2 a > "25 * NOHg men: Instruction Manual Manual No. 11421 Engine Type 16V25SG Engine No. 4047 Warts Diasl AB, Box 920, $-461 29 Trllhitin, Sweden Teleph re During office hours: +46 (0}520-226 00 +46 (0}520-227 24 +46 (0}520-227 25 +46 {0]70-53 64 725 5 GENERAL DESCRIPTION CYLINDER BLOCK ‘AND CRANKSHAFT PISTON AND CONNECTING ROD CYLINDER HEAD AND VALVE MECHANISM, GEAR CASE AND CAMSHAFT TURBOCHARGING SYSTEM FUEL SYSTEM IGNITION SYSTEM 8 LUBRICATION SYSTEM cooune system 1O startne system ] | eeouuatine srstem 12 sen" 13 oreranion 14 overnaw || 15 tecrnicat vata 1 6 ‘SUPPLEMENTARY DESCRIPTIONSWARTSILA DIESEL INSTRUCTION MANUAL Engine section ‘General Desripton Wartsila 25SG General This instruction gives a briel description ofthe design of the engine. More detailed descriptions are tobe foundunder each engine group in the Instruction Manual Engine type Raf W25s6 ‘Onp Sal Ask The Warlsia 2586 engine is a medium-speed four-stroke, turbocharged engine using natural gas as ful. tis builtin wo forms ie. as 6-cylindersin-jine engine "Retype" and with 12 or 16 cylinders "V-type". The cylinder bore is 250 mm and the stroke is 300 mm, The angle between the cylinder banks inthe Veversionis 45° ‘The engines are fully balanced with respect to external forces ‘and torques. ‘The engine control system controls the gas pressure, gas Injection, ignition, as well as engine speed and load etc. Cylinder Block and Crankshaft ‘The cylinder block is manufactured in nadular iron, cast in a single piece. The fore-end housing is boted tothe block and Contains the gears for direct drive to circulation pumps for lubricating oil and cooling water ‘The wet cylinder liners are inserted into the cylinder block, with direct water circulation between liners and cyfinder block, ‘The crankshaltis forged in special ste! with continuous grain flow andi fited with counterweights and vibration dampers viscous ype. ‘The mainbearings caps which cary the ‘suspended crankshatt are bolted to the transverse dividing walls of the block. The bearing shells can easily be dismanted and are bimetallic lined, Piston and Connecting Rod ‘The piston is made of aluminium and cooledby a pulsating oil supply ftom the engine lubrication system, so-called shaker cooling The ring set comprises three compression rings and one spring-loaded scraper ring. All located above the piston pin. The connecting rodis drop-torgedstee! with diagonally divided big-end bearing aperture. The big-end bearings are bimetal lined. Cylinder Head and Valve Mechanism ‘The cyinder heads are made of nodular cast iron giving excellent strength, There are two init valves and two exhaust valves in each cylinder head. The valve seat rings are replaceable and are made from special cast stelite materal Date Teaue sous Document No. Page 91991 711 ODE 1) Each pairs of valves for intake and exhaust respectively are Controlled by a valve mechanism consisting of a push rod, rocker arm and a robust valve yoke. All valves are fited with rotary mechanism in order to reduce seat wear. The valve mechanism andcyiinderheads are covered by individual valve housing, In the cylinder heads there are also fited a removable pre- combustion chamber with spark plug as well as a main gas contol valve (see Fuel and ignition system), Gearcase and Camshatts The camshatts, controling the inlet andexhaust valves as well {asthe ignition ime sensor rotary encoder), are driven rom the crankshaft through a geartrain at the flywheel end of the engine. The twolower gear wheels are diagonally cut while he others have straight teeth ‘The camshattrotates in white-metallinedbearing shes made of steel. The individual camshaft sections for each of the cylinder units are bolted together. Turbocharger System The turbocharger consists ofan exhaustcriven turbine and a centiugal compressor, mounted on a common shat. The ‘oto shaft runs in roller bearings, which are lubricated by an intemal lubricating system. 6- cylinder engines have one {urbocharger and 12 and 1Gcyinder engines have two tubo: charges. The compressedinitairfrom the turbochargeriscooled down in a water-cooled heat exchanger betore it passes through a throtle valve, which controls the airflow tothe receiver in the cylinder block. The airreceiveris connecteddirecty tothe niet valves in each cylinder head ‘The exhaust gas init to the turbocharger is provided with a wastegate valve, ie. a by-pass. For charge air pressure control. The wastegate valve senses the pressure in the Charge air and opens o reduce the load onthe turbocharger at a given excess pressure, Equipment for water cleaning of compressors is avallable for the engines. There is also @ washing system for the heat ‘exchanger. Fuel and Ignition System The fuel system ofthe engine is designed for operation wih natural gas usinga lean mixture ofgas and air. Since this lean ‘925 mixtures difculttoignite, the engine is provided with pre combustion chambers (PCC) located in he cylinder heads ‘These PCC are provided with archer gas-air mixture, which ‘more easy can be ignited by the spark plugin the PCC.2 Instruction Manual 