This project guide is intended as a tool to assist in project work for installations that include Bergen engines.

Transcription

1 Mar i ne Pr oj ectgui de Ber genengi net ypeb35: 40Gas

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3 PROJECT GUIDE BERGEN ENGINE TYPE B FUEL GAS OPERATION The information in this manual is PRELIMINARY as this is a new engine type under development. The data and information given, related to the engines, are subject to change without notice. This project guide is intended as a tool to assist in project work for installations that include Bergen engines. Binding drawings and technical data will be submitted after receipt of orders. Components and systems shown in this guide are not necessarily included in the Rolls-Royce scope of supply. All copies of this document in hard and soft format are uncontrolled. To verify latest revision status contact salessupport.bergen@rolls-royce.com. NOTE The data and information, related to the engines given in this guide, are subject to change without notice. NOTE The information in this guide is applicable for marine applications only. Bergen Engines AS 2016 A Rolls-Royce Power Systems Company The information in this document is the property of Bergen Engines AS, a Rolls-Royce Power Systems Company, and may not be copied, or communicated to a third party, or used, for any purpose other than that for which it is supplied without the express written consent of Bergen Engines AS. Whilst the information is given in good faith based upon the latest information available to Bergen Engines AS, no warranty or representation is given concerning such information, which must be taken as establishing any contractual or other commitment binding upon Bergen Engines AS, its parent company or any of its subsidiaries or associated companies. Bergen Engines AS P.O.Box 329 Sentrum N-5804 BERGEN NORWAY Tel Homepage: salessupport.bergen@rolls-royce.com Enterprise no. NO A Rolls-Royce Power Systems Company Editon October 2011 (Rev. 04. February 2016) 2

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5 PROJECT GUIDE Part 1 Part 2 Part 3 Part Operating principle 1.02 Technical data 1.03 Main dimensions 1.05 Fuel gas specification 1.07 Load limit 1.08 Noise measurement 2.01 Starting and control air system 2.02 Combustion air system 2.03 Exhaust gas system 2.04 Ventilation system 2.05 Fuel gas system 2.06 Cooling water system 2.07 Cooling water quality 2.08 Lubricating oil system 2.09 Lubricant guide 3.01 Standard and optional generator design 3.02 Safety, control and monitoring 3.03 Ignition system 4.01 Routine Maintenance Schema (RMS) B, Gas Project Guide Page 1 : B Gas

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7 1.01 OPERATION PRINCIPLE, LEAN-BURN GAS ENGINE Introduction The Bergen engine lean burn spark ignition (s.i.) gas engine operates according to the lean-burn Otto cycle, i.e. a lean mixture of gas and air is compressed and ignited by an electric system. A lean-burn engine operates at a.e.r s (air excess ratios), of 1.8 and higher, and as the illustration shows, this gives increased power, efficiency and reduced NO x -emissions. To achieve this, a special combustion system has been developed that gives a strong increase in ignition energy capable of firing such lean mixtures reliably. Also, a highly efficient turbo-charging system is used to take advantage of the possible power increase offered by the extended knock limit of lean mixtures Principle of operation in brief Air is drawn in by the turbocharger, through the charge air cooler and into the cylinder. A timed mechanical gas valve injects gas under over-pressure into the inlet air stream to ensure a homogeneous and lean mixture of air and gas. Air flow is controlled by the variable turbine geometry, VTG, while gas flow is controlled by mechanical valves before each cylinder. The gas pressure is set electronically by the pressure regulating valve on the fuel gas supply module ahead of engine., Gas Operation principle, lean-burn gas engine 0211 BC Page 1 : 2

8 1.01 An air flap for each cylinder restricts the air supply during start-up and low load operation. As the pressure in the cylinder is low, gas is admitted into the small pre-chambers - one in each cylinder head, electronically controlled by the prechamber pressure unit. During compression, the lean charge in the cylinder is partially pushed into the pre-chamber, where it mixes with the pure gas to form a rich mixture that is easily ignited by the spark plug. This powerful ignition energy from the pre-chamber ensures fast and complete combustion of the main charge in the cylinder. Advanced electronic engine management ensures the operating parameters of the engine are adjusted and optimised in relation to each other. The system sets the optimum main, and prechamber gas pressures, the AFR (air/fuel ratio), the fuel rack position, the ignition timing and air throttle position. The alarm and monitoring part of the system features many built-in safety functions. It combines safe operation with high availability, protecting the engine and signalling any fault. It includes a misfiring detection system based on analysing different operational parameters and a knock detection system. The system detects and eliminates knocking individually for each cylinder. The complete engine management, control and monitoring system fits into a cabinet next to the engine and communicates with the plant control through one simple cable. Operating principle, lean-burn gas engine Operation principle, lean-burn gas engine Page 2 : BC, Gas

