HiMSEN SCHOOL

General Instruction

1
 ! Buenos dias !

! Bienvenido a Corea !

Soy Kim Seung Jin.

2
HiMSEN Family
New Generation for 21st Century
Most PRACTICAL Engine

H17/28 H21/32 H25/33

3
HiMSEN Family
Engine Specifications
SPEC. H17/28 H21/32 H25/33
Bore mm 170 210 250
Stroke mm 280 320 330
Stroke/Bore - 1.65 1.52 1.32
Engine Speed rpm 720 750 900 1000 720 750 900 1000 720 750 900 1000
Output/cyl. kW 90 90 115 115 160 160 200 200 240 250 300 300
Piston Speed m/s 6.7 7.0 8.4 9.3 7.7 8.0 9.6 10.7 7.9 8.3 9.9 11.0
BM EP bar 23.6 22.7 24.1 21.7 24.1 23.1 24.1 21.7 24.7 24.7 24.7 22.2
Power Density b.m/s 159 159 203 203 185 185 231 231 196 204 244 244
M ax Fire Press bar 180 180 180 180 200 200 200 200 200 200 200 200
SFOC(HFO) g/kWh 190 190 191 191 186 186 187 189 184 184 185 185
5 450 450 575 575 800 800 1,000 1,000
Engine Power
6 540 540 690 690 960 960 1,200 1,200 1,440 1,500 1,800 1,800
(kW)
7 805 805 1,120 1,120 1,400 1,400 1,680 1,750 2,100 2,100
8 920 920 1,280 1,280 1,600 1,600 1,920 2,000 2,400 2,400
Cyl. In-Line
9 1,440 1,440 1,800 1,800 2,160 2,250 2,700 2,700

Fuel : DO, MDO, HFO up to ISO 8217 RMH55

4
 5
5 6
6 7
7 8
8 9
9

H25/33-900
H25/33-900

H25/33-720
H25/33-720

H21/32-900
H21/32-900

H21/32-720
H21/32-720

H17/28-900
H17/28-900

H17/28-720
H17/28-720

0
0 500
500 1000
1000 1500
1500 2000
2000 2500
2500 3000
3000 3500
3500 4000
4000 4500
4500

Engine
Engine Orders(2000-2003,
Orders(2000-2003, Domestic
Domestic T
Total
otal 4,183sets)
4,183sets)
2,000
2,000

1,500
1,500

Engine
Engine 1,000
1,000
Se
Sets
ts

500
500

0
0
<500kW
<500kW <1000
<1000 <1500
<1500 <2000
<2000 <2500
<2500 <3000
<3000 <3500
<3500 <4000
<4000 >4000
>4000
Tota
Totall 122
122 1,784
1,784 584
584 584
584 492
492 266
266 181
181 64
64 106
106
Othe
Othersrs 12
12 105
105 53
53 35
35 15
15 45
45 7
7 26
26 68
68
LNG,
LNG, LPG
LPG 0
0 40
40 28
28 25
25 8
8 0
0 0
0 30
30 0
0
COT
COT 19
19 567
567 313
313 50
50 21
21 0
0 0
0 2
2 0
0
PC,BC
PC,BC 15
15 1,036
1,036 101
101 6
6 4
4 0
0 0
0 0
0 0
0
Conta
Containe
inerr 76
76 36
36 89
89 468
468 444
444 221
221 174
174 6
6 38
38

5
Time table

1 Introduction 1 day

2 Theory of Internal combustion engine 5 days

3 General instruction 1 day

4 Cylinder unit for HiMSEN Engine 5 days

5 Front-end box for HiMSEN Engine 5 days

6 Other components for HiMSEN Engine 5 days

7 Witness for official shoptest of Cuba 02 #1 2 days

8 Control system 3 days

9 Electrical system 5 days

6
Time table

10 Auxiliary system 9 days

1) F.O booster unit with control

2) Purifier system with control panel
3) Viscosity controll system with control panel
4) Boiler system with control panel
11 Engine operation / Special operation 1 days

