlet and outlet. Scavenge air temperature after each cooler. Engine speed. Engine load indicator position. Alarms.

The following alarms can be connected to the ship’s alarm system to inform the engineers about any unexpected situation: • • • • • • High-High alarm for: High friction on one or both side of the cylinder liner. High alarms for: Deviation of temperature of one cylinder. Average temperature of the engine. Cooling water fluctuation. Scavenge air temperature. System alarm for: System failure.

Together with the ”normal” Manual, Wärtsilä Switzerland Ltd delivers also a digital version, which will be installed together with the software MAPEX-PR / SIPWA-TP.

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Demo-Plant – LWT Graphic Display – MAPEX-PR

Demo-Plant – Sat Cwt Load Speed – MAPEX-PR

F10.3615

Fig. H8

MAPEX-PR

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Engine management system

H4.3

Mapex-TV / AV (Torsional Vibration / Axial Vibration Detection)
There is a quick reference guide in English fixed on the system cover. This gives you the possibility to handle the most used functions without looking into the manual. Nevertheless, we will deliver a full manual either in English, German or French. You have also the possibility to use an already used engine-speed pickup or install a separate pickup for MAPEX-TV. The signal for MAPEX-AV is always produced by an inductive proximity sensor. The size of the MAPEX-TV / AV system per engine is about 32 cm x 40 cm x 16 cm (12.6 in x 15.8 in x 6.3 in). It can be installed everywhere in your control or engine room as long as the ambient temperature is not higher than 50°C and the humidity does not exceed 95%, but it should not be installed directly on your engine. MAPEX-TV / AV is the tool to keep an eye on your engine vibrations. MAPEX-TV / AV • Prevents your engine from major damage due to unacceptable high torsional or axial vibrations. • Is easy to handle due to a quick reference guide, which is directly fixed on the system cover. • Perfectly suited for propulsion systems with PTO gears.

MAPEX-TV continuously calculates the amplitude of the 1st and 2nd order of torsional vibrations of your engine. MAPEX-AV permanently measures the absolute value of axial vibrations of your engine. MAPEX-TV • Detects misfiring. • Measures torsional vibrations. • Prevents you from wrong alarms during rough sea or when manoeuvring. MAPEX-AV • Measures axial vibrations of two-stroke engines. With MAPEX-TV / AV you are alarmed in case of any irregularities and you can observe the results of all measurements on your panel in detail. The alarm values can be dependent on the load or on the engine speed. There are two alarm levels. The HH-level is used, if the torsional or axial vibrations reach a limit, that demands sudden activities to prevent your engine from major damages. The H-level can be used as an information, e. g. if a misfiring occurred on your engine, but the torsional vibrations are still in a safe range. There is a certain delay of these alarms, which is also adjustable.

F10.4913

Fig. H9

MAPEX-AV / TV

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H4.4

MAPEX-SM (Spare parts and Maintenance)
By installing MAPEX-SM at the head office as well as on board ship, the owner can centralize requisitioning and purchasing operations for the entire fleet on a single system. This also allows planning of major maintenance work and recording of maintenance histories for each vessel. Statistical features provide an overview of fleet maintenance and purchasing, and assist in corporate strategic planning. MAPEX-SM is modular, so that it can be installed in phases if desired, beginning with the head office and later expanding to include vessels as the shipowner’s budget permits.
Satcom

MAPEX-SM is an advanced management tool for the administration and planning of Spare parts and Maintenance. It comes complete with the original Wärtsilä Switzerland Ltd data for the shipowner’s specific engines. The system is user friendly and operates on windows compatible computers. Features include purchasing of engine spare parts, inventory control, statistical reporting, issuing of work orders, maintenance history recording, and much more.

Ship

Wärtsilä Switzerland

DATABASE

MAINTENANCE TRANSFER Export to NSD Import

MAPEX-SM

Ship owner’s Headquarter

MAPEX-SM

PC

Modem

Modem

PC

F10.5179

Fig. H10 MAPEX-communication

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Engine emissions

I1 I1.1 I1.1.1

Exhaust gas emissions IMO-2000 regulations IMO
20 25

bsNO x [g/kWh]

The International Maritime Organisation (IMO) is the specialized agency of the United Nations (UN) dealing with technical aspects of shipping. For more information see http://www.imo.org.

15

I1.1.2

Establishment of emission limits for ships

10

In 1973 an agreement on the International Convention for the Prevention of Pollution from ships was reached. It was modified in 1978 and is now known as MARPOL 73/78. Annex VI to Marpol 73/78 contains regulations limiting the allowed air pollution produced by ships. In this new annex regulations have been introduced to reduce or prohibit certain types of emissions from ships. One of these regulations prescribes the maximum allowable emissions of nitrogen oxides (NOx) by engines installed on ships. This regulation is the only one being of direct concern for propulsion engine design.

5

0 0
F10.3278

100 200 300 400 500 600 700 800 900 1000 Engine speed [rpm] Speed dependent maximum average NOx emissions by engines

Fig. I1

I1.1.4

Date of application of Annex VI

Date of application of Annex VIDuring the
Conference of Parties to MARPOL 73/78 in September 1997 the Annex VI was adopted and its ratification criteria habe been met by May 18, 2004; thus defining its entry into force date as May 19, 2005. Irrespective of this actual date of entry into force, the regulations on NOx emissions are applicable (with exceptions stated in the regulations) to all engines with a power output of more than 130 kW which are installed on ships constructed on or after 1st January 2000. The date of construction is the date of keel laying of the ship. Engines in older ships do not need to be certified unless they are subjected to major modifications which would significantly alter their NOx emission characteristics.

I1.1.3

Regulation regarding NOx emissions of diesel engines

The following speed-dependent curve in figure I1 shows the maximum allowed average emissions when running with marine diesel oil (MDO). The emission value for an engine is calculated according to the Technical Code which is part of Annex VI and is almost identical with ISO 8178. As this is an average value it does not imply that the engine emits nitrogen oxides (NOx) below the given limit over the whole load range.

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I1.1.5

Procedure for certification of engines

Engine power [% R1] 100

R1

The compliance of an engine with IMO emission limit usually has to be proven by emission measurements during the shop trial. If it can be shown that the subject engine has exactly the same design as an already certified engine, a socalled parent engine, no testing is required. The certification will be surveyed by the administrations or delegated organisation.

RT-flex96C engines
95 R3 90 85 Low NOx tuning

80 Extended measures 75

I1.2

Measures for compliance with the IMO regulation

70 R4 R2 Engine speed [% R1] 100

The rating field of the Sulzer RT-flex96C is divided into two areas as shown in figure I2 and comprises the following measures:

65 70

75

80

85

90

95

I1.2.1

Low NOx Tuning

Fig. I2

Sulzer RT-flex96C: compliance with IMO regulations

In the upper part of the rating field the IMO regulation is fulfilled by the use of the Low NOx Tuning concept. Low NOx Tuning includes well tested measures, which lead to lowest disadvantage in engine costs and fuel consumption maintaining today’s high engine reliability.

I1.2.2

Extended measures

In the lower part of the rating field, fulfilling the IMO NOx regulation requires the application of extended measures. For further information please do not hesitate to contact one of our offices.

Note: Further engine developments and field experience will aim at reducing the area of extended measures.

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Engine emissions

I2

Engine noise
and gas inlet of turbocharger) should be equipped with the standard insulation, and the turbocharger with the standard intake silencer.

It is very important to protect the ship’s crew/passengers from the effects of machinery space noise. Therefore the scavenge air ducts and the exhaust duct system (both expansion joints of gas outlet

I2.1

Engine surface sound pressure level
measured noise level will normally be about 3–5 dB(A) higher than the average noise level of the engine.
Overall average LpA in dB(A)
130

Figure I3 shows the average air borne noise level, measured at 1m distance and at nominal MCR. Near to the turbocharger (air intake) the maximum

Lp [dB] 130

120

120

110

110

14RT-flex96C 100
100

6RT-flex96C

90

14RT-flex96C 6RT-flex96C
80

80

70
70

60
20 30 40 50 NR60

50 31.5 63 125 250 500 1k 2k Octave band centre frequency in [Hz] 4k 8k

F105292

Average values Lp in dB in comparison with ISO’s NR-curves and overall average values LpA in dB(A), at nominal MCR.
Engine sound pressure level at 1 m distance

Fig. I3

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I2.2

Engine exhaust sound pressure level at funnel top
Depending on the actual noise level allowed on the bridge wing – which is normally maximum 60–70 dB(A) – a simple flow silencer of the absorption type may be necessary and placed after the exhaust gas boiler. The silencer is dimensioned for a gas velocity of approximately 35 m/s with a pressure loss of approx. 2 mbar at specified MCR.

The sound pressure level from the engine exhaust gas system without boiler and silencer – given in figure I4 – is related to: • a distance of of one metre from the edge of the exhaust gas pipe opening (uptake) • an angle of 30° to the gas flow direction • nominal MCR Each doubling of the distances reduces the noise level for about 6dB.
Lp [dB] 140

Overall average LpA in dB(A)

130

130

120

14RT-flex96C
120

6RT-flex96C 110
110

100

100

90

14RT-flex96C 6RT-flex96C

80
80

70
70

60
20 30 40 50 NR60

50 31.5 63 125 250 500 1k 2k Octave band centre frequency in [Hz] 4k 8k

F10.5293

Average values Lp in dB in comparison with ISO’s NR-curves and overall average values LpA in dB(A), at nominal MCR; at 1m distance from the edge of the exhaust gas pipe opening at an angle of 30° to the gas flow. Exhaust gas system without boiler and silencer.
Engine exhaust gas sound pressure level at funnel top

Fig. I4

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I2.3

Engine structure borne noise
The sound pressure levels in the accommodations can be estimated with the aid of standard empirical formulas and the vibration velocity levels given in figure I5.

The vibrational energy is propagated via engine structure, bedplate flanges and engine foundation to the ship’s structure which starts to vibrate, and thus emits noise.
Lv, re 5E-8 m/s [d/B] 100

90

80

70

60 14RT-flex96C 6RT-flex96C 40

50

30 31.5 63 125 250 500 1k 2k 4k 8k 16k Octave band centre frequency in [Hz]
F10.5294

Structure borne noise level Lv in dB at nominal MCR.
Structure borne noise level at engine feet vertical

Fig. I5

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winGTD – General Technical Data

J1

Included CD-ROM

Plesae note: CD-ROM is at the present not available. Please ask WCH.

J1.1 J1.1.1

Installation of winGTD and EnSel System requirements

winGTD and EnSel requires the following minimum software and hardware: – – – – Microsoft Windows 9x/NT 16 MB of RAM 20 MB free hard disk space CD-ROM drive
Fig. J1 winGTD: Selection of engine window

J1.1.2

Installation

Use the following procedure to install winGTD or EnSel: 1. Insert CD-ROM. 2. Follow the on-screen instructions. When the installation is complete, a message confirms that the installation was successful.

The installed CD-ROM contains only the engine types presented in this ESPM. Double-click on selected engine type or click the ‘Select’ button to access the main window (fig. J2) and select the particular engine according to the number of cylinders (eg. Sulzer 8RT-flex96C).

J1.2.2

Data input

J1.1.3

Changes to previous versions of winGTD

In the main window (fig. J2) enter the desired power and speed to specify the engine rating. The rating point must be within the rating field. The shaft power can either be expressed in units of kW or bhp.

The amendments and how this version differs from previous versions are explained in the file ‘Readme.txt’ located in the winGTD directory on the CD-ROM.

J1.2 J1.2.1

Using winGTD Start

After starting winGTD by double-clicking winGTD icon, click on ‘Start new Project’ button on ‘Welcome’ screen and specify desired engine type in appearing window (fig. J1):

Fig. J2

winGTD: Main window

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winGTD – General Technical Data

Further input parameters can be entered in subpanels to be accessed by clicking on tabs ‘Engine Spec.’ (eg. for turbocharger selection), ‘Cooling’, ‘Lub. Oil’, ‘Fuel Oil’, ‘Starting Air’ or ‘Exhaust Gas’ relating to the relevant ancillary systems.

J1.2.3

Output results

Clicking the ‘Start Calculation’ button (fig. J2) initiates the calculation with the chosen data to determine the temperatures, flows of lubricating oil and cooling water quantities. Firstly the ‘Engine performance data’ window (fig. J3) is displayed on the screen. To see further results, click the appropriate button in the tool bar or click the ‘Show results’ menu option in the menu bar. To print the results click the button or click the button for export to a ASCII file, both in the tool bar.

Fig. J4

winGTD: Two-stroke engine propulsion

The calculation is carried out with all the relevant design parameters (pump sizes etc.) of the ancillaries set at design conditions.

J1.2.5

Saving a project

To save all data belonging to your project choose ‘Save as...’ from the ‘File’ menu. A windows ’Save as...’ dialogue box appears. Type a project name (winGTD proposes a threecharacter suffix based on the program you have selected) and choose a directory location for the project. Once you have specified a project name and selected the desired drive and directory, click the ‘Save’ button to save your project data.

Fig. J3

winGTD: General technical data

J1.3

EnSel program

J1.2.4

Service conditions

Click the button ‘Service Conditions’ in the main window (fig. J2) to access the option window (fig. J4) and enter any ambient condition data deviating from design conditions.

EnSel helps in selecting the most suitable diesel engine for a given project. EnSel presents a list of all SULZER diesel engines which fulfil your power and speed demands and provides for each arrangement selected the engine performance data (BSFC, BSEF and tEaT), engine dimensions and masses.

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Appendix

K1

Reference to other Wärtsilä Switzerland documentation

For further publications please visit our homepage: http:/www.wartsila.com, contact your local Wärtsilä representative or Wärtsilä Switzerland Ltd PO Box 414 CH-8401 Winterthur, Switzerland Telephone: +41 52 2624922 Telefax: +41 52 2124917 Direct Fax: +41 52 2620707

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K2

Piping symbols

F10.1910

Fig. K1

Piping symbols 1

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Appendix

F10.1911

Fig. K2

Piping symbols 2

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F10.1905

Fig. K3

Piping symbols 3

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Appendix

K3

SI dimensions for internal combustion engines
Definition Length Area Volume Mass Density Section modulus Second moment of area Moment of inertia (radius) Angle Time Frequency Velocity Rotational frequency Acceleration Angular velocity Angular acceleration Mass flow rate Volume flow rate Momentum Angular momentum Force Pressure Stress Modulus of elasticity Energy, work, quantity of heat Power Torque moment of force Dynamic viscosity Kinematic viscosity Surface tension Temperature Temperature interval Linear expansion coefficient Heat capacity, entropy Specific heat capacity Thermal conductivity Coefficient of heat transfer Net calorific value Total LIN noise pressure level Total A noise pressure level Average spatial noise level over octave band Voltage Current Brake specific fuel consumption SI-Units m, mm, µm m2, mm2, cm2 m3, dm3, I, cm3 kg, t, g kg/m3, g/cm3, kg/dm3 m3 m4 kgm2
rad, °

Symbol
I,L A V m
ρ

Other units

Z, W Ia, Ip I, J
α, β, γ, δ, ϕ

t f, v v, c, w, u N, n a
ω α

s, d, h, min Hz, 1/s m/s, km/h 1/s, 1/min m/s2 rad/s rad/s2 kg/s m3/s Nm Nsm N, MN, kN N/m2, bar, mbar, kPa N/m2, N/mm2 N/m2, N/mm2 J, MJ, kJ, kWh W, kW, MW Nm Ns/m2 m2/s N/m K, °C K, °C 1/K J/K J/(kgK) W/(mK) W/(m2K) J/kg, J/m3 dB dB dB V A kg/J, kg/(kWh), g/(kWh) cSt, RW1 1 bar = 100 kPa, 100 mmWG = 1 kPa Kn rpm

qm qv p L F p
σ, τ

E W, E, A, Q P M, T
η ν γ, σ T, Θ, t, θ

nT, nΘ, ... α C, S c
λ

K e L(LIN)TOT L(A)TOT LOKT U I BSFC

Table K1 SI dimensions

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Approximate conversion factors

Length
1 in 1 ft 1 yd 1 statute mile 1 nautical mile = = = = = 25.4 mm 304.8 mm 914.4 mm 1609.3 m 1853 m

Force
1 lbf (pound force) = 4.45 N

= 12 in = 3 feet = 1760 yds = 6080 feet

Pressure
1 psi (lb/sq in) = 6.899 kPa (0.0689 bar)

Mass Velocity
1 oz 1 lb = 16 oz 1 long ton 1 short ton 1 tonne = = = = = 0.0283 kg 0.4536 kg 1016.1 kg 907.2 kg 1000 kg 1 mph 1 knot = = 1.609 km/h 1.853 km/h

Acceleration
1 mphps = 0.447 m/s2

Area
1 in2 1 ft2 1 yd2 1 acre 1 sq mile (of land) 640 acres = = = = = 6.45 cm2 929 cm2 0.836 m2 4047 m2 2.59 km2

Temperature
1 °C = 0.55 · (°F -32)

Energy
1 BTU 1 kcal = = 1.06 kJ 4.186 kJ

Volume
1 in3 1 ft3 1 yd3 = = = 16.4 cm3 0.0283 m3 0.7645 m3

Power
1 kW 1 kW = = 1.36bhp 860kcal/h

Volume (fluids)
1 Imp. pint 1 US. pint 1 Imp. quart 1 US. quart 1 Imp. gal 1 US. gal 1 Imp. barrel = 36 Imp. gal 1 barrel petroleum = 42 US. gal = = = = = = = = 0.568 l 0.473 l 1.136 l 0.946 l 4.546 l 3.785 l 163.66 l 158.98 l

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Appendix

K5

Questionnaire order specification for Sulzer RT-flex96C engines

Instructions When completing the questionnaire, please note: All quantities to be stated for one vessel. When two or more with or and/or are connected with a line, only one of them should be filled in

Standard = standard items or specification Options = optional items or specification Info = to be marked for information only

= included in extent of delivery

= not included in extent of delivery

Example: Direction of rotation (facing the flywheel)

Rotation clockwise Rotation anticlockwise

T10.3616

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Questionnaire order specification for Sulzer RT-flex96C engines
Engine 30 code 00 00

Client specification
Shipyard: Owner / company: Others: Contact person at shipyard: Department: Address: Country: Telephone: Telefax: E-mail: Reference: Consultant: Project / newbuilding number: Type of vessel: Size of vessel: Number of ships: Classification: Number of engines / type: Engine builder: Anticipated engine order date (total for this order): Date(s) of ship(s) delivery: Internal order number: Engine numbers: e-mail:

01 02 03 04 05 06 07 08 09 10 11 12 13 14 15 16 17 18 19 20 21 22 23

Remarks:

Wärtsilä Switzerland Ltd representative:

Date:

Table K2 Questionnaire 1

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Appendix

Questionnaire order specification for Sulzer RT-flex96C engines
Engine 30 code 10 00

Plant information
Single engine installation (propulsion) Twin engine installation (propulsion) Contracted speed of vessel: Contracted engine power: Contracted engine (propeller) speed: Rotation clockwise Rotation anti-clockwise knots kW rpm

01 02 03 04 05 06 07 08 09 10

} (looking from the propeller towards the engine)
number:

Reversible engine(s) and fixed-pitch propeller Non-reversible engine(s) and controllable-propeller Turbocharger Turbocharger make

11 12 13 14 15 16

ABB, type TPL Mitsubishi, type MET Barred-speed range accepted by owner (yes / no): Torsional vibration damper (type): Additional damper monitoring system: Axial damper Power take off (PTO)

17 18 19

Tunnel gear Thyristor frequency control: Main engine speed to enable 100 per cent PTO speed: rpm

Remarks:

Table K3 Questionnaire 2

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Appendix

Questionnaire order specification for Sulzer RT-flex96C engines
Engine 30 code 10 00

Plant information (continuation)
Shaft generator manufacturer: Shaft generator output: Shaft generator voltage: Shaft generator speed: Shaft generator frequency: Engine running on HFO (viscosity: Fuel for test bed trials: Engine chocks kVA V rpm Hz mm2/s at 50°C)

24 25 26 27 28 29 30

31 32 33 34 35 36 37

Epoxy resin Rules and regulations according to classification societies: Other regulations: Standard dynamic calculation Special calculation: Special measurements: Flywheel inertia: kgm2

Electrical power available in plant 38 39 40 AC: AC: DC: Engine fixation 41 42 Hydraulic lateral stays Friction stays voltage (low): voltage (high): voltage: , phase: , phase: Hz Hz

Remarks:

Table K4 Questionnaire 3

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Appendix

Questionnaire order specification for Sulzer RT-flex96C engines
Engine 30 code 20 00

Rating
The outputs are calculated for design (tropical) conditions Engine power MCR (R1): Engine power CMCR (Rx): Engine speed MCR (R1): Engine speed CMCR (Rx): Engine specified for CMCR Engine power CSR: Engine speed CSR: Delta Tuning kW rpm kW kW rpm rpm

01 02 03 04 05 06 07 08 09

Remarks:

Table K5 Questionnaire 4

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Questionnaire order specification for Sulzer RT-flex96C engines
Engine 30 code 30 00

Engine
The guarantees are based on reference conditions (see section “Engine data”). Number of cylinders: Engine cylinder power MCR (R1): Engine speed MCR (R1): Engine cylinder power CMCR (Rx): Engine speed at CMCR (Rx): BSFC CMCR: BSFC CSR: BSFC 50 per cent CMCR: BSFC per cent CMCR: kW/cyl rpm kW/cyl rpm g/kWh g/kWh g/kWh g/kWh g/kWh

01 02 03 04 05 06 07 08 09 10 11

Lub. oil consumption at full load after running in (approx.): Acceptance test according to propeller law:

12

Load tests at:

50 per cent CMCR: BSFC quarantee point: not BSFC quarantee points:

0.5 h 1.0 h 0.5 h h h h

13

Others:

per cent CMCR per cent CMCR per cent CMCR

14 15 16 17 18

Speed control (governor) test Starting air test Emergency trip test Minimum engine speed test Others:

Remarks:

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Appendix

Questionnaire order specification for Sulzer RT-flex96C engines
Engine 30 Code 40 00

Systems
Pipe connections with blank flanges having gaskets and bolts or screw connections for small pipes according to DIN specification. According to JIS specification (please check with WCH or or engine builder if available for this engine). PTO

01 02 03

41

00 01 02 03 04 05

Cooling water systems
Central fresh water (single-stage SAC and integrated HT circuit) Central fresh water (single-stage SAC and separate HT circuit) Central fresh water (two-stage SAC) Engine room ambient temperature: min. Pre-heating time: h °C max. °C

Remarks:

Table K7 Questionnaire 6

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Questionnaire order specification for Sulzer RT-flex96C engines
Engine 30 Code 40 00

Systems (continuation) Lubricating oil system
Piston cooling oil flow monitoring Oil mist detector (Graviner/Schaller): Cylinder lubricator: Vertical drains from engine bedplate Horizontal drains from engine bedplate

42

00 01 02 03 04 05

43

00 01 02 03 04

Fuel oil system
Fuel pre-heating pipes (steam) Fuel pre-heating pipes (thermal oil) Fuel pre-heating by electric wire coils Fuel leakage monitoring

44

00 01 02 03 04

Turbocharger
Turbocharger make / type Turbocharger washing plant (wet) Soft blast cleaning (dry) Sensor for vibration monitoring system

45

00 01 02 03

Scavenge air cooler (SAC), fresh water
Single-stage SAC with condensate separator Two-stage SAC with condensate separator SAC washing plant (air side)

Remarks:

Table K8 Questionnaire 7

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Appendix

Questionnaire order specification for Sulzer RT-flex96C engines
Engine 30 Code 40 00

Systems (continuation) Starting and instrument air system
Air piping Connection position

46

00 01

02 03

Free end Driving end

47

00 01 02

Exhaust system
Exhaust gas system TC exhaust gas outlet casing angle °

48

00 01 02 03 04 05

Engine control, monitoring and instrumentation
DENIS-9520 interface for remote control system (RCS) approved by Wärtsilä Switzerland Ltd: Alarm and safety functions for attended machinery space (AMS) Alarm and safety functions for unattended machinery space (UMS) Shaft drive for torsional vibration sensor Engine control pipes

Remarks:

Table K9 Questionnaire 8

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Appendix

Questionnaire order specification for Sulzer RT-flex96C engines
Engine 30 Code 50 00

Spare parts / tools Spare parts
Engine spare parts according to minimum requirement of classification society. Engine spare parts recommended by the engine designer in addition to classification society requirements. Special parts on request:

51

00 01 02 03

04 05 06

Spare parts for engine control room Spare parts for turbocharger(s) Spare parts for auxiliary blowers

Remarks:

Table K10 Questionnaire 9

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Appendix

Questionnaire order specification for Sulzer RT-flex96C engines
Engine 30 Code 50 00

Spare parts / tools (continuation) Tools
Basic set of engine tools for normal maintenance and overhaul work. Special engine tools

52

00 01 02

Remarks:

Table K11 Questionnaire 10

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Questionnaire order specification for Sulzer RT-flex96C engines
Engine 30 Code 60 00

Documentation
Name plates on engine Caution plates Language:

01 02

03 04 05 06 07 08 09

English Japanese Korean Chinese French Spanish German Check the availability with the engine builder

10

Maintenance manual / instruction books Language:

11 12 13 14 15 16 17

English Japanese Korean Chinese French Spanish German Check the availability with the engine builder

18

2 sets of documentation for installation of necessary information from costumer.

weeks after receipt

19

2 sets of instruction books (spare parts code book, operating manual and maintenance manual) weeks after delivery of engine.

Remarks:

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Appendix

Questionnaire order specification for Sulzer RT-flex96C engines
Engine 30 Code 70 00

Packing / transport / planting Packing & transport
Short distance transport and short-term storage, i.e. max 8 weeks from delivery ’Ex-works’ to installation (transport distance up to approx. 1000 km). Overseas or long distance transportation and seaworthy packing:

71

00 01 02

03

Long-term storage:

04 05 06 07 08

Crane capacity available: Dispatch pattern: Lifting devices and dehumidifiers, to be returned to the engine builder at the yard’s expense. Other agreement: Special devices for lifting or transportation required:

72

00 01 02

Painting
Engine builder standard finish Special painting requirement:

Remarks:

Table K13 Questionnaire 12

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Questionnaire order specification for Sulzer RT-flex96C engines
Engine code 30 80 00

Technical assistance from Wärtsilä Switzerland Ltd
Supervision during plant installation (fee is not included in normal extent of supply): Requested for working days

01 02 03 04

Expenses to be paid by: Additional assistance for:

05 06 07 08

Supervision during dock trial (fee is not included in normal extent of supply): Requested for working days

Expenses to be paid by: Additional assistance for:

09 10 11 12

Supervision during sea trial (fee is not included in normal extent of supply): Requested for working days

Expenses to be paid by: Additional assistance for:

13

The engine supplier requests permission to inspect the engine at the intervals during erection and storage at the yard, dock and sea trials and guarantee period. No fees or travelling expenses are charged.

14 15 16 17

Supervision during engine manufacturing, erection, shop trial and transport (fee is not included in normal extent of supply): Requested for working days

Expenses to be paid by: Additional assistance for:

Remarks:

Table K14 Questionnaire 13

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Questionnaire order specification for Sulzer RT-flex96C engines
Engine 30 Code 90 00

Commercial terms and conditions
Terms of delivery according to Incoterms 1990

01 02 03 04 05

Ex-works: FOB: CFR: CIF: Other terms of delivery:

06

Guarantee: The guarantee period begins at shipment and lasts for 12 months after approved sea trial, but for a maximum of 18 months after delivery Ex-works, whichever comes first.

07

Other guarantee conditions to be specified:

08

All terms and conditions are governed by general conditions of supply of: Wärtsilä Switzerland Ltd.

09

Other terms and conditions to be specified:

Remarks: FOB = Free on board CFR = Carriage, costs and freight CIF = Carriage, costs, insurance and freight

Table K15 Questionnaire 14

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Engine emissions

I1 I1.1 I1.1.1

Exhaust gas emissions IMO-2000 regulations IMO
20 25

bsNO x [g/kWh]

The International Maritime Organisation (IMO) is the specialized agency of the United Nations (UN) dealing with technical aspects of shipping. For more information see http://www.imo.org.

15

I1.1.2

Establishment of emission limits for ships

10

In 1973 an agreement on the International Convention for the Prevention of Pollution from ships was reached. It was modified in 1978 and is now known as MARPOL 73/78. Annex VI to Marpol 73/78 contains regulations limiting the allowed air pollution produced by ships. In this new annex regulations have been introduced to reduce or prohibit certain types of emissions from ships. One of these regulations prescribes the maximum allowable emissions of nitrogen oxides (NOx) by engines installed on ships. This regulation is the only one being of direct concern for propulsion engine design.

5

0 0
F10.3278

100 200 300 400 500 600 700 800 900 1000 Engine speed [rpm] Speed dependent maximum average NOx emissions by engines

Fig. I1

I1.1.4

Date of application of Annex VI

Date of application of Annex VIDuring the
Conference of Parties to MARPOL 73/78 in September 1997 the Annex VI was adopted and its ratification criteria habe been met by May 18, 2004; thus defining its entry into force date as May 19, 2005. Irrespective of this actual date of entry into force, the regulations on NOx emissions are applicable (with exceptions stated in the regulations) to all engines with a power output of more than 130 kW which are installed on ships constructed on or after 1st January 2000. The date of construction is the date of keel laying of the ship. Engines in older ships do not need to be certified unless they are subjected to major modifications which would significantly alter their NOx emission characteristics.

I1.1.3

Regulation regarding NOx emissions of diesel engines

The following speed-dependent curve in figure I1 shows the maximum allowed average emissions when running with marine diesel oil (MDO). The emission value for an engine is calculated according to the Technical Code which is part of Annex VI and is almost identical with ISO 8178. As this is an average value it does not imply that the engine emits nitrogen oxides (NOx) below the given limit over the whole load range.

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Engine emissions

I1.1.5

Procedure for certification of engines

Engine power [% R1] 100

R1

The compliance of an engine with IMO emission limit usually has to be proven by emission measurements during the shop trial. If it can be shown that the subject engine has exactly the same design as an already certified engine, a socalled parent engine, no testing is required. The certification will be surveyed by the administrations or delegated organisation.

RT-flex96C engines
95 R3 90 85 Low NOx tuning

80 Extended measures 75

I1.2

Measures for compliance with the IMO regulation

70 R4 R2 Engine speed [% R1] 100

The rating field of the Sulzer RT-flex96C is divided into two areas as shown in figure I2 and comprises the following measures:

65 70

75

80

85

90

95

I1.2.1

Low NOx Tuning

Fig. I2

Sulzer RT-flex96C: compliance with IMO regulations

In the upper part of the rating field the IMO regulation is fulfilled by the use of the Low NOx Tuning concept. Low NOx Tuning includes well tested measures, which lead to lowest disadvantage in engine costs and fuel consumption maintaining today’s high engine reliability.

I1.2.2

Extended measures

In the lower part of the rating field, fulfilling the IMO NOx regulation requires the application of extended measures. For further information please do not hesitate to contact one of our offices.

Note: Further engine developments and field experience will aim at reducing the area of extended measures.

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Ancillary systems

G2.3 G2.3.1

Fuel oil systems Fuel oil requirements
The CCAI (Calculated Carbon Aromaticity Index, ISO 8217: 1996) is a function of viscosity and density, and is an indication of the ignition quality for medium and high-speed diesel engines. In lowspeed engines ignition delay as given by the CCAI is of less importance. There is no rigidly applicable limit for this quantity, but good results have been obtained with commercially available fuels which have CCAI values up to 870. The maximum admissible viscosity of the fuel that can be used in an installation depends on the heating and fuel preparation facilities available. As a guidance, the necessary pre-heating temperature for a given nominal viscosity can be taken from the viscosity/temperature chart in figure G11. The recommended viscosity range of fuel entering the engine is: 13–17 mm2/s (cSt).

In Table G11 ‘Fuel oil requirements’ some heavy fuel oil specifications are given. The values in the column ‘Bunker limit’ (RMK55) indicate the minimum quality of heavy fuel as bunkered. Good operating results have been achieved with commercially available fuels within these limits. The column ‘Recommended fuel quality’ is an example of a good quality fuel of the type commonly used in Sulzer diesel engines. The use of this variety of fuel can be expected to have a positive influence on overhaul periods, by improving combustion, wear and exhaust gas composition. The fuel oil as bunkered must be processed before it enters the engine. The difference between the recommended fuel quality of bunker and at engine inlet is an approximate indication of the improvement that must be achieved by fuel oil treatment. If catalyst fines are present they must be removed. The fuel oil should contain no foreign substances or chemical waste, hazardous to the safety of the ship or detrimental to the performance of machinery.
Parameter Unit Bunker limit
ISO 8217:1996 class F, RMK55 Density at 15°C Kinematic viscosity • at 50°C • at 100°C Carbon residue Sulphur Ash Vanadium Sodium Aluminium plus Silicon Total sediment, potential Water Flash point Pour point Remark: [kg/m3] [mm2/s(cSt)] [mm2/s(cSt)] [mm2/s(cSt)] [m/m (%)] [m/m (%)] [m/m (%)] [mg/kg (ppm)] [mg/kg (ppm)] [mg/kg (ppm)] [m/m (%)] [v/v (%)] [°C] [°C] max. 1010 *2) – – max. 55.0 max. 22 max. 5.0 max. 0.20 max. 600 – max. 80 max. 0.10 max. 1.0 min. 60 max. 30

Test method *1)

Recommended fuel quality
Bunker Engine inlet max. 1010 13–17 – – max. 15 max. 3.5 max. 0.05 max. 100 max. 30 max. 15 max. 0.10 max. 0.3 min. 60 max. 30

ISO 3675: 1993 ISO 3104: 1994 ISO 3104: 1994 ISO 3104: 1994 ISO 10370: 1993 ISO 8754: 1992 ISO 6245: 1993 ISO 14597: 1997 AAS ISO 10478: 1994 ISO 10307: 1993 ISO 3733: 1976 ISO 2719: 1988 ISO 3016: 1994

max. 1010 – max. 730 max. 55.0 max. 15 max. 3.5 max. 0.05 max. 100 max. 50 max. 30 max. 0.10 max. 1.0 min. 60 max. 30

*1) ISO standards can be obtained from the ISO Central Secretariat, Geneva, Switzerland (www.iso.ch). *2) Limited to max. 991 kg/m3 (ISO-F-RMH55), if the fuel treatment plant cannot remove water from high density fuel oil.

Table G11 Fuel oil requirements

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Recommended viscosity range before fuel supply unit

Example: To obtain the recommended viscosity before the fuel supply unit, fuel oil of 380 mm2/s (cSt) at 50 °C must be heated up to 130-140 °C.
F10.4779

Fig. G11 Fuel oil viscosity/temperature diagram

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Ancillary systems

G2.3.2

Fuel oil treatment
To achieve a good separating effect, the throughput and the temperature of the fuel must be adjusted in relation to the viscosity. With high-viscosity fuels, the separating temperature must be increased whereas the throughput must be decreased in relation to the nominal capacity of the separator. For recommended operating data, refer also to the separator instruction manual. A mesh size of maximum 50 microns is the absolute minimum requirement for the fuel oil filter. This specified filtration grade conforms to a high reliability and optimal cleaning efficiency of the centrifugal separators. Cat fines may, for various reasons, be present in the fuel when entering the engine. Excessive piston ring and cylinder liner wear on all cylinders is often caused by cat fines in the fuel oil. It is obvious that other exposed parts e.g. fuel pumps, fuel injection valves, piston rod and piston rod stuffing boxes will be also damaged if a high content of cat fines is present in the fuel oil. The use of an automatic self-cleaning filter with a mesh size of 10 microns installed on the low-temperature side of the pressurized fuel oil system will additionally protect the engine from serious damages by removing cat fines which may have passed through the separator(s). This filter will also indicate changes in the separator efficiency and/or in the fuel quality. Such an additional investment should especially be considered where, due to the ship’s trading route, the risk of bunkering fuel with a high cat fines content is prevalent.

Figure G12 ‘Heavy fuel oil treatment layout’ is a schematic diagram of a fuel oil treatment plant. The following points should be considered before designing a system. Gravitational settling of water and sediment in heavy fuel oils is an extremely slow process due to the small density difference between the oil and the sediment. To achieve the best settling results, the surface area of the settling tank should be as large as possible, because the settling process is a function of the fuel surface area of the tank, the viscosity and the density difference. The purpose of the settling tank is to separate the sludge and water contained in the fuel oil, to act as a buffer tank and to provide a suitable constant oil temperature of 60°C to 70°C. It is advisable to use separators without gravity disc to meet the requirements for heavy fuel separation up to 730 mm2/s at 50°C and make the continuous and unattended onboard operation easier. As it is usual to install a stand-by separator as a back-up, it is of advantage to use it to improve the separation. For the arrangement of separators, refer to the manufacturer’s instructions. The effective separator throughput is to be in accordance with the maximum consumption of the diesel engine plus a margin of 15–20 per cent, which ensures that separated fuel oil flows back from the daily tank to the settling tank. The separators are to be in continuous operation from port to port. Figure G12 ‘Heavy fuel oil treatment layout’ shows individual positive displacement type pumps but it is also acceptable to have these pumps integrated in the separator. It is important that the pumps operate at constant capacity in order to achieve equal results over the whole operating time. The separation temperature is to be controlled within ± 2°C by a preheater.

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001 002 003 004 005 006 007 008 009 010 011 012 013 014

HFO settling tank, heated and insulated HFO daily tank, heated and insulated MDO daily tank Suction filter HFO separator supply pump, with safety valve *1) HFO/MDO separator supply pump, safety valve *1) HFO pre heater Self cleaning HFO separator *2) Self cleaning HFO/MDO separator *2) Three way valve, diaphragm operated Sludge tank Fuel oil overflow tank Air vent collector Air vent manifold

Remarks: *1) Pump may be omitted if integrated in separator. *2) Separator capacity related to viscosity in accordance with instructions of separator manufacturer. *3) Vent chamber in funnel. *4) Connection pipe optional. Air vent and drain pipes must be fully functional at all inclination angles of the ship at which the engine must be operational. HFO pipes, heated and insulated MDO pipes Air vent pipes Drain & overflow pipes

333.729/2

Fig. G12 Heavy fuel oil treatment layout

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Ancillary systems

G2.3.3

Pressurized fuel oil system

The system shown in figure G13 is recommended for use with engines burning heavy fuel oils. Fuel oil from the heated daily tank (002, figure G12) passes through the three-way valve (002, figure G13), filter (003) and is transferred to the mixing unit (006) by the low-pressure feed pump (004). The high-pressure booster pump (007) transfers the fuel through the heater (008), viscosimeter and the filter (010) to the fuel supply unit (012). Circulation is maintained via pipework back to the mixing tank which equalizes the fuel oil temperature between the hot oil returning from the engine and the cooler oil from the daily tank. The pressure regulating valve (005) controls the delivery of the low-pressure pump and ensures that the discharge pressure is 1 bar above evaporation pressure to prevent entrained water from flashing off into steam.

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001 002 003 004 005 006 007 008 009 010 011 012 013 31 32 33 34

Main engine RT flex96C Three way valve, manually or remotely operated Fuel oil suction filter, heated (trace heating acceptable) Low pressure feed pump Pressure regulating valve Mixing unit, heated and insulated High pressure booster pump Fuel oil endheater Viscosimeter Fuel oil filter, heater (trace heating acceptable) Pressure retaining valve Fuel supply unit Fuel rail unit Fuel oil inlet, supply unit Fuel oil outlet Fuel leakage pipe rail unit Fuel leakage pipe

Remarks: *1) The return pipe may also be led to the HFO daily tank. Feed pumps (pos. 004) must be installed below MDO and daily tanks. All heaters to be fitted with thermometers, relief valves, drains and drip trays. Steam tracers on main engine are laid out for 7 bar saturated steam. Air vent and drain pipes must be fully functional at all inclina tion angles of the ship at which the engine must be oper ational. HFO pipes, heated and insulated MDO pipes Heating pipes Air vent pipes Drain & overflow pipes Pipes on engine / pipe connections
333.729/1

Fig. G13 Pressurized fuel oil system

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Ancillary systems

G1 G1.1

General information Introduction

Sizing engine ancillary systems, i.e. for fresh water, lubricating oil, fuel oil, etc., depends on the contract maximum engine power. If the expected system design is outside the scope of this book please contact our representative or Wärtsilä Ltd, Winterthur, directly.

G1.2

Part-load data

The engine part-load data can be determined with the help of the winGTD-program.

G1.3

Engine system data

The data contained in tables G1 to G6 are applicable to the nominal maximum continuous rating (R1) of each six- to twelve- and fourteen-cylinder engine at design (tropical) conditions. They are suitable for estimating the size of ancillary equipment. The winGTD-program enables to obtain all engine and system data at any Rx rating within the engine rating field and of part-load, as mentioned above. However, for convenience or final confirmation when optimizing the plant, Wärtsilä Switzerland Ltd provide a computerized calculation service. Please complete in full the questionnaire on the next page to enable us to supply the necessary data.

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Ancillary systems

G1.3.1

Questionnaire for engine data

In order to obtain computerized engine performance data and optimized ancillary system data, please send completed copy of this questionnaire to: Wärtsilä Switzerland Ltd, PO Box 414, Dept. 4052, CH-8401 Winterthur, Switzerland. or fax: Fax No. +41 52 262 07 07

Client specification
Company: Name: Address: Department: Country: Telephone: Telefax: e-mail: Date of contact:

Project specification
Project number: Shipowner, country: Shipyard, country: Project manager: Wärtsilä representative:

Engine specification
Number of cylinders: PTO: (see PTO options, table F1) Max. PTO [kW] Speed [rpm]: f f 700 1000 f f 1200 1200 f f 1800 1500 f f 1800 RT-flex96C f Yes j No (continue to ‘Rating point’ below)

Rating point (CMCR = Rx)
Power: Speed: kW rpm

Cooling system specification
j j j Central fresh water cooling with single-stage scavenge air cooler and integrated HT circuit Central fresh water cooling with single-stage scavenge air cooler and separate HT circuit Central fresh water cooling with two-stage scavenge air cooler and integrated HT circuit

Calculations are based on an operating mode according to propeller law and design (tropical) conditions.

25.74.07.40 – Issue X.04 – Rev. 0

G–2

Wärtsilä Switzerland Ltd

RT-flex96C

Engine Selection and Project Manual

G.

Ancillary systems

G1.3.2

Engine system data for central fresh water cooling system (single-stage) at nominal maximum continuous rating (R1)
Cooling with integrated HT circuit
HT circuit Lubricating oil cooler Scavenge air cooler (LT) Central cooler Recirculation

Engine equipped with ABB TPL turbochargers
for Mitsubishi turbochargers use data from the winGTD program (se chapter J).

LT

F10.1907

Inlet

Outlet

Fig. G1

Central fresh water cooling system with single-stage SAC and integrated HT circuit

General data Speed 102 rpm

Number of cylinders Engine power Number and type of turbochargers heat dissipation engine in/out heat dissipation cooler in/out mass flow

– kW

6 34 320 2 x ABB TPL85-B11 5109 265 73.0/90.0 11740 440 36.0/59.1 249781 3682 553 58.6/45.0 319 36.0/46.0 10.7 20531 759 59.5/36.0 901 32.0/52.0 5.6 10393 253255 314 296 25 9.9 250 m3h 553 72 265 759 15.4 8.6 901 30 8.5 260 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2

7 40 040 2 x ABB TPL85-B11 6139 318 73.0/90.0 13591 440 36.0/62.8 291411 4276 628 58.9/45.0 370 36.0/46.0 10.8 24005 810 61.8/36.0 1054 32.0/52.0 6.5 12125 295464 314 333 25 11.5 290 m3/h 628 84 318 810 18.0 10.0 1054 30 9.9 300 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2

8 45 760 2 x ABB TPL85-B12 7189 373 73.0/90.0 15411 440 36.0/66.3 333041 4881 703 59.1/45.0 423 36.0/46.0 10.9 27481 863 63.7/36.0 1206 32.0/52.0 7.2 13857 337673 314 368 25 13.4 340 m3/h 703 96 373 863 20.6 11.4 1206 30 11.5 350 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2

9 51 480 3 x ABB TPL85-B11 7698 399 73.0/90.0 17610 660 36.0/59.1 374671 5540 787 59.3/45.0 480 36.0/46.0 11.0 30849 1140 59.5/36.0 1354 32.0/52.0 5.6 15589 379882 314 402 25 14.9 380 m3/h 787 108 399 1140 23.2 12.9 1354 30 12.9 390 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2

Cylinder cooling (HT) Fresh water flow Fresh water temperature Scavenge air cooler (LT) Fresh water flow (LT) Fresh water temperature Scavenge air

kW m3/h °C kW m3/h °C kg/h kW m3/h °C m3/h °C °C kW m3/h °C m3/h °C °C kW kg/h °C kW

Lubricating oil cooler heat dissipation *1) Oil flow *1) Oil temperature cooler in/out Fresh water flow Fresh water temperature cooler in/out Mean log. temperature difference Central cooler Fresh water flow (LT) Fresh water temperature Sea-water flow Sea-water temperature Mean log. temperature difference Exhaust gas Mass flow Temperature after turbine Engine radiation Starting air *3) Bottle (2 units) Air compressor (2 units) at design pressure capacity each capacity each heat dissipation cooler in/out cooler in/out

heat dissipation *2)

bar m3 m3/h

Pump capacities / delivery head *4) Lubricating oil Crosshead lubricating oil High temperature circuit (cylinder cooling) Low temperature circuit Fuel oil booster Fuel oil feed Sea-water

Remark:

*1) *2) *3) *4)

Excluding heat and oil flow for balancer, damper and PTO gear. Available heat for boiler with gas outlet temperature 170°C and temperature drop 5°C from turbine to boiler. For 12 starts and refilling time 1 hour. Pressure difference across pump (final delivery head must be according to the actual piping layout).

Table G1 R1 data for central fresh water cooling system with single-stage SAC and integrated HT circuit

Wärtsilä Switzerland Ltd

G–3

25.74.07.40 – Issue X.04 – Rev. 0

Engine Selection and Project Manual G.

RT-flex96C

Ancillary systems

General data Speed 102 rpm

Number of cylinders Engine power Number and type of turbochargers heat dissipation engine in/out heat dissipation cooler in/out mass flow

– kW kW m3/h °C kW m3/h °C kg/h kW m3/h °C m3/h °C °C kW m3/h °C m3/h °C °C kW kg/h °C kW

10 57 200 3 x ABB TPL85-B11 8728 453 73.0/90.0 19466 660 36.0/61.6 416302 6133 862 59.5/45.0 531 36.0/46.0 11.1 34327 1191 61.1/36.0 1507 32.0/52.0 6.2 17321 422091 314 436 25 16.5 420 m3h 862 120 453 1191 25.7 14.3 1507 30 14.2 430 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2

11 62 920 3 x ABB TPL85-B12 9771 507 73.0/90.0 21301 660 36.0/64.0 457932 6734 937 59.6/45.0 583 36.0/46.0 11.2 37806 1243 62.5/36.0 1660 32.0/52.0 6.7 19053 464301 314 469 25 18.1 460 m3/h 937 132 507 1243 28.3 15.7 1660 30 15.5 470 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2

12 68 640 3 x ABB TPL85-B12 10828 562 73.0/90.0 23116 660 36.0/66.3 499562 7343 1012 59.8/45.0 636 36.0/46.0 11.2 41287 1296 63.7/36.0 1813 32.0/52.0 7.2 20785 506510 314 500 25 19.7 500 m3/h 1012 144 562 1296 30.9 17.2 1813 30 16.8 510 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2

14 80 080 4 x ABB TPL85-B11 12364 641 73.0/90.0 27181 880 36.0/62.8 582822 8594 1171 59.9/45.0 745 36.0/46.0 11.3 48139 1625 61.8/36.0 2113 32.0/52.0 6.5 24250 590928 314 563 25 22.9 600 m3/h 1171 168 641 1625 36.0 20.0 2113 30 19.5 620 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2

Cylinder cooling (HT) Fresh water flow Fresh water temperature Scavenge air cooler (LT) Fresh water flow (LT) Fresh water temperature Scavenge air

Lubricating oil cooler heat dissipation *1) Oil flow *1) Oil temperature cooler in/out Fresh water flow Fresh water temperature cooler in/out Mean log. temperature difference Central cooler Fresh water flow (LT) Fresh water temperature Sea-water flow Sea-water temperature Mean log. temperature difference Exhaust gas Mass flow Temperature after turbine Engine radiation Starting air *3) Bottle (2 units) Air compressor (2 units) at design pressure capacity each capacity each heat dissipation cooler in/out cooler in/out

heat dissipation *2)

bar m3 m3/h

Pump capacities / delivery head *4) Lubricating oil Crosshead lubricating oil High temperature circuit (cylinder cooling) Low temperature circuit Fuel oil booster Fuel oil feed Sea-water

Remark:

*1) *2) *3) *4)

Excluding heat and oil flow for balancer, damper and PTO gear. Available heat for boiler with gas outlet temperature 170°C and temperature drop 5°C from turbine to boiler. For 12 starts and refilling time 1 hour. Pressure difference across pump (final delivery head must be according to the actual piping layout).

Table G2 R1 data for central fresh water cooling system with single-stage SAC and integrated HT circuit

25.74.07.40 – Issue X.04 – Rev. 0

G–4

Wärtsilä Switzerland Ltd

RT-flex96C

Engine Selection and Project Manual

G.

Ancillary systems

Cooling with separate HT circuit

HT circuit Cylinder water cooler

Engine equipped with ABB TPL turbochargers
for Mitsubishi turbochargers use data from the winGTD program (see chapter J).