9 1.02 TECHNICAL DATA, Gas Technical data 0611 B Page 1 : 8

10 1.02 Technical data: B35:40 L9AG Drawing No.: L1089_23 Rev. 00 Fuel type: NATURAL GAS Project No.: Application: Marine Auxiliary Engine No.: Yard/Power plant: Standard Engine data: Number of cylinders - 9 Cylinder bore mm 350 Piston stroke mm 400 Rated power (MCR), engine kw 3940 Rated active power, generator kw 3800 Generator efficiency - 0,965 Rated output, electric with COS(phi) = 0,8 kva 4750 Mean effective pressure bar 18,2 Rated speed RPM 750 Mean piston speed m/s 10 Displacement l 346 Gas data: Specific energy consumption kj/kwh 7550 Gas consumption at MCR m³n/h 825 Gas consumption at MCR kg/h 660 Minimum gas feed at MCR: -at engine inlet barg 3,2 -to press. control module barg 3,5 Start air data: Start air pressure, max./min. barg 30/15 Air consumption per. start m³n 3 No of starts, 1000l receiver - 3 Lubrication data: Lubrication oil - SAE 40 Main pump capacity m³/h 68 Priming pump capacity m³/h 13 Lub. oil pressure -normal barg 4-5 -alarm, pressure low barg 2,5 -shut-down, pressure low barg 1,7 Lub. oil temp engine inlet -normal C 60 -alarm, temp high C 70 Spec. lub. oil consumption g/kwh 0,4 Lub. oil consumption kg/h 1,6 Crankcase, lub. oil volume -high level l low level l 3850 Jacket water waste heat recovery: Waste heat, 100% load MJ/h 3420 Waste heat, 80% load MJ/h 2450 Waste heat, 50% load MJ/h 1285 Engine power definition is according to ISO However the engine ratings are valid for the following reference conditions: Air inlet temperature max C Air inlet temperature min. + 0 C Heat dissipation C Charge air low temp. cooling water inlet temp. max. +37 C Relative humidity 60% Spec. NOx emissions 1,4 g/kwh at full load (MCR). Cooling water data: Two-stage charge air cooler: -Low temp. stage: -temp. at inlet, max C 37 -water flowrate, normal m³/h 50 -water flowrate, max m³/h 58 -High temp. stage: -water flowrate, normal m³/h 36 Jacket water system: -pump capacity m³/h 81 -normal stop/shut-down barg 1.0 -water quantity, engine block l 370 -Temp. at engine outlet -normal C 90 -alarm, temp. high C 95 -shut-down, temp. high C 95 -temp. rise in engine, max C 6,2 -incl. high temp. ca-cooler C 10,1 -Expansion tank: -volum, single-engined l 300 -volum, multi-engined l 500 -height above engine m 3-10 Air data: Turbocharger type ABB TPL-65 VTG Charge air cooler type - RR9L3240B Air consumption m³n/h Air consumption kg/h Charge air pressure barg 2,4 Charge air temperature: -normal C 55 -alarm, temp high C 62 Turbocharger speed alarm rpm Exhaust data: Mass flow kg/h Volume flow, after turbin m³/h Temp, after cylinder C 485 Temp, after turbine C 395 Back pressure, max mmwg 400 Part load data: -Mass flow, 90% load kg/h Temp, after turbine C 415 -Mass flow, 80% load kg/h Temp, after turbine C 430 -Mass flow 50% load kg/h Temp, after turbine C 465 Heat dissipation: Lubrication data: Lub. oil.cooler MJ/h 1695 Cooling water data: Low temp. stage MJ/h 1590 High temp. stage MJ/h 1325 Jacket water cooler: -Heat dissipation, engine MJ/h incl. high temp. ca-cooler MJ/h 3420 Ventilation data: Radiation engine MJ/h 930 Radiation generator (IP23) MJ/h 505 Specific energy consumption is according to ISO and is given at full load(mcr), running on NATURAL GAS with a lower heating value of 36.0 MJ/m³n and no engine-driven pumps. With engine-driven pumps, add 0.5% for each pump. Methane no. min 70, according to AVL calculation Spec. lub. oil consumption is for guidance only NOTE! Due to continuous development, some data may change Technical data Page 2 : B, Gas