1 991711 OE ~ General Description W25SG WARTSILA Bis “The natural gas first passes through a gas trainin the engine ‘oom. The engine contol system controls the gas pressure ‘rom the gas tain. The plant contral system opens and closes the gas supply o the engine. “The main combustion chamber gas solenoid valve are located above the air channels of each cylinder head, The PCCinthe cylinder heads receive gas through aninlet duct in the oyinder head. The inlet ducts opened by a PCC gas solenoid valve on the front of the cylinder head. ‘The engine control system controls the gas solencid valves and the ignition modi for each cylinder. Lubrication System A directly criven gear pump distributes the lubricating oi! through a system of ducts to bearings, pistons, vaive mechanismsetc. The retum oliscolectedin the engine sump. ‘The oil sump contain the total quantity of oll and serves as a reservoir forthe system, The pressure in the lubricating ol is maintained at a constant level by a regulating valve in a bypass pipe between the circulation pump outlet and the crankcase. The pressure controled valve also functions asa safety valvforthe system. The cil is cooled in an external cooler. The flow through the cooler is regulated by a thermostat, which balances flow between the by-pass pipe and the cooler ‘The systemis ited wih a double ulflow ster withreplaceable fiter cartridges in the oll inlet and a subsidiary filler of the ccentitugal ype in a by-pass tothe crankcase, {Anelectrially dtiven pr-lubrication pump fil up the lubrication system before the engine is started Cooling System ‘The engine i cocled bya closed fresh waler system whichis civides upinto a high-temperature circuit forte cyinders and turbochargersand ow temperature cuits) frthecharge-air cooler. A temperature regulator balances the flow of water 50 that neat exchange in the sysiem is adjusted according to engine oading, The cooing system includes a diecty driven centitugal pump mounted on the engine The engine can also be supplied with an air cooler ofthe two- slage type, ie. the air passes through two separate sets of water-cooled tubes. ‘The expansion tank, normally located above the charge cooleralso functions asa de-aerationand pressure-maintaning vvessel forthe cooling system ‘The fresh-water system is cooled by radiators, cooing towers or heat exchanger for co-generating purpose. Outer water circuits can be served by @ direct-riven raw-water pump ot altematvely by a separate pump, Starting System ‘The engine is started by a pneumatic starter motor which ‘engages withthe flywheel during the staring period. The starter moto receives high pressure air trom the pneumatic system. Its lubricated by a lubricating unit connected to he high-pressure air supply line Start and stop are activated from the engine contol system. Emergency stop can be activated from emergency stop push- buttons on the engine, in the engine room and inthe power plant contol room. Engine Control System The Warsilé Engine Control System, WECS 3000, for lean bum gas engines isa physically cistrbuted system. ‘The WECS 3000 consist of three types of units located at ditferent postions on the engine. Main Control Unit (MCU), (Cylinder Contro! Unit (CCU) and Distibuted Control Unit (BCU). Allunits can communicate with each other over alocal CAN-bus. The MCU located in the cabinet at the flywheel end, is the ‘master in the system, controling references for igrition, gas pressure and gas injection. It also contains the speedoad control, charge air pressure controlandstart& stop, saety and, alarm systems etc. The MCU is responsible for bus ‘communication with extemal systems as well as handling digital and analogous input and output signals ‘The CCU is responsible forall cylinder related control and ‘monitoring such as ignition, as injaction etc. tis located under the so-called hot box covers on the engine. One CCU is responsible for controling and monitoring wo cylinders. The DOUis used for measuring purposes and are mounted at ditferentlocations on the engina, close tothe sensors they are ‘monitoring. The DCU corwer alferent types of sensor signals to digital information which is sent over the CAN-bus to the MCU tor turter processing. Plant Control System ‘The pure energy plant contol system (PEPCOS) consists of the WECS 2000 for lean burn gas engines, the Programable Logic Centrller (PLC) and the Operator or ‘Man-Machine’ Interface (MM. The PLC is the link between the WECS 9000 and the MMI system, lis also possible to connect toa Main Control System for the powerplant, such is used, and to extemal equipment Used in the plant, The final system used will depend on the scope of delivery and on the customer's requirement. ‘The PLC and the Ml systems are located inthe power plant Control room, the later being used to run the monitoring program, The MMI system enables the operators to view the ‘various processes in the plant on “dynamic screens. These screens permit the operator to control various units (starVstop, openiclose ete) directly romthe screen shown onthecomputers monitor.