12 Trouble shooting 1 days

13 Internal system 1 days

14 Engine automation and control system 1 days

7
Time table

15 F.O, L.O, C.W, Air & exh. gas & its control 1 days

16 General of engine maintenance 1 days

17 Plant operatoion & witness at 1MW plant 3 days

18 Cylinder unit overhaul & assembly 5 days

19 Front-end box overhaul & assembly 5 days

20 Other components for HiMSEN Engine 5 days

21 General discussion for aux. Equipment 2 days

Total : 3 Months

8
Cross Section

Cross section (9H21/32 & 9H25/33)

M.21
Combustion System

M.80
Air/Gas System M.50
Fuel Injection System

M.40
M.10
Eng. Control System
Engine Structure

M.31
Power Driving System

9
Longi. Section
Longitudinal section for H21/32 engine

10
 Longitudinal section for H25/33
Air/Gas System Combustion System Fuel Injection System
M.80 M.21 M.50 M.40
Eng. Control System

M.60 M.70 M.31 M.10

L.O System C.W System Power Driving System Engine Structure

11
Numbering of cyl.

Numbering of cylinder and main bearing

1 2 3 .. .. N

1 2 3 N

12
Numbering of cyl.

Numbering of cylinder and camshaft bearing

1 2 3 .. .. N

1 2 3 .. .. N

13
 Notation of engine sides

Exhaust side

Free side Gen. Side

(Free end) (Driving side)

Cam side

14
 Direction of engine rotation
Clockwise engine Counter-Clockwise engine
(View from driving end) (View from driving end)

Cam gear

Idle gear

HT C.W pump gear

Crankshaft gear

Lube oil pump gear

LT C.W pump gear

View from free end View from free end

15
Principal data

Principal data for 9H21/32 & 9H25/33

9H21/32 9H25/33
Engine model Unit
(for PPS) (for DPP)
4-stroke, v ertical, direction injection
Ty pe of engine - single acting and trunk piston ty pe
with turbocharger and inter-cooler

Rated speed rpm 900 900

Engine optput kW 1,800 2,700

Cy linder bore mm 210 250

Piston stroke mm 320 330

Swept v olume 3 11.1 16.2

dm
Mean piston speed m/s 9.6 9.9
Mean effectiv e pressure bar 24.1 24.7

Compression ratio - 17:01

Direction of engine rotation - Clockwise v iew from driv ing side

Cy linder firing order - 1 - 3 - 5 - 7 - 9 - 8 - 6 - 4 - 2

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Recording Engine Performance Data

Performance of the engine varies in accordance with

the operation condition and the engine condition.

Therefore, it is strongly recommended to record the

data of engine performance as frequently as possible,

at least weekly, which will provide a reliable guide for

better service and maintenance.

17
A continuous trend analysis of the recorded data

with reference to the engine maker’s shop test

result will contribute to diagnose the condition

of the engine precisely and the precautions or

prescriptions can be made easily.

18
 H21/32
Project CUBA01 Owner Energoimport

Eng. Type 9H21/32 Class -

BF0041 NO.1 2006.01.07

OFFICIAL SHOP TEST RESULT BF0042 Test NO.2
Eng. No.
FOR DIESEL ENGINE BF0044 Date NO.3

BF0045 NO.4

Eng. MCR 1800㎾ Evaluated by J.S.Lee

Gen. MCR 1701㎾ Operated by M.K.Kim

CONTENTS

1. Specification of Engine & Accessories

2. Measuring Record(Load Test)
3. Setting Table
4. Calculation Sheet of F.O.

MEDIUM ENGINE ASSEMBLY & TEST DEP'T

ENGINE AND MACHINERY DIVISION
HYUNDAI HEAVY INDUSTRIES CO., LTD.
NAME SIGNATURE DATE DESCRIPTION
PREPARED BY J.S.Lee

CHECKED BY H.H.Choi
APPROVED BY C.S.Lee

19
Performance Parameters and Evaluation

As the engine produces power by burning fuel

with continuous breathing air and exhaust gas,

the performance data are influenced by

the change of such combustion parameters

as ambient conditions or fouled components for

fuel injection, air and gas flow system.