LT

Lubricating oil cooler Scavenge air cooler (LT) Central cooler

Recirculation

F10.1907

Inlet

Outlet

Fig. G2

Central fresh water cooling system with single-stage SAC and separate HT circuit

General data Speed 102 rpm

Number of cylinders Engine power Number and type of turbochargers heat dissipation cooler in/out cooler in/out

– kW

6 34 320 2 x ABB TPL85-B11 5109 265 90.0/73.0 319 46.0/59.9 28.5 5109 265 73.0/90.0 11740 440 36.0/59.1 249781 3682 553 58.6/45.0 319 36.0/46.0 10.7 20531 759 59.4/36.0 901 32.0/52.0 5.5 10393 253255 314 296 25 9.9 250 m3h 553 72 265 759 15.4 8.6 901 30 8.5 260 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2

7 40 040 2 x ABB TPL85-B11 6139 318 90.0/73.0 370 46.0/60.4 28.3 6139 318 73.0/90.0 13591 440 36.0/62.8 291411 4276 628 58.9/45.0 370 36.0/46.0 10.8 24005 810 61.7/36.0 1054 32.0/52.0 6.4 12125 295464 314 333 25 11.5 290 m3/h 628 84 318 810 18.0 10.0 1054 30 9.9 300 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2

8 45 760 2 x ABB TPL85-B12 7189 373 90.0/73.0 423 46.0/60.7 28.1 7189 373 73.0/90.0 15411 440 36.0/66.3 333041 4881 703 59.1/45.0 423 36.0/46.0 10.9 27481 863 63.6/36.0 1206 32.0/52.0 7.1 13857 337673 314 368 25 13.4 340 m3/h 703 96 373 863 20.6 11.4 1206 30 11.5 350 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2

9 51 480 3 x ABB TPL85-B11 7698 399 90.0/73.0 480 46.0/59.9 28.5 7698 399 73.0/90.0 17610 660 36.0/59.1 374671 5540 787 59.3/45.0 480 36.0/46.0 11.0 30849 1140 59.4/36.0 1354 32.0/52.0 5.5 15589 379882 314 402 25 14.9 380 m3/h 787 108 399 1140 23.2 12.9 1354 30 12.9 390 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2

Cylinder water cooler (HT) Fresh water flow (HT) Fresh water temperature Fresh water flow (LT) Fresh water temperature (LT) Mean log. temperature difference Cylinder cooling (HT) Fresh water flow Fresh water temperature Scavenge air cooler (LT) Fresh water flow (LT) Fresh water temperature Scavenge air

kW m3/h °C m3/h °C °C kW m3/h °C kW m3/h °C kg/h kW m3/h °C m3/h °C °C kW m3/h °C m3/h °C °C kW kg/h °C kW

heat dissipation engine in/out heat dissipation cooler in/out mass flow

Lubricating oil cooler heat dissipation *1) Oil flow *1) Oil temperature cooler in/out Fresh water flow Fresh water temperature cooler in/out Mean log. temperature difference Central cooler Fresh water flow (LT) Fresh water temperature Sea-water flow Sea-water temperature Mean log. temperature difference Exhaust gas Mass flow Temperature after turbine Engine radiation Starting air *3) Bottle (2 units) Air compressor (2 units) at design pressure capacity each capacity each heat dissipation cooler in/out cooler in/out

heat dissipation *2)

bar m3 m3/h

Pump capacities / delivery head *4) Lubricating oil Crosshead lubricating oil High temperature circuit (cylinder cooling) Low temperature circuit Fuel oil booster Fuel oil feed Sea-water

Remark:

*1) *2) *3) *4)

Excluding heat and oil flow for balancer, damper and PTO gear. Available heat for boiler with gas outlet temperature 170°C and temperature drop 5°C from turbine to boiler. For 12 starts and refilling time 1 hour. Pressure difference across pump (final delivery head must be according to the actual piping layout).

Table G3 R1 data for central fresh water cooling system with single-stage SAC and separate HT circuit

Wärtsilä Switzerland Ltd

G–5

25.74.07.40 – Issue X.04 – Rev. 0

Engine Selection and Project Manual G.

RT-flex96C

Ancillary systems

General data Speed 102 rpm

Number of cylinders Engine power Number and type of turbochargers heat dissipation cooler in/out cooler in/out

– kW kW m3/h °C m3/h °C °C kW m3/h °C kW m3/h °C kg/h kW m3/h °C m3/h °C °C kW m3/h °C m3/h °C °C kW kg/h °C kW

10 57 200 3 x ABB TPL85-B11 8728 453 90.0/73.0 531 46.0/60.2 28.4 8728 453 73.0/90.0 19466 660 36.0/61.6 416302 6133 862 59.5/45.0 531 36.0/46.0 11.1 34327 1191 61.0/36.0 1507 32.0/52.0 6.2 17321 422091 314 436 25 16.5 420 m3h 862 120 453 1191 25.7 14.3 1507 30 14.2 430 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2

11 62 920 3 x ABB TPL85-B12 9771 507 90.0/73.0 583 46.0/60.5 28.2 9771 507 73.0/90.0 21301 660 36.0/64.0 457932 6734 937 59.6/45.0 583 36.0/46.0 11.2 37806 1243 62.3/36.0 1660 32.0/52.0 6.7 19053 464301 314 469 25 18.1 460 m3/h 937 132 507 1243 28.3 15.7 1660 30 15.5 470 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2

12 68 640 3 x ABB TPL85-B12 10828 562 90.0/73.0 636 46.0/60.7 28.1 10828 562 73.0/90.0 23116 660 36.0/66.3 499562 7343 1012 59.8/45.0 636 36.0/46.0 11.2 41287 1296 63.6/36.0 1813 32.0/52.0 7.1 20785 506510 314 500 25 19.7 500 m3/h 1012 144 562 1296 30.9 17.2 1813 30 16.8 510 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2

14 80 080 4 x ABB TPL85-B11 12364 641 90.0/73.0 745 46.0/60.4 28.3 12364 641 73.0/90.0 27181 880 36.0/62.8 582822 8594 1171 59.9/45.0 745 36.0/46.0 11.3 48139 1625 61.7/36.0 2113 32.0/52.0 6.4 24250 590928 314 563 25 22.9 600 m3/h 1171 168 641 1625 36.0 20.0 2113 30 19.5 620 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2

Cylinder water cooler (HT) Fresh water flow (HT) Fresh water temperature Fresh water flow (LT) Fresh water temperature (LT) Mean log. temperature difference Cylinder cooling (HT) Fresh water flow Fresh water temperature Scavenge air cooler (LT) Fresh water flow (LT) Fresh water temperature Scavenge air

heat dissipation engine in/out heat dissipation cooler in/out mass flow

Lubricating oil cooler heat dissipation *1) Oil flow *1) Oil temperature cooler in/out Fresh water flow Fresh water temperature cooler in/out Mean log. temperature difference Central cooler Fresh water flow (LT) Fresh water temperature Sea-water flow Sea-water temperature Mean log. temperature difference Exhaust gas Mass flow Temperature after turbine Engine radiation Starting air *3) Bottle (2 units) Air compressor (2 units) at design pressure capacity each capacity each heat dissipation cooler in/out cooler in/out

heat dissipation *2)

bar m3 m3/h

Pump capacities / delivery head *4) Lubricating oil Crosshead lubricating oil High temperature circuit (cylinder cooling) Low temperature circuit Fuel oil booster Fuel oil feed Sea-water

Remark:

*1) *2) *3) *4)

Excluding heat and oil flow for balancer, damper and PTO gear. Available heat for boiler with gas outlet temperature 170°C and temperature drop 5°C from turbine to boiler. For 12 starts and refilling time 1 hour. Pressure difference across pump (final delivery head must be according to the actual piping layout).

Table G4 R1 data for central fresh water cooling system with single-stage SAC and separate HT circuit

25.74.07.40 – Issue X.04 – Rev. 0

G–6

Wärtsilä Switzerland Ltd

RT-flex96C

Engine Selection and Project Manual

G.

Ancillary systems

G1.3.3

Engine system data for central fresh water cooling system (two-stage) at nominal maximum continuous rating (R1)
Cooling with integrated HT circuit
Engine cylinder cooling HT Scavenge air cooler (HT)

Engine equipped with ABB TPL turbochargers
for Mitsubishi turbochargers use data from the winGTD program (see chapter J).

LT

Lubricating oil cooler Scavenge air cooler (LT) Central cooler

Recirculation

F10.1907

Inlet

Outlet

Fig. G3

Central fresh water cooling system with two-stage SAC and integrated HT circuit

General data Speed 102 rpm

Number of cylinders Engine power Number and type of turbochargers heat dissipation engine in/out heat dissipation cooler in/out heat dissipation cooler in/out mass flow

– kW

6 34 320 2 x ABB TPL85-B11 5031 261 73.0/90.0 7149 220 73.0/101.7 4713 440 36.0/45.3 249781 3639 553 58.4/45.0 315 36.0/46.0 10.6 20531 755 59.8/36.0 901 32.0/52.0 5.7 10393 253255 314 296 25 9.9 250 m3h 553 72 481 755 15.4 8.6 901 30 8.5 260 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2

7 40 040 2 x ABB TPL85-B11 6064 315 73.0/90.0 7836 220 73.0/104.4 5872 440 36.0/47.6 291411 4234 628 58.7/45.0 367 36.0/46.0 10.8 24005 807 62.0/36.0 1054 32.0/52.0 6.6 12125 295464 314 333 25 11.5 290 m3/h 628 84 535 807 18.0 10.0 1054 30 9.9 300 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2

8 45 760 2 x ABB TPL85-B12 7132 370 73.0/90.0 8379 220 73.0/106.6 7122 440 36.0/50.0 333041 4848 703 59.0/45.0 420 36.0/46.0 10.9 27481 860 64.0/36.0 1206 32.0/52.0 7.3 13857 337673 314 368 25 13.4 340 m3/h 703 96 590 860 20.6 11.4 1206 30 11.5 350 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2

9 51 480 3 x ABB TPL85-B11 7582 393 73.0/90.0 10723 330 73.0/101.7 7069 660 36.0/45.3 374671 5475 787 59.2/45.0 474 36.0/46.0 11.0 30849 1134 59.8/36.0 1354 32.0/52.0 5.7 15589 379882 314 402 25 14.9 380 m3/h 787 108 723 1134 23.2 12.9 1354 30 12.9 390 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2

Cylinder cooling (HT) Fresh water flow Fresh water temperature Scavenge air cooler (HT Fresh water flow (HT) Fresh water temperature Scavenge air cooler (LT) Fresh water flow (LT) Fresh water temperature Scavenge air

kW m3/h °C kW m3/h °C kW m3/h °C kg/h kW m3/h °C m3/h °C °C kW m3/h °C m3/h °C °C kW kg/h °C kW

Lubricating oil cooler heat dissipation *1) Oil flow *1) Oil temperature cooler in/out Fresh water flow Fresh water temperature cooler in/out Mean log. temperature difference Central cooler Fresh water flow (LT) Fresh water temperature Sea-water flow Sea-water temperature Mean log. temperature difference Exhaust gas Mass flow Temperature after turbine Engine radiation Starting air *3) Bottle (2 units) Air compressor (2 units) at design pressure capacity each capacity each heat dissipation cooler in/out cooler in/out

heat dissipation *2)

bar m3 m3/h

Pump capacities / delivery head *4) Lubricating oil Crosshead lubricating oil High temperature circuit (cylinder cooling) Low temperature circuit Fuel oil booster Fuel oil feed Sea-water

Remark:

*1) *2) *3) *4)

Excluding heat and oil flow for balancer, damper and PTO gear. Available heat for boiler with gas outlet temperature 170°C and temperature drop 5°C from turbine to boiler. For 12 starts and refilling time 1 hour. Pressure difference across pump (final delivery head must be according to the actual piping layout).

Table G5 R1 data for central fresh water cooling system with two-stage SAC and integrated HT circuit

Wärtsilä Switzerland Ltd

G–7

25.74.07.40 – Issue X.04 – Rev. 0

Engine Selection and Project Manual G.

RT-flex96C

Ancillary systems

General data Speed 102 rpm

Number of cylinders Engine power Number and type of turbochargers heat dissipation engine in/out heat dissipation cooler in/out heat dissipation cooler in/out mass flow

– kW kW m3/h °C kW m3/h °C kW m3/h °C kg/h kW m3/h °C m3/h °C °C kW m3/h °C m3/h °C °C kW kg/h °C kW

10 57 200 3 x ABB TPL85-B11 8612 447 73.0/90.0 11434 330 73.0/103.6 8213 660 36.0/46.8 416302 6068 862 59.3/45.0 526 36.0/46.0 11.0 34328 1186 61.3/36.0 1507 32.0/52.0 6.3 17321 422091 314 436 25 16.5 420 m3h 862 120 777 1186 25.7 14.3 1507 30 14.2 430 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2

11 62 920 3 x ABB TPL85-B12 9664 501 73.0/90.0 12049 330 73.0/105.2 9419 660 36.0/48.4 457932 6675 937 59.5/45.0 578 36.0/46.0 11.1 37807 1238 62.7/36.0 1660 32.0/52.0 6.8 19053 464301 314 469 25 18.1 460 m3/h 937 132 831 1238 28.3 15.7 1660 30 15.5 470 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2

12 68 640 3 x ABB TPL85-B12 10741 557 73.0/90.0 12568 330 73.0/106.6 10683 660 36.0/50.0 499562 7294 1012 59.7/45.0 632 36.0/46.0 11.2 41287 1292 64.0/36.0 1813 32.0/52.0 7.3 20785 506510 314 500 25 19.7 500 m3/h 1012 144 887 1292 30.9 17.2 1813 30 16.8 510 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2

14 80 080 4 x ABB TPL85-B11 12214 634 73.0/90.0 15672 440 73.0/104.4 11744 880 36.0/47.6 582822 8510 1171 59.8/45.0 737 36.0/46.0 11.2 48140 1617 62.1/36.0 2113 32.0/52.0 6.6 24250 590928 314 563 25 22.9 600 m3/h 1171 168 1074 1617 36.0 20.0 2113 30 19.5 620 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2

Cylinder cooling (HT) Fresh water flow Fresh water temperature Scavenge air cooler (HT) Fresh water flow (HT) Fresh water temperature Scavenge air cooler (LT) Fresh water flow (LT) Fresh water temperature Scavenge air

Lubricating oil cooler heat dissipation *1) Oil flow *1) Oil temperature cooler in/out Fresh water flow Fresh water temperature cooler in/out Mean log. temperature difference Central cooler Fresh water flow (LT) Fresh water temperature Sea-water flow Sea-water temperature Mean log. temperature difference Exhaust gas Mass flow Temperature after turbine Engine radiation Starting air *3) Bottle (2 units) Air compressor (2 units) at design pressure capacity each capacity each heat dissipation cooler in/out cooler in/out

heat dissipation *2)

bar m3 m3/h

Pump capacities / delivery head *4) Lubricating oil Crosshead lubricating oil High temperature circuit (cylinder cooling) Low temperature circuit Fuel oil booster Fuel oil feed Sea-water

Remark:

*1) *2) *3) *4)

Excluding heat and oil flow for balancer, damper and PTO gear. Available heat for boiler with gas outlet temperature 170°C and temperature drop 5°C from turbine to boiler. For 12 starts and refilling time 1 hour. Pressure difference across pump (final delivery head must be according to the actual piping layout).

Table G6 R1 data for central fresh water cooling system with two-stage SAC and integrated HT circuit

25.74.07.40 – Issue X.04 – Rev. 0

G–8

Wärtsilä Switzerland Ltd

RT-flex96C

Engine Selection and Project Manual

Index

A
Address Wärtsilä Switzerland Ltd, A–1 Air filter size, G–37 Ambient temperature consideration, B–8 Engine air inlet (arctic conditions), B–8 Auxiliary blower, D–18 Axial damper, D–7 Axial vibration, D–7

F
Fire protection, G–33 Fluid quantities in the engine, E–2 Free first order moments, D–3 Free second order moments, D–3 Fresh water generator, G–9 Fuel oil systems, G–23 Fuel oil viscosity/temperature diagram, G–24

B
Blowing off at arctic conditions, B–8

I
Installation of winGTD, J–1 Introduction, A–1, B–1 ISO Standard 15550, D–1 ISO Standard 3046-1, D–1

C
CD-ROM, J–1 CMCR, B–1, B–5 Consideration on engine selection, B–1 Contents of fluid in the engine, E–2 Continuous service rating, B–5 Conversion factors, K–6 Cooling and pre-heating water systems, G–9 Cross section, C–2

L
Lateral engine vibration, D–5 Lateral stays, D–6, D–7 Layout field, B–1 Leakage collection, G–31 Light running margin (LR), B–4 Load range, B–3 Load range with main-engine driven generator, B–7 Load range limits, B–5 Longitudinal engine vibration, D–7 Lubricating oil system, G–17

D
Delta Tuning, A–3 Design conditions, D–1 Dimensions, masses and dism. heights, E–1

E
Electrical power consumers, D–18 Electrically driven auxiliary blowers, D–18 Electrically driven compensator, D–6 Engine air inlet operating temperatures, B–8 Engine air supply, G–37 Engine room ventilation, G–37 Engine system data, G–1 Engine dimensions, E–1 Engine emissions, I–1 Engine margin (EM), B–5 Engine outlines, E–3 Engine performance data, D–1 Engine seating, E–14 Exhaust gas system, G–34

M
MAPEX-SM, H–24 MAPEX Engine Fitness Family, H–18

N
Noise, I–3 NOx emissions, I–1

O
Operational margin (OM), B–5 Order forms for vibration calculations and simulation, D–10 Order specification, K–7 Overload limit, B–6 Overspeed limit, B–6

Wärtsilä Switzerland Ltd

k

25.74.07.40 – Issue X.04 – Rev. 0

Engine Selection and Project Manual

RT-flex96C

Index

P
Part-load data, G–1 Piping symbols, K–2 Piping systems, G–9 Power demand of an engine, B–1 Power related unbalance, D–4 Power/speed combination, B–1 Power/speed range of RTA and RT-flex engines, A–1 Pre-heating system, G–16 Pressure and temperature ranges, D–18 Primary engine data, A–2 Propeller characteristics, B–2 Propeller curve, B–3 Propeller efficiency, B–1 PTO arrangements, F–2

T
Tank capacities, G–33 TC and SAC selection, D–16 Torsional vibration, D–7 Turbocharger and scavenge air coolers, D–15 Turbocharger weights, D–15

U
Using winGTD, J–1

V
Vibration aspects, D–2

W
Waste heat recovery, F–2

Q
Questionnaire winGTD, G–2

R
Rating, B–1 Rating points, B–2 Reference conditions, D–1 Reference to other documentation, K–1 Rocking, D–5 RT-flex key parts, C–3 RT-flex system, C–1

S
Scavenge air and exhaust gas system, G–34 Scavenge air cooler details, D–15 Scavenge air system for arctic conditions, B–8 Sea margin (SM), B–4 Sea trial power, B–4 SI dimensions, K–5 Starting and control air system, G–29

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Engine Selection and Project Manual

E.

Installation data

E1

Dimensions, masses and dismantling heights
Deck beam
X

E

F D

R

C

G

M K L

M1 A A’

N I B
F10.5297

Fig. E1

Engine dimensions

Number of cylinders
Dimensions in mm with a tolerance of approx. ± 10 mm A A’ B C D E F G I K L M M1 N R X Remarks: F:

6
11564 12963

7
13244 14643

8
15834 17233

9
17514 18913

10
19194 20593 4480 1800 10925 6020

11
20874 22273

12
22554 23953

14
25914 27313

12950/13000 2594 723 676 1944 1680 2590 1220 750 depending on crane height

Minimum height to crane hook for vertical removal, arrangements with small/big hook For removal with reduced minimum height, please contact WCH. E: Dimension, when engine fitted with ABB TPL85. Other turbochargers cause other dimensions. M, M1: M = Cylinder distance. M1 for engines with middle drive (8 to 14 cylinders). R Housing with crank angle sensor; space for removal included.

Table E1

Engine dimensions

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RT-flex96C

Installation data

Number of cylinders Net engine weight without oil/water [tonnes] Minimum crane capacity [tonnes]
Remark:

6 1160

7 1290

8 1470

9 1620 11.5

10 1760

11 1910

12 2050

14 2300

Weight: calculated according to nominal dimensions of drawings, including turbocharger and SAC, piping and platforms There may be differences in weights, depending type of turbochargers.

Table E2

Engine masses

E1.1

Contents of fluid in the engine
Quantities referring to numbers of cylinders 6
[kg] [kg] [kg] [kg]

System fluid Cylinder cooling water Lubricating oil Water in scavenge air cooler(s) *1) Total of water and oil in engine *2) Remark:

7
3620 2640 1240 7500

8
4050 3080 1240 8370

9
4450 3420 1240 9110

10
4670 3740 1880 10290

11
5430 4040 1880 11350

12
5600 4350 1880 11830

14
6900 4980 2520 14400

3350 2410 1240 7000

*1) The given water content is approximate. *2) These quantities include engine piping except piping of scavenge air cooling.

Table E3 Fluid quantities in the engine

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Engine Selection and Project Manual

E.

Installation data

E2

Engine outlines
This selection doesn’t cover all variations of the RT-flex96C engines. The drawings of other combinations (number of cylinders, number and type of turbochargers) are available on request.

The following engine outline illustrations are produced to scale. They represent engine arrangements with ABB TPL and MHI MET turbochargers.

Driving end

Free end

= Approx. centre of gravity Scale in mm

336.770/338.733

Fig. E2

End elevation of Sulzer RT-flex96C engines with ABB TPL85-B turbochargers

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Installation data

Exhaust side elevation

Scale in mm = Approx. centre of gravity

Plan view

336.287a

Fig. E3

Exhaust side elevation and plan view of Sulzer 7RT-flex96C engine with 2 x ABB TPL85-B turbochargers

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Engine Selection and Project Manual

E.

Installation data

Exhaust side elevation

Scale in mm = Approx. centre of gravity

Plan view

337.924a

Fig. E4

Exhaust side elevation and plan view of Sulzer 8RT-flex96C engine with 2 x ABB TPL85-B turbochargers

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RT-flex96C

Installation data

Exhaust side elevation

Scale in mm = Approx. centre of gravity

Plan view

338.733

Fig. E5

Exhaust side elevation and plan view of Sulzer 10RT-flex96C engine with 3 x ABB TPL85-B turbochargers

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Engine Selection and Project Manual

E.

Installation data

Exhaust side elevation

Scale in mm = Approx. centre of gravity

Plan view

336.770

Fig. E6

Exhaust side elevation and plan view of Sulzer 12RT-flex96C engine with 3 x ABB TPL85-B turbochargers

Wärtsilä Switzerland Ltd

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Exhaust side elevation

E–8 E.
Scale in mm = Approx. centre of gravity

341.940

RT-flex96C

Installation data

Wärtsilä Switzerland Ltd

Fig. E7

Exhaust side elevation of Sulzer 14RT-flex96C engine with 4 x ABB TPL85-B turbochargers

E.

Wärtsilä Switzerland Ltd = Approx. centre of gravity

Plan view

RT-flex96C

Installation data

E–9 Engine Selection and Project Manual

Scale in mm

341.940

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Fig. E8

Plan view of Sulzer 14RT-flex96C engine with 4 x ABB TPL85-B turbochargers

Engine Selection and Project Manual E.

RT-flex96C

Installation data

Driving end

Free end

= Approx. centre of gravity Scale in mm

336.064

Fig. E9

End elevation of Sulzer RT-flex96C engines with MHI MET83SE turbochargers

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RT-flex96C

Engine Selection and Project Manual

E.

Installation data

Exhaust side elevation

Scale in mm = Approx. centre of gravity

Plan view

336.064

Fig. E10 Exhaust side elevation and plan view of Sulzer 8RT-flex96C engine with 2 x MHI MET83SE turbochargers

Wärtsilä Switzerland Ltd

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Exhaust side elevation

E–12 E.
Scale in mm = Approx. centre of gravity

336.281

RT-flex96C

Installation data

Wärtsilä Switzerland Ltd

Fig. E11 Exhaust side elevation of Sulzer 14RT-flex96C engine with 4 x MHI MET83SE turbochargers

E.

Wärtsilä Switzerland Ltd = Approx. centre of gravity

Plan view

RT-flex96C

Installation data

E–13 Engine Selection and Project Manual

Scale in mm

33.281

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Fig. E12 Plan view of Sulzer 14RT-flex96C engine with 4 x MHI MET83SE turbochargers

Engine Selection and Project Manual E.

RT-flex96C

Installation data

E2.1

Engine seating

Remarks: *1) Final height h to be determined by shipyard. *2) Chock thickness to be determined by the shipyard. Note: This is a typical example, other foundation arrangements may be possible.
246.401b

Fig. E13 Engine seating (foundation) with epoxy resin chocks

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List of contents

A
A1 A2 A2.1 A2.2 A2.3

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A–1
Primary engine data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Delta Tuning of RT-flex engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Delta Tuning outline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Further aspects of Delta Tuning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A–2 A–3 A–3 A–3 A–4

B
B1 B2 B2.1 B2.2 B3 B3.1 B3.2 B3.3 B3.4 B3.5 B3.5.1 B3.5.2 B3.6 B3.7 B4 B4.1 B4.2

Considerations on engine selection . . . . . . . . . . . . . . . . . . . . . . B–1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Layout field . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rating points R1, R2, R3 and R4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Influence of propeller revolutions on the power requirement . . . . . . . . . . . . . . . . . . . Load range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Propeller curves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Sea trial power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Sea margin (SM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Light running margin (LR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine margin (EM) or operational margin (OM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Continuous service rating (CSR=NOR=NCR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Contract maximum continuous rating (CMCR = Rx) . . . . . . . . . . . . . . . . . . . . . . . . . . Load range limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Load range with main-engine driven generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ambient temperature consideration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine air inlet: operating temperatures from 45°C to 5C . . . . . . . . . . . . . . . . . . . . . . Engine air inlet: arctic conditions at operating temp. below 5°C . . . . . . . . . . . . . . . . . B–1 B–1 B–2 B–2 B–3 B–3 B–3 B–4 B–4 B–5 B–5 B–5 B–5 B–7 B–8 B–8 B–8

C D
D1 D2 D3 D4

Engine description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–1 Engine data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–1
Reference conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Design conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ancillary system design parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine performance data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–1 D–1 D–1 D–1

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List of contents

D5 D5.1 D5.2 D5.2.1 D5.2.2 D5.2.3 D5.3 D5.3.1 D5.3.2 D5.4 D5.5 D5.6 D5.7 D5.8 D5.9 D6 D6.1 D6.2 D6.3 D6.4 D7 D7.1 D8 D9 D10

Vibration aspects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . External forces and moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Balancing free first order moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Balancing free second order moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Power related unbalance (PRU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lateral engine vibration (rocking) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Stays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Electrically driven compensator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Longitudinal engine vibration (pitching) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Torsional vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Axial vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Hull vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . External forces and moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Summary of countermeasures for dynamic effects . . . . . . . . . . . . . . . . . . . . . . . . . . . . Order forms for vibration calculations and simulation . . . . . . . . . . . . . . . . . . . . . . . . . Marine installation Torsional Vibration Calculation . . . . . . . . . . . . . . . . . . . . . . . . . . . . Testbed installation Torsional Vibration Calculation . . . . . . . . . . . . . . . . . . . . . . . . . . . Marine installation Coupled Axial Vibration Calculation . . . . . . . . . . . . . . . . . . . . . . . . Marine installation Bending Vibration & Alignment Calculation . . . . . . . . . . . . . . . . .

D–2 D–2 D–2 D–3 D–3 D–4 D–5 D–6 D–6 D–7 D–7 D–7 D–7 D–8 D–9 D–10 D–11 D–12 D–13 D–14

Turbocharger and scavenge air cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–15 Turbocharger and scavenge air cooler selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–16 Auxiliary blower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–18 Electric power requirement in [kW] . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–18 Pressure and temperature ranges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–18

E
E1 E1.1 E2 E2.1

Installation data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–1
Dimensions, masses and dismantling heights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Contents of fluid in the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–1 E–2

Engine outlines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–3 Engine seating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–14

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Engine Selection and Project Manual

List of contents

F
F1 F1.1 F1.2 F2 F3 F3.1 F3.2

Auxiliary power generation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–1
General information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . System description and layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Waste heat recovery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Power take off (PTO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Arrangements of PTO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PTO power and speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–1 F–1 F–2 F–2 F–2 F–2 F–2

G
G1 G1.1 G1.2 G1.3 G1.3.1 G1.3.2 G1.3.3

Ancillary systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–1
General information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Part-load data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine system data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Questionnaire for engine data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine system data for central fresh water cooling system (single-stage) at nominal maximum continuous rating (R1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine system data for central fresh water cooling system (two-stage) at nominal maximum continuous rating (R1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Piping systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cooling and pre-heating water systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Central fresh water cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pre-heating system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lubricating oil systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Optional lubricating oil systems for turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lubricating oil maintenance and treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel oil systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel oil requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel oil treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pressurized fuel oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Starting and control air system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Leakage collection system and washing devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–1 G–1 G–1 G–1 G–2 G–3 G–7 G–9 G–9 G–9 G–16 G–17 G–17 G–17 G–18 G–23 G–23 G–25 G–27 G–29 G–31

G2 G2.1 G2.1.1 G2.1.2 G2.2 G2.2.1 G2.2.2 G2.2.3 G2.3 G2.3.1 G2.3.2 G2.3.3 G2.4 G2.5 G3 G4 G5 G6

Tank capacities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–33 Fire protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–33 Exhaust gas system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–34 Engine air supply / Engine room ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–37

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H
H1 H1.1 H1.2 H1.3 H2 H2.1 H2.2 H2.2.1 H2.2.2 H2.2.3 H2.3 H2.3.1 H2.3.2 H3 H3.1 H3.2 H3.3 H4 H4.1 H4.2 H4.3 H4.4

Engine management system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DENIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . WECS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAPEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–1 H–3 H–3 H–3

DENIS-9520 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–3 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–3 Propulsion control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–4 Approved propulsion control systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–5 Functions of the propulsion control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–7 Recommended manoeuvring characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–8 Interface to alarm and monitoring systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–9 General layout – operator interface OPI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–9 Alarm sensors and safety functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–11 WECS-9520 – flex engine control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . WECS-9520 – system layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . WECS-9520 – online spare module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . WECS-9520 – communication to external systems . . . . . . . . . . . . . . . . . . . . . . . . . . MAPEX Engine Fitness Family . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SIPWA-TP (Piston-ring Wear) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Mapex-PR (Piston-running Reliability) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Mapex-TV / AV (Torsional Vibration / Axial Vibration Detection) . . . . . . . . . . . . . . . . MAPEX-SM (Spare parts and Maintenance) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–15 H–15 H–15 H–15 H–18 H–19 H–21 H–23 H–24

I
I1 I1.1 I1.1.1 I1.1.2 I1.1.3 I1.1.4 I1.1.5 I1.2 I1.2.1 I1.2.2

Engine emissions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1
Exhaust gas emissions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IMO-2000 regulations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IMO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Establishment of emission limits for ships . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Regulation regarding NOx emissions of diesel engines . . . . . . . . . . . . . . . . . . . . . . . Date of application of Annex VI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Procedure for certification of engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Measures for compliance with the IMO regulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . Low NOx Tuning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Extended measures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1 I–1 I–1 I–1 I–1 I–1 I–2 I–2 I–2 I–2

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I2 I2.1 I2.2 I2.3

Engine noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine surface sound pressure level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine exhaust sound pressure level at funnel top . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine structure borne noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

I–3 I–3 I–4 I–5

J
J1 J1.1 J1.1.1 J1.1.2 J1.1.3 J1.2 J1.2.1 J1.2.2 J1.2.3 J1.2.4 J1.2.5 J1.3

winGTD – General Technical Data . . . . . . . . . . . . . . . . . . . . . . . . J–1
Included CD-ROM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Installation of winGTD and EnSel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . System requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Changes to previous versions of winGTD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Using winGTD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Data input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Output results . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Service conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Saving a project . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EnSel program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–1 J–1 J–1 J–1 J–1 J–1 J–1 J–1 J–2 J–2 J–2 J–2

K
K1 K2 K3 K4 K5

Appendix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–1
Reference to other Wärtsilä Switzerland documentation . . . . . . . . . . . . . . . . . . . . . . . Piping symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SI dimensions for internal combustion engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Approximate conversion factors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Questionnaire order specification for Sulzer RT-flex96C engines . . . . . . . . . . . . . . . K–1 K–2 K–5 K–6 K–7

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Fig. A1 Fig. A2 Fig. A3 Fig. B1 Fig. B2 Fig. B3 Fig. B4 Fig. B5 Fig. B6 Fig. B7 Fig. C1 Fig. C2 Fig. C3 Fig. D1 Fig. D2 Fig. D3 Fig. D4 Fig. D5 Fig. D6 Fig. D7 Fig. D8 Fig. D9 Fig. E1 Fig. E2 Fig. E3 Fig. E4 Fig. E5 Fig. E6 Fig. E7 Fig. E8 Fig. E9 Fig. E10

Power/speed range of all IMO-2000 regulation compatible RTA and RT-flex engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Comparison of Delta Tuning and Standard Tuning . . . . . . . . . . . . . . . . . . . . . . . . . . . . Delta Tuning area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Layout field of the Sulzer RT-flex96C engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Load range limits of an engine corresponding to a specific rating point Rx . . . . . . . Load diagram for a specific engine showing the corresponding power and speed margins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Load range limits, with the load diagram of an engine corresponding to a specific rating point Rx . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Load range diagram for an engine equipped with a main-engine driven generator, whether it is a shaft generator or a PTO-driven generator . . . . . . . . . . . . . . . . . . . . . Scavenge air system for arctic conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Blow-off effect at arctic conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Significant difference between Sulzer RTA engines and RT-flex engines. . . . . . . . . Cross section of a typical Sulzer RT-flex engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Sulzer RT-flex system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . External forces and moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Locating electrically driven balancer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Free external mass moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . External forces and moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General arrangement of lateral stays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General arrangement of friction stays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Scavenge air cooler details (rated at R1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Turbocharger and scavenge air cooler selection (ABB TPL type turbocharger) . . . Turbocharger and scavenge air cooler selection (MHI MET type turbocharger) . . . Engine dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . End elevation of Sulzer RT-flex96C engines with ABB TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Exhaust side elevation and plan view of Sulzer 7RT-flex96C engine with 2 x ABB TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Exhaust side elevation and plan view of Sulzer 8RT-flex96C engine with 2 x ABB TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Exhaust side elevation and plan view of Sulzer 10RT-flex96C engine with 3 x ABB TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Exhaust side elevation and plan view of Sulzer 12RT-flex96C engine with 3 x ABB TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Exhaust side elevation of Sulzer 14RT-flex96C engine with 4 x ABB TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plan view of Sulzer 14RT-flex96C engine with 4 x ABB TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . End elevation of Sulzer RT-flex96C engines with MHI MET83SE turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Exhaust side elevation and plan view of Sulzer 8RT-flex96C engine with 2 x MHI MET83SE turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

A–1 A–3 A–4 B–1 B–3 B–4 B–6 B–7 B–8 B–9 C–1 C–2 C–3 D–2 D–3 D–4 D–5 D–6 D–6 D–15 D–16 D–17 E–1 E–3 E–4 E–5 E–6 E–7 E–8 E–9 E–10 E–11

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Fig. E11 Fig. E12 Fig. E13 Fig. F1 Fig. F2 Fig. G1 Fig. G2 Fig. G3 Fig. G4 Fig. G5 Fig. G6 Fig. G7 Fig. G8 Fig. G9 Fig. G10 Fig. G11 Fig. G12 Fig. G13 Fig. G14 Fig. G15 Fig. G16 Fig. G17 Fig. G18 Fig. G19 Fig. H1 Fig. H2 Fig. H3 Fig. H4 Fig. H5 Fig. H6 Fig. H7 Fig. H8 Fig. H9 Fig. H10 Fig. I1 Fig. I2 Fig. I3

Exhaust side elevation of Sulzer 14RT-flex96C engine with 4 x MHI MET83SE turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plan view of Sulzer 14RT-flex96C engine with 4 x MHI MET83SE turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine seating (foundation) with epoxy resin chocks . . . . . . . . . . . . . . . . . . . . . . . . . Heat recovery, typical system layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tunnel PTO gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Central fresh water cooling system with single-stage SAC and integrated HT circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Central fresh water cooling system with single-stage SAC and separate HT circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Central fresh water cooling system with two-stage SAC and integrated HT circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Central fresh water cooling system with single-stage scavenge air cooler and integrated HT circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Central fresh water cooling system with single-stage scavenge air cooler and separate HT circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Central fresh water cooling system with two-stage scavenge air cooler and integrated HT circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine pre-heating power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Main lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lubricating oil system for 2 x ABB-TPL turbochargers . . . . . . . . . . . . . . . . . . . . . . . . Lubricating oil system for 3 x ABB-TPL turbochargers . . . . . . . . . . . . . . . . . . . . . . . . Fuel oil viscosity/temperature diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Heavy fuel oil treatment layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pressurized fuel oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Starting and control air system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Leakage collection and washing layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Determination of exhaust pipe diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Estimation of exhaust gas density . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Estimation of exhaust pipe diameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Air filter size . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EMS concept comprising DENIS, WECS and MAPEX modules . . . . . . . . . . . . . . . . RT-flex automation layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DENIS-9520 remote control system layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Recommended manoeuvring characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Integrated/split solution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General system layout of WECS-9520 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SIPWA-TP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAPEX-PR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAPEX-AV / TV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAPEX-communication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Speed dependent maximum average NOx emissions by engines . . . . . . . . . . . . . . . Sulzer RT-flex96C: compliance with IMO regulations . . . . . . . . . . . . . . . . . . . . . . . . . Engine sound pressure level at 1 m distance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

E–12 E–13 E–14 F–1 F–2 G–3 G–5 G–7 G–10 G–12 G–14 G–16 G–19 G–20 G–21 G–24 G–26 G–28 G–29 G–31 G–34 G–35 G–35 G–38 H–1 H–2 H–6 H–8 H–10 H–17 H–20 H–22 H–23 H–24 I–1 I–2 I–3

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List of figures

Fig. I4 Fig. I5 Fig. J1 Fig. J2 Fig. J3 Fig. J4 Fig. K1 Fig. K2 Fig. K3

Engine exhaust gas sound pressure level at funnel top . . . . . . . . . . . . . . . . . . . . . . . Structure borne noise level at engine feet vertical . . . . . . . . . . . . . . . . . . . . . . . . . . . . winGTD: Selection of engine window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . winGTD: Main window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . winGTD: General technical data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . winGTD: Two-stroke engine propulsion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Piping symbols 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Piping symbols 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Piping symbols 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

I–4 I–5 J–1 J–1 J–2 J–2 K–2 K–3 K–4

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List of tables

Table A1 Table D1 Table D2 Table D3 Table D4 Table D5 Table D6 Table D7 Table D8 Table D9 Table D10 Table D11 Table D12 Table D13 Table E1 Table E2 Table E3 Table F1 Table G1 Table G2 Table G3 Table G4 Table G5 Table G6 Table G7 Table G8 Table G9 Table G10 Table G11 Table G12 Table G13 Table G14 Table G15 Table G16

Primary engine data of Sulzer RT-flex96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . External forces and moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Countermeasures for external mass moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Countermeasures for lateral and longitudinal rocking . . . . . . . . . . . . . . . . . . . . . . . . . Countermeasures for torsional & axial vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Vibration calculation form (ad-t1-tvc-marine-order-form) . . . . . . . . . . . . . . . . . . . . . . . Vibration calculation form (ad-t1-tvc-testbed-order-form) . . . . . . . . . . . . . . . . . . . . . . Vibration calculation form (ad-t1-avc-marine-order-form) . . . . . . . . . . . . . . . . . . . . . . Vibration calculation form (ad-t1-bending&alignment-order-form) . . . . . . . . . . . . . . . Scavenge air cooler parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Turbocharger weights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Number of auxiliary blowers per engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Electric power consumers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pressure and temperature ranges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine masses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fluid quantities in the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PTO power and speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R1 data for central fresh water cooling system with single-stage SAC and integrated HT circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R1 data for central fresh water cooling system with single-stage SAC and integrated HT circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R1 data for central fresh water cooling system with single-stage SAC and separate HT circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R1 data for central fresh water cooling system with single-stage SAC and separate HT circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R1 data for central fresh water cooling system with two-stage SAC and integrated HT circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R1 data for central fresh water cooling system with two-stage SAC and integrated HT circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Central fresh water cooling system with single-stage scavenge air cooler and integrated HT circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Central fresh water cooling system with single-stage scavenge air cooler and separate HT circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Central fresh water cooling system with two-stage scavenge air cooler and integrated HT circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lubricating oils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel oil requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Air receiver and air compressor capacities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Leakage collection and washing layout: legend to layout . . . . . . . . . . . . . . . . . . . . . . Tank capacities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Recommended quantities of fire extinguishing medium . . . . . . . . . . . . . . . . . . . . . . . Guidance for air filtration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

A–2 D–8 D–9 D–9 D–9 D–11 D–12 D–13 D–14 D–15 D–15 D–18 D–18 D–19 E–1 E–2 E–2 F–2 G–3 G–4 G–5 G–6 G–7 G–8 G–11 G–13 G–15 G–22 G–23 G–30 G–32 G–33 G–33 G–37

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List of tables

Table H1 Table H2 Table H3 Table H4 Table K1 Table K2 Table K3 Table K4 Table K5 Table K6 Table K7 Table K8 Table K9 Table K10 Table K11 Table K12 Table K13 Table K14 Table K15

Suppliers of remote control systems and electronic speed control systrems . . . . . . Alarm and safety functions of Sulzer RT-flex96C marine diesel engines . . . . . . . . . Alarm and safety functions of Sulzer RT-flex96C marine diesel engines . . . . . . . . . Alarm and safety functions of Sulzer RT-flex96C marine diesel engines . . . . . . . . . SI dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Questionnaire 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Questionnaire 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Questionnaire 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Questionnaire 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Questionnaire 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Questionnaire 6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Questionnaire 7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Questionnaire 8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Questionnaire 9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Questionnaire 10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Questionnaire 11 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Questionnaire 12 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Questionnaire 13 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Questionnaire 14 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

H–5 H–12 H–13 H–14 K–5 K–8 K–9 K–10 K–11 K–12 K–13 K–14 K–15 K–16 K–17 K–18 K–19 K–20 K–21

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G.

Ancillary systems

G2.2 G2.2.1

Lubricating oil systems General
The cylinders are lubricated by a separate system working on the once-through principle, i.e. fresh lubricating oil is directly fed into the cylinders to provide lubrication for the liners, pistons and piston rings. For normal operating conditions, a high-alkaline marine cylinder oil of the SAE 50 viscosity grade with a minimum kinematic viscosity of 18.5 cSt at 100°C must be used. The alkalinity of the oil is indicated by its Base Number (BN). Note: The ‘Base Number’ or ‘BN’ was formerly known as ‘Total Base Number’ or ‘TBN’. Only the name has changed, values remain identical.

Lubrication of the main bearings, thrust bearings, bottom-end bearings, camshaft bearings, crosshead bearings, together with the piston cooling, is carried out by the main lubricating oil system, see figure G8 ‘Main lubricating oil system and cylinder lubricating oil system’. The elevated lub. oil pressure for the crosshead bearings is obtained using separate pumps. The cylinder liner lubrication is carried out by a separate system as shown in the upper part of figure G8. The consumption of system oil and cylinder lubricating oil is indicated in table A1. The products listed in table G10 ‘Lubricating oils’ were selected in co-operation with the oil suppliers and are considered appropriate for the application indicated. Wärtsilä Switzerland Ltd does not accept any liability for the quality of the supplied lubricants or their performance in actual service. In addition to the oils shown in the mentioned list, there are other brands which might be suitable for the use in Sulzer diesel engines. Information concerning such brands may be obtained on request from Wärtsilä Switzerland Ltd, Winterthur. For the Sulzer RT-flex96C engines which are designed with oil-cooled pistons, the crankcase oils typically used as system oil have the following properties (see also table G10, ‘lubricating oils’): • • • SAE 30. Minimum BN of 5 detergent properties. Load carrying performance of the FZG gear machine method IP 334/90: FZG load stage fail 11. Good thermal stability. Antifoam properties. Good demulsifying performance.

G2.2.2

Optional lubricating oil systems for turbochargers

The ABB TPL and Mitsubishi MET turbochargers feature journal bearings which are lubricated from the engine’s lubricating system. As an option, a separate lubricating system (fig. G9 and G10) which only serves the turbochargers can be supplied. For more information please contact WCH. For lubricating oil of turbochargers equipped with separate lub. oil systems, the recommendations given by the supplier must be observed.

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G2.2.3

Lubricating oil maintenance and treatment

Treatment of the system oil by self-cleaning separators is absolutely necessary to maintain the oil in good condition over a long working period. In order to remove any water from the lubricating oil the separator has to operate as a purifier of the full discharge type. Pre-heating of the oil between 90–95°C will increase the efficiency of the separation process. The minimum throughput of the lubricating oil separator is determined by the contracted maximum power (CMCR) of the engine as follows:
V separator(CMCR) + 0.14 dm 3 kWh
.

Example: Estimation of minimum throughput of the lubricating oil separator for Sulzer 8RT-flex96C with CMCR at 45 760 kW
V separator(CMCR) + 0.14 @ 45 760 + 6406 dm 3 h
.

The separator throughput related to its nominal capacity has to conform to the recommendations of the separator manufacturer. This separator should never be used for fuel oil separation, to prevent cross-contamination of the lubricating oil.

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Ancillary systems

Bearing lub. oil pipes Crosshead lub. oil pipes Cylinder lub. oil pipes Transfer/dirty lub. oil pipes Drain / overflow pipes Air vent pipes Pipes on engine / pipe connections

246.819a

22 001 002 003 004 005 006 007 008 009 010 011 012 013 014 015 Main engine RT flex96C Lubricating oil drain tank Heating coil Suction filter Lubricating oil pump *1) Lubricating oil cooler Automatic temperature control valve; constant temp. at engine inlet: 45 °C Lubricating oil filter Reduction piece Deck connection Cylinder lubricating oil storage tank *2) Cylinder lubricating oil daily service tank Crosshead lubricating oil pump Pressure control valve Automatic oil filter (on engine) 24 26 27

Lubricating oil drain from bedplate Lubricating oil inlet Cylinder lubricating oil inlet Crosshead lub. oil inlet

Remarks: *1) The lub. oil pumps (pos. 005) and the crosshead lub oil pumps (pos. 013) are to be interlocked so that the crosshead lub. oil pumps never can run alone. *2) Alternatively, the cylinder oil can be fed directly from the storage tank by grav ity to the lubricators. If this arrangement is preferred, the storage tank is to be located at the same height as requested for the daily tank and the feed pipe to the lubricators is provided with a flow meter. *4) The by pass line with the pressure control valve can be omitted if the main lubricating oil pumps have a built in pressure control and safety valve or if centrifugal pimps are used. Air vent pipes and drain valves where necessary. Air vent and drain pipes must be fully functional at all inclination angles of the ship at which the engine must be operational.

Fig. G8

Main lubricating oil system

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001 002 003 004 005 006 007 008 17 18 30

Turbocharger ABB TPL85 B Lubricating oil drain tank Heating coil Suction filter Lubricating oil pump Lubricating oil cooler Automatic temperature control valve Lubricating oil filter Lubricating oil inlet Lubricating oil outlet Air vent manifold

Bearing lub. oil pipes Transfer/dirty lub. oil pipes Overflow/drain pipes Air vent pipes Pipes on engine / pipe connections

Remarks: For pump capacity, temperatures and oil viscosity, please refer to the winGTD program. Air vent and drain pipes must be fully functional at all inclination angles of the ship at which the engine must be operational.
246.700a

Fig. G9

Lubricating oil system for 2 x ABB-TPL turbochargers

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Ancillary systems

001 002 003 004 005 006 007 008 17 18 30

Turbocharger ABB TPL85 B Lubricating oil drain tank Heating coil Suction filter Lubricating oil pump Lubricating oil cooler Automatic temperature control valve Lubricating oil filter Lubricating oil inlet Lubricating oil outlet Air vent manifold

Bearing lub. oil pipes Transfer/dirty lub. oil pipes Overflow/drain pipes Air vent pipes Pipes on engine / pipe connections

Remarks: For pump capacity, temperatures and oil viscosity, please refer to the winGTD program. Air vent and drain pipes must be fully functional at all inclination angles of the ship at which the engine must be operational.
246.700a

Fig. G10 Lubricating oil system for 3 x ABB-TPL turbochargers

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Ancillary systems

Cylinder oil Oil Supplier BP Castrol System oil
HFO more than 1% sulphur (BN 70–80)

Cylinder oil
HFO less than 1.5% sulphur (BN 40)

Energol OE-HT 30 CDX 30

Energol CLO 50M Cyltech 80AW Cyltech 70 Mobilgard 570 EXXMAR X 70

Energol CL-DX 405 Cyltech 40 SX

ExxonMobil

Mobilgard 300 EXXMAR XA

Mobilgard L 540

ChevronTexaco (FAMM)

Veritas 800 Marine Oil 30

Taro Special HT 70

Shell

Melina S Oil 30 Melina Oil 30

Alexia Oil 50

Alexia LS

Total

Atlanta Marine D 3005

Talusia HR 70

Talusia LS40

Table G10 Lubricating oils

Note The application must be in compliance with the Wärtsilä general lubricating oil requirements and recommendations. The supplying oil company undertakes all responsibility for the performance of the oil in service to the exclusion of any liability of Wärtsilä Switzerland Ltd.

