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system

TURBOCHARGER VIBRATION MONITORING

SYSTEM

1 Background

The turbocharger vibration monitoring system proposed in this technical bulletin will help to understand the
turbocharger behaviour during engine running. Compared with the old “Metrix” vibration Monitoring System
proposed till now on Sulzer ZA40S engine, the new system use more sophisticated technology on the sensor
and on the converter device. On the converter it is possible to install different hardware and software solution
arranged in a particular configuration and the setting could help to avoid a system malfunction. The sensor, with
the amplifier built in, protects the signal from the electromagnetic interferences.

2 Introduction

This bulletin gives an overview of the new system for permanent monitoring of the turbochargers vibration in
order to prevent the unbalances of the turbocharger rotor.

3 Application Field

This technical bulletin concerns all Sulzer ZAV40S with ABB VTR 354 or 454 turbochargers, with “Metrix
vibration monitoring system” already installed.

3.1 Note
Upon customer request a solution on the installations originally not provided with any T/C vibration
monitoring system can be developed on a project base.

4 Technical description
The unbalances on the rotor produce rotating forces with rotating frequencies which are transmitted to the
casing through the bearings.
The resulting vibration of the casing can be the reference of the turbocharger behaviour.

The new turbocharger vibration monitoring system consists of following items:

4.1 Sensor:
Piezometric accelerometer with integrated amplifier, installed on the turbocharger “cooling water” inspection
cover gas side.
The new sensors have the following technical data:

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system

ƒ Transmission factor: 100 mV/g ± 5 % mV/m/s2 ± 5 %

ƒ Overload capacity continuous: 500 g shock 5000 g (any direction)
ƒ Operating temperature range: -50 °C ... + 125 °C
ƒ Measuring range: ± 80 g (Umax = + 24 V ... + 30 V)
ƒ Transverse sensitivity: (80 Hz) <= 8 ... 10 %
ƒ Operating frequency range: 4 Hz ... 10 kHz ± 5 %
1,5 Hz ... 13 kHz (± 3 dB)
ƒ Resonance frequency: > 20 kHz
ƒ Constant-current supply: IB 4 mA (2 mA ... max. 10 mA)
ƒ Power Umax: + 24 V (+ 18 V...+ 30 V) DC polarised
ƒ Sensitivity to temperature: < 5 % of meas. value (ref. at 25 °C)
ƒ Distortion sensitivity: < 0,002 g/(µm/m)
ƒ Magnetic field sensitivity: < 80 Hz: 0,001 g/mT
< 1 kHz: 0,014 g/mT

Figure 01: accelerometer sensor

4.2 Converter device:

By using the converter device ”SIMS compact monitor” the following operation (see also figure 2) could be done:

Figure 02: conversion process

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system

ƒ Signal conversion between acceleration to velocity.

ƒ Signal filtering. Only the turbocharger operating frequency area will be processed. By setting the high
pass and low pass filter frequency corner, the vibration coming from the engine rotating part and the
noise coming from the turbocharger compressor will partially cut out of the analyze zone.
ƒ Signal integration to final R.M.S. value.
ƒ Continuously sensor failure monitoring.
ƒ Analogue 4-20 mA output for the external system.
ƒ Digital output for failure indication on the external system.

Figure 03: SIMS

SIMS technical Data:

ƒ Power supply: 90-260VAC

ƒ Input: 2 accelerometers sensors
ƒ Measurement type: 2x RMS value of vibration velocity in mm/s
ƒ Analogue signal output: 4-20 mA

4.3 User terminal:

Figure 04: user terminal

By using user terminal a large amount of parameter setting on SIMS device can be adjusted to fully adapt the
vibration monitoring system to the engine behaviour and to the ambient condition (vibration noise coming from
engine room - different automation range etc. etc.).

Wärtsilä Italia SpA Bagnoli della Rosandra, 334 Telephone : +39 040 319 5000
Service 34018 San Dorligo Della Valle (TS) ITALY Fax : +39 040 319 5647
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system

5 Engine Installation

5.1 Accelerometer sensor

In order to install the sensor on the turbocharger it is necessary to
remove a screw from the cooling water inspection panel from
turbocharger gas side (fig. 06) and fit the correct sensor support instead
of the screw (fig.05).

Figure 06: sensor position on the Figure 05: sensor support

engine

The sensor will fit on the support (using “Loctite 243” between the support and the sensor).