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If there is any deviation from normal operating

condition, the exhaust gas temperature and

fuel consumption appear to be increased generally,

which eventually influence on reliability of the

engine and need more frequent maintenance.

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Therefore, engine power shall be restricted

if exhaust gas temperature or turbocharger speed

exceed normal operating range.

Some of the sensitive parameters are as below.

1) Ambient condition
2) Amount of air-flow
3) Quality of fuel injection

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1) Ambient condition

Engine room atmospheric temperature and

pressure, cooing water temperature, etc.

influence engine power, fuel consumption,

exhaust gas temperature and so on.

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2) Amount of air-flow

Intake air contributes not only to the combustion

but also to the cooling of surrounding components.

The amount of air-flow tends to be reduced due to

fouling of the system by operating hours.

Any one or some fouled components regarding air

and exhaust gas passage can increase air-flow
resistance and consequently causes increased
pressure drop and reduced amount of air flow.

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Increased pressure drop means reduction of
charge air pressure, which results lower cylinder
pressure and more fuel consumption consequently.

Reduced amount of air-flow results higher

temperature of exhaust gas and cylinder
components as well as more fuel consumption.

The components liable to be fouled are as follows.

- In the engine room
- Fuel & Operating condition
- Back pressure after turbocharger

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<< In the engine room >>

Air filter, compressor of turbocharger and charge

air cooler can be fouled by dust in engine room.

Fouled charge air cooler also reduces its cooling

efficiency and causes increased temperature of
charge air to cylinder, which results in further
increase of temperature of exhaust gas and the
components in addition to the influence by reduced
air-flow.

Therefore, charge air cooler needs careful attention

to keep cleanness.
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 << Fuel & Operating condition >>
The exhaust valves, gas passages, nozzle ring and
turbine of turbocharger are apt to be fouled and
attacked by the products of combustion, which depends
on the fuel used and operating condition.

In general, the engine performance is sensitive to the

fouling of the nozzle ring of the turbocharger, which
reduces effective nozzle area and cause increasing of
turbocharger speed in the beginning stage and reducing
of air-flow finally.

Therefore, cleaning of turbocharger is important for

engine performance. Î See manual for T/C
27
<< Back pressure after T/C >>

Back pressure after turbocharger is apt to be increased

due to fouling of total exhaust system of the plant,
which also cause the reduction of air flow and
increased temperature of the exhaust gas.

Therefore, periodical checking of the influence of the

back pressure provides useful information for the
reliable operation of the plant.

Normally the backpressure should be lower than 250

mmWC.

28
3) Quality of fuel injection

Fuel quality and injection characteristics affect

engine performance as well as maintenance interval.

Bad fuel quality increases not only wear of the

injection equipment but the fouling of combustion
chamber and exhaust system, which will finally
increase the exhaust gas temperature and fuel
consumption.

29
Fuel quality and worn fuel system affects the
maximum firing pressure which is one of the
critical parameters not only for engine reliability
but also for fuel consumption and NOx emission.

In general, higher maximum firing pressure

reduces fuel consumption but increases NOx
emission, and vise versa.

Whenever changing the fuel, maximum firing

pressure should be measured and readjusted or
reconditioned if out of normal operating range.

30
Correction for ambient condition

Specific fuel oil consumption (SFOC) is referred to

the ISO 3046/1 standard condition normally.

However, for the condition other than ISO 3046/1

standard condition, the SFOC at MCR (Maximum
Continuous Rating) can be estimated according to
the below mentioned formula.