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Marine Installation Manual
Issue November 2006

Wärtsilä Switzerland Ltd PO Box 414 CH-8401 Winterthur Switzerland
E 2006 Wärtsilä Switzerland Ltd, Printed in Switzerland

Tel. +41 52 262 49 22 Fax +41 52 212 49 17 http://www.wartsila.com

This issue of this Marine Installation Manual (MIM) is the third edition covering the Wärtsilä 6–14RT-flex96C two-stroke marine diesel engines. This manual covers the Wärtsilä RT-flex96C engines with the following MCR: – Power per cylinder – Speed – Mean effective pressure at R1 5720 kW 102 rpm 18.6 bar 7780 bhp

Attention is drawn to the following: a) b) c) d) e) All data are related to engines tuned for compliance with the IMO-2000 regulations. The engine performance data (BSFC, BSEF and tEaT) and other data can be obtained from the winGTD-program. The inclusion of information referring to IMO-2000 regulations. The inclusion of information referring to winGTD (version 2.9). A CD-ROM containing the winGTD and the complete manual (MIM) is available on request.

This Marine Installation Manual is complete within itself, an additional Engine Selection and Project Manual (ESPM) is not required.

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Marine Installation Manual

List of contents

A
A1 A2 A2.1 A2.2 A2.3

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A–1
Primary engine data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Delta Tuning of RT-flex engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Delta Tuning outline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Further aspects of Delta Tuning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A–2 A–3 A–3 A–3 A–4

B
B1 B2

Engine description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–1
Engine description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine numbering and designation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–1 B–4

C
C1 C1.1 C1.2 C1.2.1 C1.2.2 C1.3 C1.4 C2 C2.1 C2.2 C2.3 C2.4 C3 C3.1 C4 C5 C6 C7 C7.1 C7.1.1 C7.1.2 C7.1.3

General engine data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–1
Engine layout field and load range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Layout field . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rating points R1, R2, R3 and R4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Continuous service rating (CSR=NOR=NCR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Contract maximum continuous rating (CMCR = Rx) . . . . . . . . . . . . . . . . . . . . . . . . . . Load range limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Load range with main-engine driven generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Reference conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Design conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ancillary system design parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine performance data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Turbocharger and scavenge air cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Turbocharger and scavenge air cooler selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Auxiliary blower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Electrical engine power requirement in [kW] . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pressure and temperature ranges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Available CD-ROM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Installation of winGTD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . System requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Changes to previous versions of winGTD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–1 C–1 C–1 C–2 C–2 C–2 C–3 C–4 C–4 C–4 C–4 C–4 C–5 C–6 C–8 C–8 C–8 C–10 C–10 C–10 C–10 C–10

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C7.2 C7.2.1 C7.2.2 C7.2.3 C7.2.4 C7.2.5

Using winGTD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Data input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Output results . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Service conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Saving a project . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

C–10 C–10 C–10 C–11 C–11 C–11

D
D1 D1.1 D1.2 D1.2.1 D1.2.2 D1.2.3 D1.3 D1.3.1 D1.3.2 D1.3.2.1 D1.3.2.2 D1.4 D1.5 D1.5.1 D1.5.2 D1.6 D1.6.1 D1.6.2 D1.7 D1.8 D1.9 D2 D3 D3.1 D3.2 D3.3 D3.4

Engine dynamics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–1
Vibration aspects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–1 External forces and moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–1 Balancing free first order moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–2 Balancing free second order moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–2 Power related unbalance (PRU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–3 Lateral engine vibration (rocking) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–4 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–4 Reduction of lateral vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–5 Engine stays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–5 Electrically driven compensator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–5 Longitudinal engine vibration (pitching) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–6 Torsional vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–6 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–6 Reduction of torsional vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–7 Axial vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–8 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–8 Reduction of axial vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–8 Hull vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–9 External forces and moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–10 Summary of countermeasures for dynamic effects . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–11 System dynamics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–12 Order forms for vibration calculations and simulation . . . . . . . . . . . . . . . . . . . . . . . . . Marine installation Torsional Vibration Calculation . . . . . . . . . . . . . . . . . . . . . . . . . . . . Testbed installation Torsional Vibration Calculation . . . . . . . . . . . . . . . . . . . . . . . . . . . Marine installation Coupled Axial Vibration Calculation . . . . . . . . . . . . . . . . . . . . . . . . Marine installation Bending Vibration & Alignment Calculation . . . . . . . . . . . . . . . . . D–12 D–13 D–14 D–15 D–16

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E
E1 E1.1 E1.2 E2 E3 E3.1 E3.2

Auxiliary power generation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–1
General information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . System description and layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Waste heat recovery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Power take off (PTO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Arrangements of PTO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PTO power and speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–1 E–1 E–2 E–2 E–2 E–2 E–2

F
F1 F1.1 F1.2 F1.3 F1.3.1 F1.3.2 F1.3.3

Ancillary systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–1
General information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Part-load data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine system data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Questionnaire for engine data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine system data for central fresh water cooling system (single-stage) at nominal maximum continuous rating (R1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine system data for central fresh water cooling system (two-stage) at nominal maximum continuous rating (R1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Piping systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cooling water and pre-heating systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Central fresh water cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Central fresh water cooling system components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General recommendations for design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fresh water generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pre-heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lubricating oil systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lubricating oil systems for turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Main lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Main lubricating oil system components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cylinder lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lubricating oil maintenance and treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lubricating oil separator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lubricating oil requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lubricating oil drain tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–1 F–1 F–1 F–1 F–2 F–3 F–7 F–9 F–9 F–9 F–9 F–16 F–21 F–22 F–24 F–25 F–25 F–25 F–25 F–32 F–33 F–33 F–33 F–33 F–37

F2 F2.1 F2.2 F2.2.1 F2.2.1.1 F2.2.1.2 F2.2.1.3 F2.2.1.4 F2.3 F2.3.1 F2.3.2 F2.3.3 F2.3.4 F2.3.5 F2.3.6 F2.3.6.1 F2.3.7 F2.3.8

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F2.3.9 F2.3.9.1 F2.3.9.2 F2.3.9.3 F2.3.9.4 F2.3.9.5 F2.3.9.6 F2.3.9.7 F2.4 F2.4.1 F2.4.2 F2.4.3 F2.4.3.1 F2.4.3.2 F2.4.3.3 F2.4.4 F2.4.5 F2.4.6 F2.4.7 F2.4.7.1 F2.4.7.2 F2.4.7.3 F2.5 F2.5.1 F2.5.2 F2.5.3 F2.5.4 F2.5.4.1 F2.5.5 F2.6 F2.6.1 F2.7 F2.8 F2.9 F3 F3.1 F3.1.1 F3.2 F4 F4.1 F4.2 F5

Flushing the external lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Preparation before flushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flushing external lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flushing within the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Commissioning of lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lubricating oil cleanliness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cylinder oil supply system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel oil systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel oil requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel oil treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Settling tanks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Daily tanks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Centrifugal separators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pressurized fuel oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel oil system on the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Heavy fuel oil system components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flushing the external fuel oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Preparation before flushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flushing procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Starting and control air systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . System layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Capacities of air compressor and receiver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Starting and control air system specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Control air system supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General service and working air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Leakage collection system and washing devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Exhaust gas system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Air vents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine-room ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ambient temperature consideration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine air inlet – Operating temperatures from 45°C to 5°C . . . . . . . . . . . . . . . . . . . Scavenge air system – arctic conditions at operating temperatures below 5°C . . . Air filtration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

F–45 F–45 F–46 F–46 F–47 F–47 F–47 F–48 F–49 F–49 F–49 F–53 F–55 F–55 F–55 F–56 F–58 F–60 F–65 F–65 F–66 F–66 F–67 F–67 F–67 F–67 F–69 F–69 F–69 F–70 F–70 F–74 F–76 F–77 F–78 F–78 F–78 F–80

Pipe size and flow details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–82 Pipe velocities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–82 Piping symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–83 Engine pipe connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–86

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G1 G1.1 G1.2 G1.3 G2 G2.1 G2.2 G2.2.1 G2.2.2 G2.2.3 G2.3 G2.3.1 G2.3.2 G3 G3.1 G3.2 G3.3 G3.4 G4 G4.1

Engine management & automation . . . . . . . . . . . . . . . . . . . . . . . G–1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DENIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . WECS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAPEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–1 G–3 G–3 G–3

DENIS-9520 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–3 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–3 Propulsion control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–4 Approved propulsion control systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–5 Functions of the propulsion control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–7 Recommended manoeuvring characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–8 Interface to alarm and monitoring systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–9 General layout – Operator interface OPI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–9 Alarm sensors and safety functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–11 WECS-9520 – RT-flex engine control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . WECS-9520 – System layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . WECS-9520 – External 220 VAC power supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Online spare module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Communication to external systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–15 G–15 G–15 G–15 G–15

MAPEX Engine Fitness Family . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–17 Mapex-PR (Piston-running Reliability) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–18

H
H1 H2 H2.1 H2.2 H2.3 H2.4 H2.4.1 H2.4.2 H2.4.3 H2.4.4 H3 H4

General installation aspects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Dimensions and masses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Thermal expansion at the turbocharger expansion joint . . . . . . . . . . . . . . . . . . . . . . . Contents of fluid in the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Space requirements and dismantling heights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Crane requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Piston dismantling heights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Dismantling of scavenge air cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Removal of connecting rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–1 H–2 H–2 H–5 H–6 H–6 H–6 H–6 H–9 H–9

Outlines of Wärtsilä RT-flex96C engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–10 Platform arrangements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–25

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H5 H5.1 H5.2 H5.2.1 H5.2.2 H5.2.2.1 H5.2.2.2 H5.2.2.3 H5.2.3 H5.2.3.1 H5.2.3.2 H5.2.3.3 H5.2.4 H5.2.4.1 H5.2.4.2 H5.2.5 H5.2.6 H5.2.7 H5.2.8 H5.2.9 H5.3 H5.3.1 H6 H6.1 H7 H7.1 H7.2 H7.3 H7.3.1 H8 H8.1 H8.2 H8.2.1 H9 H9.1 H9.2

Engine seating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine seating with epoxy resin chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Thrust sleeve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Drilling of the holes in the tank top plate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Chock thickness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fitted stud . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Drilling of the holes in the tank top plate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Chock thickness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pouring of the epoxy resin chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Conditions before pouring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pouring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tightening the holding-down studs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine foundation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine holding-down studs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine seating side stoppers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Chocking and drilling plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine alignment tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Position of engine alignment tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

H–51 H–51 H–51 H–51 H–51 H–51 H–51 H–51 H–52 H–52 H–52 H–52 H–52 H–52 H–52 H–53 H–53 H–55 H–59 H–69 H–79 H–80

Engine coupling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–86 Fitting coupling bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–86 Engine earthing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Preventive action . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Earthing slip-rings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Main shaft earthing system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine stays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Stays arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Installation of lateral stays – hydraulic and friction types . . . . . . . . . . . . . . . . . . . . . . . H–90 H–90 H–90 H–91 H–91 H–93 H–93 H–93 H–93

Fire protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–96 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–96 Extinguishing agents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–96

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I1 I1.1 I1.1.1 I1.1.2 I1.1.3 I1.1.4 I1.2 I1.2.1 I1.2.2 I2 I2.1 I2.2 I2.3

Engine emissions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1
Exhaust gas emissions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IMO-2000 regulations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IMO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Establishment of emission limits for ships . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Regulation regarding NOx emissions of diesel engines . . . . . . . . . . . . . . . . . . . . . . . Procedure for certification of engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Measures for compliance with the IMO regulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . Low NOx Tuning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Extended measures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine surface sound pressure level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine exhaust sound pressure level at funnel top . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine structure borne noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1 I–1 I–1 I–1 I–1 I–2 I–2 I–2 I–2 I–3 I–3 I–4 I–5

J
J1 J2 J2.1 J2.2 J3 J4 J5 J5.1 J5.2

Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–1

Standard tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–2 Tools for SAC according to Maintenance Manual page 6601–1/A1 . . . . . . . . . . . . . . J–46 Tools for SAC according to Maintenance Manual page 6601–1/A2 . . . . . . . . . . . . . . J–49 Recommended special tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–52 Special tools, obtainable on loan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–59 Storage proposal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–62 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–62 Tool panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–63

K
K1 K2 K3 K4

Spare parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine spare parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–1 K–1

Turbocharger spare parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–20 Mounting and storage proposals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–21

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L
L1 L1.1 L1.2 L1.3 L1.4 L1.4.1 L1.4.2 L1.4.2.1 L1.4.2.2 L1.4.2.3 L1.4.2.4 L1.4.3 L1.4.4 L1.4.5 L1.4.6 L1.4.7 L1.4.7.1 L1.4.7.2 L1.4.7.3 L1.4.7.4 L1.4.7.5 L1.4.7.6 L2 L2.1

Engine dispatch and installation . . . . . . . . . . . . . . . . . . . . . . . . . L–1
Dismantling pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–1 Treatment against corrosion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–1 Engine dismantling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–2 Engine dispatch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–3 Engine installation and alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–4 Removing rust preventing oils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–4 Shafting alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–4 Shafting alignment calculation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–4 Recommendation for the alignment layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–5 Service related influences on alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–5 Propeller thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–6 Installation and assembly of sub-assemblies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–6 Installing a complete engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–7 Installing an engine from assembled sub-assemblies . . . . . . . . . . . . . . . . . . . . . . . . . L–7 Engine installation with ship on slipway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–7 Final engine alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–8 Prerequisites . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–8 Engine alignment towards propulsion shaft line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–8 Engine alignment towards foundation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–8 Alignment check in uncoupled condition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–9 Alignment check in coupled condition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–9 Jack-up test for main bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–10 Official shop trial . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–12 Wärtsilä trial report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–12

M
M1 M2 M3

Appendix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M–1
Reference to other Wärtsilä Ltd publications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SI dimensions for internal combustion engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Approximate conversion factors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M–1 M–2 M–3

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List of figures

Fig. A1 Fig. A2 Fig. A3 Fig. B1 Fig. B2 Fig. B3 Fig. B4 Fig. C1 Fig. C2 Fig. C3 Fig. C4 Fig. C5 Fig. C6 Fig. C7 Fig. C8 Fig. C9 Fig. C10 Fig. D1 Fig. D2 Fig. D3 Fig. D4 Fig. D5 Fig. D6 Fig. D7 Fig. D8 Fig. D9 Fig. E1 Fig. E2 Fig. F1 Fig. F2 Fig. F3 Fig. F4 Fig. F5 Fig. F6 Fig. F7 Fig. F8

Power/speed range of all IMO-2000 regulation compatible RTA and RT-flex engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Comparison of Delta Tuning and Standard Tuning . . . . . . . . . . . . . . . . . . . . . . . . . . . . Delta Tuning area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Comparison of Wärtsilä RTA engines and RT-flex engines. . . . . . . . . . . . . . . . . . . . . Cross section of a typical Wärtsilä RT-flex engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . Wärtsilä RT-flex system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine numbering and designation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Layout field of the Wärtsilä RT-flex96C engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Load range limits, with the load diagram of an engine corresponding to a specific rating point Rx . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Load range diagram for an engine equipped with a main-engine driven generator, whether it is a shaft generator or a PTO-driven generator . . . . . . . . . . . . . . . . . . . . . Scavenge air cooler details (rated at R1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Turbocharger and scavenge air cooler selection (ABB TPL type turbochargers) . . Turbocharger and scavenge air cooler selection (MHI MET type turbochargers) . . winGTD: Selection of engine window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . winGTD: Main window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . winGTD: General technical data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . winGTD: Two-stroke engine propulsion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . External forces and moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Locating electrically driven compensator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Free external mass moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . External forces and moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General arrangement of lateral stays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General arrangement of friction stays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Vibration damper (Viscous type) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Vibration damper (Geislinger type) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Axial damper (detuner) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Heat recovery, typical system layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tunnel PTO gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Central fresh water cooling system with single-stage SAC and integrated HT circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Central fresh water cooling system with single-stage SAC and separate HT circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Central fresh water cooling system with two-stage SAC and integrated HT circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Central fresh water cooling system with single-stage scavenge air cooler and integrated HT circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Central fresh water cooling system with single-stage scavenge air cooler and separarte HT circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Central fresh water cooling system with two-stage scavenge air cooler and integrated HT circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Central cooling water system expansion tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Central cooling water system expansion tank (HT circuit) . . . . . . . . . . . . . . . . . . . . . .

A–1 A–3 A–4 B–1 B–2 B–3 B–4 C–1 C–3 C–3 C–5 C–6 C–7 C–10 C–10 C–11 C–11 D–1 D–2 D–3 D–4 D–5 D–5 D–7 D–7 D–8 E–1 E–2 F–3 F–5 F–7 F–10 F–12 F–14 F–18 F–19

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List of figures

Fig. F9 Fig. F10 Fig. F11 Fig. F12 Fig. F13 Fig. F14 Fig. F15 Fig. F16 Fig. F17 Fig. F18 Fig. F19 Fig. F20 Fig. F21 Fig. F22 Fig. F23 Fig. F24 Fig. F25 Fig. F26 Fig. F27 Fig. F28 Fig. F29 Fig. F30 Fig. F31 Fig. F32 Fig. F33 Fig. F34 Fig. F35 Fig. F36 Fig. F37 Fig. F38 Fig. F39 Fig. F40 Fig. F41 Fig. F42 Fig. F43 Fig. F44 Fig. F45 Fig. F46 Fig. F47 Fig. F48 Fig. F49 Fig. F50

Central cooling water system expansion tank (LT circuit) . . . . . . . . . . . . . . . . . . . . . . Fresh water generator installation alternative ‘A’ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fresh water generator installation alternative ‘B’ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pre-heating power requirement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lubricating oil system for 2 x ABB-TPL turbochargers . . . . . . . . . . . . . . . . . . . . . . . . Lubricating oil system for 3 x ABB-TPL turbochargers . . . . . . . . . . . . . . . . . . . . . . . . Lubricating oil system on the engine (drawing 1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Control oil system on the engine (drawing 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lubricating oil treatment and transfer system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Arrangement of vertical lubricating oil drains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Vertical drain connection details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Layout of vertical oil drains for 6RT-flex96C and 7RT-flex96C . . . . . . . . . . . . . . . . . . Layout of vertical oil drains for 8RT-flex96C and 9RT-flex96C . . . . . . . . . . . . . . . . . . Layout of vertical oil drains for 10RT-flex96C and 11RT-flex96C . . . . . . . . . . . . . . . . Layout of vertical oil drains for 12RT-flex96C and 14RT-flex96C . . . . . . . . . . . . . . . . Lubricating oil drain tank, vertical oil drains. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flushing the lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Typical viscosity / temperature diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Heavy fuel oil treatment and tank system layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pressurized fuel oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel oil system on the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel oil system mixing unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Filter arrangements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel oil system flushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Starting and control air system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Leakage collection and washing system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Sludge oil trap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Arrangement of automatic water drain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Determination of exhaust pipe diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Estimation of exhaust gas density . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Estimation of exhaust pipe diameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Direct suction of combustion air – main and auxiliary engine . . . . . . . . . . . . . . . . . . . Scavenge air system for arctic conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Blow-off effect under arctic conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Air filter size . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Piping symbols 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Piping symbols 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Piping symbols 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pipe connection plan for 8RT-flex96C engine with 2 x ABB TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pipe connection plan for 8RT-flex96C engine with 2 x ABB TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pipe connection plan for 8RT-flex96C engine with 2 x ABB TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

F–20 F–22 F–23 F–25 F–26 F–28 F–29 F–30 F–31 F–34 F–37 F–39 F–40 F–41 F–42 F–43 F–44 F–45 F–52 F–53 F–57 F–59 F–62 F–63 F–65 F–68 F–71 F–72 F–73 F–74 F–75 F–75 F–77 F–78 F–79 F–81 F–83 F–84 F–85 F–86 F–87 F–88

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List of figures

Fig. F51 Fig. F52 Fig. F53 Fig. F54 Fig. F55 Fig. F56 Fig. F57 Fig. F58 Fig. F59 Fig. G1 Fig. G2 Fig. G3 Fig. G4 Fig. G5 Fig. G6 Fig. G7 Fig. H1 Fig. H2 Fig. H3 Fig. H4 Fig. H5 Fig. H6 Fig. H7 Fig. H8 Fig. H9 Fig. H10 Fig. H11 Fig. H12 Fig. H13

Pipe connection plan for 8RT-flex96C engine with 2 x ABB TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pipe connection plan for 9–12RT-flex96C engine with 3 x ABB TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pipe connection plan for 9–12RT-flex96C engine with 3 x ABB TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pipe connection plan for 11RT-flex96C engine with 3 x ABB TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pipe connection plan for 11RT-flex96C engine with 3 x ABB TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pipe connection details for 8RT-flex96C engine with 2 x ABB TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pipe connection details for 8RT-flex96C engine with 2 x ABB TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pipe connection details for 9–12RT-flex96C engines with 3 x ABB TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pipe connection details for 9–12RT-flex96C engines with 3 x ABB TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EMA concept comprising DENIS, WECS and MAPEX modules . . . . . . . . . . . . . . . . RT-flex automation layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DENIS-9520 remote control system layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Recommended manoeuvring characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Integrated/split solution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAPEX-PR – System overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAPEX-MD – Visualization software . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Thermal expansion, dimensions X, Y, Z . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Space requirements and dismantling heights for vertical piston lifting . . . . . . . . . . . Space requirements and dismantling heights for vertical piston lifting . . . . . . . . . . . Dismantling of SAC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Removal of connecting rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . End elevation of Wärtsilä 7RT-flex96C engines with 2 x ABB TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Exhaust side elevation and plan view of Wärtsilä 7RT-flex96C engine with 2 x ABB TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . End elevation of Wärtsilä 8RT-flex96C engines with 2 x ABB TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Exhaust side elevation and plan view of Wärtsilä 8RT-flex96C engine with 2 x ABB TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . End elevation of Wärtsilä 9–13RT-flex96C engines with 3 x ABB TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Exhaust side elevation and plan view of Wärtsilä 11RT-flex96C engine with 3 x ABB TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . End elevation of Wärtsilä 6–8RT-flex96C engines with 2 x MHI MET83SE turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

F–89 F–90 F–91 F–92 F–93 F–94 F–95 F–96 F–97 G–1 G–2 G–6 G–8 G–10 G–19 G–19 H–2 H–5 H–7 H–8 H–9 H–9 H–10 H–11 H–12 H–13 H–14 H–15 H–16

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List of figures

Fig. H14 Fig. H15 Fig. H16 Fig. H17 Fig. H18 Fig. H19 Fig. H20 Fig. H21 Fig. H22 Fig. H23 Fig. H24 Fig. H25 Fig. H26 Fig. H27 Fig. H28 Fig. H29 Fig. H30 Fig. H31 Fig. H32 Fig. H33 Fig. H34 Fig. H35 Fig. H36 Fig. H37 Fig. H38

Exhaust side elevation and plan view of Wärtsilä 8RT-flex96C engine with 2 x MHI METSE turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . End elevation of Wärtsilä 9–12RT-flex96C engines with 3 x MHI MET83SE turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Exhaust side elevation and plan view of Wärtsilä 10RT-flex96C engine with 3 x MHI METSE turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Exhaust side elevation and plan view of Wärtsilä 11RT-flex96C engine with 3 x MHI METSE turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Exhaust side elevation and plan view of Wärtsilä 12RT-flex96C engine with 3 x MHI METSE turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . End elevation of Wärtsilä 14RT-flex96C engines with 4 x MHI MET83SE turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Exhaust side elevation of Wärtsilä 14RT-flex96C engine with 4 x MHI METSE turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plan view of Wärtsilä 14RT-flex96C engine with 4 x MHI METSE turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Two level platform arrangement (special) for 7RT-flex96C with 2 x ABB TPL85-B, view to driving end . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Two level platform arrangement (special) for 7RT-flex96C with 2 x ABB TPL85-B, view to free end . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lower platform and upper platform for 7RT-flex96C with 2 x ABB TPL85-B . . . . . . Service platform and rail unit platform for 7RT-flex96C with 2 x ABB TPL85-B . . . . Two level platform arrangement for 8–12RT-flex96C with 2 x ABB TPL85-B, view to driving end . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Two level platform arrangement for 8–12RT-flex96C with 2 x ABB TPL85-B, view to free end . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lower platform and upper platform for 8RT-flex96C with 2 x ABB TPL85-B . . . . . . Supply unit pedestal and rail unit platform for 8RT-flex96C with 2 x ABB TPL85-B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lower platform and upper platform for 11RT-flex96C with 3 x ABB TPL85-B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Supply unit pedestal and rail unit platform for 11RT-flex96C with 3 x ABB TPL85-B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Upper platform for 12RT-flex96C with 3 x ABB TPL85-B . . . . . . . . . . . . . . . . . . . . . . Lower platform for 12RT-flex96C with 3 x ABB TPL85-B . . . . . . . . . . . . . . . . . . . . . . Supply unit pedestal and rail unit platform for 12RT-flex96C with 3 x ABB TPL85-B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Two level platform arrangement (special) for 7RT-flex96C with 2 x MHI MET83SE, view to driving end . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Two level platform arrangement (special) for 7RT-flex96C with 2 x MHI MET83SE, view to free end . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lower platform and upper platform for 7RT-flex96C with 2 x MHI MET83SE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Service platform and rail unit platform for 7RT-flex96C with 2 x MHI MET83SE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

H–17 H–18 H–19 H–20 H–21 H–22 H–23 H–24 H–25 H–26 H–27 H–28 H–29 H–30 H–31 H–32 H–33 H–34 H–35 H–36 H–37 H–38 H–39 H–40 H–41

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List of figures

Fig. H39 Fig. H40 Fig. H41 Fig. H42 Fig. H43 Fig. H44 Fig. H45 Fig. H46 Fig. H47 Fig. H48 Fig. H49 Fig. H50 Fig. H51 Fig. H52 Fig. H53 Fig. H54 Fig. H55 Fig. H56 Fig. H57 Fig. H58 Fig. H59 Fig. H60 Fig. H61 Fig. H62 Fig. H63 Fig. H64 Fig. H65 Fig. H66 Fig. H67 Fig. H68 Fig. H69 Fig. H70

Two level platform arrangement for 10T-flex96C with 2 x MHI MET83MA, view to driving end . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Two level platform arrangement for 10RT-flex96C with 2 x MHI MET83MA, view to free end . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lower platform and upper platform for 10RT-flex96C with 2 x MHI MET83MA . . . . Supply unit pedestal and rail unit platform for 10RT-flex96C with 2 x MHI MET83MA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Two level platform arrangement for 14RT-flex96C with 4 x MHI MET83, view to driving end . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Two level platform arrangement for 14RT-flex96C with 4 x MHI MET83, view to driving end . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Upper platform for 14RT-flex96C with 4 x MHI MET83SE . . . . . . . . . . . . . . . . . . . . . . Lower platform for 14RT-flex96C with 4 x MHI MET83SE . . . . . . . . . . . . . . . . . . . . . . Rail unit platform and supply unit pedestal for 14RT-flex96C with 4 x MHI MET83SE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine seating and foundation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine seating (foundation) with epoxy resin chocks . . . . . . . . . . . . . . . . . . . . . . . . . Cross section of thrust sleeve with holding-down stud and epoxy resin chocks . . . Cross section of fitted holding-down stud with epoxy resin chocks . . . . . . . . . . . . . . Cross section of normal holding-down stud with epoxy resin chocks . . . . . . . . . . . . Engine holding-down studs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Details of sleeve, sockets, and round nuts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine seating side stoppers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6RT-flex96C engine side stopper arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7RT-flex96C engine side stopper arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8RT-flex96C engine side stopper arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9RT-flex96C engine side stopper arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10RT-flex96C engine side stopper arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11RT-flex96C engine side stopper arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12RT-flex96C engine side stopper arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13RT-flex96C engine side stopper arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14RT-flex96C engine side stopper arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6RT-flex96C chocking and drilling plan for engine seating with epoxy resin chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7RT-flex96C chocking and drilling plan for engine seating with epoxy resin chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8RT-flex96C chocking and drilling plan for engine seating with epoxy resin chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9RT-flex96C chocking and drilling plan for engine seating with epoxy resin chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10RT-flex96C chocking and drilling plan for engine seating with epoxy resin chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11RT-flex96C chocking and drilling plan for engine seating with epoxy resin chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

H–42 H–43 H–44 H–45 H–46 H–47 H–48 H–49 H–50 H–53 H–54 H–55 H–55 H–56 H–57 H–58 H–59 H–60 H–61 H–62 H–63 H–64 H–65 H–66 H–67 H–68 H–69 H–70 H–71 H–72 H–73 H–74

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List of figures

Fig. H71 Fig. H72 Fig. H73 Fig. H74 Fig. H75 Fig. H76 Fig. H77 Fig. H78 Fig. H79 Fig. H80 Fig. H81 Fig. H82 Fig. H83 Fig. H84 Fig. H85 Fig. H86 Fig. H87 Fig. H88 Fig. H89 Fig. I1 Fig. I2 Fig. I3 Fig. I4 Fig. I5 Fig. J1 Fig. J2 Fig. J3 Fig. J4 Fig. J5 Fig. J6 Fig. J7 Fig. J8 Fig. J9 Fig. J10 Fig. K1 Fig. K2 Fig. K3 Fig. K4 Fig. K5 Fig. K6 Fig. K7 Fig. K8

12RT-flex96C chocking and drilling plan for engine seating with epoxy resin chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13RT-flex96C chocking and drilling plan for engine seatingj with epoxy resin chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14RT-flex96C chocking and drilling plan for engine seating with epoxy resin chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Drilling plan details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Alignment with hydraulic jack and wedge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Position of engine alignment tools for 6–7RT-flex96C . . . . . . . . . . . . . . . . . . . . . . . . . Position of engine alignment tools for 8–9RT-flex96C . . . . . . . . . . . . . . . . . . . . . . . . . Position of engine alignment tools for 10–11RT-flex96C . . . . . . . . . . . . . . . . . . . . . . . Position of engine alignment tools for 12RT-flex96C . . . . . . . . . . . . . . . . . . . . . . . . . . Position of engine alignment tools for 13RT-flex96C . . . . . . . . . . . . . . . . . . . . . . . . . . Position of engine alignment tools for 14RT-flex96C . . . . . . . . . . . . . . . . . . . . . . . . . . Engine coupling fitted bolt arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Detail of coupling bolt and nut . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine coupling and flywheel casing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Shaft earthing arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Shaft earthing slip-ring arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Shaft earthing with condition monitoring facility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lateral stay details – hydraulic type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lateral stay details – friction type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Speed dependent maximum average NOx emissions by engines . . . . . . . . . . . . . . . Wärtsilä RT-flex96C: compliance with IMO regulations . . . . . . . . . . . . . . . . . . . . . . . . Engine sound pressure level at 1 m distance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine exhaust gas sound pressure level at funnel top . . . . . . . . . . . . . . . . . . . . . . . Structure borne noise level at engine feet vertical . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tool panel storage arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tool panel location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tool panel 1: General tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tool panel 2: for valve seat grinding / control tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tool panel 3: for nozzle dismantling / overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tool panel 4: for cylinder liner / head dismantling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tool panel 5: for piston dismantling / overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tool panel 7: for piston / various tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tool panel 8: Crankcase tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tool panel 9: for gear drive dismantling / control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Main bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Thrust bearing pads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lubrication quill with accumulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cylinder cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel injection valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Starting air valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Exhaust valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

H–75 H–76 H–77 H–78 H–79 H–80 H–81 H–82 H–83 H–84 H–85 H–87 H–88 H–89 H–91 H–91 H–92 H–94 H–95 I–1 I–2 I–3 I–4 I–5 J–62 J–63 J–64 J–65 J–66 J–67 J–68 J–69 J–70 J–71 K–1 K–2 K–3 K–4 K–5 K–6 K–7 K–8

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List of figures

Fig. K9 Fig. K10 Fig. K11 Fig. K12 Fig. K13 Fig. K14 Fig. K15 Fig. K16 Fig. K17 Fig. K18 Fig. K19 Fig. L1 Fig. L2 Fig. L3 Fig. L4 Fig. L5 Fig. L6 Fig. L7 Fig. L8 Fig. L9 Fig. L10

Indicator valve complete . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Connecting rod bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Piston . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Piston cooling and crosshead lubricating linkage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Gland box, piston rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flaps for scavenging air receiver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cylinder lubricating pump and drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Securing spare piston and rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Securing spare exhaust valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Securing spare exhaust valve cages without . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Securing spare cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lifting device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Parallelism of driving end (DE) to free end (FE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Top and bottom clearance at main bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Crankshaft: vertical and horizontal deflections at alignment . . . . . . . . . . . . . . . . . . . . Performance curves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Inspection bedplate alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cylinder pressure diagram (Cylinder 1, 2, 3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cylinder pressure diagram (Cylinder 4, 5, 6) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cylinder pressure diagram (Cylinder 7, 8, 9) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cylinder pressure diagram (Cylinder 10, 11, 12). . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

K–9 K–10 K–11 K–12 K–13 K–14 K–15 K–22 K–22 K–23 K–23 L–3 L–8 L–9 L–11 L–15 L–24 L–25 L–26 L–27 L–28

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Table A1 Table C1 Table C2 Table C3 Table C4 Table C5 Table D1 Table D2 Table D3 Table D4 Table D5 Table D6 Table D7 Table D8 Table E1 Table F1 Table F2 Table F3 Table F4 Table F5 Table F6 Table F7 Table F8 Table F9 Table F10 Table F11 Table F12 Table F13 Table F14 Table F15 Table F16 Table F17 Table F18 Table F19 Table F20 Table F21

Primary engine data of Wärtsilä RT-flex96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Scavenge air cooler parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Turbocharger weights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Number of auxiliary blowers per engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Electrical power consumers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pressure and temperature ranges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . External forces and moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Countermeasures for external mass moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Countermeasures for lateral and longitudinal rocking . . . . . . . . . . . . . . . . . . . . . . . . . Countermeasures for torsional & axial vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Vibration calculation form (ad-t1-tvc-marine-order-form) . . . . . . . . . . . . . . . . . . . . . . . Vibration calculation form (ad-t1-tvc-testbed-order-form) . . . . . . . . . . . . . . . . . . . . . . Vibration calculation form (ad-t1-avc-marine-order-form) . . . . . . . . . . . . . . . . . . . . . . Vibration calculation form (ad-t1-bending&alignment-order-form) . . . . . . . . . . . . . . . PTO power and speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R1 data for central fresh water cooling system with single-stage SAC and integrated HT circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R1 data for central fresh water cooling system with single-stage SAC and integrated HT circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R1 data for central fresh water cooling system with single-stage SAC and separate HT circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R1 data for central fresh water cooling system with single-stage SAC and separate HT circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R1 data for central fresh water cooling system with two-stage SAC and integrated HT circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R1 data for central fresh water cooling system with two-stage SAC and integrated HT circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Central fresh water cooling system with single-stage scavenge air cooler and integrated HT circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Central fresh water cooling system with single-stage scavenge air cooler and separate HT circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Central fresh water cooling system: data to layout for two-stage scavenge air cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lubricating oil system: referring legend, remarks and data . . . . . . . . . . . . . . . . . . . . . Lubricating oil treatment and transfer system data . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lubricating oils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Number of vertical lubricating oil drains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Minimum inclination angles at which the engine is to remain fully operational . . . . NAS 1638 cleanliness classes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel oil requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Heavy fuel oil treatment and tank system data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pressurized fuel oil system data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel oil system mixing unit: nominal pipe diameters for connections A, B, C . . . . . Air receiver and air compressor capacities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Control air capacities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

A–2 C–5 C–5 C–8 C–8 C–9 D–10 D–11 D–11 D–11 D–13 D–14 D–15 D–16 E–2 F–3 F–4 F–5 F–6 F–7 F–8 F–11 F–13 F–15 F–27 F–35 F–36 F–37 F–38 F–48 F–49 F–54 F–58 F–62 F–67 F–69

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Table F22 Table F23 Table F24 Table G1 Table G2 Table G3 Table G4 Table H1 Table H2 Table H3 Table H4 Table H5 Table H6 Table H7 Table H8 Table H9 Table H10 Table H11 Table H12 Table K1 Table K2 Table K3 Table K4 Table K5 Table K6 Table K7 Table K8 Table K9 Table K10 Table K11 Table K12 Table K13 Table L1 Table L2 Table L3 Table L4 Table L5 Table L6 Table L7 Table L8 Table L9 Table L10 Table L11

Leakage collection and washing system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Guidance for air filtration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Recommended fluid velocities and flow rates for pipework . . . . . . . . . . . . . . . . . . . . . Suppliers of remote control systems and electronic speed control systrems . . . . . . Alarm and safety functions of Wärtsilä RT-flex96C marine diesel engines . . . . . . . Alarm and safety functions of Wärtsilä RT-flex96C marine diesel engines . . . . . . . Alarm and safety functions of Wärtsilä RT-flex96C marine diesel engines . . . . . . . Engine dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine weights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Dimensions and masses of main components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Expected thermal expansion figures at turbocharger gas outlet . . . . . . . . . . . . . . . . Fluid quantities in the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tightening pressures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Parts list for engine seating with epoxy resin chocks . . . . . . . . . . . . . . . . . . . . . . . . . . Details and dimensions of epoxy resin chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Number and diameter of holes drilled into top plate . . . . . . . . . . . . . . . . . . . . . . . . . . . Parts list for wedge and hydraulic jack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Quantity of engine coupling fitted bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Recommended quantities of fire extinguishing medium . . . . . . . . . . . . . . . . . . . . . . . Hydraulic pipe to exhaust valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel pipe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Exhaust pipe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Electronic modules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Crank angle sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Sensors, actuators and valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Supply unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Automatic filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rail unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Control oil pump unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Indicating instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Turbocharger spare parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lifting details for complete RT-flex96C engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Influence of ship draught on static main bearing loads . . . . . . . . . . . . . . . . . . . . . . . . Recommended static main bearing loads for alignment calculation . . . . . . . . . . . . . Calculated pre-sag offsets for reference . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Jack correction factor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Crank web deflection limits for alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Trial report (Specification) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Trial report (Engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Setting table (Sheet A) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Setting table (Sheet A continued) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Setting table (sheet B) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

F–70 F–80 F–82 G–5 G–12 G–13 G–14 H–2 H–3 H–4 H–5 H–6 H–53 H–56 H–78 H–78 H–79 H–87 H–96 K–16 K–16 K–16 K–16 K–17 K–17 K–17 K–18 K–18 K–19 K–19 K–19 K–20 L–4 L–5 L–5 L–9 L–10 L–11 L–13 L–14 L–16 L–17 L–18

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Table L12 Table L13 Table L14 Table L15 Table L16 Table L17

Check dimensions (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check dimensions (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check dimensions (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Inspection sheet (Cylinder liner) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Inspection sheet (Cylinder liner) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Inspection sheet (Bedplate alignment) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

L–19 L–20 L–21 L–22 L–23 L–24

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Index

A
Address Wärtsilä Switzerland, A–1 Air filtration, F–80 Air flow requirements, F–77 Air vent pipe, F–17 Air vents, F–76 Alarm sensors and safety functions, G–11 Aluminium, F–51 Ambient temperature consideration, F–78 Approved propulsion control systems, G–5 Arctic conditions, F–78 Ash, F–50 Automatic back-flushing lubricating oil filter, F–32 Automatic back-flushing fuel oil filter, F–63 Automatic temperature control valve, F–17 Automation layout, G–2 Auxiliary blower, C–8 Axial vibration, D–8

D
Daily tanks, F–55 Delta Tuning, A–3 DENIS-9520, G–3 Design conditions, C–4 Dimensions and masses, H–2 Duplex filter in the feed system, F–64 Dynamic behaviour, D–12

E
Earthing slip-rings, H–91 ECR manual control panel, G–7 Electrical power consumers, C–8 Electrically driven auxiliary blowers, C–8 Electrically driven compensator, D–5 Electronic speed control system, G–7 EMA concept, G–1 Engine air inlet, F–78 Engine alignment tools, H–79 Engine data, C–4 Engine description, B–1 Engine dismantling, L–2 Engine dispatch, L–3 Engine earthing, H–90 Engine emissions, I–1 Engine exterior, L–1 Engine installation and alignment, L–4 Engine installation with ship on slipway, L–7 Engine numbering and description, B–4 Engine performance data, C–4 Engine pre-heating, F–24 Engine seating, H–51 Engine spare parts, K–1 Engine stays, D–5, H–93 Engine system data, F–1 Engine-room ventilation, F–77 Epoxy resin chocks, H–51 Exhaust gas system, F–74 External forces and moments, D–1 Extinguishing agents, H–96

B
Back-flushing filter after the feed pumps, F–64 Barred-speed range, D–6 Bearing and cylinder lubricating oil systems, L–1

C
Carbon residue, F–50 CD-ROM, C–10 Central cooler, F–16 Central fresh water cooling system components, F–16 Centrifugal separators, F–55 Change-over duplex filter, F–32 Classification society, F–21 CMCR, C–2 Compensator, D–2 Consideration on engine selection, C–1 Contents of fluid in the engine, H–6 Continuous service rating, C–2 Control air system supply, F–69 Conversion factors, M–3 Cross section, B–2 Cylinder cooling water pump delivery head, F–17 Cylinder cooling water system, L–1 Cylinder cooling water system expansion tank, F–17 Cylinder lubricating oil system, F–33

F
Final engine alignment, L–8 Fire protection, H–96 Fitting coupling bolts, H–86

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Flash point, F–51 Flushing the fuel oil system, F–65 Flushing the lubricating oil system, F–45 Free first order moments, D–2 Free second order moments, D–2 Fresh water generator, F–21 Fresh water pump, F–16 Freshwater generator, F–22 Fuel oil endheater, F–61 Fuel oil feed pump, F–60 Fuel oil requirements, F–49 Fuel oil system, F–49 Fuel oil system mixing unit, F–61 Fuel oil system on the engine, F–58 Fuel oil treatment, F–53

Longitudinal engine vibration, D–6 Low- temperature circuit, F–16 Lubricating oil cooler, F–32 Lubricating oil drain tank, F–37, F–38 Lubricating oil full flow filters, F–32 Lubricating oil high-pressure pump, F–32 Lubricating oil low-pressure pump, F–32 Lubricating oil maintenance and treatment, F–33 Lubricating oil requirements, F–33 Lubricating oil separator, F–33 Lubricating oil system, F–25 Lubricating oil system for turbocharger, F–25

M
Main bearing oil, F–25 Main lubricating oil system, F–25 Main lubricating oil system components, F–32 Main shaft earthing system, H–91 MAPEX Engine Fitness Family, G–17 Mounting and storage proposals, K–21

G
General service and working air, F–69

H
Heavy fuel oil system components, F–60 High- temperature circuit, F–16 High-temperature circuit, F–16 High-pressure booster pump, F–61 HT cooling water pump, F–16 Hull vibration, D–6, D–9

N
Noise, I–3 NOx emissions, I–1

O
Order forms for vibration calculations and simulation, D–12 Overload limit, C–2 Overspeed limit, C–2

I
Ignition quality, F–51 Installation and assembly of sub-assemblies, L–6 Installation of winGTD, C–10 Installing a complete engine, L–7 Installing an engine from assembled sub-units, L–7 Interface to alarm and monitoring system, G–9 Introduction, C–1 Introduction of the engine, A–1 ISO Standard 15550, C–4 ISO Standard 3046-1, C–4

P
Part-load data diagram, F–1 Pipe connections, F–9 Pipe size and flow details, F–82 Pipe velocities, F–82 Pipework, L–1 Piping symbols, F–83 Piping systems, F–9 Piston dismantling heights, H–6 Pitching (longitudinal engine vibration), D–6 Platform arrangements, H–25 Pour point, F–51 Power related unbalance (PRU), D–3 Power take off (PTO), D–6 Pressure and temperature ranges, C–8

L
Lateral engine vibration (rocking), D–4 Layout field, C–1 Leakage collection system, F–70 Load range with main-engine driven generator, C–3 Load range limits, C–2

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Index

Pressure regulating valve, F–60 Pressurized fuel oil system, F–56 Primary engine data, A–2 Propeller characteristics, C–1 PTO arrangements, E–2

Storage proposal, J–1 Sulphur, F–50 System dynamics, D–12

T
TC and SAC selection, C–6 Temperature control, F–16 Thermal expansion at TC expansion joint, H–5 Thrust sleeve, H–51 Tools, J–1 Torsional vibration, D–6 Trace metals, F–50 Treatment against corrosion, L–1 Trial report, L–12 Turbocharger and scavenge air coolers, C–5 Turbocharger in place, L–1 Turbocharger spare parts, K–20 Turbocharger weights, C–5

Q
Questionnaire for engine data, F–2

R
Rating points, C–1 Recommended special tools, J–1 Reduction of axial vibration, D–8 Reduction of lateral vibration, D–5 Reduction of torsional vibration, D–7 Redundancy of WECS power supply, G–15 Reference conditions, C–4 Reference to other documentation, M–1 Remote control system, G–7 Removing rust preventing oils, L–4 Rocking (lateral engine vibration), D–4 RT-flex key parts, B–3 RT-flex system, B–1

U
Using winGTD, C–10

V
Vertical drains, F–38 Vibration aspects, D–1 Viscosity, F–50

S
Safety system, G–7 Scavenge air cooler details, C–5 Scavenge air system, F–78 Sea-water pump, F–16 Sea-water strainer, F–16 Sediment, F–50 Separator arrangement, F–55 Settling tanks, F–55 Shafting alignment, L–4 Shafting system, D–8 Shop trial, L–12 Silicon, F–51 Space requirements and dismantling heights, H–6 Special tools, available on loan, J–1 Spraycoating with rust preventing oil, L–1 Standard tools, J–1 Starting air compressors, F–69 Starting air receivers, F–69 Starting and control air system specification, F–69 Starting and control air systems, F–67

W
Waste heat recovery, E–2 Water content of the fuel oil, F–51 WECS-9520, G–15 WECS-9520 external power supply, G–15 Working air, F–69

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Abbreviations

ABB ALM AMS BFO BN BSEF BSFC CCR CCW CMCR CPP CSR cSt DAH DENIS EM EMA ESPM FCM FPP FQS FW GEA HFO HT IMO IND IPDLC ISO kW kWe kWh LAH LAL LCV LI LR LSL LT M MAPEX M1H M1V

ASEA Brown Boveri Alarm Attended machinery space Bunker fuel oil Base Number Brake specific exhaust gas flow Brake specific fuel consumption Conradson carbon Cylinder cooling water Contract maximum continuous rating (Rx) Controllable pitch propeller Continuous service rating (also designated NOR and NCR) centi-Stoke (kinematic viscosity) Differential pressure alarm, high Diesel engine control and optimizing specification Engine margin Engine Management & Automation Engine selection and project manual Flex control module Fixed pitch propeller Fuel quality setting Fresh water Scavenge air cooler (GEA manufacture) Heavy fuel oil High temperature International Maritime Organisation Indication Integrated power-dependent liner cooling International Standard Organisation Kilowatt Kilowatt electrical Kilowatt hour Level alarm, high Level alarm, low Lower calorific value Level indicator Light running margin Level switch, low Low temperature Torque Monitoring and maintenance performance enhancement with expert knowledge External moment 1st order horizontal External moment 1st order vertical

M2V MCR MDO mep MET MHI MIM MMI N, n NAS NCR NOR OM OPI PAL P PI PLS ppm PRU PTO RCS RW1 SAC SAE S/G SHD SIB SLD SM SSU SW TBO TC TI TPL tEaT UMS VI WCH WECS winGTD nM

External moment 2nd order vertical Maximum continuous rating (R1) Marine diesel oil Mean effective pressure Turbocharger (Mitsubishi manufacture) Mitsubishi Heavy Industries Marine installation manual Man–machine interface Speed of rotation National Aerospace Standard Nominal continuous rating Nominal operation rating Operational margin Operator interface Pressure alarm, low Power Pressure indicator Pulse Lubricating System (cylinder liner) Parts per million Power related unbalance Power take off Remote control system Redwood seconds No. 1 (kinematic viscosity) Scavenge air cooler Society of Automotive Engineers Shaft generator Shut down Shipyard interface box Slow down Sea margin Saybolt second universal Sea-water Time between overhauls Turbocharger Temperature indicator Turbocharger (ABB manufacture) Temperature of exhaust gas after turbine Unattended machinery space Viscosity index Wärtsilä Switzerland Wärtsilä Engine Control System General Technical Data program Torque variation

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Marine Installation Manual

A.

Introduction

The Wärtsilä RT-flex system represents a major step forward in the technology of large diesel engines: Common rail injection – fully suitable for heavy fuel oil operation.

Engine power [kW] 100 000 80 000 RT-flex96C

Engine power [bhp] 120 000 100 000 80 000 all other RTA and RT-flex engines 60 000

The Marine Installation Manual (MIM) is for use by project and design personnel. Each chapter contains detailed information required by design engineers and naval architects enabling them to optimize plant items and machinery space, and to carry out installation design work. This book is only distributed to persons dealing with this engine.

60 000 50 000 40 000 30 000

40 000

20 000 20 000

10 000 8000 6000 4000 50
F10.5328

10 000 8000 6000 60 70 80 90 100 120 140 160 180 200 Engine speed [bhp]

Fig. A1

Power/speed range of all IMO-2000 regulation compatible RTA and RT-flex engines

This manual provides the information required for the layout of marine propulsion plants. It is not to be considered as a specification. The build specification is subject to the laws of the legislative body of the country of registration and the rules of the classification society selected by the owners. Its content is subject to the understanding that any data and information herein have been prepared with care and to the best of our knowledge. We do not, however, assume any liability with regard to unforeseen variations in accuracy thereof or for any consequences arising therefrom.