5.2 SIMS installation

The converter could be place in the same position of the old conditioner cards in the engine control room.
SIMS installation procedure:

ƒ SIMS is designed to be mounted on a DIN EN 50022 rail

Figure 07: SIMS mounting rail

ƒ SIMS has to be mounted horizontally on the mounting rail.

ƒ Ideally, the mounting rail should be isolated from PE and connected to a separate protective ground. If
there is not available a separate protective ground, a connection to the mounting plate can be made
with conductive supports.
ƒ All input signals are to been connected to the SIMS through screened cables. The cable screens
should been made flat when being connected to the grounding rail.

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system

Figure 08: SIMS mounting position

Output connection to the automation system:

ƒ The analog outputs are 4-20 mA active type, so power supply on riding line is not needed. If the
automation system needs a passive signal, an “isoloop” converter must be installed
ƒ The digital failure indication is available on the device (connected between “C-NO” or “C-NC”).

5.3 System cabling

The old cable between sensor and junction box E2.1 needs to be removed.
In order to reduce the sensor fault risk all the connectors have been eliminated from the new system (direct
cable output from the sensor (fig.09), cable glands PG9 instead of connectors on the J.B. E2.1 (fig.10).

Figure 09: sensor Figure 10: cable gland on J.B. E2.1

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system

Close to the sensor on B side turbocharger (on the CAC) a supplementary J.B. E10 (see fig.09) is needed in
order to make the sensor replacement easier. The cables between E10 and E2.1 are type 2 x 0.75mm2 twisted
and shielded. The sensor cable length needs to be adjusted on site.
Both cables (sensor and J.B. cable) need to be fixed on the appropriate support by using cable ties (be
carefully; don’t fix the cable on vibrating or hot engine parts).

The cable connection between engine J.B. and SIMS can remain the existing one used with “Metrix system”.

The conditions under which existing cable connections can be reused are:

ƒ Twist pair cable armoured and shielded.

ƒ Shield isolated from the earth on engine side, connected only on SIMS side.
ƒ Good electrical isolation (to be checked by using a “Megger” instrument).
ƒ Maximal cable length must be 100 mt.
ƒ Minimum wire section must be 0,75 mm2.

Warning: Cabling from SIMS to Junction box E2.1 and from SIMS to external systems
are not part of Wartsila scope of supply. Any modification/intervention on the above
mentioned cables must be performed by the Customer.

Figure 11: J.B. E10

5.4 SIMS parameter setting.

In the user terminal following parameters can be set:

Sensor 1 or 2:
ƒ Socket
ƒ Sensitivity
ƒ Input range

Signal filtering:
ƒ High pass filter 1
ƒ High pass filter 2
ƒ Low pass filter 1
ƒ Low pass filter 2

Signal analysis:

ƒ Average time

Signal output:
ƒ Signal type
ƒ Signal scaling

A standard configuration is already set in the system.

Wärtsilä Italia SpA Bagnoli della Rosandra, 334 Telephone : +39 040 319 5000
Service 34018 San Dorligo Della Valle (TS) ITALY Fax : +39 040 319 5647
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system

6 Alarm setting

By following the turbocharger supplier indication the table 01 gives the alarm set point:

Turbocharger High frequency Max. admissible tot. speed RMS (mm/sec)

size vibrations. B1 B2 B3
Range of frequency
354 100<f<1000 <3 3÷7 >7
454 100<f<1000 <4 4÷10 >10
Table 01: alarm set point

B1: the running behaviour of the rotor is good to satisfactory.

B2: the running behaviour of the rotor is unsatisfactory for long stationary operation.
If the washing does not allow to bring vibration values in range B1, then a control event correction has
to be planned for the next revision.
B3: The running behaviour of the rotor is unacceptable. The removal of the rotor for a short period must be
followed by correction of the rotor unbalance.

7 Vibration monitoring kit

Refer to Spare Part Notice P-ZA40S.0012.GB for detailed information and kit content.

8 Distribution
Wärtsilä Service Network Owners of engines concerned

9 Liability
NO LIABILITY WHETHER DIRECT, INDIRECT, SPECIAL INCIDENTAL OR CONSEQUENTIAL, IS
ASSUMED WITH RESPECT TO THE INFORMATION CONTAINED HEREIN. THIS PUBLICATION IS
CONFIDENTIAL AND INTENDED FOR INFORMATION PURPOSES ONLY.

10 Validity
This general instruction is valid until further notice.

Wärtsilä Italia SpA Bagnoli della Rosandra, 334 Telephone : +39 040 319 5000
Service 34018 San Dorligo Della Valle (TS) ITALY Fax : +39 040 319 5647