SFOCamb = SFOCISO * dSFOC

dSFOC = [100 + (Tamb-25)*0.05 - (Pamb-1000)*0.007
+ (TCW-25)*0.07 – (LCV-42700)/427] / 100

31
SFOCamb : Specific fuel oil consumption at actual operating
condition [g/kWh]
SFOCISO : Specific fuel oil consumption at ISO 3046/1
standard condition [g/kWh]
dSFOC : Deviation of the SFOC
Tamb : Amb. air temperature at actual operating condition [℃]
Pamb : Amb. air pressure at actual operating condition [mbar]
TCW : Cooling water temp. before charge air cooler(CAC)
at actual operating condition [℃]
LCV : Lower Calorie Value of the fuel oil [kJ/kg]

32
Example

Ambient air temperature(Tamb) : 30 [℃]

Ambient air pressure(Pamb) : 990 [mbar]
Cooling water temperature(TCW) : 30 [℃]
Lower Calorie Value(LCV) : 42700 [kJ/kg]
SFOCISO : 186 [g/kWh] at 720 [rpm], MCR

Then, dSFOC = 1.0067 and the SFOC at site condition

will be increased to 187.2 [g/kWh]

33
Correction of exh. gas temp. after T/C

Exhaust gas temperature after turbine is referred to

ISO 3046/1 standard condition normally.

However, for the condition other than ISO 3046/1

standard condition, the exhaust gas temperature
after turbine could be estimated according to the
below mentioned formula.

Taturbexh = TaturbISO + dTaturb

dTaturb = (Tamb-25)*1.1 + (TCW-25)*0.7

34
 Taturbexh : Exhaust gas temperature after turbine
at actual operating condition [℃]
TaturbISO : Exhaust gas temperature after turbine
at ISO 3046/1 standard condition [℃]
dTaturb : Deviation of the exhaust gas temp.
after turbine [℃]
Tamb : Amb. air temp. at actual operating condition
[℃]
TCW : C.W temp. before charge air cooler(CAC)
at actual operating condition [℃]

35
Example

Ambient air temperature(Tamb) : 35 [℃]

Cooling water temperature(TCW) : 35 [℃]
TaturbISO : 290 [℃] at 720 [rpm], MCR

Then, dTaturb = 18 [℃] and

the Taturbexh at actual operating condition will
be increased to 308 [℃]

36
Normal operation data

Normal operating data of the engine are generally

listed as below table.

However, some data may be subject to change and

shall be informed separately for specific project.

Therefore, engine operator should understand the

difference and run the engine within the specified
range.

**. Temperature deviation between thermometer and

thermocouple = 10 ~ 40’C caused by different
measuring points.

37
Control speed & Compressed air system (PPS)

Normal
Alarm Autostop
Descriptions Operating Range Remarks
Setting of Engine
at Rated Power

113%(1st)
Rated Speed (rpm)
115%(2nd)
Engine speed
of rated
900
speed
5 ~ 7 bar < 4.5 bar For 5,6,7cyl.
Compressed air
inlet pressure
8 ~ 10 bar < 7.5 bar For 8,9 cyl.

38
Fuel oil system (PPS = DPP)
Normal
Alarm Autostop
Descriptions Operating Range Remarks
Setting of Engine
at Rated Power
F.Oleakage level High level
F.Opressure
3.0 ~ 6.0 bar (MDO) PMDO < 1.0 bar
inlet engine
(for Continuous
7.0 ~ 10.0 bar (HFO) PHFO < 4.0 bar
HFO operation)
F.Opressure
inlet engine
6.0 ~ 8.0 bar (MDO) PMDO < 4.0 bar
(for Continuous
MDO operation)

F.O temperature 30 ~ 45 ℃ (MDO)

inlet engine 110 ~ 140 ℃ (HFO)

39
Lubricating oil system (PPS = DPP)
Normal
Alarm Autostop
Descriptions Operating Range Remarks
Setting of Engine
at Rated Power
L.O pressure drop
0.1 ~ 1.0 bar > 1.5 bar
- filter
L.O pressure
inlet engine after 4.0 ~ 5.0 bar < 3.5 bar 3.0 bar
filter
L.O temperature
60 ~ 70 ℃ > 80 ℃
inlet engine
Lu.O pressure
2.0 ~ 4.0 bar < 1.5 bar
inlet TC
Oil mist detector
High level High level
(option)
L.O level
Low/high level
in base frame
Prelube oil level Low level

40
Cooling water system (PPS = DPP)

Normal
Alarm Autostop
Descriptions Operating Range Remarks
Setting of Engine
at Rated Power
L.T water pressure
1.5 ~ 4.5 bar < static+0.4 bar
inlet engine

L.T water temp.