Wärtsilä Switzerland Ltd PO Box 414 CH-8401 Winterthur, Switzerland Telephone: +41 52 2624922 Telefax: +41 52 2124917 http://www.wartsila.com

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Introduction

A1

Primary engine data
Engine
Bore x stroke [mm] Speed [rpm] 102 Engine power (MCR) Cylinder
6 7 8 9 10 11 12 13 14

Wärtsilä RT-flex96C
960 x 2500 102 92 92

Power
[kW] [bhp] [kW] [bhp] [kW] [bhp] [kW] [bhp] [kW] [bhp] [kW] [bhp] [kW] [bhp] [kW] [bhp] [kW] [bhp]

R1
34 320 46 680 40 040 54 460 45 760 62 240 51 480 70 020 57 200 77 800 62 920 85 580 68 640 93 360 74 360 101 140 80 080 108 920

R2
24 000 32 640 28 000 38 080 32 000 43 520 36 000 48 960 40 000 54 400 44 000 59 840 48 000 65 280 52 000 70 720 56 000 76 160

R3
30 960 42 120 36 120 49 140 41 280 56 160 46 440 63 180 51 600 70 200 56 760 77 220 61 920 84 240 67 080 91 260 72 240 98 280

R4
24 000 32 640 28 000 38 080 32 000 43 520 36 000 48 960 40 000 54 400 44 000 59 840 48 000 65 280 52 000 70 720 56 000 76 160

Brake specific fuel consumption (BSFC)
Load 100 % mep [g/kWh] [g/bhph] [bar] 171 126 18.6 163 120 13.0 171 126 18.6 164 121 14.4

Lubricating oil consumption (for fully run-in engines under normal operating conditions)
System oil Conventional cyl. lub. system Cylinder oil 1*) Remark: Pulse Lubricating System (PLS) approximately 10 kg/cyl per day 0.9–1.3 g/kWh guide feed rate 0.7 g/kWh

*1) The Pulse Lubricating System is available as an option

Table A1 Primary engine data of Wärtsilä RT-flex96C

All brake specific fuel consumptions (BSFC) are quoted for fuel of lower calorific value 42.7 MJ/kg (10200 kcal/kg). All other reference conditions refer to ISO standard (ISO 3046-1). The figures for BSFC are given with a tolerance of +5 %. The values of power in kilowatt (kW) and fuel consumption in g/kWh are the standard figures, and discrepancies occur between these and the corre-

sponding brake horsepower (bhp) values owing to the rounding of numbers. To determine the power and BSFC figures accurately in bhp and g/bhph respectively, the standard kW-based figures have to be converted by factor 1.36.

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Introduction

A2 A2.1

Delta Tuning of RT-flex engines Introduction
Due to the trade-off between BSFC and NOx emissions, the associated increase in NOx emissions at part load must then be compensated by a corresponding decrease in the full load NOx emissions. Hence, there is also a slight increase in full load BSFC, in order to maintain compliance of the engine with the IMO NOx regulations. The concept is based on tailoring the firing pressure and firing ratio for maximum efficiency in the range up to 90% load and then reducing them again towards full load. In this process, the same design-related limitations with respect to these two quantities are applied as in the specification of the standard tuning. The reliability of the engine is by no means impaired by the application of Delta Tuning since all existing limitations to mechanical stresses and thermal load are observed.

With the introduction of the Wärtsilä RT-flex engines, a major step in the development of marine 2-stroke engine was taken. Now Wärtsilä Switzerland Ltd is taking this development even further by introducing Delta Tuning for RT-flex engines. Delta Tuning makes it possible to further reduce the specific fuel oil consumption while still complying with all existing emission legislation. Moreover, this is achieved only by changing software parameters and without having to modify a single engine part. Delta Tuning option needs to be specified at a very early stage in the project.

A2.2

Delta Tuning outline

In realising Delta Tuning, the flexibility of the RTflex system in terms of free selection of injection and exhaust valve control parameters, specifically variable injection timing (VIT) and variable exhaust closing (VEC) is utilised for reducing the brake specific fuel consumption (BSFC) in the part load range below 90% load.
3 2 1 RTA, Standard Tuning RT-flex, Standard Tuning RT-flex, Delta Tuning

Reduction of BSFC [g/kWh]

0 –1 –2 –3 –4 –5 –6 –7 –8 –9

BSFC at R1 [g/kWh]

ISO conditions, tolerance +5%

Fig. A2

50% Comparison of Delta Tuning and Standard Tuning

75%

Load

100%

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Introduction

A2.3

Further aspects of Delta Tuning
Project specification for RT-flex engines: Although Delta tuning is realised in such a way that it could almost be considered a pushbutton option, its selection has an effect on other aspects of engine and system design as well. This is why the tuning option to be applied to RTflex engines needs to be specified at a very early stage in the project: – The calculations of the torsional and axial vibrations of the installation have to be performed using the correct data. The layout of the ancillary systems has to be based on the correct specifications. In order to prepare the software for the RT-flex system control, the parameters also have to be known in due time before commissioning of the engine.

Delta Tuning for de-rated engines: For various reasons, the margin against the IMO NOx limit decreases for de-rated engines. Delta Tuning thus holds the highest benefits for engines rated close to R1. With the de-rating, the effect diminishes and, in fact, Delta Tuning is not applicable in the entire field (see figure A3).
Engine power [% R1] 100

R1

RT-flex96C engines
95 R3 90 85 Delta Tuning area

– –

80

75

70 R4 65 70 R2 Engine speed [% R1] 100

75

80

85

90

95

Data in tables F1 to F6 and data for brake specific fuel consumption (BSFC) in table A1 refer to Standard Tuning. Data for Delta Tuning can be obtained from the winGTD (see figure C8).

Fig. A3

Delta Tuning area

Effect on engine dynamics: The application of Delta Tuning has an influence on the harmonic gas excitations and, as a consequence, the torsional and axial vibrations of the installation. Hence, the corresponding calculations have to be carried out with the correct data in order to be able to apply appropriate countermeasures, if necessary.

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B.

Engine description

B1

Engine description
Overall sizes of engines Length [m] Height [m] Dry weight [t] 6 cyl. 12.96 12.72 1160 14 cyl. 27.31 12.72 2300

The Wärtsilä RT-flex96C engine is a camshaftless low-speed, direct-reversible, two-stroke engine, fully electronically controlled. The Wärtsilä RT-flex96C is designed for running on a wide range of fuels from marine diesel oil (MDO) to heavy fuel oils (HFO) of different qualities. Main features: Bore Stroke Number of cylinders Main parameters (R1): Power (MCR) Speed (MCR) Mean effect. press. Mean piston speed 960 mm 2500 mm 6 to 14 5720 kW/cyl 102 rpm 18.6 bar 8.5 m/s

See table H1 for more cylinder numbers and dimensions.

The design of the Wärtsilä RT-flex96C includes the well-proven features of the RTA engines like the bore-cooling principle for the pistons, cylinder liners, cylinder covers and exhaust valve seats. The RT-flex system (figure B3) The classic RTA configuration of fuel injection pumps and valve drives with the camshaft and its gear train is replaced by a compact set of supply pumps in the supply unit and the common rail with the integrated electronic Wärtsilä engine control system WECS-9520. RTA engine

The Wärtsilä RT-flex96C is available with 6 to 14 cylinders rated at 5720 kW/cyl to provide a maximum output of 80 080 kW for the 14-cylinder engine (see primary engine data on table A1).

RT-flex engine
Rail unit Electronic control system

Fuel pump Exhaust valve drive

Supply unit drive

Camshaft Servomotor Start air distr. Supply unit Camshaft drive

Crank angle sensor

The cross sections are to be considered as general information only.

Fig. B1

Comparison of Wärtsilä RTA engines and RT-flex engines.

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Engine description

All engine key-functions like fuel injection, exhaust valve drives, engine starting and cylinder lubrication are fully under electronic control. The timing of the fuel injection, its volumetric and various injection patterns are regulated and controlled by the WECS-9520 control system. Engine installation and operation Compared with the RTA engines, the RT-flex has no additional or particular requirements for the engine installation and shipboard operation. The engine outline dimensions and foundation, the installation, the engine key-parameters, the integration into ship automation and other interfaces of the RT-flex are identical with the RTA engines. The major benefits of the RT-flex system are: • • • Adaptation to different operating modes. Adaptation to different fuels. Delta Tuning, as an optional application, for reduced brake specific fuel consumption (BSFC) in the part-load range below 90 %. Optimised fuel consumption. Precise speed regulation, in particular at slow steaming down to 10–12 % of nominal speed. Smokeless mode for slow steaming. Benefits in terms of operating costs, maintenance requirement and compliance with emissions regulations. Slight reduction of engine mass, compared to RTA engines.

• • • •

Remark: Note:
F10.5263

* Direction of rotation: clockwise as standard (viewed from the propeller towards the engine). This cross section is considered as general information only

Fig. B2

Cross section of a typical Wärtsilä RT-flex engine

3. Semi-built crankshaft. 4. Main bearing jack bolts for easier assembly and disassembly of white metal shell bearings. 5. Thin-shell white metal bottom-end bearings. 6. Crosshead with crosshead pin and singlepiece white metal large surface bearings lubricated by a separate high-pressure oil supply for hydrostatic lift off. 7. Rigid cast iron cylinder monoblock.

Common design features of RTA and RT-flex engines: 1. Welded bedplate with integrated thrust bearings and main bearings designed as large thinshell white metal bearings. 2. Sturdy engine structure with stiff thin-wall box type columns and cast iron cylinder blocks attached to the bedplate by pre-tensioned vertical tie rods.

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Engine description

8. Special grey cast iron cylinder liners with bore cooling and load dependent cylinder lubrication. 9. Bore-cooled cylinder cover of high-grade material with a bolted-on exhaust valve cage containing a Nimonic 80A exhaust valve. 10. Piston with crown cooled by combined jetshaker oil cooling.

11. Constant-pressure turbocharging system comprising high-efficiency turbochargers and auxiliary blowers for low-load operation. 12. TriboPack designed as a standard feature for excellent piston running and extended TBO up to 3 years.

The RT-flex key parts: 13. Supply unit: High-efficiency fuel pumps feeding the 1000 bar fuel manifold. 14. Rail unit (Common rail): Both, common rail injection and exhaust valve actuation are controlled by quick acting solenoid valves (Wärtsilä Rail Valve LP-1). 15. Electronic engine control WECS-9520 for monitoring and controlling the engine’s keyfunctions.

WECS-9520 control

15
Volumetric injection control

14 13
F10.5250

Fig. B3

Wärtsilä RT-flex system comprising supply unit (13), common rail (14), electronic engine control system WECS-9520 (15)

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Engine description

B2

Engine numbering and designation

The engine components are numbered from the driving end to the free end as shown in the figure below.
Numbering of turbochargers

Scavenge air coolers 1 2

1

2

Numbering of cylinders 1 2 3 4 5 6

Driving end

1 2

3

4

5

6

7

8

Free end

Thrust bearing

Numbering of main bearings

Fuel side

Exhaust side

Clockwise rotation

Anti-clockwise rotation
F10.5279

Fig. B4

Engine numbering and designation

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C.

General engine data

C1 C1.1

Engine layout field and load range Layout field
Percentage values are being used so that the same diagram can be applied to various engine models. The scales are logarithmic so that exponential curves, such as propeller characteristics (cubic power) and mean effective pressure (mep) curves (first power), are straight lines.

The layout field shown in figure C1 is the area of power and engine speed. In this area the contract maximum continuous rating (CMCR) of an RT-flex96C engine can be positioned individually to give the desired combination of propulsive power and rotational speed. Engines within this layout field are tuned for maximum firing pressure and best efficiency.
Engine power % [R1]
100

C1.2

Rating points R1, R2, R3 and R4

R1

The rating points (R1, R2, R3 and R4) for the Wärtsilä RT-flex engines are the corner points of the engine layout field (figure C1). The point R1 represents the nominal maximum continuous rating (MCR). It is the maximum power/speed combination which is available for a particular engine. The point R2 defines 100 per cent speed, and 70 percent power of R1. The point R3 defines 90 per cent speed and 90 percent power of R1.

R3
90

Rx

80

The connection R1–R3 is the nominal 100 per cent line of constant mean effective pressure of R1. The point R4 defines 90 per cent speed and 70 per cent power of R1.
70

R2 R4
90 95 100

85

Engine speed % [R1]

The connection line R2–R4 is the line of 70 per cent power between 90 and 100 per cent speed of R1. Rating points Rx can be selected within the entire layout field to meet the requirements of each particular project. Such rating points require specific engine adaptations.

The contract maximum continuous rating (Rx) may be freely positioned within the layout field for that engine.
F10.4995

Fig. C1

Layout field of the Wärtsilä RT-flex96C engine.

The engine speed is given on the horizontal axis and the engine power on the vertical axis of the layout field. Both are expressed as a percentage (%) of the respective engine’s nominal R1 parameters.

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General engine data

C1.2.1

Continuous service rating (CSR=NOR=NCR)

Point ‘A’ represents power and speed of a ship operating at contractual speed in calm seas with a new clean hull and propeller. On the other hand, the same ship at the same speed requires a power/speed combination according to point ‘D’, shown in figure C2, under service condition with aged hull and average weather. ‘D’ is then the CSR-point. For more information, please refer to the ‘Engine Selection and Project Manual’ (ESPM), chapter B ‘Consideration on engine selection’.

Line 3 is the 104 per cent speed limit where an engine can run continuously. For Rx with reduced speed (NCMCR ≤ 0.98 NMCR) this limit can be extended to 106 per cent, however, the specified torsional vibration limits must not be exceeded. Line 4 is the overspeed limit. The overspeed range between 104 (106) and 108 per cent speed is only permissible during sea trials if needed to demonstrate the ship’s speed at CMCR power with a light running propeller in the presence of authorized representatives of the engine builder. However, the specified torsional vibration limits must not be exceeded. Line 5 represents the admissible torque limit and reaches from 95 per cent power and speed to 45 per cent power and 70 per cent speed. This represents a curve defined by the equation:
P2 P1 + N2 N1
2.45

C1.2.2

Contract maximum continuous rating (CMCR = Rx)

By dividing, in our example, the CSR (point D) by 0.90, the 100 per cent power level is obtained and an operational margin of 10 per cent is provided (see figure C2). The found point Rx, also designated as CMCR, can be selected freely within the layout field defined by the four corner points R1, R2, R3 and R4 (see figure C1).

C1.3

Load range limits

Once an engine is optimized at CMCR (Rx), the working range of the engine is limited by the following border lines, refer to figure C2: Line 1 is a constant mep or torque line through CMCR from 100 per cent speed and power down to 95 per cent power and speed. Line 2 is the overload limit. It is a constant mep line reaching from 100 per cent power and 93.8 per cent speed to 110 per cent power and 103.2 per cent speed. The latter one is the point of intersection between the nominal propeller characteristic and 110 per cent power.

When approaching line 5 , the engine will increasingly suffer from lack of scavenge air and its consequences. The area formed by lines 1 , 3 and 5 represents the range within which the engine should be operated. The area limited by the nominal propeller characteristic, 100 per cent power and line 3 is recommended for continuous operation. The area between the nominal propeller characteristic and line 5 has to be reserved for acceleration, shallow water and normal operational flexibility.

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General engine data

Line 6 is defined by the equation:
P2 P1 + N2 N1
2.45

C1.4

Load range with main-engine driven generator

through 100 per cent power and 93.8 per cent speed and is the maximum torque limit in transient conditions. The area above line 1 is the overload range. It is only allowed to operate engines in that range for a maximum duration of one hour during sea trials in the presence of authorized representatives of the engine builder. The area between lines 5 and 6 and constant torque line (dark area of fig. C2) should only be used for transient conditions, i.e. during fast acceleration. This range is called ‘service range with operational time limit’.
Engine power [%Rx] CMCR (Rx)
110

The load range diagram with main-engine driven generator, whether it is a shaft generator (S/G) mounted on the intermediate shaft or driven through a power take off gear (PTO), is shown by curve ‘c’ in figure C3. This curve is not parallel to the propeller characteristic without main-engine driven generator due to the addition of a constant generator power over most of the engine load. In the example of figure C3, the main-engine driven generator is assumed to absorb 5 per cent of the nominal engine power. The CMCR-point is, of course, selected by taking into account the max. power of the generator.
Engine power [%Rx]

CMCR (Rx)

100
10% EM/OM
2 1

Engine load range
100 95 90

90 c 85
10% EM/OM B 15% SM

D
5% S/G

D’

B
15% SM 5% LR

Constant torque
80 78.3

D

A

73.9
4

A
PTO power

70

3 60 6

a

50

5

propeller curve without SM

propeller curve without SM
40 65 70 80 90

103.2

93.8

100
Engine speed [%Rx] EM engine margin OM operational margin
F10.3149

Engine speed [%Rx]

SM sea margin LR light running margin S/G shaft generator

95

100 104 108

EM engine margin OM operational margin
F10.5249

SM sea margin LR light running margin

Fig. C3

Load range diagram for an engine equipped with a main-engine driven generator, whether it is a shaft generator or a PTO-driven generator

Fig. C2

Load range limits, with the load diagram of an engine corresponding to a specific rating point Rx

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C2 C2.1

Engine data Reference conditions C2.3 Ancillary system design parameters

The engine can be operated in the ambient condition range between reference conditions and design (tropical) conditions. The engine performance data, like BSFC, BSEF and tEaT and others are based on reference conditions. They are specified in ISO Standard 15550 (core standard) and for marine application in ISO Standard 3046 (satellite standard) as follows: • Air temperature before blower 25°C • Engine room ambient air temp. 25°C • Coolant temp. before SAC 25°C for SW • Coolant temp. before SAC 29°C for FW • Barometric pressure 1000 mbar • Relative air humidity 30 % The reference for the engine room air inlet temperature is specified in ISO Standard 8861 with 35°C, taken from outboard. Note: The lower calorific value (LCV) of the fuel refers to an international marine convention. The specified LCV of 42.7 MJ/kg differs from the ISO Standard which is specified at 42.0 MJ/kg.

The layout of the ancillary systems of the engine bases on the performance of its specified rating point Rx (CMCR). The given design parameters must be considered in the plant design to ensure a proper function of the engine and its ancillary systems. • • • Cylinder water outlet temp. : 90°C Oil temperature before engine : 45°C Exhaust gas back pressure at rated power (Rx) : 30 mbar.

The engine power is independent from ambient conditions. The cylinder water outlet temperature and the oil temperature before engine are systeminternally controlled and have to remain at the specified level.

C2.4

Engine performance data

The calculation of the performance data BSFC, BSEF and tEaT for any engine power will be done with the help of the winGTD program on CD-ROM, which is available on request. Data for Delta Tuning are available on the winGTD program. If needed we offer a computerized information service to analyze the engine’s heat balance and determine main system data for any rating point within the engine layout field. For details of this service please refer to section F1.3.1, ‘Questionnaire for engine data’. The installation of the winGTD and the hardware specification are explained in section C7.1.

C2.2

Design conditions

The capacities of ancillaries are specified according to ISO Standard 3046-1 (clause 11.4) following the International Association of Classification Societies (IACS) and are defined as design conditions: • Air temperature before blower 45°C • Engine ambient air temp. 45°C • Coolant temp. before SAC 32°C for SW • Coolant temp. before SAC 36°C for FW • Barometric pressure 1000 mbar. • Relative air humidity 60 %

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C3

Turbocharger and scavenge air cooler
The data can be calculated directly by the winGTDprogram (see section C7.2). Parameters and details of the scavenge air coolers (SAC) are shown in table C1 and figure C4, weights of turbochargers in table C2.

The selections of turbochargers covering the types ABB TPL, MHI MET are shown in figures C5 and C6. The selection of scavenge air coolers follows the demand of the selected turbochargers.

Parameters for single-stage scavenge air coolers
Insert (WCH recommended cooler) Cooler Water flow Design air flow [kg/h] 195 000 Pressure drop *1) Water content [ dm3] 600 Length (incl. conn. tubes) [mm] 2810 (3070) Mass [tonnes] small bundle unit 1.0 large bundle unit 3.6

[m3/h] SAC47F 330

Water [bar] 0.55

Air [mbar] t 20

Parameters for two-stage scavenge air coolers
SAC48F LT SAC48F HT Remarks: *1) 220 110 At design flow 195 000 195 000 0.55 0.27 t 20 490 110 2810 (3070) 2810 (3070) 1.0 1.0 3.6 3.5

Table C1 Scavenge air cooler parameters

Single-stage cooler *1)

Two-stage cooler *2)
water outlet (HT)

water inlet Air flow water outlet Remarks:

water inlet (LT) water outlet (LT)

Air flow

connecting tubes

”pre-stage”

*1) SAC equipped with two on waterside intercon nected cooler tube units ("pre stage"). The smaller unit being placed upstream of air flow, facilitates cleaning procedure. *2) For two stage cooling application please contact Wärtsilä Switzerland Ltd.

water inlet (HT)

F10.5242

All data refer to cooler specification.

Fig. C4

Scavenge air cooler details (rated at R1)

Type ABB Mass [tonnes] Type MHI (Mitsubishi) Mass [tonnes]

TPL85-B14 TPL85-B15 10.4 MET83SD MET83SE MET83SEII 10.5

–– –– –– ––

Table C2 Turbocharger weights

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C3.1

Turbocharger and scavenge air cooler selection

The SAC and TC selection for the engines RT-flex96C is given in the layout fields in figures C5 to C6.
Power [%] 100 Power [%] 100 Power [%] 100

R1

R1

R1

6RT-flex96C
95 R3 90 85 2 x TPL85-B14 2 x SAC47/48 90 85 95

7RT-flex96C
95 R3 90 85 2 x TPL85-B14 2 x SAC47/48

8RT-flex96C
R3 2 x TPL85-B15 2 x SAC47/48

80

80

80

75

75

75

2 x TPL85-B14 2 x SAC47/48

70 R4 90 R1: 34320 kW / 102 rpm 95 R2

70 R4 90 R1: 40040 kW / 102 rpm 95 R2

70 R4 90 R1: 45760 kW / 102 rpm 95 R2

100 Speed [%]

100 Speed [%]

100 Speed [%]

Power [%] 100

R1

Power [%] 100

R1

Power [%] 100

R1 3 x TPL85-B15 3 x SAC47/48

9RT-flex96C
95 R3 90 85 3 x TPL85-B14 3 x SAC47/48 95

10RT-flex96C
95 R3 90 85 3 x TPL85-B14 3 x SAC47/48 90 85

11RT-flex96C
R3

80

2 x TPL85-B15 2 x SAC47/48

80

80

3 x TPL85-B14 3 x SAC47/48

75

75

75

70 R4 90 R1: 51480 kW / 102 rpm 95 R2

70 R4 90 R1: 57200 kW / 102 rpm 95 R2

70 R4 90 R1: 62920 kW / 102 rpm 95 R2

100 Speed [%]

100 Speed [%]

100 Speed [%]

Power [%] 100

R1

Power [%] 100

R1

Power [%] 100

R1

12RT-flex96C
95 R3 90 85 3 x TPL85-B15 3 x SAC47/48 90 85 95

13RT-flex96C
95 R3 90

14RT-flex96C
R3 4 x TPL85-B14 4 x SAC47/48

3 x TPL85-B15 3 x SAC47/48

85

80

80

80 3 x TPL85-B15 3 x SAC47/48

75

3 x TPL85-B14 3 x SAC47/48

75

75

70 R4 90 R1: 68640 kW / 102 rpm 95 R2

70 R4 90 R1: 74360 kW / 102 rpm 95 R2

70 R4 90 R1: 80080 kW / 102 rpm 95 R2

100 Speed [%]

100 Speed [%]

100 Speed [%]

F10.52298

Fig. C5

Turbocharger and scavenge air cooler selection (ABB TPL type turbochargers)

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Power [%] 100

R1

Power [%] 100

R1

Power [%] 100

R1

6RT-flex96C
95 R3 90 85 2 x MET83SE 2 x SAC47/48 90 85 95

7RT-flex96C
95 R3 2 x MET83SE 2 x SAC47/48 90 85

8RT-flex96C
R3 2 x MET83SEII 2 x SAC47/48

80 2 x MET83SD 2 x SAC47/48

80 2 x MET83SD 2 x SAC47/48

80 2 x MET83SD 2 x SAC47/48

75

75

75

70 R4 90 R1: 34320 kW / 102 rpm 95 R2

70 R4 90 R1: 40040 kW / 102 rpm 95 R2

70 R4 90 R1: 45760 kW / 102 rpm 95 R2

100 Speed [%]

100 Speed [%]

100 Speed [%]

Power [%] 100

R1

Power [%] 100

R1

Power [%] 100

R1

9RT-flex96C
95 R3 90 85 3 x MET83SE 3 x SAC47/48 3 x MET83SD 3 x SAC47/48 90 85 95

10RT-flex96C
95 R3 3 x MET83SE 3 x SAC47/48 90 85

11RT-flex96C
R3 3 x MET83SE 3 x SAC47/48

3 x MET83SEII 3 x SAC47/48

80

80 3 x MET83SD 3 x SAC47/48

80 3 x MET83SD 3 x SAC47/48

75

2 x MET83SEII 2 x SAC47/48

75

75

70 R4 90 R1: 51480 kW / 102 rpm 95 R2

70 R4 90 R1: 57200 kW / 102 rpm 95 R2

70 R4 90 R1: 62920 kW / 102 rpm 95 R2

100 Speed [%]

100 Speed [%]

100 Speed [%]

Power [%] 100

R1

Power [%] 100

R1

Power [%] 100

R1

12RT-flex96C
95 R3 90 85 3 x MET83SEII 3 x SAC47/48 90 85 95

13RT-flex96C
95 R3 90 85 on request

14RT-flex96C
R3 4 x MET83SE 4 x SAC47/48 4 x MET83SD 4 x SAC47/48 80

80 3 x MET83SD 3 x SAC47/48

80

75

75

75

3 x MET83SEII 3 x SAC47/48

70 R4 90 F10.52299 R1: 68640 kW / 102 rpm 95 R2

70 R4 90 R1: 74360 kW / 102 rpm 95 R2

70 R4 90 R1: 80080 kW / 102 rpm 95 R2

100 Speed [%]

100 Speed [%]

100 Speed [%]

Fig. C6

Turbocharger and scavenge air cooler selection (MHI MET type turbochargers)

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C4

Auxiliary blower

For manoeuvring and operating at low powers, electrically driven auxiliary blowers must be used to provide sufficient combustion air. Table C3 shows the number of blowers required.
Number of cylinders
Number of auxiliary air blowers required 6 2 7 2 8 2 9 2 10 2 11 2 12 2 13 2 14 3

Table C3 Number of auxiliary blowers per engine

C5

Electrical engine power requirement in [kW]
Power requirement [kW] referring to numbers of cylinders
6 440 VAC / 60 Hz 380 VAC / 50 Hz 2 x 80 7 2 x 95 9 11 8 2 x 115 9 2 x 115 10 2 x 115 11 12 13 14

Electrical power consumers
Auxiliary blowers *1) (estimated values) Turning gear Cylinder lubrication *2) Control oil pumps Servo automatic filter *2) WECS power supply, box E85 *2) Propulsion control system Additional monitoring devices (e.g. oil mist detector etc.) Remark:

Supply voltage

2 x 145 2 x 145 2 x 145 3 x 155 12.5 15 – 22

440 VAC / 60 Hz 380/440 VAC 50/60 Hz 380 VAC / 50 Hz 440 VAC / 60 Hz 380/440 VAC 50/60 Hz 220 VAC 50/60 Hz single phase 24 V DC UPS acc. to maker specifications 3.0

1.5 (for CLU-3 system) *3)

0.1 1.8 2.0 2.2 2.4 2.6 2.8 3.0 3.2

acc. to maker specifications acc. to maker specifications

*1) The actual electric power requirement depends on the size, type and voltage/frequency of the installed electric motor. Direct starting or Star-Delta starting to be specified when ordering. *2) Two redundant power supplies from different feeder panels required; indicated power for each power supply. *3) Pulse Lubricating System is available as an option.

Table C4 Electrical power consumers

C6

Pressure and temperature ranges
obtained by adding the pressure losses in the piping system, filters, coolers, valves, etc., and the vertical level pressure difference between pump suction and pressure gauge to the values in the table on the next page.

Table C5 (on the next page) represents a summary of the required pressure and temperature ranges at continuous service rating (CSR). The gauge pressures are measured about 5 m above the crankshaft centre line. The pump delivery head is

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Medium+

System

Location of measurement
Inlet

Gauge pressure limit values [bar]
Min 3.0 – 1.0 – 2.0 – 3.0 – 10.0 3.8 4.8 – 4.8 – – – 1.0 4.8 1.7 1.0 – 1.3 – 0.7 – 7.0 *2) 3.0 Max 5.0 – 4.0 – 4.0 – 5.0 – 12.0 6.5 6.0 – 6.0 – – – – 6.0 – – – – – – – 10.0 *3) 5.0 Min – 85 25 – 25 – 70 – 40 – 40 – 40 – – – – – – – – – – – – – – – – – – – – – – – – – –

Temperature limit values [°C]
Max – 95 36 – 36 – 80 120 50 – 50 – 50 – 65 – – – – – 110 – 120 – 85 150 – – – – – – – – – 515 515 – – max 30 – – – – – – – – – – – – – – – – – – – – – Deviation "50 – – – – – – – – * 1) * 1) max 15 Diff

Fresh water

Cylinder cooling LT circuit (single-stage SAC)

Outlet each cylinder Inlet cooler Outlet cooler Inlet cooler Outlet cooler Inlet cooler Outlet cooler Supply Servo oil pump inlet Supply

Fresh water (Scavenge air cooling)

LT circuit (two-stage SAC) HT circuit (two-stage SAC)

Lubricating oil (high pressure)

Crosshead bearing oil Servo oil Main bearing oil

Outlet Inlet

Piston cooling oil Thrust bearing Torsional vibration damper (if steel spring damper is used) Integrated axial vibration damper (detuner) Turbocharger bearing oil (ABB TPL on engine lub. oil system) Turbocharger bearing oil (ABB TPL with separate lub. oil system) Turbocharger bearing oil (MHI MET) Booster (supply unit) Fuel oil After retaining valve (supply unit) Intake from engine room (pressure drop, max) Intake from outside (pressure drop, max) Scavenge air Cooling (pressure drop) Starting air Control air

Outlet Outlet Supply Inlet casing Supply Damp. chamber Inlet Outlet Inlet Outlet Inlet Outlet Inlet Return Air filter / Silencer Ducting and filter New SAC Fouled SAC Engine inlet Engine inlet

Lubricating oil (low pressure)

max 10 mbar max 20 mbar max 30 mbar max 50 mbar 12 6.0 25 or 30 7.5

Air

normal 6.5 6.0 7.5

Air spring air for exhaust valve

Main distributor After each cylinder

normal 6.5 – – 30 mbar 50 mbar – –

Exhaust gas Exhaust gas Manifold after turbocharger Before each TC Design maximum Fouled maximum

Remark:

*1) The water flow has to be within the prescribed limits. *2) At 100 % engine power. *3) At stand-by condition; during commissioning of the fuel oil system the fuel oil pressure is adjusted to 10 bar. –– See alarm setting values in tables G2 to G4.

Table C5 Pressure and temperature ranges

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C7 C7.1

Available CD-ROM Installation of winGTD System requirements

C7.1.1

To install and run winGTD 2.9 we recommend: – – – – Microsoft Windows 2000 or later 64 MB of RAM 40 MB of available hard-disk space CD-ROM drive

C7.1.2

Installation

Fig. C7

winGTD: Selection of engine window

Use the following procedure to install winGTD: 1. Insert CD-ROM. 2. Follow the on-screen instructions. When the installation is complete, a message confirms that the installation was successful.

The installed CD-ROM contains only the engine types presented in this MIM. Double-click on selected engine type or click the ‘Select’ button to access the main window (fig. C8) and select the particular engine according to the number of cylinders (eg. Wärtsilä 8RT-flex96C).

C7.1.3

Changes to previous versions of winGTD

C7.2.2

Data input

The amendments and how this version differs from previous versions are explained in the file ‘Readme.txt’ located in the winGTD directory on the CD-ROM.

In the main window (fig. C8) enter the desired power and speed to specify the engine rating. The rating point must be within the rating field. The shaft power can either be expressed in units of kW or bhp. Select “Delta Tuning”, if desired.

C7.2 C7.2.1

Using winGTD Start

After starting winGTD by double-clicking winGTD icon, click on ‘Start new Project’ button on ‘Welcome’ screen and specify desired engine type in appearing window (fig. C7):

Fig. C8

winGTD: Main window

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General engine data

Further input parameters can be entered in subpanels to be accessed by clicking on tabs ‘Engine Spec.’ (eg. for turbocharger selection), ‘Cooling’, ‘Lub. Oil’, ‘Fuel Oil’, ‘Starting Air’ or ‘Exhaust Gas’ relating to the relevant ancillary systems.

C7.2.3

Output results

Clicking the ‘Start Calculation’ button (fig. C8) initiates the calculation with the chosen data to determine the temperatures, flows of lubricating oil and cooling water quantities. Firstly the ‘Engine performance data’ window (fig. C9) is displayed on the screen. To see further results, click the appropriate button in the tool bar or click the ‘Show results’ menu option in the menu bar. To print the results click the button or click the button for export to a ASCII file, both in the tool bar.

Fig. C10 winGTD: Two-stroke engine propulsion

The calculation is carried out with all the relevant design parameters (pump sizes etc.) of the ancillaries set at design conditions.

C7.2.5

Saving a project

To save all data belonging to your project choose ‘Save as...’ from the ‘File’ menu. A windows ’Save as...’ dialogue box appears. Type a project name (winGTD proposes a threecharacter suffix based on the program you have selected) and choose a directory location for the project. Once you have specified a project name and selected the desired drive and directory, click the ‘Save’ button to save your project data.

Fig. C9

winGTD: General technical data

C7.2.4

Service conditions

Click the button ‘Service Conditions’ in the main window (fig. C8) to access the option window (fig. C10) and enter any ambient condition data deviating from design conditions.

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Engine dynamics

D1 D1.1

Vibration aspects Introduction
Figure D1 shows the external forces and moments acting on the engine. External forces and moments due to the reciprocating and rotating masses (see table D1): F1V: F1H: F2V: F4V: M1V: M1H: M2V: M4V: resulting first order vertical force. resulting first order horizontal force. resulting second order vertical force. resulting fourth order vertical force. first order vertical mass moment. first order horizontal mass moment. second order vertical mass moment. fourth order vertical mass moment.

As a leading designer and licensor we are concerned that satisfactory vibration levels are obtained with our engine installations. The assessment and reduction of vibration is subject to continuing research. Therefore, we have developed extensive computer software, analytical procedures and measuring techniques to deal with this subject. For successful design, the vibration behaviour needs to be calculated over the whole operating range of the engine and propulsion system. The following vibration types and their causes are to be considered: – – – – – External mass forces and moments. Lateral engine vibration. Longitudinal engine vibration. Torsional vibration of the shafting. Axial vibration of the shafting.

All Wärtsilä RT-flex96C engines have no free mass forces.

D1.2

External forces and moments

F1V, F2V, F4V

In the design of the Wärtsilä RT-flex96C engine free mass forces are eliminated and unbalanced external moments of first, second and fourth order are minimized. However, six-cylinder engines generate second order unbalanced vertical moments of a magnitude greater than those encountered with higher numbers of cylinders. Depending on the ship’s design, the moments of fourth order have to be considered too. Under unfavourable conditions, depending on hull structure, type, distribution of cargo and location of the main engine, the unbalanced moments of first, second and fourth order may cause unacceptable vibrations throughout the ship and thus call for countermeasures.

F1H

M1V, M2V, M4V

+ –

M1H +

F10.5173

Forces and moments due to reciprocating and rotating masses External forces and moments

Fig. D1

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D1.2.1

Balancing free first order moments
Electrically driven 2nd order compensator F2V

Standard counterweights fitted to the ends of the crankshaft reduce the first order mass moments to acceptable limits. However, in special cases nonstandard counterweights can be used to reduce either M1V or M1H, if needed.

D1.2.2

Balancing free second order moments

M2V

The second order vertical moment (M2V) is higher on six-cylinder engines compared with 7–14-cylinder engines; the second order vertical moment being negligible for the 7–14-cylinder engines. Since no engine-fitted 2nd order balancer is available, Wärtsilä Switzerland Ltd. recommends for six-cylinder engines to install an electrically driven compensator on the ship’s structure (figure D2) to reduce the effects of the second order moments to acceptable values. If no experience is available from a sister ship, it is advisable to establish at the design stage, what form the ship’s vibration will be. Table D1 assists in determining the effect of installing the Wärtsilä 6RT-flex96C engine. However, when the ship’s vibration pattern is not known at the early stage, an external electrically compensator can be installed later, should disturbing vibrations occur; provision should be made for this countermeasure. Such a compensator is usually installed in the steering compartment, as shown in figure D2. It is tuned to the engine operating speed and controlled accordingly.

L M2V = F2V S L
F10.5218

Fig. D2

Locating electrically driven compensator

Suppliers of electrically driven compensators
Gertsen & Olufsen AS Savsvinget 4 DK-2970 Hørsholm Denmark

Tel. +45 45 76 36 00 Fax +45 45 76 17 79 www.gertsen-olufsen.dk

Nishishiba Electric Co., Ltd Shin Osaka Iida Bldg. 5th Floor 1-5-33, Nishimiyahara, Yodogawa-ku Osaka Tel. +81 6 6397 3461 532-0004 Japan Tel. +81 6 6397 3475 www.nishishiba.co.jp

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Engine dynamics

D1.2.3

Power related unbalance (PRU)

The so-called Power Related Unbalance (PRU) values can be used to evaluate if there is a risk that free external mass moments of 1st and 2nd order may cause unacceptable hull vibrations, see figure D3.
250

Free external mass moments Power Related Unbalance (PRU) at R1 rating
200

M1V M1H M2V PRU =

external moment [Nm] = [Nm/kW] engine power [kW] A
PRU = 0

150

No engine-fitted 2nd order balancer available. If reduction of M2v is needed, an external compensator has to be applied.

100

PRU [Nm/kW]

50

0
6RT-flex96C 7RT-flex96C 8RT-flex96C 9RT-flex96C 10RT-flex96C 11RT-flex96C

12RT-flex96C

13RT-flex96C

14RT-flex96C

F10.5245

A-range: B-range: C-range: Free external mass moments

balancing countermeasure is likely needed. balancing countermeasure is unlikely needed. balancing countermeasure is not relevant.

Fig. D3

The external moments M1 and M2 given in table D1 are related to R1 speed. For other engine speeds, the corresponding external moments are calculated with the following formula: MRx = MR1  (nRx/nR1)2

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D1.3 D1.3.1

Lateral engine vibration (rocking) Introduction
The ‘X-type’ lateral vibrations are caused by the resulting lateral guide force moment MLX. The driving- and free-end side of the engine top vibrate in counterphase. Table D1 gives the values of resulting lateral guide forces and moments of the relevant orders. The amplitudes of the vibrations transmitted to the hull depend on the design of the engine seating, frame stiffness and exhaust pipe connections. As the amplitude of the vibrations cannot be predicted with absolute accuracy, the support to the ship’s structure and space for installation of lateral stays should be considered in the early design stages of the engine-room structure. Please refer to tables D2 to D4, countermeasures for dynamic effects.

The lateral components of the forces acting on the crosshead induce lateral rocking depending on the number of cylinders and firing order. These forces may be transmitted to the engine-room bottom structure. From there hull resonance or local vibrations in the engine room may be excited. There are two different modes of lateral engine vibration, the so-called ‘H-type’ and ‘X-type’, please refer to figure D4. The ‘H-type’ lateral vibrations are characterized by a deformation where the driving and free end side of the engine top vibrate in phase as a result of the lateral guide force FL and the lateral H-type moment. The torque variation (∆M) is the reaction moment to MLH.

FL resulting guide force MLH resulting lateral H-type moment
F10.5172

MLX

resulting lateral X-type moment

Fig. D4

External forces and moments

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Engine dynamics

D1.3.2 D1.3.2.1

Reduction of lateral vibration Engine stays
Free end

Fitting of lateral stays between the upper platform level and the hull reduces transmitted vibration and lateral rocking (see figures D5 and D6). Two stay types can be considered: – Hydraulic stays: installed on the exhaust and on the fuel side of the engine (lateral). – Friction stays: installed on the engine exhaust side (lateral)
Hydraulic stays
fuel side exhaust side

lateral

Driving end

F10.5278/2

Fig. D6

General arrangement of friction stays

D1.3.2.2
Friction stays

Electrically driven compensator

If for some reason it is not possible to install lateral stays, an electrically driven compensator can be installed which is able to reduce the lateral engine vibrations and their effect on the ship’s superstructure. It is important to note that only one harmonic excitation can be compensated at a time and in the case of an ‘X-type’ vibration mode, two compensators, one fitted at each end of the engine top are necessary.
F10.5278/1

Fig. D5

General arrangement of lateral stays

Table D3 shows where countermeasures for lateral and longitudinal rocking are needed. For installation data concerning lateral engine stays, please refer to section H8.

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D1.4

Longitudinal engine vibration (pitching)
structure (refer to section D1.6 ‘Axial vibration’). In order to prevent this vibration, stiffness of the double-bottom structure should be as high as possible. For the Wärtsilä RT-flex96C, as the minimum number of cylinders is six, no longitudinal stays are needed.

In some cases with five-cylinder Wärtsilä RT-flex engines, specially those coupled to very stiff intermediate and propeller shafts, the engine foundation can be excited at a frequency close to the full load speed range resonance, leading to increased axial (longitudinal) vibration at the engine top and as a result of this to vibrations in the ship’s super-

D1.5 D1.5.1

Torsional vibration Introduction
The amplitudes and frequencies of torsional vibration must be calculated at the design stage for every engine installation. The calculation normally requires approval from the relevant classification society and may require verification by measurement on board ship during sea trials. All data required for torsional vibration calculations should be made available to the engine supplier at an early design stage (see section D3 ‘Order forms for vibration calculations’).

Torsional vibrations are generated by gas and inertia forces as well as by the irregularity of the propeller torque. It does not cause hull vibration (except in very rare cases) and is not perceptible in service, but causes additional dynamic stresses in the shafting. The shafting system comprising crankshaft, propulsion shafting, propeller, engine running gear, flexible couplings and power take off (PTO), as any system capable of vibrating, has resonant frequencies. If any source generates excitation at the resonant frequencies the torsional loads in the system reach maximum values. These torsional loads have to be limited, if possible by design, i.e., optimizing shaft diameters and flywheel inertia. If the resonance still remains dangerous, its frequency range (critical speed) has to be passed through rapidly (barred-speed range) provided that the corresponding limits for this transient condition are not exceeded, otherwise other appropriate countermeasures have to be taken.

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Engine dynamics

D1.5.2

Reduction of torsional vibration
For high energy vibrations, i.e., for higher additional torque levels that can occur with six-cylinder engines, a spring damper, with its higher damping effect may have to be considered, please refer to figure D8. This damper has to be supplied with oil from the engine’s lubricating oil system, and depending on the torsional vibration energy to be absorbed can dissipate up to approximately 100 kW energy (depends on number of cylinders). The oil flow to the damper should be approximately 10 to 20 m3/h, but an accurate value will be given after the results of the torsional vibration calculation are known.

Excessive torsional vibration can be reduced, shifted or even avoided by installing a heavy flywheel at the driving end and/or a tuning wheel at the free end or a torsional vibration damper at the free end of the crankshaft. Such dampers reduce the level of torsional stresses by absorbing a part of their energy. Where low energy torsional vibrations have to be reduced, a viscous damper, can be installed, please refer to figure D7. In some cases the torsional vibration calculation shows that an additional oil-spray cooling for the viscous damper is needed. In these cases the layout has to be in accordance with the recommendations of the damper manufacturer and our design department.

Inertia ring Silicone fluid

Cover

Springs Intermediate pieces

Casing

Lub oil supply

F10.1844

F10.1845

Fig. D7

Vibration damper (Viscous type)

Fig. D8

Vibration damper (Geislinger type)

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D1.6 D1.6.1

Axial vibration Introduction
The effect of the axial damper can be adjusted by an adjusting throttle. However, the setting of the adjusting throttle is preset by the engine builder and there is normally no need to change the setting. The integrated axial damper does not affect the external dimensions of the engine. It is connected to the main lubricating oil circuit. An integrated monitoring system continuously checks the correct operation of the axial damper.
Adjusting throttling valve

The shafting system formed by the crankshaft and propulsion shafting, is able to vibrate in the axial direction, the basic principle being the same as described in section D1.5 ‘Torsional vibration’. The system, made up of masses and elasticities, will feature several resonant frequencies. These will result in axial vibration causing excessive stresses in the crankshaft if no countermeasures are taken. Strong axial vibration of the shafting can also lead to excessive axial (or longitudinal) vibration of the engine, particularly at its upper part. The axial vibrations of installations depend mainly on the dynamical axial system of the crankshaft, the mass of the torsional damper, free-end gear (if any) and flywheel fitted to the crankshaft. Additionally, there can be a considerable influence of the torsional vibrations to the axial vibrations. This influence is called the coupling effect of the torsional vibrations. It is recommended that axial vibration calculations are carried out at the same time as the torsional vibration calculation. In order to consider the coupling effect of the torsional vibrations to the axial vibrations, it is necessary to use a suitable coupled axial vibration calculation method.

Main bearing

D1.6.2

Reduction of axial vibration

In order to limit the influence of the axial excitations and reduce the level of vibration, all RT-flex96C engines are equipped as standard with an integrated axial damper mounted at the forward end of the crankshaft, please refer to figure D9. The axial damper sufficiently reduces the axial vibrations in the crankshaft to acceptable values. No excessive axial vibrations should occur on either the crankshaft nor the upper part of the engine.

369.329

Crankshaft flange

Fig. D9

Axial damper (detuner)

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Engine dynamics

D1.7

Hull vibration

The hull and accommodation area are susceptible to vibration caused by the propeller, machinery and sea conditions. Controlling hull vibration is achieved by a number of different means and may require fitting mass moment compensators, lateral stays, torsional damper and axial damper. Avoiding disturbing hull vibration requires a close cooperation between the propeller manufacturer, naval architect, shipyard and engine builder. To enable Wärtsilä Switzerland Ltd to provide the most accurate information and advice on protecting the installation and vessel from the effects of plant vibration, please complete the order forms as given in section D3 and send it to the address given.

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D1.8

External forces and moments
Number of cylinders Engine power kW 6 34 320 7 40 040 8 45 760 9 51 480 10 57 200 11 62 920 12 68 640 13 74 360 14 80 080

Engine type: Wärtsilä RT-flex96C Rating R1: 5720 kW/cyl. at 102 rpm Massmoments / Forces Free forces F1V F1H F2V F4V External moments *1) M1V M1H M2V M4V Lateral H-moments MLH *2) *3) Order 1 Order 2 Order 3 Order 4 Order 5 Order 6 Order 7 Order 8 Order 9 Order 10 Order 11 Order 12 Lateral X-moments MLX *3) Order 1 Order 2 Order 3 Order 4 Order 5 Order 6 Order 7 Order 8 Order 9 Order 10 Order 11 Order 12 Torque variation (Synthesis value)

[$kN] [$kN] [$kN] [$kN]

0 0 0 0

0 0 0 0

0 0 0 0

0 0 0 0

43 45 26 22

0 0 0 0

0 0 0 0

0 0 0 0

15 15 21 86

[$kNm] [$kNm] [$kNm] [$kNm]

0 0 6753 345

562 580 1960 981

628 698 0 399

1941 1997 2204 497

51 42 1612 489

1347 1388 1769 188

0 0 0 690

323 323 1536 218

45 45 11 588

[$kNm] [$kNm] [$kNm] [$kNm] [$kNm] [$kNm] [$kNm] [$kNm] [$kNm] [$kNm] [$kNm] [$kNm]

0 0 0 0 0 2088 0 0 0 0 0 107

0 0 0 0 0 0 1596 0 0 0 0 0

0 0 0 0 0 0 0 1082 0 0 0 0

0 0 0 0 0 0 0 0 672 0 0 0

59 2 73 253 455 203 191 32 8 420 15 1

0 0 0 0 0 0 0 0 0 0 279 0

0 0 0 0 0 0 0 0 0 0 0 214

0 0 0 0 0 0 0 0 0 0 0 0

22 1 34 969 180 75 141 69 41 156 22 3

[$kNm] [$kNm] [$kNm] [$kNm] [$kNm] [$kNm] [$kNm] [$kNm] [$kNm] [$kNm] [$kNm] [$kNm] [$kNm]

0 1083 951 1232 0 0 0 183 249 61 0 0 2155

314 314 1041 3501 256 35 0 14 28 173 105 7 1651

364 0 1483 1423 3570 0 29 0 9 0 149 29 1119

1082 354 1799 1774 1269 2258 104 49 0 16 12 122 681

13 261 2229 1750 272 679 1983 200 55 36 15 18 1501

751 284 2695 673 1687 880 174 1348 25 11 0 5 310

0 0 3228 2464 0 0 0 366 845 0 0 0 241

177 246 3696 778 2422 573 397 503 61 615 8 1 233

24 1 4234 2117 751 505 674 38 121 123 450 25 1596

Remarks:

*1) The external moments M1 and M2 are related to R1 speed. For other engine speeds the corresponding external moments are calculated with the relation: MRx = MR1 S (nRx/nR1)2. No engine-fitted 2nd order balancer available. If reduction on M2v is needed, an external compensator has to be applied. *2) The resulting lateral guide force can be calculated as follows: FL = MLH S 0.241 [kN]. *3) The values for other engine ratings are available on request. — Crankshaft type: forged. External forces and moments

Table D1

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Engine dynamics

D1.9

Summary of countermeasures for dynamic effects

The following tables indicate where special attention is to be given to dynamic effects and the countermeasures required to reduce them. External mass moments
Number of cylinders 6 7–14
Remarks:

2nd order compensator balancing countermeasure is likely needed *1) balancing countermeasure is not relevant

*2) A C

*1) No engine-fitted 2nd order balancer available. If reduction on M2v is needed, an external compensator has to be applied. *2) Refer also to figure D3.