30 ~ 40 ℃ > 45 ℃
inlet engine

HT water pressure
1.5 ~ 4.5 bar < static+0.4 bar
inlet engine
H.T water temp.
75 ~ 85 ℃ > 90 ℃ >95 ℃
outlet engine

41
Combustion gas system (PPS)
Normal
Alarm Autostop
Descriptions Operating Range Remarks
Setting of Engine
at Rated Power
Refer to shop
Cylinder pressure Max. ~ 200 bar - -
test result

Deviation from
Max. ±5bar .
average of cyl.
Charge air press.
2.5 ~ 3.2 bar
after cooler
Charge air temp.
35 ~ 55 ℃
after cooler
Deviation from
Max. ±50℃ Max. ±70℃ .
average of cyl.
Exh. gas temp.
450 ~ 520 ℃ > 550 ℃
inlet TC
Exh. gas temp.
250 ~ 350 ℃ > 450 ℃
outlet TC

42
Control speed & Compressed air system (DPP)

Normal
Alarm Autostop
Descriptions Operating Range Remarks
Setting of Engine
at Rated Power

113%(1st)
Rated Speed (rpm)
115%(2nd)
Engine speed
of rated
900
speed

Compressed air
10 ~ 11 bar < 9.5 bar
inlet pressure

43
Fuel oil system (DPP = PPS)
Normal
Alarm Autostop
Descriptions Operating Range Remarks
Setting of Engine
at Rated Power
F.Oleakage level High level
F.Opressure
3.0 ~ 6.0 bar (MDO) PMDO < 1.0 bar
inlet engine
(for Continuous
7.0 ~ 10.0 bar (HFO) PHFO < 4.0 bar
HFO operation)
F.Opressure
inlet engine
6.0 ~ 8.0 bar (MDO) PMDO < 4.0 bar
(for Continuous
MDO operation)

F.O temperature 30 ~ 45 ℃ (MDO)

inlet engine 110 ~ 140 ℃ (HFO)

44
Lubricating oil system (DPP = PPS)
Normal
Alarm Autostop
Descriptions Operating Range Remarks
Setting of Engine
at Rated Power
L.O pressure drop
0.1 ~ 1.0 bar > 1.5 bar
- filter
L.O pressure
inlet engine after 4.0 ~ 5.0 bar < 3.5 bar 3.0 bar
filter
L.O temperature
60 ~ 70 ℃ > 80 ℃
inlet engine
Lu.O pressure
2.0 ~ 4.0 bar < 1.5 bar
inlet TC
Oil mist detector
High level High level
(option)
L.O level
Low/high level
in base frame
Prelube oil level Low level

45
Cooling water system (DPP = PPS)

Normal
Alarm Autostop
Descriptions Operating Range Remarks
Setting of Engine
at Rated Power
L.T water pressure
1.5 ~ 4.5 bar < static+0.4 bar
inlet engine

L.T water temp.

30 ~ 40 ℃ > 45 ℃
inlet engine

HT water pressure
1.5 ~ 4.5 bar < static+0.4 bar
inlet engine
H.T water temp.
75 ~ 85 ℃ > 90 ℃ >95 ℃
outlet engine

46
Combustion gas system (DPP)
Normal
Alarm Autostop
Descriptions Operating Range Remarks
Setting of Engine
at Rated Power
Refer to shop
Cylinder pressure Max. ~ 200 bar - -
test result

Deviation from
Max. ±5bar .
average of cyl.
Charge air press.
2.5 ~ 3.2 bar
after cooler
Charge air temp.
35 ~ 55 ℃
after cooler
Deviation from
Max. ±50℃ Max. ±70℃ .
average of cyl.
Exh. gas temp.
450 ~ 550 ℃ > 580 ℃
inlet TC
Exh. gas temp.
280 ~ 380 ℃ > 480 ℃
outlet TC

47