Table D2 Countermeasures for external mass moments

Lateral and longitudinal rocking
Number of cylinders 6 7 8 9 10 11 12 13 14
Remarks:

Lateral stays B C A B B A B A A

Longitudinal stays C C C C C C C C C

A: The countermeasure indicated is needed. B: The countermeasure indicated may be needed and provision for the corresponding countermeasure is recommended. C: The countermeasure indicated is not needed.

Table D3 Countermeasures for lateral and longitudinal rocking

Torsional vibration & axial vibration Where installations incorporate PTO arrangements further investigation is required and Wärtsilä Switzerland Ltd, Winterthur, should be contacted.
Number of cylinders Torsional vibrations Detailed calculations have to be carried out for every installation, countermeasures to be selected accordingly (shaft diameter, critical or barred speed range, flywheel, tuning wheel, damper). Axial vibrations An integrated axial damper is fitted as standard to reduce the axial vibration in the crankshaft. However, the effect of the coupled axial vibration to the propulsion shafting components should be checked by calculation for every installation.

6–14

Table D4 Countermeasures for torsional & axial vibration

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D2

System dynamics
This kind of study should be requested at an early stage in the project if some special specification regarding speed deviation and recovery time, or any special speed and load setting programs have to be fulfilled. Wärtsilä Switzerland Ltd would like to assist if you have any questions or problems relating to the dynamics of RT-flex engines. Please describe the situation and send or fax the completed relevant order form given in the next section D3. We will provide an answer as soon as possible.

A modern propulsion plant with the RT-flex engine may include a main-engine driven generator. This element is connected by clutches, gears, shafts and elastic couplings. Under transient conditions large perturbations, due to changing the operating point, loading or unloading generators, engaging or disengaging a clutch, cause instantaneous dynamic behaviour which weakens after a certain time (or transient). Usually the transfer from one operating point to another is supervised by a control system in order to allow the plant to adapt safely and rapidly to the new operating point (engine speed control and propeller speed control). Simulation is an opportune method for analysing the dynamic behaviour of a system subject to large perturbations or transient conditions. Mathematical models of several system components such as clutches and couplings have been determined and programmed as library blocks to be used with a simulation program. With this program it is possible to check, for example, if an elastic coupling will be overloaded during engine start, or to optimize a clutch coupling characteristic (engine speed before clutching, slipping time, etc.), or to adjust the speed control parameters.

D3

Order forms for vibration calculations and simulation
Minimum required data needed for provisional calculation are highlighted in the forms (tables D5 to D8) as follows:

For system dynamics and vibration analysis, please send or fax a copy of the completed relevant forms to the following address: Wärtsilä Switzerland Ltd Dept. 10189 ‘Engine and System Dynamics’ PO Box 414 CH-8401 Winterthur Switzerland Fax: +41-52-262 07 25

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Engine dynamics

D3.1

Marine installation Torsional Vibration Calculation
Name: Order Date: Phone: Order deadline:

Client Information

Project

Project name: Shipyard: Classification society: Hull No.:

Engine

Engine type: Engine power: Rotation: clockwise j Y j kW anti-clockwise j N j Engine speed: Engine tuning (RT-flex): if yes, in which speed range: Standard j rpm DeltaTuning j rpm

Barred speed range accepted: Shafting Intermediate shaft diameter: Intermediate shaft length: Intermediate shaft UTS:

mm mm N/mm2

Propeller shaft diameter: Propeller shaft length: Propeller shaft UTS:

mm mm N/mm2

If possible, a drawing or sketch of the propulsion shafting should be enclosed. In case the installation consists of a CP-Propeller, a detailed drawing of the oil-distribution shaft is needed. Propeller Type: Diameter: Mean pitch: Inertia in air: FP j CP j m m kgm2 Number of blades: Mass: Expanded area blade ratio: Inertia with entr. water*: kgm2 4 j 5 j 6 j kg

*In case of a CP-Propeller, the inertia in water for full pitch has to be given and if possible, the inertia of the entrained water depending on the pitch to be enclosed. PTO PTO-Gear Type: Manufacturer: Detailed drawings with the gearwheel inertias and gear ratios to be enclosed. PTO-Clutches/Elastic couplings The arrangement and the type of couplings to be enclosed. PTO-Generator Manufacturer: Generator speed: Rated apparent power: Rotor inertia: Frequency control system: No j rpm kVA kgm2 Thyristor j Service speed range: Rated voltage: Grid frequency: Power factor cos ϕ: Constant speed gear j rpm V Hz Free end gear (RTA) j Tunnel gear j Camshaft gear (RTA) j Shaft generator j

If possible, drawing of generator shaft to be enclosed Minimum required data needed for provisional calculation. Table D5 Vibration calculation form (ad-t1-tvc-marine-order-form)

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D3.2

Testbed installation Torsional Vibration Calculation
Name: Order Date: Phone: Order deadline:

Client Information

Project

Project name: Shipyard: Classification society: Hull No.:

Engine

Engine type: Engine power: Rotation: Flywheel inertia: clockwise j kW anti-clockwise j kgm2 Engine speed: Engine tuning (RT-flex): Front disc inertia: TV damper manufacturer: Details of the dynamic characteristics of TV damper to be enclosed if already known. Standard j rpm DeltaTuning j kgm2

TV damper type / designation:

Shafting Intermediate shaft diameter: Intermediate shaft UTS: mm N/mm2 Intermediate shaft length: Propeller shaft UTS: mm N/mm2

A drawing or sketch of the propulsion shafting should be enclosed. Water brake Type: Inertia of rotor with entr. water: Elasticity of brake shaft: PTO PTO-Gear Type: Manufacturer: Detailed drawings with the gearwheel inertias and gear ratios to be enclosed. PTO-Clutches/Elastic couplings The arrangement and the type of couplings to be enclosed. PT-Generator Manufacturer: Generator speed: Rotor inertia: rpm kgm2 If possible, drawing of generator shaft to be enclosed Minimum required data needed for provisional calculation. Table D6 Vibration calculation form (ad-t1-tvc-testbed-order-form) Rotor mass: kg Service speed range: rpm Free end gear j kgm2 Manufacturer: Drw.No.:

rad/Nm (between flange and rotor) Camshaft gear j

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Engine dynamics

D3.3

Marine installation Coupled Axial Vibration Calculation
Name: Order Date: Phone: Order deadline:

Client Information

Project

Project name: Shipyard: Classification society: Hull No.:

Engine

Engine type: Engine power: Rotation: Flywheel inertia: Front disc inertia: clockwise j kW anti-clockwise j kgm2 kgm2 Engine speed: Engine tuning (RT-flex): Flywheel mass: Front disc mass: TV damper manufacturer: Details of the dynamic characteristics of TV damper to be enclosed if already known. Standard j rpm DeltaTuning j kg kg

TV damper type / designation:

Shafting Intermediate shaft diameter: Intermediate shaft length: Intermediate shaft UTS: mm mm N/mm2 Propeller shaft diameter: Propeller shaft length: Propeller shaft UTS: mm mm N/mm2

If possible, a drawing or sketch of the propulsion shafting should be enclosed. In case the installation consists of a CP-Propeller, a detailed drawing of the oil-distribution shaft is needed Propeller Type: Diameter: Mean pitch: Inertia in air: Inertia with entr. water*: FP j CP j m m kgm2 kgm2 Expanded area blade ratio: Mass in air: Mass with entrained water: kg kg Number of blades: 4 j 5 j 6 j

*In case of a CP-Propeller, the inertia in water for full pitch has to be given and if possible, the inertia of the entrained water depending on the pitch to be enclosed. PTO PTO-Gear Type: Manufacturer: Detailed drawings with the gearwheel inertias and gear ratios to be enclosed. PTO-Clutches/Elastic couplings The arrangement and the type of couplings to be enclosed. PTO-Generator Manufacturer: Generator speed: Rotor inertia: rpm kgm2 If possible, drawing of generator shaft to be enclosed Table D7 Vibration calculation form (ad-t1-avc-marine-order-form) Rotor mass: kg Service speed range: rpm Free end gear (RTA) j Tunnel gear j Camshaft gear (RTA) j Shaft generator j

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D3.4

Marine installation Bending Vibration & Alignment Calculation
Name: Order Date: Phone: Order deadline:

Client Information

Project

Project name: Shipyard: Classification society: Hull No.:

Engine

Engine type: Engine power: Rotation: Flywheel inertia: Front disc inertia: clockwise j kW anti-clockwise j kgm2 kgm2 Engine speed: Engine tuning (RT-flex): Flywheel mass: Front disc mass: TV damper manufacturer: Details of the dynamic characteristics of TV damper to be enclosed if already known. Standard j rpm DeltaTuning j kg kg

TV damper type / designation:

Shafting Intermediate shaft diameter: Intermediate shaft length: Intermediate shaft UTS: mm mm N/mm2 Propeller shaft diameter: Propeller shaft length: Propeller shaft UTS: mm mm N/mm2

A drawing or sketch of the propulsion shafting should be enclosed. In case the installation consists of a CP-Propeller, a detailed drawing of the oil-distribution shaft is needed Propeller Type: Diameter: Mean pitch: Inertia in air: Inertia with entr. water*: PTO PTO-Gear Type: Manufacturer: Detailed drawings with the gearwheel inertias, masses and gear ratios to be enclosed. PTO-Clutches/Elastic couplings The arrangement and the type of couplings to be enclosed. PTO-Generator Manufacturer: Generator speed: Rotor inertia: Shaft bearings Type: Stiffness horizontal: Sterntube stiffn. horiz.: Table D8 N/m N/m Stiffness vertical: Sterntube stiffn. vertical: N/m N/m rpm kgm2 Rotor mass: Kg Service speed range: rpm Free end gear (RTA) j FP j CP j m m kgm2 kgm2 Expanded area blade ratio: Mass in air: Mass with entrained water: Camshaft gear (RTA) j kg kg Shaft generator j Number of blades: 4 j 5 j 6 j

Tunnel gear j

Vibration calculation form (ad-t1-bending&alignment-order-form)

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E.

Auxiliary power generation

E1 E1.1

General information Introduction
The waste heat option is a practical proposition for high powered engines employed on long voyages. The electrical power required when loading and discharging cannot be met with a main-engine driven generator or with the waste heat recovery system, and for vessels employed on comparatively short voyages the waste heat system is not viable. Stand-by diesel generator sets (Wärtsilä GenSets), burning heavy fuel oil or marine diesel oil, available for use in port, when manoeuvring or at anchor, provide the flexibility required when the main engine power cannot be utilised.

This chapter covers a number of auxiliary power arrangements for consideration. However, if your requirements are not fulfilled, please contact our representative or consult Wärtsilä Switzerland Ltd, Winterthur, directly. Our aim is to provide flexibility in power management, reduce overall fuel consumption and maintain uni-fuel operation. The sea load demand for refrigeration compressors, engine and deck ancillaries, machinery space auxiliaries and hotel load can be met by using a main-engine driven generator, by a steamturbine driven generator utilising waste heat from the engine exhaust gas, or simply by auxiliary generator sets.

Exhaust gas econimiser

Ship service steam

Steam turbine

Ship service power

G
Power turbine

G G M/G

Aux. engine Aux. engine Aux. engine Aux. engine

Main engine

G G

F10.5321

Fig. E1

Heat recovery, typical system layout

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Auxiliary power generation

E1.2

System description and layout

E3.2

PTO power and speed
PTO tunnel gear with generator

Although initial installation costs for a heat recovery plant are relatively high, these are recovered by fuel savings if maximum use is made of the steam output, i.e., electrical power and domestics, space heating, heating of tank, fuel and water.

Generator speed [rpm]

1000, 1200, 1500, 1800 700

Power [kWe]

1200 1800 *1)

E2

Waste heat recovery
Remark: *1) Higher powers on request

Before any decision can be made about installing a waste heat recovery system (see figure E1) the steam and electrical power available from the exhaust gas is to be established. For more information see chapter J ‘winGTD – the General Technical Data’.

Table E1

PTO power and speed

Another alternative is a shaft generator.

E3

Power take off (PTO)

Main-engine driven generators are an attractive option when consideration is given to simplicity of operation and low maintenance costs. The generator is driven through a tunnel PTO gear with frequency control provided by thyristor invertors or constant-speed gears. The tunnel gear is mounted at the intermediate propeller shaft. Positioning the PTO gear in that area of the ship depends upon the amount of space available.

E3.1

Arrangements of PTO

Figure E2 illustrates various arrangements for PTO with generator. If your particular requirements are not covered, please do not hesitate to contact our representative or Wärtsilä Switzerland Ltd, Winterthur, directly.
T1
T

T2
T

T3

T1–T3 Tunnel gear T Thyristor bridge

Controllable-pitch propeller Generator

F10.5231

Fig. E2

Tunnel PTO gear

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F.

Ancillary systems

F1 F1.1

General information Introduction

Sizing engine ancillary systems, i.e. fresh water cooling, lubricating oil, fuel oil, etc., depends on the contract maximum engine power. If the expected system design is out of the scope of this manual please contact our representative or Wärtsilä Switzerland Ltd, Winterthur, directly.

F1.2

Part-load data

The engine part-load data can be determined with the help of the winGTD-program which is available on request.

F1.3

Engine system data

The data contained in tables F1 to F6 are applicable to the nominal maximum continuous rating (R1) of each six- to fourteen-cylinder engine. These data refer to engines with the following conditions/features: – – – At design (tropical) conditions. ABB TPL turbochargers. Turbochargers lubricated from the engine’s lubricating system.

This data is suitable for estimating the size of ancillary equipment. Derating and part-load performance data and data with Delta Tuning can be obtained on request. The winGTD-program enables all engine and system data at any Rx rating within the engine rating field to be obtained. However, for convenience or final confirmation when optimizing the plant, Wärtsilä Switzerland Ltd provide a computerized calculation service. Please complete in full the questionnaire on the next page to enable us to supply the necessary data.

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Ancillary systems

F1.3.1

Questionnaire for engine data (winGTD, see section C7.2)

In order to obtain computerized engine performance data and optimized ancillary system data, please send completed copy of this questionnaire to: Wärtsilä Switzerland Ltd Dept. 10189 PO Box 414, CH-8401 Winterthur, Switzerland. Fax No. +41 52 212 49 17

Client specification
Company: Name: Address: Department: Country: Telephone: Telefax: Telex: E-mail: Date of contact:

Project specification
Project number: Shipowner, country: Shipyard, country: Project manager: Wärtsilä representative:

Engine specification
Number of cylinders: PTO: (see PTO options in table E1) Max. PTO [kW] Constant-speed output: Speed [rpm]: f f f 700 Yes 1000 f j f 1200 1200 f f 1800 1500 f f 1800 No (continue to ‘Rating point’ below) RT-flex96C f Yes j No (continue to ‘Rating point’ below)

Rating point (CMCR = Rx)
Power: Speed: kW rpm

Cooling system specification
j j j Central fresh water cooling with single-stage scavenge air cooler and integrated HT circuit Central fresh water cooling with single-stage scavenge air cooler and separate HT circuit Central fresh water cooling with two-stage scavenge air cooler and integrated HT circuit

Calculations are based on an operating mode according to propeller law and design (tropical) conditions.

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F.

Ancillary systems

F1.3.2

Engine system data for central fresh water cooling system (single-stage) at nominal maximum continuous rating (R1)
Cooling with integrated HT circuit
HT circuit Lubricating oil cooler Scavenge air cooler (LT) Central cooler Recirculation

Engine equipped with ABB TPL turbochargers
for Mitsubishi turbochargers use data from the winGTD program (see chapter C).

LT

F10.1907

Inlet

Outlet

Fig. F1

Central fresh water cooling system with single-stage SAC and integrated HT circuit

General data Speed 102 rpm

Number of cylinders Engine power Number and type of turbochargers heat dissipation engine in/out heat dissipation cooler in/out mass flow

– kW

6 34 320 2 x ABB TPL85-B14 5109 265 73.0/90.0 11740 440 36.0/59.1 249781 3682 547 58.7/45.0 319 36.0/46.0 10.7 20531 759 59.5/36.0 901 32.0/52.0 5.6 10393 253255 314 296 25 9.9 250 m3h 547 66 265 759 15.4 8.6 901 30 8.5 260 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2

7 40 040 2 x ABB TPL85-B14 6139 318 73.0/90.0 13591 440 36.0/62.8 291411 4275 621 59.0/45.0 370 36.0/46.0 10.9 24004 810 61.8/36.0 1054 32.0/52.0 6.5 12125 295464 314 333 25 11.5 290 m3/h 621 77 318 810 18.0 10.0 1054 30 9.9 300 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2

8 45 760 2 x ABB TPL85-B15 7189 373 73.0/90.0 15411 440 36.0/66.3 333041 4880 695 59.3/45.0 423 36.0/46.0 11.0 27480 863 63.7/36.0 1206 32.0/52.0 7.2 13857 337673 314 368 25 13.4 340 m3/h 695 88 373 863 20.6 11.4 1206 30 11.5 350 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2

9 51 480 3 x ABB TPL85-B14 7698 399 73.0/90.0 17610 660 36.0/59.1 374671 5540 778 59.5/45.0 480 36.0/46.0 11.1 30848 1140 59.6/36.0 1354 32.0/52.0 5.6 15589 379882 314 402 25 14.9 380 m3/h 778 99 399 1140 23.2 12.9 1354 30 12.9 390 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2

Cylinder cooling (HT) Fresh water flow Fresh water temperature Scavenge air cooler (LT) Fresh water flow (LT) Fresh water temperature Scavenge air

kW m3/h °C kW m3/h °C kg/h kW m3/h °C m3/h °C °C kW m3/h °C m3/h °C °C kW kg/h °C kW

Lubricating oil cooler heat dissipation *1) Oil flow *1) Oil temperature cooler in/out Fresh water flow Fresh water temperature cooler in/out Mean log. temperature difference Central cooler Fresh water flow (LT) Fresh water temperature Sea-water flow Sea-water temperature Mean log. temperature difference Exhaust gas Mass flow Temperature after turbine Engine radiation Starting air *3) Bottle (2 units) Air compressor (2 units) at design pressure capacity each capacity each heat dissipation cooler in/out cooler in/out

heat dissipation *2)

bar m3 m3/h

Pump capacities / delivery head *4) Lubricating oil Crosshead lubricating oil High temperature circuit (cylinder cooling) Low temperature circuit Fuel oil booster Fuel oil feed Sea-water

Remark:

*1) *2) *3) *4)

Excluding heat and oil flow for damper and PTO gear Available heat for boiler with gas outlet temperature 170°C and temperature drop 5°C from turbine to boiler. For 12 starts and refilling time 1 hour at a relative inertia of 2.0 (see section F2.5). Pressure difference across pump (final delivery head must be according to the actual piping layout).

Table F1

R1 data for central fresh water cooling system with single-stage SAC and integrated HT circuit

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General data Speed 102 rpm

Number of cylinders Engine power Number and type of turbochargers heat dissipation engine in/out heat dissipation cooler in/out mass flow

– kW kW m3/h °C kW m3/h °C kg/h kW m3/h °C m3/h °C °C kW m3/h °C m3/h °C °C kW kg/h °C kW

10 57 200 3 x TPL85-B14 8728 453 73.0/90.0 19466 660 36.0/61.6 416302 6133 852 59.7/45.0 531 36.0/46.0 11.2 34326 1191 61.1/36.0 1507 32.0/52.0 6.2 17321 422091 314 436 25 16.5 420 m3h 852 110 453 1191 25.7 14.3 1507 30 14.2 430 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2

11 62 920 3 x TPL85-B15 9771 507 73.0/90.0 21301 660 36.0/64.0 457932 6733 926 59.8/45.0 583 36.0/46.0 11.2 37805 1243 62.5/36.0 1660 32.0/52.0 6.7 19053 464301 314 469 25 18.1 460 m3/h 926 121 507 1243 28.3 15.7 1660 30 15.5 470 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2

12 68 640 3 x TPL85-B15 10828 562 73.0/90.0 23116 660 36.0/66.3 499562 7342 1000 59.9/45.0 636 36.0/46.0 11.3 41286 1296 63.7/36.0 1813 32.0/52.0 7.2 20785 506510 314 500 25 19.7 500 m3/h 1000 132 562 1296 30.9 17.2 1813 30 16.8 510 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2

13 74 360 3 x TPL85-B15 11897 617 73.0/90.0 24912 660 36.0/68.7 541192 7957 1074 60.1/45.0 689 36.0/46.0 11.4 44766 1349 64.9/36.0 1965 32.0/52.0 7.6 22518 548719 314 500 25 21.2 550 m3/h 1074 143 617 1349 33.5 18.6 1965 30 18.1 560 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2

14 80 080 4 x TPL85-B14 12364 641 73.0/90.0 27181 880 36.0/62.8 582822 8593 1157 60.1/45.0 745 36.0/46.0 11.4 48138 1625 61.8/36.0 2113 32.0/52.0 6.5 24250 590928 314 563 25 22.9 600 m3/h 1157 154 641 1625 36.0 20.0 2113 30 19.5 620 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2

Cylinder cooling (HT) Fresh water flow Fresh water temperature Scavenge air cooler (LT) Fresh water flow (LT) Fresh water temperature Scavenge air

Lubricating oil cooler heat dissipation *1) Oil flow *1) Oil temperature cooler in/out Fresh water flow Fresh water temperature cooler in/out Mean log. temperature difference Central cooler heat dissipation Fresh water flow (LT) Fresh water temperature cooler in/out Sea-water flow Sea-water temperature cooler in/out Mean log. temperature difference Exhaust gas Mass flow Temperature after turbine Engine radiation Starting air *3) Bottle (2 units) Air compressor (2 units) at design pressure capacity each capacity each heat dissipation *2)

bar m3 m3/h

Pump capacities / delivery head *4) Lubricating oil Crosshead lubricating oil High temperature circuit (cylinder cooling) Low temperature circuit Fuel oil booster Fuel oil feed Sea-water

Remark:

*1) *2) *3) *4)

Excluding heat and oil flow for damper and PTO gear Available heat for boiler with gas outlet temperature 170°C and temperature drop 5°C from turbine to boiler. For 12 starts and refilling time 1 hour at a relative inertia of 2.0 (see section F2.5). Pressure difference across pump (final delivery head must be according to the actual piping layout).

Table F2

R1 data for central fresh water cooling system with single-stage SAC and integrated HT circuit

25.89.07.40 – Issue XI.06 – Rev. 0

F–4

Wärtsilä Switzerland Ltd

RT-flex96C

Marine Installation Manual

F.

Ancillary systems

Cooling with separate HT circuit

HT circuit Cylinder water cooler

Engine equipped with ABB TPL turbochargers
for Mitsubishi turbochargers use data from the winGTD program (see chapter C).

LT

Lubricating oil cooler Scavenge air cooler (LT) Central cooler

Recirculation

F10.1907

Inlet

Outlet

Fig. F2

Central fresh water cooling system with single-stage SAC and separate HT circuit

General data Speed 102 rpm

Number of cylinders Engine power Number and type of turbochargers heat dissipation cooler in/out cooler in/out

– kW

6 34 320 2 x ABB TPL85-B14 5109 265 90.0/73.0 319 46.0/59.9 28.5 5109 265 73.0/90.0 11740 440 36.0/59.1 249781 3682 547 58.7/45.0 319 36.0/46.0 10.7 20531 759 59.4/36.0 901 32.0/52.0 5.5 10393 253255 314 296 25 9.9 250 m3h 547 66 265 759 15.4 8.6 901 30 8.5 260 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2

7 40 040 2 x ABB TPL85-B14 6139 318 90.0/73.0 370 46.0/60.4 28.3 6139 318 73.0/90.0 13591 440 36.0/62.8 291411 4275 621 59.0/45.0 370 36.0/46.0 10.9 24004 810 61.7/36.0 1054 32.0/52.0 6.4 12125 295464 314 333 25 11.5 290 m3/h 621 77 318 810 18.0 10.0 1054 30 9.9 300 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2

8 45 760 2 x ABB TPL85-B15 7189 373 90.0/73.0 423 46.0/60.7 28.1 7189 373 73.0/90.0 15411 440 36.0/66.3 333041 4880 695 59.3/45.0 423 36.0/46.0 11.0 27480 863 63.6/36.0 1206 32.0/52.0 7.1 13857 337673 314 368 25 13.4 340 m3/h 695 88 373 863 20.6 11.4 1206 30 11.5 350 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2

9 51 480 3 x ABB TPL85-B14 7698 399 90.0/73.0 480 46.0/59.9 28.5 7698 399 73.0/90.0 17610 660 36.0/59.1 374671 5540 778 59.5/45.0 480 36.0/46.0 11.1 30848 1140 59.4/36.0 1354 32.0/52.0 5.5 15589 379882 314 402 25 14.9 380 m3/h 778 99 399 1140 23.2 12.9 1354 30 12.9 390 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2

Cylinder water cooler (HT) Fresh water flow (HT) Fresh water temperature Fresh water flow (LT) Fresh water temperature (LT) Mean log. temperature difference Cylinder cooling (HT) Fresh water flow Fresh water temperature Scavenge air cooler (LT) Fresh water flow (LT) Fresh water temperature Scavenge air

kW m3/h °C m3/h °C °C kW m3/h °C kW m3/h °C kg/h kW m3/h °C m3/h °C °C kW m3/h °C m3/h °C °C kW kg/h °C kW

heat dissipation engine in/out heat dissipation cooler in/out mass flow

Lubricating oil cooler heat dissipation *1) Oil flow *1) Oil temperature cooler in/out Fresh water flow Fresh water temperature cooler in/out Mean log. temperature difference Central cooler Fresh water flow (LT) Fresh water temperature Sea-water flow Sea-water temperature Mean log. temperature difference Exhaust gas Mass flow Temperature after turbine Engine radiation Starting air *3) Bottle (2 units) Air compressor (2 units) at design pressure capacity each capacity each heat dissipation cooler in/out cooler in/out

heat dissipation *2)

bar m3 m3/h

Pump capacities / delivery head *4) Lubricating oil Crosshead lubricating oil High temperature circuit (cylinder cooling) Low temperature circuit Fuel oil booster Fuel oil feed Sea-water

Remark:

*1) *2) *3) *4)

Excluding heat and oil flow for damper and PTO gear Available heat for boiler with gas outlet temperature 170°C and temperature drop 5°C from turbine to boiler. For 12 starts and refilling time 1 hour at a relative inertia of 2.0 (see section F2.5). Pressure difference across pump (final delivery head must be according to the actual piping layout).

Table F3

R1 data for central fresh water cooling system with single-stage SAC and separate HT circuit

Wärtsilä Switzerland Ltd

F–5

25.89.07.40 – Issue XI.06 – Rev. 0

Marine Installation Manual F.

RT-flex96C

Ancillary systems

General data Speed 102 rpm

Number of cylinders Engine power Number and type of turbochargers

– kW kW m3/h °C m3/h °C °C kW m3/h °C kW m3/h °C kg/h kW m3/h °C m3/h °C °C kW m3/h °C m3/h °C °C kW kg/h °C kW

10 57 200 3 x TPL85-B14 8728 453 90.0/73.0 531 46.0/60.2 28.4 8728 453 73.0/90.0 19466 660 36.0/61.6 416302 6133 852 59.7/45.0 531 36.0/46.0 11.2 34326 1191 61.0/36.0 1507 32.0/52.0 6.2 17321 422091 314 436 25 16.5 420 m3h 852 110 453 1191 25.7 14.3 1507 30 14.2 430 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2

11 62 920 3 x TPL85-B15 9771 507 90.0/73.0 583 46.0/60.5 28.2 9771 507 73.0/90.0 21301 660 36.0/64.0 457932 6733 926 59.8/45.0 583 36.0/46.0 11.2 37805 1243 62.3/36.0 1660 32.0/52.0 6.7 19053 464301 314 469 25 18.1 460 m3/h 926 121 507 1243 28.3 15.7 1660 30 15.5 470 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2

12 68 640 3 x TPL85-B15 10828 562 90.0/73.0 636 46.0/60.7 28.1 10828 562 73.0/90.0 23116 660 36.0/66.3 499562 7342 1000 59.9/45.0 636 36.0/46.0 11.3 41286 1296 63.6/36.0 1813 32.0/52.0 7.1 20785 506510 314 500 25 19.7 500 m3/h 1000 132 562 1296 30.9 17.2 1813 30 16.8 510 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2

13 74 360 3 x TPL85-B15 11897 617 90.0/73.0 689 46.0/61.0 28.0 11897 617 73.0/90.0 24912 660 36.0/68.7 541192 7957 1074 60.1/45.0 689 36.0/46.0 11.4 44766 1349 64.7/36.0 1965 32.0/52.0 7.5 22518 548719 314 532 25 21.2 550 m3/h 1074 143 617 1349 33.5 18.6 1965 30 18.1 560 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2

14 80 080 4 x TPL85-B14 12364 641 90.0/73.0 745 46.0/60.4 28.3 12364 641 73.0/90.0 27181 880 36.0/62.8 582822 8593 1157 60.1/45.0 745 36.0/46.0 11.4 48138 1625 61.7/36.0 2113 32.0/52.0 6.4 24250 590928 314 563 25 22.9 600 m3/h 1157 154 641 1625 36.0 20.0 2113 30 19.5 620 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2

Cylinder water cooler (HT) heat dissipation Fresh water flow (HT) Fresh water temperature cooler in/out Fresh water flow (LT) Fresh water temperature (LT) cooler in/out Mean log. temperature difference Cylinder cooling (HT) Fresh water flow Fresh water temperature Scavenge air cooler (LT) Fresh water flow (LT) Fresh water temperature Scavenge air heat dissipation engine in/out heat dissipation cooler in/out mass flow

Lubricating oil cooler heat dissipation *1) Oil flow *1) Oil temperature cooler in/out Fresh water flow Fresh water temperature cooler in/out Mean log. temperature difference Central cooler heat dissipation Fresh water flow (LT) Fresh water temperature cooler in/out Sea-water flow Sea-water temperature cooler in/out Mean log. temperature difference Exhaust gas Mass flow Temperature after turbine Engine radiation Starting air *3) Bottle (2 units) Air compressor (2 units) at design pressure capacity each capacity each heat dissipation *2)

bar m3 m3/h

Pump capacities / delivery head *4) Lubricating oil Crosshead lubricating oil High temperature circuit (cylinder cooling) Low temperature circuit Fuel oil booster Fuel oil feed Sea-water

Remark:

*1) *2) *3) *4)

Excluding heat and oil flow for damper and PTO gear Available heat for boiler with gas outlet temperature 170°C and temperature drop 5°C from turbine to boiler. For 12 starts and refilling time 1 hour at a relative inertia of 2.0 (see section F2.5). Pressure difference across pump (final delivery head must be according to the actual piping layout).

Table F4

R1 data for central fresh water cooling system with single-stage SAC and separate HT circuit

25.89.07.40 – Issue XI.06 – Rev. 0

F–6

Wärtsilä Switzerland Ltd

RT-flex96C

Marine Installation Manual

F.

Ancillary systems

F1.3.3

Engine system data for central fresh water cooling system (two-stage) at nominal maximum continuous rating (R1)
Cooling with integrated HT circuit
Engine cylinder cooling HT Scavenge air cooler (HT)

Engine equipped with ABB TPL turbochargers
for Mitsubishi turbochargers use data from the winGTD program (see chapter C).

LT

Lubricating oil cooler Scavenge air cooler (LT) Central cooler

Recirculation

F10.1907

Inlet

Outlet

Fig. F3

Central fresh water cooling system with two-stage SAC and integrated HT circuit

General data Speed 102 rpm

Number of cylinders Engine power Number and type of turbochargers heat dissipation engine in/out heat dissipation cooler in/out heat dissipation cooler in/out mass flow

– kW

6 34 320 2 x ABB TPL85-B14 5031 261 73.0/90.0 7149 220 73.0/101.7 4713 440 36.0/45.3 249781 3638 547 58.5/45.0 315 36.0/46.0 10.7 20531 755 59.8/36.0 901 32.0/52.0 5.7 10393 253255 314 296 25 9.9 250 m3h 547 66 481 755 15.4 8.6 901 30 8.5 260 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2

7 40 040 2 x ABB TPL85-B14 6064 315 73.0/90.0 7836 220 73.0/104.4 5872 440 36.0/47.6 291411 4233 621 58.9/45.0 367 36.0/46.0 10.8 24005 807 62.0/36.0 1054 32.0/52.0 6.6 12125 295464 314 333 25 11.5 290 m3/h 621 77 535 807 18.0 10.0 1054 30 9.9 300 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2

8 45 760 2 x ABB TPL85-B15 7132 370 73.0/90.0 8379 220 73.0/106.6 7122 440 36.0/50.0 333041 4848 695 59.2/45.0 420 36.0/46.0 11.0 27481 860 64.0/36.0 1206 32.0/52.0 7.3 13857 337673 314 368 25 13.4 340 m3/h 695 88 590 860 20.6 11.4 1206 30 11.5 350 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2

9 51 480 3 x ABB TPL85-B14 7582 393 73.0/90.0 10723 330 73.0/101.7 7069 660 36.0/45.3 374671 5474 778 59.3/45.0 474 36.0/46.0 11.0 30849 1134 59.8/36.0 1354 32.0/52.0 5.7 15589 379882 314 402 25 14.9 380 m3/h 778 99 723 1134 23.2 12.9 1354 30 12.9 390 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2

Cylinder cooling (HT) Fresh water flow Fresh water temperature Scavenge air cooler (HT Fresh water flow (HT) Fresh water temperature Scavenge air cooler (LT) Fresh water flow (LT) Fresh water temperature Scavenge air

kW m3/h °C kW m3/h °C kW m3/h °C kg/h kW m3/h °C m3/h °C °C kW m3/h °C m3/h °C °C kW kg/h °C kW

Lubricating oil cooler heat dissipation *1) Oil flow *1) Oil temperature cooler in/out Fresh water flow Fresh water temperature cooler in/out Mean log. temperature difference Central cooler Fresh water flow (LT) Fresh water temperature Sea-water flow Sea-water temperature Mean log. temperature difference Exhaust gas Mass flow Temperature after turbine Engine radiation Starting air *3) Bottle (2 units) Air compressor (2 units) at design pressure capacity each capacity each heat dissipation cooler in/out cooler in/out

heat dissipation *2)

bar m3 m3/h

Pump capacities / delivery head *4) Lubricating oil Crosshead lubricating oil High temperature circuit (cylinder cooling) Low temperature circuit Fuel oil booster Fuel oil feed Sea-water

Remark:

*1) *2) *3) *4)

Excluding heat and oil flow for damper and PTO gear Available heat for boiler with gas outlet temperature 170°C and temperature drop 5°C from turbine to boiler. For 12 starts and refilling time 1 hour at a relative inertia of 2.0 (see section F2.5). Pressure difference across pump (final delivery head must be according to the actual piping layout).

Table F5

R1 data for central fresh water cooling system with two-stage SAC and integrated HT circuit

Wärtsilä Switzerland Ltd

F–7

25.89.07.40 – Issue XI.06 – Rev. 0

Marine Installation Manual F.

RT-flex96C

Ancillary systems

General data Speed 102 rpm

Number of cylinders Engine power Number and type of turbochargers heat dissipation engine in/out heat dissipation cooler in/out heat dissipation cooler in/out mass flow

– kW kW m3/h °C kW m3/h °C kW m3/h °C kg/h kW m3/h °C m3/h °C °C kW m3/h °C m3/h °C °C kW kg/h °C kW

10 57 200 3 x TPL85-B14 8612 447 73.0/90.0 11434 330 73.0/103.6 8213 660 36.0/46.8 416302 6068 852 59.5/45.0 526 36.0/46.0 11.1 34327 1186 61.3/36.0 1507 32.0/52.0 6.3 17321 422091 314 436 25 16.5 420 m3h 852 110 777 1186 25.7 14.3 1507 30 14.2 430 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2

11 62 920 3 x TPL85-B15 9664 501 73.0/90.0 12049 330 73.0/105.2 9419 660 36.0/48.4 457932 6674 926 59.7/45.0 578 36.0/46.0 11.2 37806 1238 62.7/36.0 1660 32.0/52.0 6.8 19053 464301 314 469 25 18.1 460 m3/h 926 121 831 1238 28.3 15.7 1660 30 15.5 470 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2

12 68 640 3 x TPL85-B15 10741 557 73.0/90.0 12568 330 73.0/106.6 10683 660 36.0/50.0 499562 7294 1000 59.8/45.0 632 36.0/46.0 11.3 41286 1292 64.0/36.0 1813 32.0/52.0 7.3 20785 506510 314 500 25 19.7 500 m3/h 1000 132 887 1292 30.9 17.2 1813 30 16.8 510 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2

13 74 360 3 x TPL85-B15 11844 614 73.0/90.0 12991 330 73.0/107.7 12005 660 36.0/51.8 541192 7927 1074 60.0/45.0 687 36.0/46.0 11.3 44767 1347 65.1/36.0 1965 32.0/52.0 7.7 22518 548719 314 532 25 21.2 550 m3/h 1074 143 944 1347 30.5 18.6 1965 30 18.1 560 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2

14 80 080 4 x TPL85-B14 12214 634 73.0/90.0 15672 440 73.0/104.4 11744 880 36.0/47.6 582822 8509 1157 60.0/45.0 737 36.0/46.0 11.3 48139 1617 62.1/36.0 2113 32.0/52.0 6.6 24250 590928 314 563 25 22.9 600 m3/h 1157 154 1074 1617 36.0 20.0 2113 30 19.5 620 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2

Cylinder cooling (HT) Fresh water flow Fresh water temperature Scavenge air cooler (HT) Fresh water flow (HT) Fresh water temperature Scavenge air cooler (LT) Fresh water flow (LT) Fresh water temperature Scavenge air

Lubricating oil cooler heat dissipation *1) Oil flow *1) Oil temperature cooler in/out Fresh water flow Fresh water temperature cooler in/out Mean log. temperature difference Central cooler heat dissipation Fresh water flow (LT) Fresh water temperature cooler in/out Sea-water flow Sea-water temperature cooler in/out Mean log. temperature difference Exhaust gas Mass flow Temperature after turbine Engine radiation Starting air *3) Bottle (2 units) Air compressor (2 units) at design pressure capacity each capacity each heat dissipation *2)

bar m3 m3/h

Pump capacities / delivery head *4) Lubricating oil Crosshead lubricating oil High temperature circuit (cylinder cooling) Low temperature circuit Fuel oil booster Fuel oil feed Sea-water

Remark:

*1) *2) *3) *4)

Excluding heat and oil flow for damper and PTO gear Available heat for boiler with gas outlet temperature 170°C and temperature drop 5°C from turbine to boiler. For 12 starts and refilling time 1 hour at a relative inertia of 2.0 (see section F2.5). Pressure difference across pump (final delivery head must be according to the actual piping layout).

Table F6

R1 data for central fresh water cooling system with two-stage SAC and integrated HT circuit

25.89.07.40 – Issue XI.06 – Rev. 0

F–8

Wärtsilä Switzerland Ltd

RT-flex96C

Marine Installation Manual

F.

Ancillary systems

F2 F2.1

Piping systems Introduction F2.2.1 Central fresh water cooling system

All pipework systems and fittings are to conform to the requirements laid down by the legislative council of the vessel’s country of registration and the classification society selected by the owners. They are to be designed and installed to accommodate the quantities, velocities, flow rates and contents identified in this manual, set to work in accordance with the build specification as approved by the classification society and protected at all times from ingress of foreign bodies. All pipework systems are to be flushed and proved clean prior to commissioning. For flushing the lubricating oil system, please follow the instructions in section F2.3.9, and for flushing the fuel oil system follow the instructions in section F2.4.7. Note: The pipe connections on the engine are supplied with blind mating flanges, except for the turbocharger exhaust gas outlet. Screw connections are supplied complete.

As standard the cooling medium of the scavenge air cooler(s) of the RT-flex96C is fresh water, this involves the use of a central fresh water cooling system. The central fresh water cooling system comprises ‘low-temperature’ (LT) and ‘high-temperature’ (HT) circuits. Fresh water cooling systems reduce the amount of sea-water pipework and its attendant problems and provides for improved cooling control. Optimizing central fresh water cooling results in lower overall running costs when compared with the conventional sea-water cooling system. Compared with central fresh water cooling system with single-stage scavenge air cooler, central fresh water cooling system with two-stage scavenge air cooler is applied for further waste recovery. In this arrangement the high temperature stack of the scavenge air cooler is arranged in parallel to the cylinder cooling system. For more information please contact Wärtsilä Switzerland Ltd, Winterthur.

F2.2

Cooling water and pre-heating systems

The cooling system of the RT-flex96C engine runs on either one of the following standard layouts: – Central fresh water cooling system with singlestage scavenge air cooler and integrated HT circuit (see figure F4) or separate HT circuit (see figure F5). Central fresh water cooling system with twostage scavenge air cooler for heat recovery and integrated HT circuit (see fig. F6).

Wärtsilä Switzerland Ltd

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25.89.07.40 – Issue XI.06 – Rev. 0

Marine Installation Manual F.

RT-flex96C

Ancillary systems

RT flex96C

Sea water pipes LT fresh water pipes HT fresh water pipes Balance pipes Ancillary equipment pipes Drain / overflow pipes Air vent pipes Control / feedback Pipes on engine / pipe connections
347.521a

Remarks: *4) Only when item 015 is installed. *6) Depending on vibration, a flexible hose connection may be recommendable. Air vent pipes and drain valves where necessary. Air vent and drain pipes must be fully functional at all inclination angles of the ship at which the engine must be operational.

Note: For legend see table F7

Fig. F4

Central fresh water cooling system with single-stage scavenge air cooler and integrated HT circuit

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Wärtsilä Switzerland Ltd

RT-flex96C

Marine Installation Manual

F.

Ancillary systems

001 002 003 004 005 006 007 008 009 010 011 012 013 014 015 016 017 018 019 020 023 025 1 2 5 7 16

Expansion Tank Low sea chest *1) High sea chest Sea water strainer Air vent (air vent pipe or equal venting system acc. to shipyard's design) Sea water circulating pump Central sea water cooler Automatic temperature control valve for LT circuit Temperature sensor of regulating system, min. temp. of SAC inlet: 25 °C Fresh water pump for LT circuit Lubricating oil cooler Automatic temperature control valve for HT circuit Temperature sensor of regulating system, constant temp. at engine outlet Cylinder cooling water pump for HT circuit Pre heating circulating pump (optional), capacity 10% from pump 014 *7) Heater for main engine (HT circuit) Air vent pipe (piping on engine, at free end or at driving end) Throttling disc (adjustable on engine, at free end or at driving end) Throttling disc *2) Fresh water generator Remarks: Filling pipe / inlet chemical treatment *3) *1) If requested, two low sea chests are applicable. Scavenge air cooler *2) When using a valve, lock in proper position to avoid mis Cylinder cooling water inlet (at free end or at driving end) handling. Cylinder cooling water outlet (at free end or at driving end) *3) Other designs like hinged covers, etc. are also possible. Scavenge air cooler, cooling water inlet *5) Scavenge air cooler, cooling water outlet and air vent *5) Cylinder cooling water air vent (at free end or at driving end) *5) The inlet and outlet pipes to SAC have to be designed to allow for engine thermal expansion, or expansion parts have to be fitted. *7) For guidance only, final layout according to actual engine pre heating requirements.

347.521a

Number of cylinders Main engine RT-flex96C (R1) power speed cap. cap. ∆p A B All pipe diameters are valid for R1-rated engines and laid out for flows given in section F1.3 ‘Engine system data’. For pipe diameters if Rx-rated pump capacities are used, please refer to section F4 ‘Pipe size and flow details’ C D E F G H J K Table F7 kW rpm m3 m3 bar DN DN DN DN DN DN DN DN DN DN

6

7

8

9

10

11

12

13

14

34320 40040 45760 51480 57200 62920 68640 74360 80080 102 1 1 1.5 1.5 2 2 2 2 2

Cooling water expansion tank, HT Cooling water expansion tank, LT Pressure drop across the engine Nominal pipe diameter

depending on ancillary plants 1.3 400 400 350 250 250 125 200 80 100 50 400 400 350 250 250 150 250 80 100 50 450 450 350 250 250 150 250 100 125 50 450 450 400 300 300 200 250 100 125 65 500 500 400 300 300 200 250 100 150 65 500 500 450 300 300 200 300 125 150 65 550 500 450 300 300 200 300 125 150 65 550 500 450 300 300 250 300 125 150 65 550 500 500 350 350 300 300 125 150 65

Central fresh water cooling system with single-stage scavenge air cooler and integrated HT circuit

Wärtsilä Switzerland Ltd

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25.89.07.40 – Issue XI.06 – Rev. 0

Marine Installation Manual F.

RT-flex96C

Ancillary systems

RT flex96C

Sea water pipes LT fresh water pipes HT fresh water pipes Balance pipes Ancillary equipment pipes Drain / overflow pipes Air vent pipes Control / feedback Pipes on engine / pipe connections
333.620d

Remarks: *4) Only when item 015 is installed. *6) Depending on vibration, a flexible hose connection may be recommendable. Air vent pipes and drain valves where necessary. Air vent and drain pipes must be fully functional at all inclination angles of the ship at which the engine must be operational.

Note: For legend see table F8

Fig. F5

Central fresh water cooling system with single-stage scavenge air cooler and separarte HT circuit

25.89.07.40 – Issue XI.06 – Rev. 0

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RT-flex96C

Marine Installation Manual

F.

Ancillary systems

001 002 003 004 005 006 007 008 009 010 011 012 013 014 015 016 017 018 019 020 021 023 025 026 1 2 5 7 16

Cooling water expansion tank for LT circuit, see figure F7 Cooling water expansion tank for HT circuit, see figure F7 Low sea chest *1) High sea chest Sea water strainer Air vent (air vent pipe or equal venting system acc. to shipyard's design) Sea water circulating pump Central sea water cooler Automatic temperature control valve for LT circuit Temperature sensor of regulating system, min. temp. of SAC inlet: 25 °C Fresh water pump for LT circuit Lubricating oil cooler Automatic temperature control valve for HT circuit Temperature sensor of regulating system, constant temp. at engine outlet Cylinder cooling water pump for HT circuit Pre heating circulating pump (optional), capacity 10% from pump 014 *7) Heater for main engine (HT circuit) Air vent pipe (piping on engine, at free end or at driving end) Throttling disc (adjustable on engine, at free end or at driving end) Throttling disc *2) Fresh water generator Remarks: Filling pipe / inlet chemical treatment *3) *1) If requested, two low sea chests are applicable. Scavenge air cooler *2) When using a valve, lock in proper position to avoid mis Cylinder cooling water cooler handling. Cylinder cooling water inlet (at free end or at driving end) *3) Other designs like hinged covers, etc. are also possible. Cylinder cooling water outlet (at free end or at driving end) *5) The inlet and outlet pipes to SAC have to be designed to Scavenge air cooler, cooling water inlet *5) allow for engine thermal expansion, or expansion parts Scavenge air cooler, cooling water outlet and air vent *5) have to be fitted. Cylinder cooling water air vent (at free end or at driving end) *7) For guidance only, final layout according to actual engine pre heating requirements.

333.620d

Number of cylinders Main engine RT-flex96C (R1) power speed cap. cap. ∆p A B All pipe diameters are valid for R1-rated engines and laid out for flows given in section F1.3 ‘Engine system data’. For pipe diameters if Rx-rated pump capacities are used, please refer to section F4 ‘Pipe size and flow details’ C D E G H J K Table F8 kW rpm m3 m3 bar DN DN DN DN DN DN DN DN DN

6

7

8

9

10

11

12

13

14

34320 40040 45760 51480 57200 62920 68640 74360 80080 102 1 1 1.5 1.5 2 2 2 2 2

Cooling water expansion tank, HT Cooling water expansion tank, LT Pressure drop across the engine Nominal pipe diameter

depending on ancillary plants 1.3 400 400 350 250 250 200 80 100 50 400 400 350 250 250 250 80 100 50 450 450 350 250 250 250 100 125 50 450 450 400 300 300 250 100 125 65 500 500 400 300 300 250 100 150 65 500 500 450 300 300 300 125 150 65 550 500 450 300 300 300 125 150 65 550 500 450 300 300 300 125 150 65 550 500 500 350 350 300 125 150 65

Central fresh water cooling system with single-stage scavenge air cooler and separate HT circuit

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Sea water pipes LT fresh water pipes HT fresh water pipes Balance pipes Ancillary equipment pipes Drain / overflow pipes Air vent pipes Control / feedback Pipes on engine / pipe connections
333.600d

Remarks: *4) Only when item 015 is installed. *6) Depending on vibration, a flexible hose connection may be recommendable. Air vent pipes and drain valves where necessary. Air vent and drain pipes must be fully functional at all inclination angles of the ship at which the engine must be operational.

Note: For legend see table F9

Fig. F6

Central fresh water cooling system with two-stage scavenge air cooler and integrated HT circuit

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001 002 003 004 005 006 007 008 009 010 011 012 013 014 015 016 017 018 019 020 023 024 025 1 2 3 4 5 7 16

Cooling water expansion tank, see figure F7 Low sea chest *1) High sea chest Sea water strainer Air vent (air vent pipe or equal venting system acc. to shipyard's design) Sea water circulating pump Central sea water cooler Automatic temperature control valve for LT circuit Temperature sensor of regulating system, min. temp. of SAC inlet: 25 °C Fresh water pump for LT circuit Lubricating oil cooler Automatic temperature control valve for HT circuit Temperature sensor of regulating system, constant temp. at engine outlet Cylinder cooling water pump for HT circuit Pre heating circulating pump (optional), capacity 5% from pump 014 *7) Heater for main engine (HT circuit) Air vent pipe (piping on engine, at free end or at driving end) Throttling disc (adjustable on engine, at free end or at driving end) Throttling disc *2) Fresh water generator Filling pipe / inlet chemical treatment *3) Scavenge air cooler, LT Scavenge air cooler, HT Remarks: Cylinder cooling water inlet (at free end or at driving end) *1) If requested, two low sea chests are applicable. Cylinder cooling water outlet (at free end or at driving end) Scavenge air cooler, cooling water inlet. HT *5) Scavenge air cooler, cooling water outlet and air vent, HT *5) Scavenge air cooler, cooling water inlet, LT *5) Scavenge air cooler, cooling water outlet and air vent, LT *5) Cylinder cooling water air vent (at free end or at driving end) *2) When using a valve, lock in proper position to avoid mis handling. *3) Other designs like hinged covers, etc. are also possible. *5) The inlet and outlet pipes to SAC have to be designed to allow for engine thermal expansion, or expansion parts have to be fitted. *7) For guidance only, final layout according to actual engine pre heating requirements.

333.600d

Number of cylinders Main engine RT-flex96C (R1) power speed cap. cap. ∆p A B C All pipe diameters are valid for R1-rated engines and laid out for flows given in section F1.3 ‘Engine system data’. For pipe diameters if Rx-rated pump capacities are used, please refer to section F4 ‘Pipe size and flow details’ D E F G H J K L Table F9 kW rpm m3 m3 bar DN DN DN DN DN DN DN DN DN DN DN

6

7

8

9

10

11

12

13

14

34320 40040 45760 51480 57200 62920 68640 74360 80080 102 1 1 1.5 1.5 2 2 2 2 2

Cooling water expansion tank, HT Cooling water expansion tank, LT Pressure drop across the engine Nominal pipe diameter

depending on ancillary plants 1.3 400 400 350 250 250 200 300 80 100 50 250 400 400 350 250 250 200 350 80 100 50 250 450 450 350 250 250 200 350 100 125 50 250 450 450 400 300 300 250 400 100 125 65 300 500 500 400 300 300 250 400 100 150 65 300 500 500 450 300 300 250 400 125 150 65 300 550 500 450 300 300 250 400 125 150 65 300 550 500 450 300 300 250 400 125 150 65 300 550 500 500 350 350 300 400 125 150 65 300

Central fresh water cooling system: data to layout for two-stage scavenge air cooler

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F2.2.1.1

Central fresh water cooling system components

The following description of the components refers to figure F4 (central fresh water cooling system with single-stage scavenge air cooler). Low-temperature circuit: – Sea-water strainer (item 004) Simplex or duplex to be fitted at each sea chest and arranged to enable manual cleaning without interrupting flow. The strainer perforations are to be sized (not more than 6 mm) to prevent passage of large particles and debris damaging the pumps and impairing heat transfer across the coolers. Sea-water pump (item 006) • Pump type: centrifugal • Pump capacity: refer to table F1, the given sea-water flow capacity covers the need of the engine only and is to be within a tolerance of 0 to +10%. • Delivery head: the final delivery head is determined by the layout of the system and is to ensure that the inlet pressure to the scavenge air coolers is within the range of the summarized data in table C5. Central cooler (item 007) • Cooler type: plate or tubular • Cooling medium: sea-water • Cooled medium: fresh water • Heat dissipation: refer to table F1–F6 • Margin for fouling: 10 to 15% to be added • Fresh water flow: refer to table F1–F6 • Sea-water flow: refer to table F1–F6 • Temperatures: refer to table F1–F6 Temperature control (item 008) The central fresh water cooling system is to be capable of maintaining the inlet temperature to the scavenge air cooler at 25°C minimum to 36°C maximum.

Fresh water pumps for LT circuit (item 010) • Pump type: centrifugal • Pump capacity: refer to table F1 • The given capacity of fresh water flow covers the need of the engine only and is to be within a tolerance of 0% to +10%. • Delivery head: the final delivery head is determined by the layout of the system and is to ensure that the inlet pressure to the scavenge air coolers is within the range of the summarized data . Scavenge air cooler (item 025) • Cooler type: tubular • Cooling medium: fresh water • Cooled medium: scavenge air • Heat dissipation: refer to table F1–F6 • fresh water design flow: refer to table C1 • Temperatures: refer to table F1

High-temperature circuit: – HT cooling water pump (item 014) • Pump type: centrifugal, with a steep headcurve is to be given preference. As a guide, the minimum advisable curve steepness can be defined as follows: For a pressure increase from 100% to 107%, the pump capacity should not decrease by more than 10%. • Pump capacity: refer to table F1–F6 • The flow capacity is to be within a tolerance of –10% to +20%. • Delivery head: determined by system layout. • Working temperature: 95°C

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Pump delivery head (pp) The required delivery head can be calculated as follows: ≥ System pressure losses (SDp) ≥ required pressure at the engine inlet (p0) + pressure drop between the pump inlet and the engine inlet (dp) – constant (h / 10.2) pp ≥ SDp ≥ p0 – h / 10.2 + dp [bar] The system pressure losses (SDp) are the pressure drop across the system components and pipework and the pressure drop across the engine (see table F7). The pump delivery head (pp) depends on the height of the expansion tank, the pressure drop between pump outlet and engine inlet (dp), and the required pressure at the engine inlet (p0). The constant is given as the difference in height between the expansion tank and the engine inlet (h) divided by 10.2. In case of a cooling system with two-stage scavenge air cooler, the pump delivery head of HT circuit is determined in the same way as above described.

Automatic temp. control valve (item 012) Electric or electro/pneumatic actuated threeway type (butterfly valves are not adequate) having a linear characteristic. • Design pressure: 5 bar • Test pressure: refer to the specification laid down by the classification society. • Pressure drop across valve: max. 0.5 bar • Controller: proportional plus integral (PI); also known as proportional plus reset for steady state error of max. ±2°C and transient condition error of max. ±4°C. • Temperature sensor: according to the control valve manufacturers specification fitted in the engine outlet pipe. Air vent pipe (item 017) Releases air gas mixtures from the cylinder cooling water through the automatic float vent valve into the cylinder cooling water feed and drain tank.

Expansion tank (item 001) The expansion tank shown in figure F7 is to be fitted at least 3.5 m above the highest engine air vent flange to ensure the required static head is applied to the cylinder cooling water system. It is to be connected by a balance pipe, to replenish system losses, using the shortest route to the cylinder cooling water pump suction, making sure that pipe runs are as straight as possible without sharp bends. The pipe sizes and tank are given in table F7. The cylinder cooling water system air vents are to be routed through the bottom of the expansion tank with the open end below the minimum water level.

For both central cooling arrangements (single- or two-stage SAC), the high-temperature circuit may also be completely separated from the low-temperature circuit. In this case the high-temperature circuit has its own cooler with the fresh water from the low-temperature circuit as cooling medium. The necessary data for this arrangement can be obtained from the winGTD program.

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001 002 003 004 005 006 007 008 009 010 011

Drain Air vent from LT circuit Balance pipe from LT circuit Air vent from HT circuit Balance pipe from HT circuit Overflow / air vent Low level alarm Level indicator *1) Thermometer Inspection cover *2) Filling pipe / inlet chemical treatment *2)

Remarks: *1) Level indicator can be omitted if an alternative is fitted. *2) Other designs (like hinged covers etc) are also possible. *3) Depending on actual ancillary plants. LT tank capacity to be in creased accordingly. For required tank capacities and pipe diameters see table F7 and F9.

245.930a

Fig. F7

Central cooling water system expansion tank

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001 002 003 004 005 006 007 008 009

Drain from HT circuit Air vent from HT circuit Balance pipe from HT circuit Overflow / air vent Low level alarm Level indicator *1) Thermometer Inspection cover *2) Filling pipe / inlet chemical treatment *2)

Remarks: *1) Level indicator can be omitted if an alternative is fitted. *2) Other designs (like hinged covers etc) are also possible. *3) Depending on actual ancillary plants. LT tank capacity to be in creased accordingly. For required tank capacities and pipe diameters see table F8.

362.179

Fig. F8

Central cooling water system expansion tank (HT circuit)

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001 002 003 004 005 006 007 008

Drain Balance pipe from LT circuit Overflow / air vent Low level alarm Thermometer Level indicator *1) Inspection cover *2) Filling pipe / inlet chemical treatment *2)

Remarks: *1) Level indicator can be omitted if an alternative is fitted. *2) Other designs (like hinged covers etc) are also possible. *3) Depending on actual ancillary plants. LT tank capacity to be increased accordingly. Required tank capacities depend on ancillary plants.

245.419b

Fig. F9

Central cooling water system expansion tank (LT circuit)

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F2.2.1.2

General recommendations for design
Cooling water treatment Correct treatment of the cooling fresh water is essential for safe engine operation. Only totally demineralized water or condensate must be used. In the event of an emergency tap water may be used for a limited period but afterwards the entire cylinder cooling water system is to be drained off, flushed, and recharged with demineralized water. – Recommended parameters for raw water • pH 8 to 10 • Hardness 3–10°gH (5.4–17.9°fH)* • Total chlorides and sulphates max 100 mg/l * In case of higher values the water is to be softened.

The number of valves in the system is to be kept to a minimum in order to reduce the risk of incorrect setting. Valves are to be locked in the set position and labelled to eliminate incorrect handling. The possibility of manual interference of the cooling water flow in the various branches of the cylinder cooling water system is to be avoided by installing and setting throttling discs at the commissioning stage and not by adjusting the valves. Under normal operation of the cylinder cooling water system the pump delivery head and the total flow rate are to remain constant even when the fresh water generator is started up or shut down. The cylinder cooling water system is to be totally separated from steam systems. Under no circumstances are there to be any possibilities of steam entering the cylinder cooling water system, e.g. via a fresh water generator. The installation of equipment affecting the controlled temperature of the cylinder cooling water is to be examined carefully before being added. Uncontrolled increases or decreases in cylinder cooling water temperature may lead to thermal shock of the engine components and scuffing of the pistons. Thermal shock is to be avoided and the temperature gradient of the cooling water when starting and shutting down additional equipment is not to exceed two degrees per minute at the engine inlet. The design pressure and temperature of all the component pipes, valves, expansion tank, fittings, etc., are to meet the requirements of the classification society.

In addition, the water used must be treated with a suitable corrosion inhibitor to prevent corrosive attack, sludge formation and scale deposits, refer to the chemical supply companies for details. Monitoring the level of the corrosion inhibitor and water softness is very important to prevent down-times due to component failures resulting from corrosion or impaired heat transfer. No internally galvanized steel pipes should be used in connection with treated fresh water, since most corrosion inhibitors have a nitrite base. Nitrites attack the zinc lining of galvanized piping and create sludge.

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F2.2.1.3

Fresh water generator
It is important that the bypass with valve (8) has the same pressure drop as the fresh water generator. This must be open when the fresh water generator is not in operation and closed when the fresh water generator is operating. To avoid wrong manipulation we recommend to interlock valves 7 and 8. Figures F10 and F11 ‘Fresh water generator installation alternative’ provide two systems designed to utilize in ‘A’ up to 50 per cent of available heat and ‘B’ up to 85 per cent of available heat. Alternative A Fresh water generators with an evaporator heat requirement not in excess of 50 per cent of the heat available to be dissipated from the cylinder cooling water at full load (CMCR) and only for use at engine loads above 50 per cent, can be connected in series as shown in figure F10. The throttling disc (06) serves to correct the water flow rate if the pressure drop in the cooling circuit is less than that in the fresh water generator circuit. It is to be adjusted so that the cylinder cooling water pressure at the engine inlet is maintained within the pressure range of the summarized data in table C5 when the fresh water generator is started up and shut down.

A fresh water generator, utilizing heat from the cylinder cooling system to distil sea-water, can be used to meet the demand for washing and potable water. The capacity of the fresh water generator is limited by the amount of heat available which in turn is dependant on the service power rating of the engine. It is important at the design stage to ensure there are sufficient safeguards to protect the main engine from thermal shock when the fresh water generator is started. To reduce such risk, the use of valves, e.g., butterfly valves at the fresh water generator inlet and in the bypass line, which are linked and actuated with a large reduction ratio, will be of advantage. The following installations are given as examples and we recommend that the fresh water generator valves (7 and 8) be operated by progressive servomotors and a warning sign be displayed on the fresh water generator to remind engine-room personnel of the possibilities of thermal shocking if automatic start up is overridden. WARNING! Avoid thermal shock to your main engine. The fresh water generator inlet and outlet valves to be opened and closed slowly and progressively.

F10.3246

Fig. F10 Fresh water generator installation alternative ‘A’

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Alternative B A fresh water generator with an evaporator heat requirement not in excess of 85 per cent of the heat available to be dissipated from the cylinder cooling water at full load (CMCR), can be connected in series as shown in figure F11. This arrangement requires the provision of an additional automatic temperature control valve (4A) connected in cascade control with the cylinder cooling water cooler temperature control valve (4B), and controlled by the step controller (9) sensing the outlet cylinder cooling water temperature from the engine. If the engine cylinder cooling water outlet temperature is falling below the set point, the valve (4A) reduces the flow of cylinder cooling water to the fresh water generator to compensate. A part of the cylinder cooling water is then routed directly to the cooling water pumps (2) until the normal temperature is attained. This means that the fresh water generator can be kept in continuous operation, although the generated fresh water volume decreases due to the reduced flow of hot water to the evaporator.

When the fresh water generator cannot dissipate all the heat in the cylinder cooling water, the valve (4A) is fully opened across connections 1 and 2 and a valve travel limit switch changes the regulation of the cylinder cooling water temperature to temperature control valve (4B). This in turn passes water to the cylinder cooling water cooler (3) to maintain the engine cylinder water outlet at the required temperature. If in this condition the engine cylinder cooling water temperature falls below the set point and the cooler (3) is fully bypassed, the valve (4B) is fully opened across connections 2 and 1 and a valve travel limit switch transfers regulation of the cylinder cooling water temperature back to temperature control valve (4A). As an alternative to a single step controller (9) two controllers can be installed, one for each valve, making sure that there is a 3°C difference in the set point between (4A) and (4B) to avoid both controllers acting at the same time.

F10.3384

Fig. F11 Fresh water generator installation alternative ‘B’

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The quantity of fresh water (FW) produced by a single-effect vacuum (flash) evaporator can be estimated for guidance purposes as follows: FW produced in t day + 32 @ 10 *3 @ Q FW where QFW is the available heat in kW from the cylinder cooling water, estimated from the derating table in section F1.3.2. Example for alternative ‘A’ 8RT-flex96C – R1 specification of 45 760 kW at 102 rpm fitted with central cooling system and single-stage scavenge air cooler. The available heat (from table F1) is 7189 kW. Alternative ‘A’ utilizes up to 50 per cent of the available heat therefore there is 3595 kW of heat available. Substitute this value in the equation: FW produced in t/day = constant  available heat FW produced in t day + 32 @ 10*3 @ 3595 FW produced in t/day = 115 Example for alternative ‘B’ 8RT-flex96C – R1 specification of 45 760 kW at 102 rpm fitted with central cooling system and single-stage scavenge air cooler. The available heat (from table F1) is 7189 kW. Alternative ‘B’ utilizes up to 85 per cent of the available heat therefore there is 6110 kW of heat available. Substitute this value in the equation: FW produced in t/day = constant  available heat FW produced in t day + 32 @ 10*3 @ 6110 FW produced in t/day = 195 Note: The indicated values for evaporator heat requirement and load in alternative A and B (i.e. 50 % and 85 % respectively) are only applicable if there are no additional heat consumers installed (e.g. feed water pre-heater for waste heat recovery, etc.).

F2.2.1.4

Pre-heating

To prevent corrosive liner wear when not in service or during short stays in port, it is important that the main engine is kept warm. Warming-through can be provided by a dedicated heater as shown in figure F4 ‘Central fresh water cooling system’, using boiler raised steam or hot water from the diesel auxiliaries, or by direct circulation from the diesel auxiliaries. If the main cylinder water pump is to be used to circulate water through the engine during warming up, the heater is to be arranged parallel with the cylinder water system and on / off control provided by a dedicated temperature sensor on the cylinder water outlet from the engine. The flow through the heater is set by throttling discs, and not by valves, to assure flow through the heater. If the requirement is for a separate pre-heating pump, a small unit of 10 % of the main pump capacity and an additional non-return valve between the cylinder cooling water pump and the heater are to be installed (please compare the values of pos 015 in tables F7 to F9). In addition, the pumps are to be electrically interlocked to prevent two pumps running at the same time. Before starting and operating the engine, a temperature of 60°C at the cylinder cooling water outlet of the main engine is recommended. If the engine is to be started below the recommended temperature, engine power is not to exceed 80 per cent of CMCR until the water temperature has reached 60°C. To estimate the heater power capacity required to achieve 60°C, the heating-up time and the engine ambient temperature are the most important parameters. They are plotted on the graph shown in figure F12 to arrive at the required capacity per cylinder; this figure is multiplied by the number of cylinders to give the total heater capacity required.

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300 240 180

F2.3 F2.3.1
Ambient air temperature [C°]
10 20

Lubricating oil systems Introduction

Approx. heater capacity [kW/cyl]

140 120 100 80 60 50 40

Engine lubrication is achieved using two separate systems, the main lubricating system, including turbochargers, and the cylinder lubricating system.

30 30 20 40

F2.3.2

Lubricating oil systems for turbochargers

10 1
F10.3717

1.5

2

3

4

5

6

8

50 10 12

Heating up time [h]

Fig. F12 Pre-heating power requirement

Example for 8RT-flex96C – – – Estimated heating-up time: 6 h. Engine ambient temperature: 40 °C. Required engine temperature: 60 °C. From the graph in figure F12: • the approximate amount of heat per cylinder is 26 kW. • heater capacity required is 8  26 kW = 208 kW.

The ABB TPL and Mitsubishi MET turbochargers feature journal bearings which are lubricated from the engine’s lubricating system. As an option, a separate lubricating system (fig. F14 and F15) which only serves the turbochargers can be supplied. For more information please contact WCH. For lubricating oil of turbochargers equipped with separate lub. oil systems, the recommendations given by the supplier must be observed.

F2.3.3

Main lubricating oil system

If the requirement for warming up is from the cooling water system of the diesel auxiliaries, it is essential that the amount of heat available at normal load is sufficient to warm the main engine. If the main and auxiliary engines have a cooling water system which can be cross-connected, it is important to ensure that any pressure drop across the main engine, when the cross-connection is made, does not affect the cooling water pressure required by the auxiliaries. If the cooling water systems are separate then a dedicated heat exchanger is required to transfer the heat to the main cylinder water system.

The main lubricating system for the engine lubrication, as shown in figure F13, comprises a combined low- and high-pressure system supplied from the lubricating oil drain tank. The low-pressure circuit supplies the main bearings, including turbochargers. The high-pressure circuit supplies the crosshead bearings and the connecting rod bottom-end bearings. The main bearing oil is also used to cool the piston crown, to lubricate and cool the torsional damper and the axial damper (detuner) and to feed the high-pressure circuit. A schematic arrangement of the lubricating oil system on the engine is shown in figure F16.

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Note: Bearing lub. oil pipes Crosshead lub. oil pipes Cylinder lub. oil pipes Transfer/dirty lub. oil pipes Drain / overflow pipes Air vent pipes Pipes on engine / pipe connections
246.819a

For legend see table F10 Remarks: *4) The by pass line with the pressure control valve can be omitted if the main lubricating oil pumps have a built in pressure control and safety valve or if centrifugal pumps are used. Air vent pipes and drain valves where necessary. Air vent and drain pipes must be fully functional at all inclination angles of the ship at which the engine must be operational.

Fig. F13 Lubricating oil system

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001 002 003 004 005 006 007 008 009 010 011 012 013 014 015 29 24 26 27

Main engine RT flex96C Lubricating oil drain tank Heating coil Suction filter Lubricating oil pump *1) Lubricating oil cooler Automatic temperature control valve; constant temp. at engine inlet: 45 °C Lubricating oil filter Reduction piece Remarks: Deck connection Cylinder lubricating oil storage tank *2) *1) The lub. oil pumps (item 005) and the crosshead lub oil pumps (item 013) are to be interlocked so that the crosshead lub. oil pumps Cylinder lubricating oil daily service tank never can run alone. Crosshead lubricating oil pump *2) Alternatively, the cylinder oil can be fed directly from the storage Pressure control valve tank by gravity to the lubricators. If this arrangement is preferred, Automatic oil filter (on engine) the storage tank is to be located at the same height as requested for Lubricating oil drain (vertical) from bedplate *3) the daily tank and the feed pipe to the lubricators is provided with a flow meter. The pressure loss of the flowmeter has to be compen Lubricating oil inlet sated by increasing the min. height from cylinder lubricator to the Cylinder lubricating oil inlet tank base and/or the pipe diameter, accordingly. Crosshead lub. oil inlet *3) Vertical or horizontal oil drains are available, see separate drawings.

246.819a

Number of cylinders Main engine RT-flex96C Lub. oil drain tank *1) Cylinder lub. oil storage tank Cylinder lub. oil daily service tank Main lubricating oil pump Crosshead lub. oil pump Nominal pipe diameter All pipe diameters are valid for R1-rated engines and laid out for flows given in section F1.3 ‘Engine system data’. For pipe diameters if Rx-rated pump capacities are used, please refer to section F4 ‘Pipe size and flow details’.
Remarks:

6

7

8

9

10

11

12

13

14

(R1)

power speed

kW rpm m3 m3 m3 m3 m3/h m3/h DN DN DN DN DN DN DN

34320 40040 45760 51480 57200 62920 68640 74360 80080 102 For capacities see figure F25 based on a consumption of approx. 0.9 – 1.3 g/kWh 1.5 1.7 2.0 2.2 2.5 see table F1 see table F1 400 350 40 150 125 350 80 450 350 40 200 150 350 100 450 400 40 200 150 400 100 450 400 40 200 150 400 100 500 400 40 200 200 400 150 500 450 40 200 200 450 150 500 450 40 200 200 450 150 200 450 150 40 550 500 40 250 200 450 150 2.7 3.0 3.5

cap. cap. cap. cap. A B C D E F G

*1) The capacity can be proportionally reduced to actual CMCR. – All capacities and given diameters are valid for the engines excl. oil flow for damper and PTO-gear. – The pipe diameters for the lub. oil separator are sized acc. to the effective throughput capacity of the separator and acc. to the manufacturers recommendations for the separator.

Table F10 Lubricating oil system: referring legend, remarks and data

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30a

001 002 003 004 005 006 007 008 009 17 18

Turbocharger ABB TPL85 B Lubricating oil drain tank Heating coil Suction filter Lubricating oil pump Lubricating oil cooler Automatic temperature control valve Lubricating oil filter Pressure regulating and safety valve Lubricating oil inlet Lubricating oil outlet

Bearing lub. oil pipes Transfer/dirty lub. oil pipes Overflow/drain pipes Air vent pipes Pipes on engine / pipe connections

30a Air vent manifold

Remarks: *1) Total lub. oil tank capacity is 15% higher. *2) For pump capacity, temperatures and oil viscosity, please refer to the winGTD program. *3) Delivery head must be according to the actual piping layout. *4) For corresponding data, please refer to manufacturer of turbocharger. Air vent and drain pipes must be fully functional at all inclination angles of the ship at which the engine must be operational.

246.700b

Fig. F14 Lubricating oil system for 2 x ABB-TPL turbochargers

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Marine Installation Manual

F.

Ancillary systems

30a

001 002 003 004 005 006 007 008 009 17 18

Turbocharger ABB TPL85 B Lubricating oil drain tank Heating coil Suction filter Lubricating oil pump Lubricating oil cooler Automatic temperature control valve Lubricating oil filter Pressure regulating and safety valve Lubricating oil inlet Lubricating oil outlet

Bearing lub. oil pipes Transfer/dirty lub. oil pipes Overflow/drain pipes Air vent pipes Pipes on engine / pipe connections

30a Air vent manifold

Remarks: *1) Total lub. oil tank capacity is 15% higher. *2) For pump capacity, temperatures and oil viscosity, please refer to the winGTD program. *3) Delivery head must be according to the actual piping layout. *4) For corresponding data, please refer to manufacturer of turbocharger. Air vent and drain pipes must be fully functional at all inclination angles of the ship at which the engine must be operational.

246.700b

Fig. F15 Lubricating oil system for 3 x ABB-TPL turbochargers

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27

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TI TE TS PI PS PT LS Thermometer, local Temp. element, alarm Temp. switch, safety Pressure gauge, local Pressure switch, safety Pressure transmitter, alarm Level switch, alarm

24

F.

Low pressure oil circuits High pressure oil circuits Drains Turbocharger oil Sealing air and oil mist

drawn for 8-14 cylinder engine

354.510

RT-flex96C

Ancillary systems

Wärtsilä Switzerland Ltd

Fig. F16 Lubricating oil system on the engine (drawing 1)

RT-flex96C

Marine Installation Manual

F.

Ancillary systems

Driving end

drawn for 8 cylinder engine

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Fig. F17 Control oil system on the engine (drawing 2)

Free end

354.510

Marine Installation Manual F.

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Ancillary systems

F2.3.4

Main lubricating oil system components

Low-pressure pump (main lub. oil) • Positive displacement screw pumps having built-in overpressure relief valves or centrifugal pumps. • Pump capacity for positive displacement pump: refer to table F1, the given flow rate is to be within a tolerance of 0% to +10% plus the back-flushing flow of the automatic filter, if any. • Pump capacity for centrifugal pump: refer to table F1, the given flow rate is to be within a tolerance of –10% to +10% plus the back-flushing flow of the automatic filter, if any. • Delivery head: see table F1. The final delivery head to be determined is subject to the actual piping layout. • Working temperature: 60°C • Oil type: SAE30, 50 cSt at working temperature, maximum viscosity to be allowed for when sizing the pump motor is 400 cSt. Lubricating oil cooler • Oil flow: refer to table F1 • Type: plate or tubular • Cooling medium: fresh water or sea-water • Heat dissipation: refer to table F1 • Margin for fouling: 10% to 15% to be added • Oil visc. at cooler inlet: 50 cSt at 60°C • Oil temperature at inlet: approx. 60°C • Oil temperature at outlet: 45°C • Working pressure oil side: 6 bar • Working pressure water side: approx. 3 bar • Cooling water flow: refer to table F1. • Cooling water temperature: Fresh water 36°C.

Lubricating oil full flow filters • Type: change-over duplex filter designed for in-service cleaning, with differentialpressure gauge and high differential-pressure alarm contacts. Alternatively: • Type: automatic back-flushing filter with differential pressure gauge and high differential-pressure alarm contacts. Designed to clean itself automatically using reverse flow or compressed air techniques. The drain from the filter is to be sized and fitted to allow free flow into the residue oil tank. The output required by the main lubricating oil pump to ‘back flushing’ the filter without interrupting the flow is to be taken into account when estimating the pump capacity. • Test pressure: specified by classification society • Working pressure: 6 bar • Working viscosity: 95 cSt, at working temperature • Oil flow: refer to table F1, main lubricating oil capacity • Diff. pressure, clean filter: 0.2 bar max • Diff. pressure, dirty filter: 0.6 bar max • Diff. pressure, alarm: 0.8 bar max • Bursting pressure of filter inserts: min. 8 bar (= differential pressure across the filter inserts) • Filter material: stainless steel mesh • Mesh size: sphere passing max. 0.05 mm High-pressure pump (crosshead lub. oil) • Pump type: positive displacement screw or gear types having built-in overpressure relief valves. • Pump capacity: refer to table F1, the given flow rate is to be within a tolerance of 0% to +10%. • Delivery head: see table F1 • Working temperature: approx. 45°C • Oil type: SAE 30, 95 cSt (at working temperature, maximum viscosity to be allowed for when sizing the pump motor is 400 cSt).

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Ancillary systems

F2.3.5

Cylinder lubricating oil system

F2.3.7

Lubricating oil requirements

Cylinder liner lubrication is carried out by a separate system included in figure F13 ‘Lubricating oil system’, working on the once-through principle using a high-alkaline oil of SAE 50 grade fed to the surface of the liner through hydraulically actuated quills. The oil supply rate is adjustable and metered to suit the age and running condition of the piston rings and liners. The arrangement of daily tank (012) and storage tank (011) shown in figure F13 can be changed by locating the storage tank in place of the daily tank. If this arrangement is preferred, the storage tank is to be located at the same height as a daily tank to provide the necessary head and be of similar design ensuring a sloping tank floor. Refer to table A1 ‘Primary engine data’ for the cylinder lubricating oil consumption.

The products listed in table F12 ‘Lubricating oils’ were selected in co-operation with the oil suppliers and are considered the appropriate lubricants in their respective product lines for the application indicated. Wärtsilä Switzerland Ltd does not accept any liability for the quality of the supplied lubricating oil or its performance in actual service. In addition to the oils shown in the mentioned list, there are other brands which might be suitable for the use in Wärtsilä diesel engines. Information concerning such brands may be obtained on request from Wärtsilä Switzerland Ltd, Winterthur. For the Wärtsilä RT-flex96C engines which are designed with oil-cooled pistons, the crankcase oils typically used as system oil have the following properties (see also table F12, ‘Lubricating oils’): • • • SAE 30. Minimum BN of 5 detergent properties. Load carrying performance of the FZG gear machine method IP 334/90: FZG load stage pass 10 (fail 11). Good thermal stability. Antifoam properties. Good demulsifying performance.

F2.3.6

Lubricating oil maintenance and treatment

It is very important to keep the engine lubricating oil as clean as possible. Water and solid contaminants held in suspension are to be removed using centrifugal separators operating in bypass to the engine lubricating system as shown in figure F18 ‘Lubricating oil treatment and transfer’. Great care and attention has to be paid to the separators and filters to ensure that they work correctly. The separators are to be set up as purifiers and to be completely isolated from the fuel oil treatment systems, there is to be no possibility of cross-contamination.

• • •

F2.3.6.1
– – –

Lubricating oil separator

The cylinders in the engines are lubricated by a separate system, working on the once-through principle, i.e. fresh lubricating oil is directly fed into the cylinders to provide lubrication for the liners, pistons and piston rings. For normal operating conditions, a high-alkaline marine cylinder oil of the SAE 50 viscosity grade with a minimum kinematic viscosity of 18.5 cSt at 100°C is recommended. The alkalinity of the oil is indicated by its Base Number (BN). Note: The ‘Base Number’ or ‘BN’ was formerly known as ‘Total Base Number’ or ‘TBN’. Only the name has changed, values remain identical.

Separator type: self-cleaning purifier Minimum throughput capacity 0.140  CMCR [litres/hour], CMCR in kW Example: 8RT-flex96C with CMCR at R1: 45 760 kW Minimum throughput capacity 0.140  45 760 = 6404 litres/hour Rated separator capacity: the rated or nominal capacity of the separator is to be according to the recommendations of the separator manufacturer. Separation temperature: 90–95°C Please refer to manufacturer’s instructions.

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Ancillary systems

Main separating piping Transfer / dirty lub. oil pipes Overflow / drain pipes Air vent pipes Remarks: *1) Vent chamber in funnel. Air vent pipes and drain valves where necessary. Air vent and drain pipes must be fully functional at all inclination angles of the ship at which the engine must be operational.
246.820

Note: For legend and tank capacities see table F11.

Pipe diameters to be designed according to shipyard's practice considering component manufacturers recommendations.

Fig. F18 Lubricating oil treatment and transfer system

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F.

Ancillary systems

001 002 003 004 005 006 007 008 010 011

Residue oil tank Suction filter Lubricating oil pump (one for transfer and separator service, one for separator service) Lubricating oil heater with relief valve and temperature control Self cleaning centrifugal separator Clean lubricating oil tank Dirty lubricating oil tank Air vent manifold Deck connection Float non return valve

246.820

Number of cylinders Main engine RT-flex96C Dirty lubricating oil tank *1) Clean lubricating oil tank *1) Residue oil tank
Remarks:

6

7

8

9

10

11

12

13

14 80088

power speed cap. cap. cap.

kW rpm m3 m3 m3

34320 40040

45760 51480 57200 102

62920 68640 74360

43 43

50 50

57 57

64 64

71 71

78 78

85 85

92 92

99 99

depending on ship’s requirement

*1) The capacity can be proportionally reduced to actual CMCR.

Table F11 Lubricating oil treatment and transfer system data

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Cylinder oil *1) Oil Supplier BP Castrol Chevron (FAMM, Texaco, Caltex) System oil
HFO with more than 1.5% sulphur recommended oils of BN 70–80

Cylinder oil *2)
HFO with less than 1.5% sulphur recommended oils of BN 40

Energol OE-HT 30 CDX 30

Energol CLO 50M Cyltech 80 AW Cyltech 70

Energol CL-DX 405 Cyltech 40 SX

Veritas 800 Marine 30

Taro Special HT 70

Taro Special HT LS 40

ExxonMobil

Mobilgard 300 EXXMAR XA

Mobilgard 570 EXXMAR X 70

Mobilgard L 540

Shell

Melina S Oil 30 Melina Oil 30

Alexia Oil 50

Alexia LS

Total

Atlanta Marine D 3005

Talusia HR 70

Talusia LS 40

Remarks:

*1) Between 1.5% and 2.0% sulphur in fuel, also BN 40 can be used without problems. *2) Between 1.0% and 1.5% sulphur in fuel, also BN 70 can be used, but only for a short period with a low feed rate.

Table F12 Lubricating oils

Note The application must be in compliance with the Wärtsilä general lubricating oil requirements and recommendations. The supplying oil company undertakes all responsibility for the performance of the oil in service to the exclusion of any liability of Wärtsilä Switzerland Ltd.

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F2.3.8

Lubricating oil drain tank
vertically as shown in figures F19 and F25. There is to maintain adequate drainage under sea conditions resulting in pitching and rolling. Table F14 gives the minimum angles of inclination at which the engine is to remain fully operational.

The engine is designed to operate with a dry sump, the oil returns from the bearings, flows to the bottom of the crankcase and through strainers into the lubricating oil drain tank. The drain connections from the crankcase to the drain tank are arranged

Driving end

Free end

A and B vertical lubricating oil drains Remarks: For measurements X and Y see lub. oil drain tank arrangements, figures F21 to F25.

F10.5238

Fig. F19 Arrangement of vertical lubricating oil drains

Vertical lubricating oil drains to drain tank
Number of cylinders Necessary drains 6 2 7 3 8 3 9 4 10 4 11 4 12 4 13 4 14 4

Note: The arrangement of lubricating oil drains is to comply with the relevant classification society rules. Table F13 Number of vertical lubricating oil drains

Figures F21 to F25 show the double-bottom arrangements for the drain tank when vertical drains are fitted and the position of the air vents and external pipe connections.

Arrangements with horizontal drains are available on request.

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Classification societies
Main and aux. engines Abbreviations Heel to each side Rolling to each side Ship length [m] Trim by the head Trim by the stern Pitching Emergency sets Abbreviation Heel to each side Rolling to each side Trim Pitching Electrical installation Abbreviation Heel to each side Rolling to each side Trim Pitching

Lloyd’s Register of Shipping 1995

German Lloyd 1992

Det Norske Veritas

Bureau Veritas 1990

American Bureau of Shipping 1994

Maritime Register of Shipping (Russia) 1990

Polski Rejestr Statkow 1990

RINA 1992

Nippon Kaiji Kyokai 1994

1991
4/1/3/B 100 15° ±22.5° – 5° 5° ±7.5°

5/1/3.6 15° ±22.5° ≤100 5° 5° >10 0 < 5° < 5°

2/1.1/C.1 15° ±22.5° – 5° 5° ±7.5°

111/17–14.3 15° ±22.5° – 5° 5° ±7.5°

4/1.13 15° ±22.5° – 5° 5° ±7.5°

VII-1.6 15° ±22.5° – 5° 5° ±7.5°

VII-1.6 15° ±22.5° – 5° 5° ±7.5°

C/2.1.5 15° ±22.5° – 5° 5° ±7.5°

D/1.3 15° ±22.5° – 5° 5° ±7.5°

±7.5°

5/1/3.6 22.5° ±22.5° 10° ±10°

2/1.1/C.1 22.5° ±22.5° 10° ±10°

4/1/3/B 100 22.5° ±22.5° 10° ±10° (1992)

111/17–14.3 22.5° ±22.5° 10° ±10° (1985) 111/18–011.72 15° ±22.5° 10° –

4/1.13 22.5° ±22.5° 10° ±10°

VII–1.6 22.5° ±22.5° 10° ±10°

VII-1.6 22.5° ±22.5° 10° ±10°

C/2.1.5 22.5° ±22.5° 10° ±10°

D/1.3 22.5° ±22.5° 10° ±10°

6/2/1.9 15° ±22.5° 5° ±7.5°

2/1.1/C.1 22.5° ±22.5° 10° ±10°

4/4/2/A 101 15° ±22.5° 5° ±10°

4/1.13 22.5° ±22.5° 10° ±10°

XI-2.1.2.2 15° ±22.5° 5° ±10°

XI-2.1.2.2 15° ±22.5° 5° ±10°

D/1.5.4 15° ±22.5° 5° ±7.5°

H/1.1.7 15° ±22.5° 5° ±7.5°

Heel and trim have to be assumed as occuring together

Heel (static) Trim (static) and pitching (dynamic) Rolling (dynamic)

Table F14 Minimum inclination angles at which the engine is to remain fully operational

Figure F20 gives the pipe connection details for vertical drains. The drain tank is to be located beneath the engine and equipped with the following: – – – – Depth sounding pipe Pipe connections for lubricating oil purifiers Heating coil adjacent to pump suction Air vents with flame protection

This is a requirement of class and strict attention is to be paid to this specification. The amount of lubricating oil required for an initial charge of the drain tank is indicated in figure F25. The total tank size is normally 5–10 per cent greater than the amount of lubricating oil required for an initial filling

All the drain pipes from the crankcase to the drain tank are to be taken as low as possible below the free surface of the oil to prevent aeration and foaming and remain below the oil surface at all times.

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F.

Ancillary systems

001 002 003 004 005

Welding flange Ring Cover Oil strainer Rubber gasket

006 Hexagon head screw 007 Stud 008 Hexagon nut 009 Locking plate

Remark:

*1) To be aligned after engine is in final position. *2) item 001, 002, 005 and 006 to be pre-assembled prior to alignment. After alignment the item 001 (flange) can be welded in place. *3) Driven in oil tight with jointing compound.

246.696

Fig. F20 Vertical drain connection details

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Ancillary systems

6RT-flex96C
A–A

Driving end

Free end

337.619

7RT-flex96C
A–A

Driving end

Free end

337.620

01 02 03 04 05

Vertical oil drain Suction pipes to oil pumps Air vent DN 100 Lub. oil separator delivery pipe Man hole

Remarks: *1) Proposal, final position has to be determined by the shipyard in accordance with the engine builder. *2) Plate thickness, refer to figure H49.

Fig. F21 Layout of vertical oil drains for 6RT-flex96C and 7RT-flex96C

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Marine Installation Manual

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Ancillary systems

8RT-flex96C
A–A

337.621

Driving end

Free end

9RT-flex96C
A–A

337.622

Driving end

Free end

01 02 03 04 05

Vertical oil drain Suction pipes to oil pumps Air vent DN 100 Lub. oil separator delivery pipe Man hole

Remarks: *1) Proposal, final position has to be determined by the shipyard in accordance with the engine builder. *2) Plate thickness, refer to figure H49.

Fig. F22 Layout of vertical oil drains for 8RT-flex96C and 9RT-flex96C

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Free end

337.623

11RT-flex96C
A–A

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01 02 03 04 05 Vertical oil drain Suction pipes to oil pumps Air vent DN 100 Lub. oil separator delivery pipe Man hole

Driving end

Free end

F.

337.624

RT-flex96C

Remarks: *1) Proposal, final position has to be determined by the shipyard in accordance with the engine builder. *2) Plate thickness, refer to figure H49.

Ancillary systems

Wärtsilä Switzerland Ltd

Fig. F23 Layout of vertical oil drains for 10RT-flex96C and 11RT-flex96C

F.

Wärtsilä Switzerland Ltd

12RT-flex96C
A–A

RT-flex96C

Ancillary systems

Driving end

Free end

337.625

14RT-flex96C

F–43
01 02 03 04 05 Vertical oil drain Suction pipes to oil pumps Air vent DN 100 Lub. oil separator delivery pipe Man hole

337.626

Remarks: *1) Proposal, final position has to be determined by the shipyard in accordance with the engine builder. *2) Plate thickness, refer to figure H49.

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Fig. F24 Layout of vertical oil drains for 12RT-flex96C and 14RT-flex96C

Marine Installation Manual F.

RT-flex96C

Ancillary systems

Remarks: *3) Dimension (DN) according to fig. F13, table F10 'Lubricating oil system'. *4) Proposal, dimension depends upon the size of the flywheel guard and oil pumps. Final dimension to be determined by shipyard. *5) If submerged pumps are used, the value h4 is according to pump manufacturer. The final layout of the drain tank has to comply with the rules of the relevant classification society.

A (Driving end)

03 04 06 07 08

Air vent DN 100 Lub. oil separator delivery pipe Lub. oil separator suction pipe Suction pocket Lub. oil suction pipe

Data for 13 cyl. engines on request.
337.619–625

Fig. F25 Lubricating oil drain tank, vertical oil drains.

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Ancillary systems

F2.3.9 F2.3.9.1

Flushing the external lubricating oil system Introduction
The pipes of the entire lubricating oil system on the plant side are to be flushed separately. It is absolutely essential to ensure that the lubricating oil systems are clear of all foreign matter before circulating oil through the engine. A systematic approach is to be adopted prior to commissioning when the engine, pipework, filters, heat exchangers, pumps, valves and other components are flushed. They have to be proved absolutely clear of any dirt by observation and physical inspection. The engine crankcase and lubricating oil drain tank are to be inspected and cleaned by hand to remove all residual build-debris. Special attention is to be given to very small loose particles of welding matter such as spelter and slag.

This instruction describes the flushing procedure for the external lubricating oil system (on the plant). The flushing of the internal lubricating oil system (on the engine) is under the responsibility of the engine builder and should be already done. If flushing of the internal lubricating oil system is required, please consult the “Instruction for Flushing of Lub. Oil and Fuel Oil System” and “Instruction for Flushing for Common Rail System” provided by the engine builder. A correct manufacturing of the pipes avoids the presence of scales, slag and spelter. It is a fact that the expense for special welding methods, e.g. inert gas welding, is worthwhile when considering the costs of an extensive flushing procedure or the grinding and cleaning work if using normal electric arc welding or welding with electrodes. However, a thorough cleaning of the pipes before mounting is a must.
Low-pressure lubricating oil inlet High-pressure lubricating oil inlet

Temporary flushing filters

external lubricating oil system (on the plant)

By-pass

Lub. oil drain tank
F10.5291

Fig. F26 Flushing the lubricating oil system

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Ancillary systems

F2.3.9.2

Preparation before flushing

1. Lead the lubricating oil connections immediately before the engine straight back into the lubricating oil drain tank by means of hoses or pipes, see fig. F26. 2. Immediately before the engine, in the discharge pipes from the low-pressure and highpressure lubricating oil pumps (figure F26), install temporary filters with a mesh size (sphere passing) of max. 0.030 mm (30 µm) and equipped with magnetic elements. Instead of filter inserts of stainless steel mesh, disposable cartridges with a nominal grade of filtration of 0.020 mm (20 µm) can also be used. The surface loading of the temporary filters should be 1–2 I/cm2h. Alternatively, the plant lubricating oil filters can be used under the condition that the filter inserts are of mesh size of max. 0.030 mm (30 µm) and magnetic elements are used during flushing. After flushing, the filter inserts are to be replaced by the original ones and the filter housing is to be cleaned. In the final step of flushing, it is advisable to fit filter bag made of cotton or synthetic fabric of mesh size 0.040 to 0.050 mm (40 to 50 µm) to the end of the hoses or pipes, in order to facilitate checking the cleanliness of the system. 3. If the engine is supplied to the ship in subassemblies proceed as follows: • Blank off each of the main bearing lubricating oil supply pipes at the main bearings in such a way that absolutely no oil can enter the bearing but oil can escape between pipe and blank piece. Blank off each of the crosshead lubrication linkage in that way, that absolutely no oil can enter the bearing but oil can escape between linkage and blank piece. Blank off the oil supply of the axial damper in that way that absolutely no oil can enter the damper but oil can escape between pipe and blank piece.

Disconnect and blank off all oil supply pipes to the camshaft, intermediate gears and reversing gear.

F2.3.9.3

Flushing external lubricating oil system

1. Fill the lubricating oil drain tank with sufficient oil to cover the pump suction and heat it up to approximately 60 _C using temporary immersion heaters or the heating coil of the drain tank. 2. Circulate the oil in the drain tank using the lubricating oil separator(s) and their preheater(s) to maintain the flushing temperature to improve oil cleanliness. Operate the separator(s) until all the flushing procedures are completed. 3. Fully open all system valves. 4. Remove the crankcase round covers at the exhaust side and open the crankcase on the fuel side: good ventilation is to be provided to avoid condensation. 5. Flush the system by starting the low- and highpressure lubricating oil pumps, the main and stand-by pumps are to be alternatively operated. Before starting the pumps, the oil cooler(s) might be by-passed at the beginning of the flushing procedure. Circulate the oil through the pumps and hose connections back to the drain tank. Observe the suction and discharge pressures carefully. Do not let the pumps run hot. Observe also the pressure drop through the filters. 6. During the flushing procedure, the pipes are to be periodically tapped to help loosen any foreign matter that may be present. If available, vibrators are to be used. All pipes used during the engine operation must be flushed, including by-pass lines and the oil cooler(s). Drain the dirt of all equipment’s (oil cooler(s), suction filters, etc.) where dirt can accumulate.

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7. Inspect and clean the filters in the lubricating oil system periodically. Flushing is to be continued until filter bags remain clean and no residues can be found in the filters; no metallic particles adhere to the magnetic filter inserts and no residues are detected in the bottom of the filter housing. One method to judge the oil cleanliness is described under section the F2.3.9.6. When the system proves clean, remove any filter bags and connect the low- and high-pressure oil supply pipes to the engine.

• •

Make sure that all screwed connections are tight and secured. Inspect the bottom of the crankcase and clean it if necessary.

Any pipe-connecting piece, which was not flushed before, must be cleaned separately.

F2.3.9.5

Commissioning of lubricating oil system

1. Remove the inspection cover of the thrust bearing in main bearing girder #2. 2. Circulate the low- and high-pressure system for approximately two hours under normal operating pressure and temperature. 3. Observe the oil flow on all bearings, spray nozzles and any other engine components (e.g. dampers) for proper oil flow. 4. The turning gear is to be engaged to turn the engine from time to time. 5. Check and clean the filters periodically. 6. To flush the by-pass line between the low- and high-pressure system on the engine, the regulating valve for adjusting the oil pressure to the main bearings must be throttled temporarily. During flushing the by-pass, the high-pressure lubricating oil pump is to be stopped. 7. Carry out an inspection of the crankcase before refitting all the crankcase doors.

F2.3.9.4

Flushing within the engine

Flushing the engine at the shipyard (after flushing the external lub. oil system) is a safety measure and is recommended because even if the external lub. oil system appears clean, there could be pockets with contamination. If the engine is supplied to the ship in sub-assemblies, the re-assembled engine has to be flushed. If there is no need of flushing the engine, follow directly the steps described under section F2.3.9.5. 1. Start up the low- and high- pressure lubricating oil pumps and flush through the engine for at least another 8 hours. 2. Inspect and clean the filter in the lubricating oil system periodically. Flushing is to be continued until the filters are absolutely clean: • No metallic particles adhere to the magnetic inserts and no residues are detected in the bottom of the filter housing. When the lubricating oil system proves clean, remove all blank pieces and temporary flushing filters. To judge the oil cleanliness, refer to the section F2.3.9.6. Drain the oil from the distribution pipe to the main bearings. Inspect the inside of the pipes for eventual deposits. If clean, re-fit all oil pipes.

F2.3.9.6

Lubricating oil cleanliness

3. Re-assembly of the lub. oil system • •

There are several criteria to judge if the lubrication oil is sufficiently clean. One of those criteria is defined by the NAS method. The NAS method counts particles of different sizes and gives an upper limit of particles of each size. For further information, please refer to the “Annual Book of ASTM Standards”. NAS 1638 cleanliness classes are explained in table F15.

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NAS 1638 classes Particle size in micron
14 13 12 11 10 9 8 7 6 5 4 3 2 1 0 00

Contamination (particles per 100 ml) 5–15
4096000 2048000 1024000 512000 256000 128000 64000 32000 16000 8000 4000 2000 1000 500 250 125

15–25
729600 364800 182400 91200 45600 22800 11400 5700 2850 1425 712 356 178 89 44 22

25–50
129600 64800 32400 16200 8100 4050 2025 1012 506 253 126 63 32 16 8 4

50–100
23040 11520 5760 2880 1440 720 360 180 90 45 22 11 6 3 2 1

>100
4096 2048 1024 512 256 128 64 32 16 8 4 2 1 1 0 0

Table F15 NAS 1638 cleanliness classes

Recommended limits in NAS 1638 classes The lubricating oil can be considered as clean, if the oil contamination is within the following NAS classes: Particle size in micron Class 5–15 13 15–25 11 25–50 10 50–100 8 >100 3

Example: Class 10 means that the number of particles between 25 and 50 µm should be not higher than 8100 per 100 ml oil. Sampling position: The oil sample should be taken in the main oil supply lines (low- and high-pressure lines) before the temporary flushing filters.

Classes

F2.3.9.7

Cylinder oil supply system

It is absolutely essential to ensure that the cylinder oil system is clear of all foreign matter before connecting to the engine in order to safeguard the engine and assure proper operation. The storage and daily service tank are to be inspected and cleaned by hand to remove all residual build-debris, special attention is to be given to very small loose particles of welding matter such as spelter and slag. The complete piping, from the storage tank to the engine connection, has to be inspected and cleaned accordingly.

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F2.4 F2.4.1

Fuel oil systems Introduction
tion valves are more stringent in order to assure efficient combustion, minimum wear and clean exhaust gas. Therefore, a fuel oil treatment plant will be necessary to process the fuel oil before it is admitted to the engine. Aluminium and silicon in the fuel are an indication of cat-fines. These are the cause of piston ring and cylinder liner wear and must be removed with the separators as much as possible to a rest content of less than 15 ppm. The fuel oil should contain no foreign substances, used lubricating or chemical waste, hazardous to the safety of the ship or detrimental to the engine’s performance.

A number of systems external to the engine are required to maintain heavy fuel oil and marine diesel oil in the quality required for efficient and reliable combustion.

F2.4.2

Fuel oil requirements

Table F16 ‘Fuel oil requirements’ gives the fuel quality limits for bunkers and recommendations at the engine inlet. The fuel quality needs at the injec-

Parameter

Unit

Bunker limit
ISO 8217:1996 class F, RMK55

Test method
*1)

Recommended fuel quality
Bunker max. 1010 max. 730 max. 55.0 max. 15 max. 3.5 max. 0.05 max. 100 max. 50 max. 30 max. 0.10 max. 1.0 min. 60 max. 30 Engine inlet max. 1010 13–17 max. 15 max. 3.5 max. 0.05 max. 100 max. 30 max. 15 max. 0.10 max. 0.3 min. 60 max. 30

Density at 15°C Kinematic viscosity • at 50°C • at 100°C Carbon residue Sulphur Ash Vanadium Sodium Aluminium plus Silicon Total sediment, potential Water Flash point Pour point Remark:

[kg/m3] [mm2/s(cSt)] [m/m (%)] [m/m (%)] [m/m (%)] [mg/kg (ppm)] [mg/kg (ppm)] [mg/kg (ppm)] [m/m (%)] [v/v (%)] [°C] [°C]

max. 1010 *2) – max. 55.0 max. 22 max. 5.0 max. 0.20 max. 600 – max. 80 max. 0.10 max. 1.0 min. 60 max. 30

ISO 3675: 1993 ISO 3104: 1994 ISO 10370: 1993 ISO 8754: 1992 ISO 6245: 1993 ISO 14597: 1997 AAS ISO 10478: 1994 ISO 10307: 1993 ISO 3733: 1976 ISO 2719: 1988 ISO 3016: 1994

*1) ISO standards can be obtained from the ISO Central Secretariat, Geneva, Switzerland (www.iso.ch). *2) Limited to max. 991 kg/m3 (ISO-F-RMH55), if the fuel treatment plant cannot remove water from high density fuel oil.

Table F16 Fuel oil requirements

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Viscosity The maximum admissible viscosity of the fuel that can be used in an installation depends on the heating and fuel preparation facilities available. As a guidance, the necessary pre-heating temperature for a given nominal viscosity can be taken from the viscosity/temperature chart in figure F27. The recommended viscosity range of fuel entering the engine is: 13–17 mm2/s (cSt) or 60–75 sec Redwood. Carbon residue, asphaltenes sediment High levels of carbon residue and asphaltenes impair the combustion quality of the fuel oil and promote increased wear and fouling of engine components. Asphaltenes also have a bearing on the stability of blended fuels and can cause problems of sludge formation in centrifugal separators, filters and on the tank bottom. To minimize compatibility risks, care should be taken to avoid mixing bunkers from different suppliers and sources in storage tanks on board. Care must also be taken when heavy fuel is blended onboard to reduce the viscosity. Paraffin distillates, when added to a heavy fuel of low stability reserve, can cause the asphaltenes to settle out, resulting in heavy sludge formation. As a stability criterion, the test ‘Sediment by Hot Filtration’ (SHF) can be used. A sediment value of 0.10 per cent should not be exceeded.

Sulphur The alkalinity of the cylinder lubricating oil, i.e. the base number (BN, TBN), should be selected with regard to the sulphur level of the fuel oil. Ash and trace metals Fuel oils with low contents of ash, vanadium and sodium are preferable. These components are detrimental since they tend to promote mechanical wear, high-temperature corrosion and the formation of deposits in the turbocharger and on the exhaust valve. Since sodium compounds (oxides, sulphates) depress the melting point of vanadium, which is very corrosive in the liquid phase, the sodium content should be as low as possible. With certain ratios of the vanadium to sodium, the compounds form a eutectic with a minimum melting point; this should be avoided. The maximum sodium content must not exceed 100 ppm (mg/kg) to avoid fouling of turbocharger components. The effect of high-temperature corrosion and the formation of deposits can be counteracted by application of suitable fuel treatments, known as socalled ash modifiers.

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Aluminium, silicon Aluminium and silicon found in appreciable concentrations in the fuel oil are regarded as an indication of the presence of so-called catalytic fines (cat fines). These are particles of hard oxides which cause high abrasive wear to piston rings and cylinder liners. This material is used as a catalyst in certain processes in petroleum refining and can find its way into marine fuels. Practical experience has shown that with proper treatment in the fuel separator a sum of aluminium and silicon of 80 ppm (mg/kg) can be reduced to less than 15 ppm (mg/kg) which may be considered as just tolerable. Proper treatment means reduced throughput in the separator and a fuel temperature as close as possible to 98°C. Water The water content of the fuel oil must be further reduced by careful purification. This is accomplished most effectively by centrifuging and by use of proper draining arrangements on the settling and service tanks. The fuel is often contaminated by sea-water containing sodium. A thorough removal of the water is therefore strongly recommended. A practical guiding value to aim for is 0.2 per cent water content after the separator. To achieve a good separating effect, the throughput and the temperature of the fuel must be adjusted in relation to the viscosity. With high-viscosity fuels, the separating temperature must be increased whereas the throughput must be decreased in relation to the nominal capacity of the separator. For recommended operating data, refer also to the separator instruction manual.

Flash point This is a legal requirement with regard to the fire hazards of petroleum based fuels. Pour point The lowest operating temperature of the fuel should be kept about 5–10°C above the pour point to secure easy pumping. Ignition quality The CCAI (Calculated Carbon Aromaticity Index – ISO8217:1996) is a function of viscosity and density, and is an indication of the ignition quality for medium and high speed diesel engines. In low speed engines ignition delay as given by the CCAI is of less importance. There is no rigidly applicable limit for this quantity, but good results have been obtained with commercially available fuels which have CCAI values up to 870.

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Recommended viscosity range before fuel supply unit

Example: To obtain the recommended viscosity before the fuel supply unit, fuel oil of 380 mm2/s (cSt) at 50 °C must be heated up to 130-140 °C.
F10.4779

Fig. F27 Typical viscosity / temperature diagram

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F2.4.3

Fuel oil treatment
Figure F28 ‘Heavy fuel oil treatment and tank layout’ is a schematic diagram of a fuel oil treatment plant and the following paragraphs are for consideration before designing a system.

Note: For legend and additional information to this layout refer to table F17.
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Fig. F28 Heavy fuel oil treatment and tank system layout

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001 002 003 004 005 006 007 008 009 010 011 012 013 014

HFO settling tank, heated and insulated HFO daily tank, heated and insulated MDO daily tank Suction filter HFO separator supply pump, with safety valve *1) HFO/MDO separator supply pump, safety valve *1) HFO pre heater Self cleaning HFO separator *2) Self cleaning HFO/MDO separator *2) Three way valve, diaphragm operated Sludge tank Fuel oil overflow tank Air vent collector Air vent manifold

Remarks: *1) Pump may be omitted if integrated in separator. *2) Separator capacity related to viscosity in accordance with instructions of separator manufacturer. *3) Vent chamber in funnel. *4) Connection pipe optional. Air vent and drain pipes must be fully functional at all inclination angles of the ship at which the engine must be operational.

HFO pipes, heated and insulated MDO pipes Air vent pipes Drain & overflow pipes

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Number of cylinders Main engine RT-flex96C Mixing unit Heavy fuel oil settling tank *1) Heavy fuel oil daily tank *1) Marine diesel oil daily tank *2) Sludge tank approx. 10% from daily tank *3) Nominal pipe diameter
Remarks:

6

7

8

9

10

11

12

13

14

power speed cap. cap. cap. cap. cap. A B

kW rpm litre m3 m3 m3 m3 DN DN

34320 40040 45760 51480 57200 62920 68640 74360 80080 102 acc. to figure F31 55 55 55 17 80 65 64 64 64 19 80 65 73 73 73 22 80 65 82 82 82 25 100 65 92 92 92 28 100 65 101 101 101 30 100 80 110 110 110 33 100 80 100 80 128 128 128 38 100 80

*1) based on 8 hours running time with HFO at MCR (kW) *2) based on 8 hours running time with MDO at MCR (kW) *3) Capacity depends upon contamination of fuel oil and ship owner requirements.

Table F17 Heavy fuel oil treatment and tank system data

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F2.4.3.1

Settling tanks

F2.4.3.3

Centrifugal separators

Gravitational settling of water and sediment from modern heavy fuel oils is an extremely slow process due to the small difference in densities. The settling process is a function of the fuel surface area of the tank to the viscosity, temperature and density difference, heated large surface area tanks enable better separation than heated small surface area tanks.

F2.4.3.2

Daily tanks

Most of the daily tank design features are similar to the settling tank, having a self-closing sludge cock, level monitoring device and remote closing discharge valves to the separator(s) and engine systems. The daily tank is to be equipped with a drain valve arrangement at its lowest point, an overflow to the overflow tank and recirculating pipework to the settling tank. The recirculation pipe reaches to the lower part of the daily tank to guide water which may be present in the fuel after the separators (eg due to condensation or coil leakage) into the settling tank. A pipe to the separators should be provided to re-clean the fuel in case of dirty water contamination. This line should be connected just above the drain valve at the daily tank bottom. The fuel is cleaned either from the settling tank to the daily tank or recirculating the daily tank. Ideally when the main engine is operating at CMCR, the fuel oil separator(s) should be able to maintain a flow from the settling tank to the daily tank with a continual overflow back to the settling tank. The sludge cock is to be operated at regular intervals to observe the presence of water, an important indication to the condition of the separator(s) and heating coils. Diesel oil daily tanks are similar to the heavy oil daily tanks with the exception possibly of tank heating, although this may be incorporated for vessels constantly trading in cold climates.

• Separator type – self-cleaning: It is advisable to use fuel oil separators without gravity discs to meet the process requirements of the marine diesel oil and 730 cSt heavy fuel oils. These separators are self-adjusting and do not require gravity discs to be changed for different fuel densities. The manufacturers claim extended periods between overhaul and greatly improved reliability, enabling unattended onboard operation. The minimum effective throughput capacity of the separators required is determined by the following example. The nominal separator capacity and the installation are to comply with the recommendations of the separator manufacturer. • Throughput capacity = 1.2  CMCR  BSFC / 1000 [litres / hour] CMCR in kW Example: 8RT-flex96C with – CMCR: 45 760 kW – BSFC: 171 g/kWh Throughput = 1.2  45 760  171 / 1000 Throughput = 9390 litres/hour Separator arrangement Separator without gravity disc: One of the main features of these self-adjusting separators is that only a single unit is required. This unit operates as a combined purifier/clarifier. However, as it is usual to install a stand-by separator as a back-up, it is of advantage to use this separator to improve the separation result. For the arrangement of the separators, parallel or in series, please refer to the manufacturer’s instructions.

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Separator with gravity disc: These types are running in series with the fuel being purified in one and clarified in the other, two separators are required. The clarifier improves the separation result and acts as a safety device in case that the purifier is not properly adjusted. It is important when processing heavy fuel oils that strict adherence is made to the separator manufacturer’s recommendations. If using these separators it will be advantageous to install an extra separator for marine diesel oil only in order to avoid the changing of gravity discs when switching from HFO to MDO separation.

F2.4.4

Pressurized fuel oil system

The marine diesel oil (MDO) separator capacity can be estimated using the same formula.

Referring to figure F29 and table F18, the fuel from the heated heavy fuel oil daily tank or the unheated diesel oil daily tank passes through the three-way valve (002), filter (003), and is transferred to the mixing unit (006) by the low-pressure feed pump (004). The high pressure booster pump (007) transfers the fuel through the endheater (008), viscosimeter (009) and filter (010) to the fuel supply unit (012). Circulation is maintained via pipework back to the mixing unit which equalizes the temperature between hotter oil returning from the engine and the cooler oil from the daily tank. The pressure regulating valve (005) controls the delivery of the low-pressure feed pump and ensures that the discharge pressure is 1 bar above the evaporation pressure in order to prevent entrained water from flashing off into steam. When the engine is running on marine diesel oil the steam heaters and viscosimeter are only required prior to changing over to heavy oil or immediately after changing from heavy to diesel when there is still heavy oil in the system.

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HFO pipes, heated and insulated MDO pipes Heating pipes Air vent pipes Drain & overflow pipes Pipes on engine / pipe connections

Remarks: *1) The return pipe may also be led to the HFO daily tank. Feed pumps (item 004) must be installed below MDO and daily tanks. All heaters to be fitted with thermometers, relief valves, drains and drip trays. Steam tracers on main engine are laid out for 7 bar saturated steam. Air vent and drain pipes must be fully functional at all inclination angles of the ship at which the engine must be operational. Note:

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For additional information to this layout refer to table F18.

Fig. F29 Pressurized fuel oil system

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001 002 003 004 005 006 007 008 009 010 011 012 013

Main engine RT flex96C Three way valve, manually or remotely operated Fuel oil suction filter, heated (trace heating acceptable) Low pressure feed pump Pressure regulating valve Mixing unit, heated and insulated (acc. to figure F31) High pressure booster pump Fuel oil endheater Viscosimeter Fuel oil filter, heater (trace heating acceptable) Pressure retaining valve Fuel supply unit Fuel rail unit

31 32 33 34

Fuel oil inlet, supply unit Fuel oil outlet Fuel leakage pipe rail unit (dirty) Fuel leakage pipe (clean)

Number of cylinders Main engine RT-flex96C Mixing unit power speed cap. A B Nominal pipe diameter C D E kW rpm litre DN DN DN DN DN

6 34320

7 40040

8 45760

9 51480

10 57200 102

11 62920

12 68640

13 68640

14 80080

acc. to figure F31 80 65 65 100 80 80 65 65 100 80 80 65 65 100 100 100 65 80 125 100 100 65 80 125 100 100 80 80 125 100 100 80 80 125 100 100 80 80 125 100 100 80 80 125 100

Table F18 Pressurized fuel oil system data

F2.4.5

Fuel oil system on the engine
When commissioning the fuel system with the engine at stand-by, the fuel pressure at the injection pump inlet is to be set at 10 bar, to result in a pressure of minimum 7 bar when the engine is running at 100 per cent load.

Figure F30 is a schematic arrangement of the fuel oil system mounted on the engine. The quantity of fuel oil delivered to the supply pumps (supply unit) by the booster pump installed in the plant is greater than the amount actually required, with the excess fuel being recirculated via the mixing unit, please refer to section F2.4.4 ‘Pressurized fuel oil system’.

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31 32

Free end

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Fig. F30 Fuel oil system on the engine

High pressure fuel oil pipe Low pressure fuel oil pipe Fuel oil leakage pipe Heating

TI TE PI PS PT LS

Thermometer local Temp. element, alarm Pressure gauge, local Pressure switch, safety Pressure transmitter, alarm Level switch, alarm

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F2.4.6

Heavy fuel oil system components
• • • • • • Required system temperature: approx. 145°C Water vapour gauge pressure at 145°C pv = 3.2 bar Pressure losses between feed pump and mixing unit: ∆p1 = 0.5 bar Pressure change difference across the pressure regulating valve: ∆p2 = 0.6 bar Substituting these values in the formula: Delivery pressure = 3.2 + 1 + 0.5 + 0.6 = 5.3 bar

Fuel oil feed pump • • Pump type: positive displacement screw type with built-in overpressure relief valve. Pump capacity: refer to table F1, the given capacity is to be within a tolerance of 0 to +20%. Fuel type: marine diesel oil and heavy fuel oil, up to 730 cSt at 50°C. Working temperature: ambient to 90°C. Delivery pressure: the delivery pressure is to take into account the system pressure drop and prevent entrained water from flashing off into steam by ensuring the pressure in the mixing unit is at least 1 bar above the water vapour pressure and not lower than 3 bar. The water vapour pressure is a result of the system temperature and pressure for a given fuel type. Heavier oils need more heat and higher temperatures to maintain them at the correct viscosity than lighter oils, refer to the formula and example below: Delivery gauge pressure = pv + 1 + ∆p1 + ∆p2 [bar]

• • •

Electric motor • The electric motor driving the fuel oil feed pumps shall be sized large enough for the power absorbed by the pump at maximum pressure head (difference between inlet and outlet pressure), maximum fuel oil viscosity (600 cSt) and the required flow.

Pressure regulating valve • The pressure regulating valve maintains the inlet pressure to the booster system practically constant irrespective of the actual amount of fuel consumed by the main engine and auxiliaries. It should have a flat steady state characteristic across the fuel oil recirculation flow range. Valve type: self- or pilot-operated which senses the upstream pressure to be maintained through an external line. It is to be pneumatically or direct hydraulically actuated with an additional manual control for emergency operation. When using a pneumatic type, use a combined spring type to close the valve in case of air supply failure. Fuel oil viscosity: 100 cSt, at working temp. (HFO 730 cSt at 50°C). Maximum capacity: refer to feed pump capacity in table F1.

where: pv = water vapour gauge pressure at the required system temperature [bar] (see viscosity/temperature diagram fig. F27). = maximum pressure losses between the feed pumps and the mixing unit [bar]. = maximum pressure change difference across the pressure regulating valve of the feed system between minimum and maximum flow. Refer to ‘Pressure regulating valve’ next.

∆p1 ∆p2

Example HFO of 730 cSt at 50°C

• •

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• • • •

Minimum capacity: approximately 20% of that of the feed pump. Service pressure: max. 10 bar Pressure setting range: 2–6 bar Inlet pressure change: ≤ 0.8 bar, between 20% and 100% flow (upstream pressure build-up over the valve capacity; between the minimum and maximum flow capacity). Working temperature: ambient to 90°C

Fuel oil endheater • Heater type: steam, electric or thermal oil, tubular or plate type heat exchanger suitable for heavy oils to 730 cSt at 50°C. Working pressure: max. 12 bar, pulsating on fuel oil side. Working temperature: ambient up to 150°C, outlet temperature on fuel oil side. Heating capacity [kW]: = 0.75  10–6  CMCR  BSFC  (T1 – T2) Consumption of saturated steam at 7 bar gauge pressure [kg/h]: = 1.32  10–6 CMCR  BSFC  (T1 – T2) where: BSFC is the brake specific fuel consumption at the contract maximum continuous rating (CMCR). T1 is the temperature of the fuel oil at the viscosimeter. T2 is the temperature of the fuel oil from the daily tank. Example: 8RT-flex96C with CMCR at R1: 45 760 kW at 102 rpm, BSFC of 171 g/kWh, using 730 cSt fuel, at a system temperature of 145°C (T1), assuming the heavy fuel oil daily tank is kept at a steady temperature of 65°C (T2). Heater capacity required: = 0.75  10–6  45 760  171  (145 – 65) = 469 kW Consumption of saturated steam at 7 bar gauge pressure: = 1.32  10–6  45 760  171  (145 – 65) = 826 kg/h

• • • •

Mixing unit • Due to the small amount of fuel consumed there is only need of a small mixing unit. It is recommended that the tank contains no more than approx. 100 litres. This is to avoid the change over from HFO to MDO or visa versa taking too long. • The mixing unit equalizes the temperature between the hotter fuel oil returning from the engine and the cooler fuel oil from the day tank, particularly when changing over from heavy fuel oil to marine diesel oil and vice versa. • Type: cylindrical steel fabricated pressure vessel as shown in figure F31. • Capacity: see figure F31. • Dimensions: see figure F31. • Service pressure: 10 bar • Test pressure: according to the classification society. • Working temperature: ambient up to 150°C. High-pressure booster pump • Pump type: positive displacement screw type with built-in overpressure relief valve. • Pump capacity: refer to table F1, the given flow rate is to be within an allowable tolerance of 0 to +20%. • Inlet pressure up to 6 bar • Delivery head: see table F1, final delivery pressure according to the actual piping layout. • Working temperature: ambient up to 150°C Electric motor (booster pump) Refer to the remarks for electric motor for the feed pumps (anterior page).

The viscosimeter monitors the fuel viscosity prior to the supply unit and transmits signals to the heater controls to maintain this viscosity by regulating the fuel temperature after the endheater.

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Capacity Design pressure Service temperature

: 100 l : 10 bar : 150 °C

337.913

001 002 003 004 005 006 007 008

Outlet Inlet, return pipe Inlet, from feed pump Vent Drain Heating coil Insulation Mounting brackets *1)

Remarks: *1) Mounting brackets for fixation on floor plate. The mixing unit must not be fitted unsupported. Configuration and dimension of the mixing unit have to comply with the relevant classification societies/rules.

Fig. F31 Fuel oil system mixing unit

Number of cylinders A Nominal pipe diameter B C DN DN DN

6 100 65 80

7 100 65 80

8 100 65 100

9 125 80 100

10 125 80 100

11 125 80 100

12 125 80 100

13 125 80 100

14 125 80 100

Table F19 Fuel oil system mixing unit: nominal pipe diameters for connections A, B, C

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Fuel oil filter A mesh size of maximum 34 microns (sphere passing mesh) is the absolute minimum requirement for the fuel oil filter. This specified filtration grade conforms to a high reliability and optimal cleaning efficiency of the centrifugal separators (see the note on the next page). Arrangement before the supply unit Figure F32 A: High temperature (booster circuit). This filter is extremely important to protect the supply unit and is to be installed as close as possible to the inlet of the supply unit. The absolute minimum requirements are met by using either one of the following filters: duplex filter or automatic backflushing filter. Filter type: Change-over duplex (full flow) Heatable designed for in-service cleaning, fitted with differential pressure gauge and high differential pressure alarm contacts. or Automatic back-flushing filter Heated, with differential pressure gauge and differential pressure alarm contacts. Designed for automatic in-service cleaning, continuous or discontinuous back-flushing, using filtered fuel oil or compressed air techniques. • • • Further specifications/properties of the filters: • • Working viscosity: 13–17 cSt. Flow rate: booster pump capacity, refer to tables F1–F6. The given capacities cover the needs of the engine only. If an automatic back-flushing filter type is installed, the feed and booster pump capacities must be increased by the quantity needed for the back-flushing of the filter. Service pressure: max. 12 bar at filter inlet. Test pressure: specified by classification society. Permitted differential pressure at 17 cSt: clean filter: max. 0.2 bar, dirty filter: 0.6 bar, alarm setting: max. 0.8 bar. Minimum bursting pressure of filter insert: max. 8 bar differential across filter. Working temperature: ambient up to 150°C. Mesh size: max. 0.034 mm, sphere passing mesh. Filter insert material: stainless steel mesh (CrNiMo).

• • • •

A) Arrangement before the supply unit

B) Arrangement in the feed system

245.346

Automatic back-flushing filter or duplex filter

Duplex filter

Automatic back-flushing filter

Fig. F32 Filter arrangements

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Arrangement in the feed system Figure F32 B: If the requirement is for an automatic back-flushing filter, it is best to fit it on the low-temperature side in the discharge from the feed pumps. Locating the filter at this point reduces the risk of clogging due to asphaltene coagulation. Back-flushing filter • Working viscosity: 100 cSt, for HFO of 730 cSt at 50°C. • Flow rate: feed pump capacity, refer to tables F1–F6. The given capacities cover the needs of the engine only. The feed pump capacity must be increased by the quantity needed for the back-flushing of the filter. • Service pressure at filter inlet, after feed pumps: 10 bar • Test pressure: specified by classification society. • Permitted differential pressure at 100 cSt: clean filter: max. 0.2 bar, dirty filter: 0.6 bar, alarm setting: max. 0.8 bar. • Minimum bursting pressure of filter insert: max. 8 bar differential across filter. • Working temperature: ambient up to 90°C. • Mesh size: max. 0.034 mm (34 µm), sphere passing mesh. • Filter insert material: stainless steel mesh (CrNiMo). Duplex filter • The installation of the automatic back-flushing filter in the low-temperature side does not replace the need for a duplex filter fitted immediately before the supply unit. • The same technical data as specified for the arrangement before the supply unit are applied. The filter mesh size (sphere passing) in this case is max. 0.06 mm

Note: Cat fines may, for various reasons, be present in the fuel when entering the engine. Excessive piston ring and cylinder liner wear on all cylinders is often caused by cat fines in the fuel oil. It is obvious that other exposed parts e.g. fuel pumps, fuel injection valves, piston rod and piston rod stuffing boxes will be also damaged if a high content of cat fines is present in the fuel oil. The use of an automatic self-cleaning filter with a mesh size of 10 microns installed on the low-temperature side of the pressurized fuel oil system will additionally protect the engine from serious damages by removing cat fines which may have passed through the separator(s). This filter will also indicate changes in the separator efficiency and/or in the fuel quality. Such an additional investment should especially be considered where, due to the ship’s trading route, the risk of bunkering fuel with a high cat fines content is prevalent.

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F2.4.7 F2.4.7.1

Flushing the external fuel oil system Introduction
It is absolutely essential to ensure that the fuel oil systems are clear of all foreign matter before circulating fuel oil through to the engine. A systematic approach is to be adopted prior to commissioning when the tanks, pipework, filters, endheaters, pumps, valves and other components are flushed and proved clear by observation and physical inspection. All fuel oil tanks are to be inspected and cleaned by hand to remove all residuals build-debris; special attention is to be paid to very small loose particles of welding matter such as spelter and slag. The pipes of the entire fuel oil system on the plant side are to be flushed separately.

This instruction describes the flushing procedure for the external fuel oil system (on the plant). The flushing of the internal fuel oil system (on the engine) is under the responsibility of the engine builder and should be already done. If flushing of the internal fuel oil system is indicated, please consult the “Instruction for Flushing of Lub. Oil and Fuel Oil System” and “Instruction for Flushing for Common Rail System” provided by the engine bulder. A correct manufacturing of the pipes avoids the presence of scales, slag and spelter. It is a fact that the expense for special welding methods, e.g. inert gas welding, is worthwhile when considering the costs of an extensive flushing procedure or the grinding and cleaning work if using normal electric arc welding or welding with electrodes. A thorough cleaning of the pipes before mounting is a must.
from daily tank to daily tank

Supply unit external fuel oil system (on the plant)
32

31

F10.5302

By-pass with temporary flushing filter

Fig. F33 Fuel oil system flushing

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F2.4.7.2

Preparation before flushing

1. By-pass the fuel oil connections immediately before the supply unit by means of temporary hoses or pipes as shown in figure F33. 2. Install in the by-pass line a temporary filter with a mesh size (sphere passing mesh) of max. 0.03 mm (30 µm) and equipped with magnetic elements. Alternatively, the plant fuel oil duplex filter, if available, can be used under the condition that the filter inserts are of mesh size (sphere passing mesh) of max. 0.03 mm (30 µm). After flushing the filter, inserts are to be replaced by the original ones and the filter housing to be cleaned.

4. During the flushing procedure, the pipes are to be periodically tapped to help loosen any foreign matter that may be present. If available, vibrators are to be used. All pipes used during the engine operation must be flushed, including by-pass lines. Inspect and clean all filters in the fuel oil system periodically. Drain the dirt of all equipments (mixing unit, endheater, etc.) where dirt can accumulate. Flushing is to be continued until absolutely no residues can be found in the filters: No metallic particles adhere to the magnetic inserts and no residues are detected in the bottom of the filter housing. When the fuel oil system proves clean, the temporary flushing equipment can be removed and the engine connected to the fuel oil system.

F2.4.7.3

Flushing procedure

1. Fill the daily tank with sufficient marine diesel oil (MDO). 2. Circulate the MDO in the daily tank using the separator(s) and pre-heater(s) to maintain the cleanliness and the MDO temperature at approximately 30_C. Operate the separator(s) until the flushing procedure is completed. 3. Circulate the MDO through the whole fuel oil system back to the daily tank by running the feed and booster pump. Both pumps (feed and booster pump) must be in operation to ensure a correct fuel oil circulation through the whole fuel oil system. As the capacity of the booster pump(s) is higher than the one of the feed pump(s), part of the fuel returns, via the mixing tank, directly to the booster pump. The fuel must circulate freely in the return pipe to the daily tank and from the feed pump to the mixing unit. The main and stand-by pumps are to be alternatively operated. Observe the suction and discharge pressure carefully; do not let run the pumps hot. Observe the pressure drop through the filters too.

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F2.5 F2.5.1

Starting and control air systems Introduction
• • • • Total inertia = engine inertia + shafting and propeller inertia => (JTot) = (JEng) + (JS+P). Propeller inertia includes the part of entrained water. Engine inertia (JEng) see table F20. Relative inertia JRel = JTot / JEng.

Compressed air is required for engine starting, engine control, exhaust valve air springs, washing plant for the scavenge air coolers and general services.

F2.5.2

System layout

The starting and control air system shown in figure F34 is valid for six- to fourteen-cylinder engines and comprises two air compressors, two air receivers and systems of pipework and valves connected to the engine starting air manifold.

F2.5.3

Capacities of air compressor and receiver

The capacity of the air compressor and receiver depends on the total inertia (JTot) of the rotating parts of the propulsion system too.

The air receiver and compressor capacities of table F20 refer to a relative inertia, (JRel = 2.0). For other values than 2.0, the air receiver and compressor capacities have to be calculated with the winGTD program. It provides the capacity of the air compressor and receiver for relative inertia values (JRel). Table F20 outlines the basic requirements for a system similar to figure F34 ‘Starting and control air system’ for maximum engine rating. A CD-ROM (available on request) with the winGTD program enables to optimise the capacities of the compressors and air receivers for the contract maximum continuous rating (CMCR).

Starting air
Number of starts requested by the classification societies for reversible engines Pressure range No. of cylinders 6 7 8 9 10 11 12 13 14 Remark:

Air receivers
12 *1) Max. air pressure 25 [bar] 30 [bar] [m3]

Air compressors
12 *1) Free air delivery at 25 [bar] 30 [bar]

JEng

*2)

Number x volume 2 x 9.9 2 x 11.5 2 x 13.4 2 x 14.9 2 x 16.5 2 x 18.1 2 x 19.7 2 x 21.2 2 x 22.9

Number x capacity [Nm3/h] 2 x 250 2 x 290 2 x 340 2 x 380 2 x 420 2 x 460 2 x 500 2 x 550 2 x 600 2 x 260 2 x 300 2 x 350 2 x 390 2 x 430 2 x 470 2 x 510 2 x 560 2 x 620

[kgm2] 258 500 298 200 340 400 382 400 418 900 455 100 489 300 528 000 565 000

2 x 8.5 2 x 9.9 2 x 11.5 2 x 12.9 2 x 14.2 2 x 15.5 2 x 16.8 2 x 18.1 2 x 19.5

*1) 12 consecutive starts of the main engine, alternating between ahead and astern. *2) Data given for engines without damper and front disc on crankshaft but included smallest flywheel.

Table F20 Air receiver and air compressor capacities

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004
150

Clean and dry instrument air 7-8 bar supplied from board.

20 20 25 *1)

001
15 *1)

003

003

005

Remarks: *1) Dimensions depending on consumption of auxiliary engines and board purposes. Drain plugs and drain cocks where necessary.

002

002
41 42 43 Starting air inlet Control air inlet, in case of board supply failure Control air inlet (for control system and air spring)

001 Main engine RT flex96C 002 Starting air compressor, 25/30 bar 003 Starting air receiver, 25/30 bar 004 Distribution pipe with automatic starting air shut off valve 005 Pressure reducing valve, from 25/30 to 7-8 bar Starting air feed pipes Control air pipes Ancillary equipment pipes Drain pipes
333.320a

Pipes on engine / pipe connections

Fig. F34 Starting and control air system

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F2.5.4

Starting and control air system specification

Starting air compressors • Type: water cooled two stage with intercooler and oil / water separator. The discharge air temperature is not to exceed 90°C and the air supply to the compressors is to be as clean as possible without oil vapour. • Capacity: refer to table F20. • Delivery gauge pressure: 30 or 25 bar. Starting air receivers • Type: fabricated steel pressure vessels having domed ends and integral pipe fittings for isolating valves, automatic drain valves, pressure reading instruments and pressure relief valves. • Capacity: refer to table F20. • Working gauge pressure: 30 or 25 bar.

F2.5.4.1

Control air system supply

The control air can be supplied from the combined system as shown in figure F34 or from a separate instrument air supply providing clean and dry air at 7–8 bar pressure.
(Capacity Nm3/h) Control system up to Number of cylinders 6 21.0 14.4 35.4 7 21.0 16.8 37.8 8 21.0 19.2 40.2 9 21.0 21.6 42.6 10 21.0 24.0 45.0 11 21.0 26.4 47.4 12 21.0 28.8 49.8 13 21.0 31.2 52.2 14 21.0 33.6 54.6

Exhaust valve air spring Total

Table F21 Control air capacities

F2.5.5

General service and working air

General service and working air for driving air powered tools and assisting in the cleaning of scavenge air coolers is provided by the reducing valve (item 005, figure F34). The valve is to reduce 25 or 30 bar to 7–8 bar. Consumers other than engine starting and control are to be taken into account when final selection of compressor capacity and pipe dimensions is to be made.

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F2.6 F2.6.1

Leakage collection system and washing devices Introduction
sludge oil trap is shown in figure F36. The dirty oil from the piston rod stuffing box, which consists of waste system oil, cylinder oil, metallic particles and small amounts of combustion products, is led directly to the sludge tank. Condensate from scavenge air is formed when the vessel is operating in a humid climate and is to be continually drained from the scavenge air receiver to avoid excessive piston ring and liner wear. As a guide, the largest amount of this condensate which is to be dealt with under extremely humid conditions is indicated on the system layout data (table F22).

Figure F35 ‘Leakage collection and washing system layout’ is suitable for the whole engine series, with the same pipe sizes independent of the number of cylinders. Dirty oil collected from the piston underside is led under pressure of approximately 2.8 bar to the sludge oil trap (002) and then to the sludge oil tank (004). The purpose of the sludge oil trap is to retain the large amount of solid parts which may be contained in the dirty oil and to reduce the pressure by means of an orifice or throttling disc (003) fitted at its outlet so that the sludge oil tank (004) is under atmospheric pressure. The
001 Main engine RT flex96C 002 Sludge oil trap, for details see figure F36 003 Throttling disc 004 Sludge or appropriate tank *4) 005 Throttling disc 006 Air vent manifold 007 Scavenge air cooler washing plant *1) 008 Turbocharger compressor washing plant *1) 009 Turbocharger turbine washing plant *1) 010 Turbocharger turbine dry cleaning plant (optional) *1) 011 Condensate drain units 012 Venting unit 11 12 14 19 20 23 25 28 Oily water drain from charge air receiver Cylinder and scavenge air cooler, cooling water drain pipe Washing water inlet TC/SAC *3) Condensate water from water separator and SAC *2) Washing water outlet from SAC Common dirty oil drain from engine Dirty oil from piston underside Dirty oil from piston rod stuffing box

Remarks: *1) One unit per turbocharger *2) Depending on the relative air humidity and temperature before and after the scavenge air cooler condensate may be knocked out. Under extreme ambient conditions a maximum condensate quantity of up to 0.16 kg/kW/h may be produced. *3) At free end or at driving end *4) Available capacity approx. 2 m3 Please note: For Mitsubishi MET turbochargers only DRY CLEANING method applies.

30a Venting pipe TC outlet, WCH recommendation 30b Venting pipe TC outlet, MET standard execution 1*) 30c Venting pipe crankcase 40 Working air inlet SAC washing plant *3)

Washing water pipes Dirty oil drain pipes Compressed air pipes Air vent pipes Drain & overflow pipes Pipes on engine / pipe connections

337.945b

Table F22 Leakage collection and washing system

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337.945b

Note: Refer to table F22 for additional information and legend to this layout.

Fig. F35 Leakage collection and washing system

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Working temperature : 80 °C Working pressure : 4 bar Capacity : approx. 90 l
245.946d

Remarks: *1) The orifice has to be designed as shown. *2) Location of pipes with regard to each other has to be observed.

Fig. F36 Sludge oil trap

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Engine exhaust uptakes can be drained automatically using a system as shown in figure F37.

F10.1959

Fig. F37 Arrangement of automatic water drain

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F2.7

Exhaust gas system
pipe diameter’, figure F39 ‘Estimation of exhaust gas density’ and figure F40 ‘Estimation of exhaust pipe diameter’ are given as an example only:

To optimize the exhaust gas systems, please refer to the following calculations. The calculations based on figure F38 ‘Determination of exhaust

F10.4061

Fig. F38 Determination of exhaust pipe diameter

Example: Estimation of exhaust gas pipe diameters for Wärtsilä 8RT-flex96C, CMCR (R1) specified and for design (tropical) conditions: Power (R1) = 45 760 kW Speed (R1) = 102 rpm Recommended gas velocities: Pipe A: WA = 40 m/s Pipe B: WB = 25 m/s Pipe C: WC = 35 m/s 1) Exhaust gas mass flow: 337 673 kg/h (according to tables F1–F6) 2) Exhaust gas temperature: (acc. to tables F1–F6) 314 °C

3) Exhaust gas density (assumed back pressure on turbine outlet Dp = 30 mbar (figure F39):
ò EXH + 0.611 kg m 3

4) Number of turbochargers (according to figure C5): nTC = 2

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pEXH [kg/m3]
0.740

0.720

0.700

0.680

0.660

0.640

0.620

0.600

0.580

∆p [mbar]
30 20 10 0 220 230 240 250 260 270 280 290 300 310 320 330 340 350 360

0.560

0.540
F10.4682

tEaT [_C]

Fig. F39 Estimation of exhaust gas density

qV [m3/h]
600 000 500 000 450 000 400 000 350 000 300 000 250 000 200 000 180 000 160 000 140 000 120 000 100 000 90 000 80 000 70 000 60 000 500
F10.4683

50

40

30

20

10

w [m/sec]

600

700 800 900 1000

1200 1400 dA

2000

2500 dC

3000 dB

4000

dpipe [mm]

Fig. F40 Estimation of exhaust pipe diameters

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5) Exhaust gas volume flow: Pipe A:
q VA + ò qm @ n TC + 337 673 0.611 @ 2 + 276 328 m 3 h

F2.8

Air vents

EXH

Pipes B and C:
qm q VB + q VC + ò + 337 673 + 552 656 m 3 h 0.611 EXH

The air vent pipes of the ancillary systems must be fully functional at all inclination angles of the ship at which the engine must be operational. This is normally achieved if the vent pipes have a continuous, uninterrupted inclination of 5 per cent minimum. Such an arrangement enables the vapour to separate into its air and fluid components, discharging the air to atmosphere and returning the fluid to its source.

6) Exhaust pipe diameters: Pipe diameters are (approx. according to figure F40): dA = 1550 mm dB = 2800 mm dC = 2350 mm or calculated:
d pipe + 18.81 @ qV w pipe [mm]

7) Select the calculated or the next larger diameter available, for example: dA = 1600 mm dB = 2800 mm dC = 2400 mm Check the back pressure drop of the whole exhaust gas system (not to exceed 30 mbar).

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F2.9

Engine-room ventilation
in diesel engined ships; Design requirements and basis of calculations’. Based on ISO 8861, the radiated heat, required air flow and power for the layout of the engine-room ventilation can be obtained from the winGTD program, see section C7.2. The final layout of the engine-room ventilation is, however, at the discretion of the shipyard.

The engine-room ventilation is to conform to the requirements specified by the legislative council of the vessel’s country of registration and the classification society selected by the ship owners. Calculation methods for the air flow required for combustion and air flow required to keep the machinery spaces cool are given in the international standard ISO 8861 ‘Shipbuilding – Engine-room ventilation

Figure F41 is a typical arrangement for direct suction of combustion air.

F10.3677

Fig. F41 Direct suction of combustion air – main and auxiliary engine

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F3 F3.1

Ambient temperature consideration Engine air inlet – Operating temperatures from 45°C to 5°C
To avoid the need of a more expensive combustion air preheater, a system has been developed that enables the engine to operate directly with cold air from outside. If the air inlet temperature drops below 5°C, the air density in the cylinders increases to such an extent that the maximum permissible cylinder pressure is exceeded. This can be compensated by blowing off a certain mass of the scavenge air through a blow-off device as shown in figure F42.
Engine
Turbocharger Air intake casing
Scavenge air cooler

Due to the high compression ratio, the diesel engine RT-flex96C does not require any special measures, such as pre-heating the air at low temperatures, even when operating on heavy fuel oil at part load, idling and starting up. The only condition which must be fulfilled is that the water inlet temperature to the scavenge air cooler must not be lower than 25°C. This means that: • When combustion air is drawn directly from the engine room, no pre-heating of the combustion air is necessary. When the combustion air is ducted in from outside the engine room and the air suction temperature does not fall below 5°C, no measures have to be taken.

Air filter

Blow-off valves

F10.1964

Fig. F42 Scavenge air system for arctic conditions

The central fresh water cooling system permits the recovery of the engine’s dissipated heat and maintains the required scavenge air temperature after the scavenge air cooler by recirculating part of the warm water through the low-temperature system.

F3.1.1

Scavenge air system – arctic conditions at operating temperatures below 5°C

Under arctic conditions the ambient air temperatures can meet levels below –50°C. If the combustion air is drawn directly from outside, these engines may operate over a wide range of ambient air temperatures between arctic condition and tropical (design) condition (45°C).

There are up to three blow-off valves fitted on the scavenge air receiver. In the event that the air inlet temperature to the turbocharger is below +5°C the first blow-off valve vents. For each actuated blowoff valve, a higher suction air temperature is simulated by reducing the scavenge air pressure and thus the air density. The second blow-off valve vents automatically as required to maintain the desired relationship between scavenge and firing pressures. Figure F43 shows the effect of the blowoff valves to the air flow, the exhaust gas temperature after turbine and the firing pressure.

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Two blow-off One blow-off Blow-off valves closed normal operation valves open valve open

nm [kg/kwh] 0.6 0.4 0.2 0 Specific air consumption nt [°C] 0 –20 –40 –60 np [bar] 10 5 0 Exhaust gas temp.

Firing pressure

–50 –40 –30 –20 –10 0 10 20 30 40 [°C] Suction air temperature
F10.1965

Fig. F43 Blow-off effect under arctic conditions

Control of the blow-off valves is effected by means of a signal generated by the temperature sensors in the inlet piping. Care is to be taken that no foreign particles in the form of ice gain access to the turbocharger compressor in any way, because they could lead to its destruction. Reduction of the pipe’s cross sectional area by snow is also to be prevented. The scavenge air cooling water inlet temperature is to be maintained at a minimum of 25°C. This means that the scavenge air cooling water will have to be pre-heated in the case of low power operation. The required heat is obtained from the lubricating oil cooler and the engine cylinder cooling.

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F3.2

Air filtration
Marine installations have seldom had special air filters installed until now. Stationary plants on the other hand, very often have air filters fitted to protect the diesel engine. The installation of a filtration unit for the air supply to the diesel engines and general machinery spaces on vessels regularly transporting dustcreating cargoes such as iron ore and bauxite, is highly recommended. The following table F23 and figure F44 show how the various types of filter are to be applied.

In the event that the air supply to the machinery spaces has a high dust content in excess of 0.5 mg/m3 which can be the case on ships trading in coastal waters, desert areas or transporting dust-creating cargoes, there is a higher risk of increased wear to the piston rings and cylinder liners. The normal air filters fitted to the turbochargers are intended mainly as silencers and not to protect the engine against dust. The necessity for the installation of a dust filter and the choice of filter type depends mainly on the concentration and composition of the dust in the suction air. Where the suction air is expected to have a dust content of 0.5 mg/m3 or more, the engine must be protected by filtering this air before entering the engine, e.g., on coastal vessels or vessels frequenting ports having high atmospheric dust or sand content.

Atmospheric dust concentration Normal Most frequent particle sizes Normal shipboard requirement Short period < 5 % of running time, < 0.5 mg/m3 Standard turbocharger filter sufficient Standard turbocharger filter sufficient the vast majority of installations Alternatives necessary for very special circumstances frequently to permanently ≥ 0.5 mg/m3 Oil wetted or roller screen filter Oil wetted or panel filter permanently > 0.5 mg/m3 Inertial separator and oil wetted filter Inertial separator and oil wetted filter

> 5 µm

< 5 µm

Valid for

These may likely apply to only a very few extreme cases. For example: ships carrying bauxite or similar dusty cargoes or ships routinely trading along desert coasts.

Table F23 Guidance for air filtration

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Filter surface [m2] 140

Oil wetted and panel filters in series

Panel filter 120 Oil wetted filter 100 Required filteration area for pressure drop < 20 mbar 90 80 70 60 50 Roller screen filter

40

30

20

Inertial separator

16

12 10 10
F10.5296

12

16

20

25

30

40

50

60

70

80

8RT-flex96C: PR1 = 45.76 MW
Fig. F44 Air filter size

90 100 Installed engine power [MW]

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F4 F4.1

Pipe size and flow details Pipe velocities
figures to those stated may be acceptable when short piping runs, water properties and ambient temperature, are taken into consideration.
Lubricating oil mild steel Marine diesel oil mild steel
suction 0.9 2.6 1.0 4.5 1.1 7.8 1.2 14.5 1.3 23.5 1.4 40 1.5 66 1.5 95

The velocities given in table F24 are for guidance only. They have been selected with due regard to friction losses and corrosion. Increased velocity
Medium Nominal pipe diameter
Pipe material

Sea-water steel galvanized

Fresh water mild steel

Heavy fuel oil
mild steel

pumpside
[m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h]

suction 1.0 2.9 1.2 5.4 1.3 9.2 1.5 18 1.6 29 1.8 51 2.0 88 2.2 140 2.3 260 2.6 294 2.5 442 2.7 477 2.6 662 2.8 713 2.6 900 2.8 970 2.6 1176 2.8 1267 2.6 1489 2.9 1660 2.6 1838 2.9 2050

delivery 1.4 4.1 1.6 7.2 1.8 12.5 2.0 24 2.1 38 2.2 62 2.3 102 2.4 153 2.5 283

suction 1.5 4.3 1.7 7.7 1.9 13.5 2.1 25 2.2 40 2.3 65 2.4 106 2.5 159 2.6 294

delivery 1.5 4.3 1.7 7.7 1.9 13.5 2.1 25 2.2 40 2.3 65 2.5 110 2.6 165 2.7 305

suction 0.6 1.7 0.7 3.2 0.8 5.7 0.8 9.6 0.9 16.5 0.9 26 1.1 49 1.3 83 1.3 147

delivery 1.0 2.9 1.2 5.4 1.4 10 1.5 18 1.6 29 1.6 45 1.7 75 1.8 115 1.8 204

delivery 1.1 3.2 1.2 5.4 1.3 9.2 1.4 16.5 1.5 27 1.6 45 1.7 75 1.8 115

suction 0.5 1.4 0.5 2.3 0.5 3.5 0.6 7.2 0.6 11 0.7 20 0.8 35 0.9 57

delivery 0.6 1.7 0.7 3.2 0.8 5.7 0.9 11 1.0 18 1.2 34 1.4 62 1.6 108

32 40 50 65 80 100 125 150 200 Aluminium brass 250 Aluminium brass 300 Aluminium brass 350 Aluminium brass 400 Aluminium brass 450 Aluminium brass 500 Aluminium brass

––

––

––

––

2.6 460

2.7 477

2.7 477

1.3 230

1.9 336

––

––

––

––

2.6 662

2.7 687

2.7 687

1.3 331

1.9 484

––

––

––

––

2.6 900

2.7 935

2.7 935

1.4 485

2 693

––

––

––

––

2.6 1222

2.7 1222

2.7 1222

1.4 633

2 905

––

––

––

––

2.7 1546

2.7 1546

2.7 1546

1.4 802

2 1145

––

––

––

––

2.7 1909

2.7 1909

2.7 1909

1.5 1060

2.1 1484

––

––

––

––

Note: The velocities given in the above table are guidance figures only. National standards can also be applied. Table F24 Recommended fluid velocities and flow rates for pipework

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F4.2

Piping symbols

F10.1910

Fig. F45 Piping symbols 1

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F10.1911

Fig. F46 Piping symbols 2

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F10.1905

Fig. F47 Piping symbols 3

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F5

Engine pipe connections
The drawings of other combinations (number of cylinders, number and type of turbochargers) are available on request.

The following selection of the pipe connection plans doesn’t cover all available executions of the RT-flex96C engines.
Driving end

Remarks: *1) The oil drains may also be arranged symmetrically on port/fuel side * Optional execution (if required) * * Standard execution * * * At free end or at driving end
356.490b

*1) Piping on the engine: - The pipe connections on the engine are supplied with mating flanges blind, with exception of the turbocharger exhaust gas outlet, blind flanges to be drilled to match pipe dia supplied by the shipyard. - Screwed connections are supplied complete.

Fig. F48 Pipe connection plan for 8RT-flex96C engine with 2 x ABB TPL85-B turbochargers

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Free end

*1) Remarks: *1) Alternatively, drains may be arranged symmetrically on port/fuel side * Optional execution (if required) * * Standard execution * * * At free end or at driving end
356.490b

Piping on the engine: - The pipe connections on the engine are supplied with mating flanges blind, with exception of the turbocharger exhaust gas outlet, blind flanges to be drilled to match pipe dia supplied by the shipyard. - Screwed connections are supplied complete.

Fig. F49 Pipe connection plan for 8RT-flex96C engine with 2 x ABB TPL85-B turbochargers

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Exhaust side

F–88
Free end

Driving end

F.

Remarks: * Optional execution (if required) * * Standard execution * * * At free end or at driving end

RT-flex96C

356.722b

Piping on the engine: - The pipe connections on the engine are supplied with mating flanges blind, with exception of the turbocharger exhaust gas outlet, blind flanges to be drilled to match pipe dia supplied by the shipyard. - Screwed connections are supplied complete.

Ancillary systems

Wärtsilä Switzerland Ltd

Fig. F50 Pipe connection plan for 8RT-flex96C engine with 2 x ABB TPL85-B turbochargers

F.

Wärtsilä Switzerland Ltd

Fuel side

RT-flex96C

Ancillary systems

F–89
Driving end
Piping on the engine: - The pipe connections on the engine are supplied with mating flanges blind, with exception of the turbocharger exhaust gas outlet, blind flanges to be drilled to match pipe dia supplied by the shipyard. - Screwed connections are supplied complete.

Free end

Remarks: * Optional execution (if required) * * Standard execution * * * At free end or at driving end

356.608b

Marine Installation Manual

25.89.07.40 – Issue XI.06 – Rev. 0

Fig. F51 Pipe connection plan for 8RT-flex96C engine with 2 x ABB TPL85-B turbochargers

Marine Installation Manual F.

RT-flex96C

Ancillary systems

Driving end

*1) Remarks: *1) Alternatively, drains may be arranged symmetrically on port/fuel side * Optional execution (if required) * * Standard execution * * * At free end or at driving end

352.334b

Piping on the engine: - The pipe connections on the engine are supplied with mating flanges blind, with exception of the turbocharger exhaust gas outlet, blind flanges to be drilled to match pipe dia supplied by the shipyard. - Screwed connections are supplied complete.

Fig. F52 Pipe connection plan for 9–12RT-flex96C engine with 3 x ABB TPL85-B turbochargers

25.89.07.40 – Issue XI.06 – Rev. 0

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Wärtsilä Switzerland Ltd

RT-flex96C

Marine Installation Manual

F.

Ancillary systems

Free end

*1) Remarks: *1) Alternatively, drains may be arranged symmetrically on port/fuel side * Optional execution (if required) * * Standard execution * * * At free end or at driving end
352.334b

Piping on the engine: - The pipe connections on the engine are supplied with mating flanges blind, with exception of the turbocharger exhaust gas outlet, blind flanges to be drilled to match pipe dia supplied by the shipyard. - Screwed connections are supplied complete.

Fig. F53 Pipe connection plan for 9–12RT-flex96C engine with 3 x ABB TPL85-B turbochargers

Wärtsilä Switzerland Ltd

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Exhaust side

F–92
Free end

F.

RT-flex96C

352.151b

Remarks: * Optional execution (if required) ** Standard execution * * * Free end or driving end * * * * Additional Execution

Piping on the engine: - The pipe connections on the engine are supplied with mating flanges blind, with exception of the turbocharger exhaust gas outlet, blind flanges to be drilled to match pipe dia supplied by the shipyard. - Screwed connections are supplied complete.

Ancillary systems

Wärtsilä Switzerland Ltd

Fig. F54 Pipe connection plan for 11RT-flex96C engine with 3 x ABB TPL85-B turbochargers

F.

Wärtsilä Switzerland Ltd Piping on the engine: - The pipe connections on the engine are supplied with mating flanges blind, with exception of the turbocharger exhaust gas outlet, blind flanges to be drilled to match pipe dia supplied by the shipyard. - Screwed connections are supplied complete.

Fuel side

RT-flex96C

Ancillary systems

F–93 Marine Installation Manual

Remarks: * Optional execution (if required) * * Standard execution * * * At free end or at driving end

355.290b

25.89.07.40 – Issue XI.06 – Rev. 0

Fig. F55 Pipe connection plan for 11RT-flex96C engine with 3 x ABB TPL85-B turbochargers

25.89.07.40 – Issue XI.06 – Rev. 0

Marine Installation Manual

F–94 F.
RT-flex96C
Remarks: * Optional execution (if required) * * Standard execution * * * Free end or driving end

356.496b

Ancillary systems

Wärtsilä Switzerland Ltd

Fig. F56 Pipe connection details for 8RT-flex96C engine with 2 x ABB TPL85-B turbochargers

F.

Wärtsilä Switzerland Ltd see fig. F49 Remarks: * Optional execution (if required) * * Standard execution * * * Free end or driving end

RT-flex96C

Ancillary systems

F–95 Marine Installation Manual

356.496b

25.89.07.40 – Issue XI.06 – Rev. 0

Fig. F57 Pipe connection details for 8RT-flex96C engine with 2 x ABB TPL85-B turbochargers

25.89.07.40 – Issue XI.06 – Rev. 0

Marine Installation Manual

F–96 F.
RT-flex96C

356.076b

Ancillary systems

Wärtsilä Switzerland Ltd

Fig. F58 Pipe connection details for 9–12RT-flex96C engines with 3 x ABB TPL85-B turbochargers

Remarks: * Optional execution (if required) * * Standard execution * * * Free end or driving end

F.

Wärtsilä Switzerland Ltd see fig. F53 Remarks: * Optional execution (if required) ** Standard execution * * * Free end or driving end * * * * Additional Execution

RT-flex96C

Ancillary systems

F–97 Marine Installation Manual

356.076b

25.89.07.40 – Issue XI.06 – Rev. 0

Fig. F59 Pipe connection details for 9–12RT-flex96C engines with 3 x ABB TPL85-B turbochargers

Marine Installation Manual F.

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Ancillary systems

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G.

Engine management & automation

G1

Introduction
All those systems provide data bus connection to the ship automation to make specific data available wherever required and facilitate installation. Complete ship automation systems provided by one of the leading suppliers approved by Wärtsilä Switzerland offer the degree of integration demanded in modern shipbuilding while being perfectly adapted to the engine’s requirements. Applying a single supplier strategy for the entire ship automation shows many other advantages in terms of full responsibility, ease in operation and maintenance.

Developments in Engine Management & Automation (EMA) at Wärtsilä Switzerland Ltd are focussed on the latest trends in ship automation that tends to always higher integration levels. The standard electrical interface, designated DENIS-9520 (Diesel Engine CoNtrol and optImizing Specification), assures a perfect match with approved remote control systems, while the WECS-9520 (Wärtsilä Engine Control System) takes care of all RT-flex specific control functions. Computer based tools under the designation of the product family MAPEX (Monitoring and mAintenance Performance Enhancement with eXpert knowledge) enable ship-owners and operators to improve the operating economy of their diesel engines.

Remote Control

Alarm System

Safety System

Optimizing Functions

Engine Control

Engine Fitness Systems

Engine Operation Support

Spares & Maintenance Management Support & Tools

DENIS Family DENIS-1 DENIS-5 DENIS-6 DENIS-9520 RT-flex WECS-9520

MAPEX Engine Fitness Family
Operation Manual MAPEX-PR Service Bulletin Code Book Engine Parts Dataset CBM

Service Agreement Maintenance Video

F10.4893

Fig. G1

EMA concept comprising DENIS, WECS and MAPEX modules

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RT-flex96C

Engine management & automation

RT-flex automation layout
Propulsion Control System
DENIS-9520 remote control specification
Alarm signals Alarms Slow-downs

Alarm and Monitoring System

Independent subsystems:

Telegraph system

Electronic speed control system

Remote control system

Command orders from RCS/spd ctrl.

CANopen to ECR manual control

Feedback signals from WECS

Signals for alarm and slow-down

2 x PCS Bus CANopen or Modbus

Connector for service access

Safety system

ECR Manual Control panel

Alarm and slow-down signals

2 x AMS Bus Modbus

CANopen for service access

D E N I S - 9 5 2 0

E n g i n e
CANopen to LCP

S p e c i f i c a t i o n

E10, E15, E20, E28 Control terminal boxes Sensors and actuators

E90 E25 Local control panel Local indications WECS shipyard interface box

E110, E120, E130 Alarm terminal boxes Alarm sensors

Electric motor Starter units

WECS-9520
WECS sensors and actuators

RT-flex diesel engine
F10.5322

Fig. G2

RT-flex automation layout

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Signals for alarm/indication

WECS alarm signals

Signals for control

Signals for safety

Signals for alarm

Indications

RT-flex96C

Marine Installation Manual

G.

Engine management & automation

G1.1

DENIS

G2 G2.1

DENIS-9520 General

The DENIS family contains specifications for the engine management systems of all modern types of Wärtsilä two-stroke marine diesel engines. The diesel engine interface specification applicable for all current types of RT-flex engines is DENIS-9520.

G1.2

WECS

The concept of DENIS-9520 meets the requirements of increased flexibility and higher integration in modern ship automation and provides the following advantages for ship-owners, shipyards and engine builders: • Clear interface definition The well defined and documented interface results in a clear separation of the responsibilities between engine builder and automation supplier. It allows that authorised suppliers adapt their systems to Wärtsilä RT-flex engines with reduced engineering effort. The clear signal exchange simplifies troubleshooting. Approved propulsion control systems Propulsion control systems including remote control, speed control, safety and telegraph systems are available from suppliers approved by Wärtsilä Switzerland Ltd. This cooperation ensures that these systems fully comply with the specifications of the engine designer. Easy integration in ship management system Providing data bus communication between WECS, the propulsion control and the vessel’s alarm and monitoring system facilitates an easy integration of the various systems. The existing man–machine interface (MMI) of the vessel’s automation can therefore handle also the additional MMI functions attributed to the WECS. Ship automation from one supplier – Integrated solution Automation suppliers approved by Wärtsilä Switzerland Ltd can handle all ship board automation tasks. Complete automation systems from one supplier show advantages like easier engineering, standardisation, easier operation, less training, fewer spare parts, etc.

Under the designation of WECS-9520 Wärtsilä Switzerland provides a computerised control system for all RT-flex functions. As such it is a component of the RT-flex system and includes all necessary interfaces to the engine as well as to the remote control and electronic speed control system. With the same well proven engine control functions like the previous WECS-9500 it enhances the integration into the ship management system by providing data bus communication to all external systems.

G1.3

MAPEX

The products of the MAPEX family are designed to improve the engine’s efficiency through better management and planning and save money by making available the knowledge of our engine management specialists. For the further description of the MAPEX products please refer to section G4.

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The WECS-9520 is well suited to support this integrated automation concept by providing redundant data bus lines that deliver all necessary information for propulsion control, alarm / monitoring system and man–machine interface. The MMI of the WECS-9520 can provide additional features when using such an integrated solution. • Ship automation from different suppliers – Split solution In the case that propulsion control and alarm / monitoring systems are from different suppliers the WECS-9520 supports also such a split solution by providing two separate redundant data bus lines one each for propulsion control and alarm / monitoring system. MMI functions are then also split within propulsion control and alarm / monitoring system.

gine built control components are reduced to a minimum. Instrumentation is based on the conventional RTA engine with RT-flex-specific components added. • DENIS remote control specification This file contains the detailed functional specification of the remote control system. The intellectual property on this remote control specification remains with Wärtsilä Switzerland Ltd. Therefore this file is licensed to remote control partners of Wärtsilä Switzerland Ltd, only. These companies offer systems, built completely according to the engine designer’s specifications, tested and approved by Wärtsilä Switzerland Ltd.

G2.2

Propulsion control system

DENIS-9520 describes the signal interface between the RT-flex engine including its flex engine control system (WECS) and the ship automation. The DENIS specification does not include any hardware. It summarises all the data exchanged and defines the control functions required by the engine. The DENIS specification is presented in two sets of documents: • DENIS engine specification This file contains the specification of the signal interface on the engine and is made accessible to engine builders and shipyards. It consists basically of the control diagram of the engine, the signal list including a minimum of functional requirements and gives all information related to the electrical wiring on the engine. It lists also the necessary alarm and display functions to be realised in the vessel’s alarm and monitoring system. The DENIS-9520 engine specification covers the engine-built components for control, alarm and indication. With the replacement of previous camshaftcontrolled function by the WECS-9520, the en-

The propulsion control system is divided into the following sub-systems: • • • • Remote control system. Safety system. Electronic speed control system. Telegraph system.

Safety system and telegraph system work independently and are fully operative even with the remote control system out of order.

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Marine Installation Manual

G.

Engine management & automation

G2.2.1

Approved propulsion control systems
engines with each of the following leading marine automation suppliers. All approved propulsion control systems listed below contain the same functionality specified by Wärtsilä.
Remote Control System Electronic Speed Control System

Wärtsilä Switzerland Ltd has an agreement concerning the development, production, sales and servicing of remote control, electronic speed control and safety systems for their Wärtsilä RT-flex
Supplier / Company
Kongsberg Marine Kongsberg Maritime AS P.O. Box 1009 N-3191 Horten Norway NABTESCO Corporation NABTESCO corp., Marine Control Systems Company 1617-1, Fukuyoshi-dai 1-chome Nishi-ku Kobe, 651-22413 Tel. +81 78 967 5361 Japan Fax +81 78 967 5362 SAM Electronics GmbH / Lyngsø Marine SAM Electronics GmbH Behringstrasse 120 D-22763 Hamburg Germany Lyngsø Marine AS 2, Lyngsø Allé DK-2970 Hørsholm Denmark

AutoChief C20
Tel. +47-330 41 436 Fax +47-330 42 250

DGS C20

M-800-III

MG-800 FLEX

Tel. +49-40 88 25 0 Fax +49-40 88 25 4116

DMS2100i

EGS2000RTf

Tel. +45 45 16 62 00 Fax +45 45 16 62 62

Table G1 Suppliers of remote control systems and electronic speed control systrems

Modern remote control systems consist of electronic modules and operator panels for display and order input for engine control room and bridge. The different items normally communicate via serial bus connections. The engine signals described in the DENIS-9520 specification are usually connected via the terminal boxes on the engine to the electronic modules placed in the engine control room. These electronic modules are in most cases built to be located either inside the ECR console or in a separate cabinet to be located in the ECR. The operator panels are to be inserted in the ECR console’s surface. Kongsberg Maritime has designed the electronic modules of the AutoChief C20 propulsion control system in a way that they can be mounted directly on the main engine. In this case the electronic

modules for remote control, safety and speed control system are located in the same boxes used as terminal boxes for any other propulsion control system. This facilitates to commission and test the complete propulsion control system already at the engine maker’s testbed. The wiring at the shipyard is then limited to a few power cables and bus communication wires whereas the conventional arrangement requires more cables between the terminal boxes on the engine and the electronic modules of the remote control system in the engine control room. These boxes with the electronic modules are part of the propulsion control system scope of supply and shall be delivered to the engine builder for mounting on the engine.

Wärtsilä Switzerland Ltd

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RT-flex96C

Engine management & automation

Remote control system

Bridge wing (option)

Bridge

Bridge wing (option)

Control room

Remote control, Safety and Electronic speed control

Ship alarm system

Engine room

WECS-9520 flex engine control system

Local panel

RT-flex engine

F10.5065

Fig. G3

DENIS-9520 remote control system layout

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Marine Installation Manual

G.

Engine management & automation

G2.2.2

Functions of the propulsion control system

Electronic speed control system • • • Keeps engine speed at the set point given by the remote control system. Sends fuel command to the WECS-9520. Limits fuel amount in function of charge air and measured speed for proper engine protection.

Approved propulsion control systems comprise the following independent sub-systems: Remote control system Main functions: • • • • • • • • Start, stop, reversing. Cylinder pre-/post-lubrication. Automatic slow turning. Auxiliary blower control. Control transfer. Speed setting. Automatic speed programme. Load-dependent cylinder lubrication CLU-3.

Wärtsilä Switzerland has always requested that remote control systems and speed control systems of the same supplier are applied, in order to avoid compatibility problems and increased engineering efforts. Traditionally the electronic speed control system was considered as a part of the main engine and was therefore usually delivered together with the engine. With the introduction of WECS-9520 and DENIS-9520, the electronic speed control system is assigned to the propulsion control system and therefore shall be delivered together with the corresponding remote control system and further components of the propulsion control package by the party responsible for the complete propulsion control system, i.e. in most cases the shipyard. The details regarding system layout, mechanical dimensions of components as well as the information regarding electrical connections has to be taken from the technical documentation of the respective supplier. Safety system Main functions: • • • • Emergency stop functions. Overspeed protection. Automatic shut-down functions. Automatic slow-down functions.

Indications: The remote control system is delivered with control panels for local, control room and bridge control, including all necessary order input elements and indications e.g. push buttons/switches and indication lamps or alternatively a respective display. The following instruments for remote indication in the control room are specified in the DENIS-9520 standard as a minimum: • • • • • • • Starting air pressure. Engine speed. Revolution counter. Running hour counter. Load indicator. Turbocharger speed. Scavenge air pressure in air receiver.

The following instruments for remote indication on the bridge are specified in the DENIS-9520 standard as a minimum: • • Starting air pressure. Engine speed.

Telegraph system • Order communication between different control locations.

In addition to those indications, common for RTA and RT-flex engines, the remote control system applied to the RT-flex engine includes display of the most important values of the flex engine control system (WECS) like fuel pressure, servo oil pressure etc.

ECR manual control panel A manual control panel delivered together with the propulsion control system and fitted in the ECR console allows to operate the engine manually and

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Engine management & automation

independently from the remote control system. The functions of the ECR manual control are equal to the control function on the local control panel at the engine side. Local manual control Local manual control of the engine is performed from a control panel located on the engine. This panel includes elements for manual order input

and indication for safety system, telegraph system and WECS-9520. The local control box with the local manual control panel is included in the package delivered by approved remote control system suppliers. Options • • Bridge wing control. Order recorder.

G2.2.3

Recommended manoeuvring characteristics

Recommended values for the manoeuvring positions are given in figure G4.

F10.1972

Fig. G4

Recommended manoeuvring characteristics

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Marine Installation Manual

G.

Engine management & automation

G2.3 G2.3.1

Interface to alarm and monitoring systems General layout – Operator interface OPI
have to be delivered to the engine builder for mounting to the engine and connection of the sensors. Commissioning and testing of the complete set of alarm signals already at the engine maker’s testbed is thus facilitated and the wiring at the shipyard is limited to a few power cables and bus communication. Split solution Propulsion control system and alarm / monitoring system from different suppliers: The propulsion control system is connected through one redundant bus line (CANopen or Modbus, depending on automation maker) to the WECS. For the separate alarm and monitoring system an additional redundant Modbus connection is available. Also the operator interface is then split in this case: • Changing of parameters accessible to the operator and display of parameters relevant for the engine operation is included in the remote control system. • The alarm / monitoring system has to include: – Display of some flex system indications, like e.g. fuel pressure, servo oil pressure etc. – Display of the flex system alarms provided by the WECS. • WCH provides modbus lists specifying the display values and alarm conditions as part of the DENIS engine specification. Requirements for any alarm and monitoring system to be applied in a split solution: • Possibility to read values from a redundant Modbus line according to standard Modbus RTU protocol. • Ability to display analogue flex system values (typically 20 values) and add alarm values provided from WECS to the standard alarm list (100–200 alarms depending on engine type and number of cylinders).

On a conventional RTA engine, hardwired signals from alarm sensors mounted to the engine had to be connected to the vessel’s alarm and monitoring system. On a RT-flex engine, basically the same alarm sensors are available. Additional sensors with hardwired connection are fitted to monitor RT-flex specific circuits of the engine. In addition to that, the flex engine control system (WECS) provides alarm values and analogue indications via data bus connection to the ship’s alarm and monitoring system as part of the operator interface of the RT-flex engine. Connection from the WECS-9520 to the engine automation can be made in two ways (refer to figure G5). Integrated solution Propulsion control system and alarm / monitoring system from same supplier: This allows to connect both propulsion control system and alarm / monitoring system through one redundant bus line only (CANopen or Modbus, depending on automation maker) to the WECS-9520. With this integrated solution an extended presentation of relevant parameters is possible as well as a comfortable access to changeable user parameters taking full profit of the graphical user interface functions available in the alarm and monitoring system. A further step in integration is possible when using a DataChief C20 alarm and monitoring system of Kongsberg Maritime. In this case also all the conventional sensors and the additional flex sensors can be connected via data bus lines. The design allows that the data acquisition units are mounted directly on the engine in the same boxes used as terminal boxes for any other alarm and monitoring system. These boxes which are part of the alarm and monitoring system usually provided by the shipyard

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Engine management & automation

Integrated solution Propulsion Control and Alarm and Monitoring System from same suppliers
Sensors and actuators for control
E10 E20 E25

Propulsion Control System
2 x CANopen or Modbus

WECS-9520

E90

Flex sensors for alarm Standard sensors for alarm

E130

Alarm and Monitoring System

E110 E120

Integrated solution Propulsion Control and Alarm and Monitoring System from Kongsberg
Sensors and actuators for control
E10 E20 E25

2 x CANopen

Propulsion Control System

WECS-9520

E90

Flex sensors for alarm Standard sensors for alarm

E130

Alarm and Monitoring System
2 x CANopen

E110 E120.1 E120.2

Split solution Propulsion Control and Alarm and Monitoring System from different suppliers
Sensors and actuators for control
E10 E20 E25

Propulsion Control System
2 x CANopen or Modbus

WECS-9520

E90

2 x Modbus

Flex sensors for alarm Standard sensors for alarm

E130

Alarm and Monitoring System

E110 E120

F10.5323

Fig. G5

Integrated/split solution

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Marine Installation Manual

G.

Engine management & automation

G2.3.2

Alarm sensors and safety functions
The exact extent of delivery of alarm and safety sensors has to cover the requirements of the respective classification society, Wärtsilä Switzerland Ltd, the shipyard and the owner. The sensors delivered with the engine are basically connected to terminal boxes mounted on the engine. Signal processing has to be performed in a separate alarm and monitoring system usually provided by the shipyard.

The classification societies require different alarm and safety functions, depending on the class of the vessel and its degree of automation. These requirements are listed together with a set of sensors defined by Wärtsilä Switzerland Ltd in tables G2 to G3 “Alarm and safety functions of Wärtsilä RT-flex96C marine diesel engines”. The time delays for the slow-down and shut-down functions given in tables G2 to G3 are maximum values. They may be reduced at any time according to operational requirements. When decreasing the values for the slow-down delay times, the delay times for the respective shut-down functions are to be adjusted accordingly. The delay values are not to be increased without written consent of Wärtsilä Switzerland Ltd. Included in the standard scope of supply are the minimum of safety sensors as required by WCH for attended machinery space (AMS). If the option of unattended machinery space (UMS) has been selected the respective sensors have to be added according to the requirements issued by Wärtsilä Switzerland Ltd. There are also some additional sensors defined for the monitoring of flex system specific engine circuits.

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Engine management & automation

Alarm and safety functions for RT-flex96C engines
Function Level Physical unit Medium Location Signal No.

Values
max. allowable time delay [sec.]

min. WCH requirements add. to AMS for UMS

Request of classification societies for UMS IACS MRS ABS BV GL LR PRS
A A A

Setting

Cylinder cooling water

Pressure Engine inlet

PT1101A

ALM SLD

L L L L H H L L H L L H H L L L L L L H H L L L H L F H L H H H H H H H H H H H H H H H H

3.0 bar 2.8 bar 2.5 bar 70 °C 95 °C 97 °C 1.0 bar 25 °C 70 °C 3.0 bar 2.5 bar 120 °C 125 °C 2.0 bar 25 °C 60 °C 4.8 bar 4.6 bar 4.1 bar 50 °C 55 °C 10 bar *2) 9 bar *2) 3.8 bar 6.5 bar no flow – max. 40 bar 70 bar 10 bar 50 bar max. 65 °C 70 °C 60 °C 65 °C 60 °C 65 °C 85 °C 85 °C 65 °C 70 °C 65 °C 70 °C

0 60 60 0 0 60 0 0 0 0 60 0 60 0 0 0 0 60 10 0 60 0 60 0 0 0 0 0 3 3 0 0 0 0 0 0 60 0 60 60 60 0 60 0 60 A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A

PS1101S Temp. Engine inlet Outlet each cylinder Scavenge air cooling water fresh water, single-stage *1) Scavenge air cooling water fresh water, two-stage HT-circuit Temp. *1) Outlet cooler Pressure Inlet cooler Temp. Inlet cooler Outlet cooler Pressure Inlet cooler TE1111A

SHD ALM

TE1121–34A ALM SLD PT1361A TE1371A ALM ALM

TE1381–84A ALM PT1301A ALM SLD TE1331–34A ALM SLD

Pressure Inlet cooler LT-circuit Temp. Inlet cooler Outlet cooler

PT1361A TE1371A

ALM ALM

TE1381–84A ALM PT2001A ALM SLD PS2002S SHD ALM SLD

Main bearing oil

Pressure Supply

Temp.

Supply

TE2011A

Crosshead bearing oil

Pressure Supply

PT2021A

ALM SLD

Servo oil

Pressure Pump inlet

PT2051A

ALM ALM

Flow Failure Oil leakage monitoring Level for Pulse Lubricating System only Leakage Control oil leakage monitoring Thrust/Main bearing oil

Pump inlet

FS2061–66A ALM ALM ALM

Automat. filter XS2053A Supply unit LS2055A

Pressure Free/driv. end PT2041–42A ALM ALM Free/driv.end PT2046–47A ALM PT2083A LS2085A ALM ALM

Pressure Supply unit Level Temp. Supply unit Outlet

TE2101–17A ALM SLD

Thrust bearing oil

Temp.

Fore/Aft side *10) Fore/Aft side *10) Fore side

TE4521–22A ALM SLD TE4526–27A ALM SLD TS4521S SHD SHD

Aft side *10) TS4522S Crank bearing oil Temp. Outlet

TE2201–14A ALM SLD

Crosshead bearing oil

Temp.

Outlet

TE2301–14A ALM SLD

Table G2 Alarm and safety functions of Wärtsilä RT-flex96C marine diesel engines

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for AMS

add. flex signals

Wärtsilä Switzerland Ltd

RINA

CCS

DNV

KR

NK

RT-flex96C

Marine Installation Manual

G.

Engine management & automation

Alarm and safety functions for RT-flex96C engines
Function Level Physical unit Medium Location Signal No.

Values
max. allowable time delay [sec.]

min. WCH requirements add. to AMS for UMS

Request of classification societies for UMS IACS MRS ABS BV GL LR PRS
B B D C

Setting

Oil mist concentration

Concentration Failure

Crankcase

AS2401A AS2401S

ALM SLD ALM

H H F H H L H L L L H H L L L H H H H H H H L L L L L L L L H D H L H L L H H H H D H D

– – – 80 °C 85 °C no flow 0.6 bar 1.0 bar 0.8 bar 0.6 bar 110 °C 120 °C 0.7 bar 0.6 bar 0.4 bar 85 °C 95 °C 80 °C 85 °C 60 °C 65 °C max. 1.0 bar 1.7 bar 1.7 bar no flow no flow no flow no flow min. 0.3 bar –30 °C 17 cST 12 cST 60–150°C 60–120°C 7 bar max. max. max. 515 °C $ 50 °C 530 °C $ 70 °C

0 60 0 0 60 15 15 5 60 5 0 60 5 60 5 0 60 0 60 0 60 0 0 60 60 30 60 30 60 0 0 30 0 0 0 0 0 0 0 0 0 0 60 60 C D

for AMS

add. flex signals

B B

B B

B B

B B

B B

B B

B B

B B

B B

Detection unit Outlet each cylinder Inlet each cylinder

XS2411A

Piston cooling oil

Temp.

TE2501–14A ALM SLD FS2521–34S SHD PS2541–54S SHD ALM SLD

Flow Diff.press. Turbocharger bearing oil

Pressure Inlet each TC PT2611–14A *6) *7)

ABB TPL Temp. *6)

Inlet each TC PS2611–14S SHD Outlet TC TE2601–04A ALM SLD ALM SLD

Pressure Inlet each TC PT2611–14A

MHI MET Temp.

Inlet each TC PS2611–14S SHD Outlet TC TE2601–04A ALM SLD

additional requirement Temp. when separate oil supply

Inlet TC ABB TPL Inlet TC MHI MET

TE2621A

ALM SLD

TE2621A

ALM SLD

Turbocharger speed Geislinger damper oil Axial damper (detuner) oil

Speed

TC casing

ST5201–02C ALM PT2711A ALM ALM ALM

Pressure Casing inlet Pressure

aft side PT2721A Damp. chamber fore side PT2722A

Cylinder lubricating oil for conventional lubricating system only

Flow

Cylinder inlet *3) Cylinder inlet *3) Cyl.lub.oil pump

FS3101–14A ALM FS3100S SLD

Flow

FE3101–14A ALM SLD LS3125A PS3121A ALM ALM

Level for pulse lub. syst. only Fuel oil

Diff.press. Oil filter

*9) Temp.

Fuel pump outlet TE3431–38A ALM ALM ALM TE3411A *8) PT3421A Supply unit Rail unit ICU/Fuel pipe LS3426A ALM ALM ALM ALM

Viscosity Before supply unit Temp. Before supply unit

D

D

D

D

D

D

D

D

D

C C C C C C C C C C C

Pressure Leakage Level

LS3444–45A ALM LS3446–47A ALM TT3701–14A ALM ALM SLD SLD

Temp. Exhaust gas

After each cylinder

E F

E F G H G

Table G3 Alarm and safety functions of Wärtsilä RT-flex96C marine diesel engines

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B B D

CCS

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Engine management & automation

Alarm and safety functions for RT-flex96C engines
Function Level Physical unit Medium Location Signal No.

Values
max. allowable time delay [sec.]

min. WCH requirements add. to AMSfor UMS

Request of classification societies for UMS IACS MRS ABS BV GL LR PRS RINA
H I K

Setting

CCS

Exhaust gas

Temp.

Before each turbocharger After each turbocharger

TT3721–24A ALM SLD TT3731–34A ALM SLD TE4031–34A ALM *5) ALM SLD

H H H H L H H H H H H H H L H L L

515 °C 530 °C 480 °C 500 °C 25 °C 60 °C 70 °C 80 °C 120 °C max. max. max. max. 12.0 bar 7.5 bar 5.5 bar 5.0 bar 4.5 bar max. 6.0 bar 5.5 bar 5.0 bar – – – 110 %

0 60 0 60 0 0 60 0 60 0 60 0 60 0 0 0 60 0 0 0 0 0 – – – 0 K I I I K K K I

Scavenge air

Temp.

After each cooler

Temp.

Each piston underside Water separator Before water separator

TE4081–94A ALM SLD LS4071–74A ALM SLD LS4075–78A ALM SLD PT4301C PT4341A ALM ALM ALM SLD PS4341S

Condensation water *4)

Level

Starting air Air spring air

Pressure Engine inlet Pressure Distributor

SHD LL H L L L F F F H

Leakage oil Level Control air normal supply

Exh.valve air

LS4351–52A ALM PT4401A PT4411A PT4421A ALM ALM ALM

Pressure Engine inlet

stand-by supply Pressure Engine inlet Pressure Engine inlet Fuel actuator Failure Pwr. fail Pwr. fail Supply unit

XS5046–49A ALM ALM ALM SHD

WECS-9520 control system Pulse Lubricating system Engine

Pwr. sup. box XS5056A Pwr. sup. box XS5058A Crankshaft ST5111–12S *1) *2) *3) *4) *5) *6)

Overspeed Speed

Classification societies: IACS International Association of Classification Societies ABS American Bureau of Shipping BV Bureau Veritas CCS Chinese Classification Society DNV Det Norske Veritas GL Germanischer Lloyd KR Korean Register LR Lloyd’s Register MRS Maritime Register of Shipping (Russia) NK Nippon Kaiji Kyokai PRS Polski Rejestr Statkow RINA Registro Italiano Navale Signals for two-stage scavenge air cooling, Geislinger damper, PTO coupling, electric speed control and turbocharger vibration apply only if respective equipment is used. Function: ALM: alarm SLD: slow down SHD: shut down Level: D: deviation F: failure H: high HH: very high L: low LL: very low

*7)

*8) *9) *10)

Only one of these cooling systems is necessary at a time for an engine. ALM & SLD are suppressed below part-load. Signals FE3101–14A and LS3125A for cylinder lubrication type VOGEL, signals FS3101–14A and FS3100S for cylinder lubrication type JENSEN. Alternatively, low temperature alarm or condensation water high level alarm. For water separators made from plastic material the sensor must be placed right after the separator. The indicated setting values are valid for TC lubrication by main bearing oil system. For TC lubrication by separate lubrication system the following values apply: Pressure: ALM 1.3 bar, SLD 1.1 bar, SHD 0.9 bar. Temperature: ALM 120 °C, SLD 130 °C. The indicated alarm and slow-down values and the values indicated in *7) are minimum settings allowed by the TC maker. In order to achieve an earlier warning, the ALM and SLD values may be increased up to 0.4 bar below the minimum effective pressure measured within the entire engine operation range. The final ALM/SLD setting shall be determined during commissioning / sea trial of the vessel. ALM value depending on fuel viscosity. Deviation from median: Acts as “no flow” detection. Optional sensors are: TE4522A, TE4526–27A, TS4522S. A or B C or D E or F G or H I or K are requested alternatively are requested alternatively are requested alternatively are requested alternatively are requested alternatively

354.992d

Request of classification societies for UMS: Request Recommendation AMS Attended machinery space UMS Unattended machinery space

Table G4 Alarm and safety functions of Wärtsilä RT-flex96C marine diesel engines

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for AMS

add. flex signals

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KR

NK

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Marine Installation Manual

G.

Engine management & automation

G3 G3.1

WECS-9520 – RT-flex engine control system WECS-9520 – System layout G3.3 Online spare module

WECS-9520 covers RT-flex functions related to the engine as a whole (e.g. common rail pressure control, servo oil pressure control) as well as the cylinder specific RT-flex functions (e.g. control of volumetric injection, exhaust valve and start valves). The WECS-9520 consists of the following components: • 1 control box E95.n per cylinder, including one FCM-20 each, performing cylinder control and common control functions. 1 shipyard interface box (SIB) E90 providing all external connections. E90 includes one FCM-20 “online spare module”. 1 Power supply box E85.

With WECS-9520 WCH introduces an unique feature for automatic loading application software and parameter settings when replacing a flex control module (FCM-20). This includes the mounting of a so called “online spare module” in the shipyard interface box E90. With the automatic software loading procedure built into the WECS-9520 it is possible to replace any FCM-20 by any spare module available on board without prior downloading of any data. When installing an new FCM-20 into a WECS-9520 it will be automatically detected as a new module and receive all necessary application data from the other modules of the WECS-9520. As the download of the respective data may take some time WCH has found an ultimate arrangement to provide immediate functioning of an FCM-20 after replacement: The online spare module FCM-20. An additional FCM-20 numbered #00 is always fitted in the shipyard interface box E90 ready to be used as spare with all application data already loaded. In case that a FCM-20 needs to be replaced this FCM20 #00 spare is taken as spare and allows full functionality immediately after replacement. An additional FCM-20 from the stock is then to be placed in the E90 as new online spare module. This module will download all necessary data from the other modules within a certain time without compromising engine operation.

The control boxes E95.n and the shipyard interface box E90 are incorporated in the rail unit. The power supply box E85 is supplied loose for mounting in the engine room.

G3.2

WECS-9520 – External 220 VAC power supply

The external 220 VAC power supply for WECS-9520 according to the engine designer’s standard must include two fully redundant 220 VAC power supplies. One 220 VAC power supply line #1 must be fed from the main switch board and one 220 VAC power supply line #2 must be fed from the emergency switchboard. Alternative arrangements of the WECS-9520 power supply are within the responsibility of the shipyard. In this case the redundancy level of the external power supply shall be in line with the redundant power supply concept of WECS-9520. For power consumption see table C4.

G3.4

Communication to external systems

With WECS-9520, direct hard wired connection to external systems is limited to a minimum. WECS-9520 provides data bus connections to propulsion control system and ship alarm / monitoring system. It also provides data bus connection to the local manual control panel on the engine and to the ECR manual control panel of the RT-flex engine.

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Engine management & automation

With the WECS-9520 the man–machine interface (MMI) also referred to as operator interface (OPI) of the main engine and the WECS-9520 engine control system is integrated in the ship automation in either the integrated or split solution an described in section G2.3.1. In the standard configuration the WECS-9520 provides the following external connections: • • • 2 redundant CANopen lines intended for the connection of the remote control system. 2 redundant Modbus lines as an alternative connection of the remote control system. 2 redundant Modbus connections for the ship’s alarm and monitoring system in the split solution. 1 CANopen line for connection of the local manual control panel. 1 CANopen line for connection of the ECR manual control panel. 1 CAN bus connection to a plug on the back-up panel of the remote control system foreseen for the connection of a notebook of a service engineer. •

control system is connected to the two redundant CANopen lines. The alarm and monitoring system is to be connected to the additionally provided two redundant Modbus lines. SAM Electronic / Lyngsø Marine Integrated solution Propulsion control system DMS2100i and alarm / monitoring system UMS2100: Connection of two Modbus lines only. The propulsion control system with remote control, safety system and electronic speed control system is connected directly to the Modbus lines while the data to the alarm and monitoring system is routed through the propulsion control system. Split solution Propulsion control system DMS2100i with an alarm and monitoring system of any other maker: The propulsion control system with remote control, safety system and electronic speed control system is connected to the two redundant Modbus lines provided for remote control. The alarm and monitoring system is to be connected to the additionally provided two redundant Modbus lines.

• • •

The use of the bus connection on the WECS-9520 with the different approved system makers is as follows: Kongsberg Maritime • Integrated solution Propulsion control system AutoChief C20 and alarm / monitoring system DataChief C20: Connection of two CANopen lines only. The propulsion control system with remote control, safety system and electronic speed control system is connected directly to the CANopen lines while the data to the alarm and monitoring system is routed through CAN couplers from the same two CANopen lines. Split solution Propulsion control system AutoChief C20 with an alarm and monitoring system of any other maker: The propulsion control system with remote control, safety system and electronic speed

Nabtesco • Split solution Nabtesco propulsion control system M-800-III with an alarm and monitoring system of any other maker: The propulsion control system with remote control, safety system and electronic speed control system is connected to the two redundant CANopen lines provided for remote control. The alarm and monitoring system is to be connected to the additionally provided two redundant Modbus lines.

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Engine management & automation

G4

MAPEX Engine Fitness Family
The MAPEX Engine Fitness Family currently comprises one system: MAPEX-PR. Further members of the MAPEX Engine Fitness Family are also envisaged. In each case special emphasis has been placed on user friendliness and ease of installation. For further information regarding products of the MAPEX Engine Fitness Family contact your WCH sales representative.

An intelligent engine management system also needs to include functions such as the monitoring of specific engine parameters, analysing data, and managing maintenance and spare parts purchasing activities. Many of these functions involve specific and complex engine knowledge and are most appropriately handled directly by the engine designer. Wärtsilä Switzerland Ltd provides a full range of equipment for carrying out these functions, called the MAPEX Engine Fitness Family. MAPEX, or ‘Monitoring and mAintenance Performance Enhancement with eXpert knowledge’, encompasses the following principles: • • • • • • Improved engine performance through reduced down time. Monitoring of critical engine data, and intelligent analysis of that data. Advanced planning of maintenance work. Management support for spare parts and for maintenance. Access on board ship to the knowledge of experts. Reduced costs and improved efficiency.

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G4.1

Mapex-PR (Piston-running Reliability)
Customers benefit of MAPEX-PR Thanks to the MAPEX-PR alarming system you are able to detect an abnormal behaviour of the piston-running without opening the engine. So you can save your engine from major damage and therefore increase the availability of your vessel’s main propulsion system. MAPEX-PR is the tool to check the piston-running behaviour. MAPEX-PR • • • • • • Alarms if the liner wall temperature shows high piston-ring friction. Checks the hot spots of the diesel engine. Is an on-line display for piston-ring and nozzle performance. Is capable to detect malfunctions such as blow by and adhesive wear. Informs if thermal overload should occur on the cylinder liner. Is your round-the-clock watchful eye.

MAPEX-PR continuously monitors the piston-running behaviour on large-bore Wärtsilä two-stroke diesel engines with an alarm if adverse conditions should appear. For example, an alarm is signalled if, among other criteria, the local temperature on the liner is abnormally high due to piston-ring scuffing or inadequate ring sealing. The measured data are stored in an electronic unit and can be viewed on a personal computer. Preferably an industrial-PC installed in an ideally suited control box. All data and charts can be printed and copied to other storage media. The following data are monitored over fixed periods of 1, 4.5, 24, 400 or variable engine running hours and displayed graphically: • • • • • • Liner wall temperature (two sensor per cylinder). Cylinder cooling water temperature inlet and outlet. Scavenge air temperature after each cooler. Engine speed. Engine load indicator position. Alarms.

The following alarms can be connected to the ship’s alarm system to inform the engineers about any unexpected situation: • • • • • • High friction on one or both side of the cylinder liner. Deviation of temperature on one or both sides of the cylinder. Average temperature of the engine. Cooling water fluctuation. Scavenge air temperature. System alarm for: System failure.

Together with the ”normal” Manual, Wärtsilä Switzerland Ltd delivers also a digital version, which will be installed together with the software MAPEX-MD

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Engine management & automation

ENGINE CONTROL ROOM

ENGINE ROOM

MAPEX-PR Control box

PC in Engine control room MAPEX-PR Box 300

Remote control system

Ships Alarm system

Amplifier

Electronics

Sensors & Amplifiers

Fig. G6

MAPEX-PR – System overview

Fig. G7

MAPEX-MD – Visualization software

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H.

General installation aspects

H1

Introduction

The purpose of this chapter is to provide information to assist planning and installation of the engine. It is for guidance only and does not supersede current instructions. If there are details of engine installation not covered by this manual please contact Wärtsilä Switzerland Ltd, Winterthur, directly or our representative.

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H2 H2.1

Dimensions and masses Engine
Deck beam
X

E

F D

R

C

G

M K L

M1 A

N I B
F10.5297

Fig. H1

Engine dimensions

Number of cylinders
Dimensions in mm with a tolerance of approx. ± 10 mm A B C D E F G I K L M M1 N R X Remarks: F:

6
11564

7
13244

8
15834

9
17514

10
19194 4480 1800 10925 6020 12950/13000 2594 823 676 1944 1680 2590

11
20874

12
22554

13
24234

14
25914

1220 660 depending on crane height

Minimum height to crane hook for vertical removal, arrangements with small/big hook For removal with reduced minimum height, please contact WCH. M, M1: M = Cylinder distance. M1 for engines with middle drive (8 to 14 cylinders). R Housing with crank angle sensor; space for removal included.

Table H1 Engine dimensions

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Marine Installation Manual

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General installation aspects

The following table gives the net engine and component masses calculated according to nominal dimensions including turbochargers and scavenge air coolers, piping and platforms but without oil and

water. The masses are specified for engines with rating R1 according to figure C5 ‘Turbocharger and scavenge air cooler selection’.

Number of cylinders Net engine weight without oil/water [tonnes]
Remark:

6 1160

7 1290

8 1470

9 1620

10 1760

11 1910

12 2050

13 2160

14 2300

Weight: calculated according to nominal dimensions of drawings, including turbocharger and SAC, piping and platforms There may be differences in weights, depending type of turbochargers.

Table H2 Engine weights

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Number of cylinders length Bedplate including bearing girders mass [t] [m]

6 11.5

7 13.18

8 DE 8.23 FE 7.53 DE 85.2 FE 68.5 DE 8.96 FE 7.91 DE 132.5 FE 118.2

9 DE 6.55 FE 10.89 DE 72.0 FE 94.7

10 DE 8.23 FE 10.89 DE 85.2 FE 94.7 DE 8.96 FE 11.27 DE 132.5 FE 172.1 4.17

11 DE 11.59 FE 9.21 DE 111.5 FE 81.6 DE 12.32 FE 9.59 DE 187.0 FE 145.6

12 DE 11.59 FE 10.89 DE 111.5 FE 94.7 DE 12.32 FE 11.27 DE 187.0 FE 171.9

14 DE 13.27 FE 12.6 DE 123.5 FE 107.5 DE 13.99 FE 12.95 DE 214.6 FE 200.0

114.7

129.0

length Crankshaft mass diamet. Flywheel mass length Engine frame, complete (mono block) mass length Tie rod Cylinder block, complete with studs Cylinder liner Cylinder cover, complete incl. starting and fuel valve and incl. upper ring of water guide jacket Connecting rod, complete Crosshead, complete with guide shoes Piston, complete with rod (without lifting tool) Scavenge air receiver (complete with valves and covers) Exhaust valve, complete mass length mass height mass height mass length mass width mass length mass length mass height mass length Rail unit mass length Supply unit mass

[m]

12.95

14.27

[t] [m] [t] [m]

185.4

213.5

6.45

6.90

7.80 DE 7.35 FE 10.71 DE 60.41 FE 85.30 9.55 1.22

7.20 DE 10.71 FE 9.03 DE 85.40 FE 73.24

6.45 DE 10.71 FE 10.71 DE 85.40 FE 85.51 DE 12.39 FE 12.39 DE 105 FE 106

[t] [m] [t] [m] [t] [m] [t] [m] [t] [m] [t] [m] [t] [m] [t] [m] [t] [m] [t] [m] [t] [m] [t] 10.48 9.91 2.08 2.86 12.16 11.42 DE 7.13 FE 7.12 13.56 14.73 25.48 17.2 30.67 10.43 12.11 14.7 16.38

18.06

19.74

21.42 225.40

24.78 260.40

3.24 9.62 2.66 10.25 4.17 7.9 1.43 7.42 4.12 5.45 18.09 31.87 2.55 3.15 DE 5.45 FE 10.48 15.07 2.53 2.93 DE 7.13 FE 10.48 16.60 DE 10.49 FE 8.80 18.06 2.88 3.36 DE 10.49 FE 10.48 19.57 DE 12.17 FE 12.16 22.58 21.45 36.15

Note: DE: refers to section on driving end FE: refers to section on free end Remark: For engine dimensions and masses see tables H1 and H2. For turbocharger and scavenge air cooler masses see tables C1 and C2.

Table H3 Dimensions and masses of main components

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General installation aspects

H2.2

Thermal expansion at the turbocharger expansion joint
X a) a)

Before expansion pieces, enabling connections between the engine and external engine services, are to be made it is important to take into account the thermal expansion of the engine. The expansions are defined as follows (see also fig. H2): • Transverse expansion (X) Distance from crankshaft centerline to the centre of gas outlet flange Vertical expansion (Y) Distance from bottom edge of the bedplate to the centre of gas outlet flange Longitudinal expansion (Z) Distance from engine bedplate aft edge to the centre of gas outlet flange

Y

Z a) Gas outlet flange
F10.5266

Fig. H2

Thermal expansion, dimensions X, Y, Z

Table H4 shows the figures of the expected thermal expansion from ambient temperature (T = 20 °C) to service temperature.
Cylinder No. Turbocharger type Turbocharger location Distance X [mm] Thermal expansion ∆x [mm] Distance Y [mm] Thermal expansion ∆y [mm] Distance Z [mm] Thermal exansion ∆z [mm]
Remark:

6 2x TPL85 No 2 4506 1.8 10826 4.4

7 2x TPL85 No 2 4506 1.8 10826 4.4

8 2x TPL85 No 2 4506 1.8 10826 4.4 11777 4.7

9 3x TPL85 No 3 4506 1.8 10826 4.4

10 3x TPL85 No 3 4506 1.8 10826 4.4

11 3x TPL85 No 3 4506 1.8 10826 4.4 16717 6.6

12 3x TPL85 No 3 4506 1.8 10826 4.4

13 3x TPL No 3 4506 1.8 10826 4.4

14 4x TPL85 No 4 4506 1.8 10826 4.4

For details of engine pipe connections refer to section F5.

Table H4 Expected thermal expansion figures at turbocharger gas outlet

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H2.3

Contents of fluid in the engine

Quantities referring to numbers of cylinders
System fluid Cylinder cooling water Lubricating oil Water in scavenge air cooler(s) *1) Total of water and oil in engine *2) Remark:

6
[kg] [kg] [kg] [kg]

7
3620 2640 1240 7500

8
4050 3080 1240 8370

9
4450 3420 1240 9110

10
4670 3740 1880 10290

11
5430 4040 1880 11350

12
5600 4350 1880 11830

13
6210 4650 1880 12740

14
6900 4980 2520 14400

3350 2410 1240 7000

*1) The given water content is approximate. *2) These quantities include engine piping except piping of scavenge air cooling.

Table H5 Fluid quantities in the engine

H2.4 H2.4.1

Space requirements and dismantling heights Crane requirements H2.4.2 Piston dismantling heights

An overhead travelling crane, of 11.5 metric tonnes minimum, is to be provided for normal engine maintenance. The crane is to conform to the requirements of the classification society.

As a general guide Wärtsilä Switzerland Ltd recommend a two-speed hoist with pendent control, being able to select high or low speed, i.e., high 6.0 m/minute, and low 0.6–1.5 m/minute.

Figures H3 and H4 show the dismantling height for vertical piston lifting. For the possibility of reducing the standard piston dismantling height applying special tools and/or tilted piston position please ask WCH. These dimensions are for guidance only and may vary depending on the crane dimension, handling tools and dismantling tolerances. This dimensions are absolutely not binding. However, please contact Wärtsilä Switzerland Ltd Winterthur or any of its representatives if these values cannot be maintained, or more detailed information is required.

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H.

6000 kg *) Piston with rod complete and gland box 10250 kg Cylinder cover with exhaust valve complete and water guide jacket

9620 kg *) Cylinder liner

3150 kg Exhaust valve complete

Piston rod

Wärtsilä Switzerland Ltd
Cylinder cover studs

General installation aspects

*) weight of lifting tool included

RT-flex96C

H–7 Marine Installation Manual

Piston and gland box dismantling

Proposal with small crane hook

340.675/1

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Fig. H3

Space requirements and dismantling heights for vertical piston lifting

9375 kg *) 5970 kg *) Cylinder liner Piston with rod complete and gland box *) weight of lifting tool included 10250 kg Cylinder cover with exhaust valve complete and water guide jacket

3150 kg Exhaust valve complete

Piston rod

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Cylinder cover studs

H–8 H. <