11 1.02 Technical data: B35:40 L9AG Drawing No.: L1089_22 Rev. 00 Fuel type: NATURAL GAS Project No.: Application: Marine Auxiliary Engine No.: Yard/Power plant: Standard Engine data: Number of cylinders - 9 Cylinder bore mm 350 Piston stroke mm 400 Rated power (MCR), engine kw 3780 Rated active power, generator kw 3650 Generator efficiency - 0,965 Rated output, electric with COS(phi) = 0,8 kva 4560 Mean effective pressure bar 18,2 Rated speed RPM 720 Mean piston speed m/s 10 Displacement l 346 Gas data: Specific energy consumption kj/kwh 7550 Gas consumption at MCR m³n/h 795 Gas consumption at MCR kg/h 635 Minimum gas feed at MCR: -at engine inlet barg 3,2 -to press. control module barg 3,5 Start air data: Start air pressure, max./min. barg 30/15 Air consumption per. start m³n 3 No of starts, 1000l receiver - 3 Lubrication data: Lubrication oil - SAE 40 Main pump capacity m³/h 65 Priming pump capacity m³/h 13 Lub. oil pressure -normal barg 4-5 -alarm, pressure low barg 2,5 -shut-down, pressure low barg 1,7 Lub. oil temp engine inlet -normal C 60 -alarm, temp high C 70 Spec. lub. oil consumption g/kwh 0,4 Lub. oil consumption kg/h 1,5 Crankcase, lub. oil volume -high level l low level l 3850 Jacket water waste heat recovery: Waste heat, 100% load MJ/h 3280 Waste heat, 80% load MJ/h 2350 Waste heat, 50% load MJ/h 1235 Engine power definition is according to ISO However the engine ratings are valid for the following reference conditions: Air inlet temperature max C Air inlet temperature min. + 0 C Heat dissipation C Charge air low temp. cooling water inlet temp. max. +37 C Relative humidity 60% Spec. NOx emissions 1,4 g/kwh at full load (MCR). Cooling water data: Two-stage charge air cooler: -Low temp. stage: -temp. at inlet, max C 37 -water flowrate, normal m³/h 50 -water flowrate, max m³/h 58 -High temp. stage: -water flowrate, normal m³/h 36 Jacket water system: -pump capacity m³/h 81 -normal stop/shut-down barg 1.0 -water quantity, engine block l 370 -Temp. at engine outlet -normal C 90 -alarm, temp. high C 95 -shut-down, temp. high C 95 -temp. rise in engine, max C 5,9 -incl. high temp. ca-cooler C 9,7 -Expansion tank: -volum, single-engined l 300 -volum, multi-engined l 500 -height above engine m 3-10 Air data: Turbocharger type ABB TPL-65 VTG Charge air cooler type - RR9L3240B Air consumption m³n/h Air consumption kg/h Charge air pressure barg 2,4 Charge air temperature: -normal C 55 -alarm, temp high C 62 Turbocharger speed alarm rpm Exhaust data: Mass flow kg/h Volume flow, after turbin m³/h Temp, after cylinder C 485 Temp, after turbine C 395 Back pressure, max mmwg 400 Part load data: -Mass flow, 90% load kg/h Temp, after turbine C 415 -Mass flow, 80% load kg/h Temp, after turbine C 430 -Mass flow 50% load kg/h Temp, after turbine C 465 Heat dissipation: Lubrication data: Lub. oil.cooler MJ/h 1630 Cooling water data: Low temp. stage MJ/h 1525 High temp. stage MJ/h 1270 Jacket water cooler: -Heat dissipation, engine MJ/h incl. high temp. ca-cooler MJ/h 3280 Ventilation data: Radiation engine MJ/h 890 Radiation generator (IP23) MJ/h 470 Specific energy consumption is according to ISO and is given at full load(mcr), running on NATURAL GAS with a lower heating value of 36.0 MJ/m³n and no engine-driven pumps. With engine-driven pumps, add 0.5% for each pump. Methane no. min 70, according to AVL calculation Spec. lub. oil consumption is for guidance only NOTE! Due to continuous development, some data may change, Gas Technical data Page 3 : B

12 1.02 Technical data: B35:40 L9PG Drawing No.: L1089_14 Rev. 00 Fuel type: NATURAL GAS Project No.: Application: Marine Propulsion Engine No.: Yard/Power plant: Standard Engine data: Number of cylinders - 9 Cylinder bore mm 350 Piston stroke mm 400 Rated power (MCR), engine kw 3940 Mean effective pressure bar 18,2 Rated speed RPM 750 Mean piston speed m/s 10 Displacement l 346 Gas data: Specific energy consumption kj/kwh 7550 Gas consumption at MCR m³n/h 825 Gas consumption at MCR kg/h 660 Minimum gas feed at MCR: -at engine inlet barg 3,2 -to press. control module barg 3,5 Start air data: Start air pressure, max./min. barg 30/15 Air consumption per. start m³n 1,5 No of starts, 1000l receiver - 7 Cooling water data: Two-stage charge air cooler: -Low temp. stage: -temp. at inlet, max C 37 -water flowrate, normal m³/h 50 -water flowrate, max m³/h 58 -High temp. stage: -water flowrate, normal m³/h 36 Jacket water system: -pump capacity m³/h 81 -normal stop/shut-down barg 1.0 -water quantity, engine block l 370 -Temp. at engine outlet -normal C 90 -alarm, temp. high C 95 -shut-down, temp. high C 95 -temp. rise in engine, max C 6,2 -incl. high temp. ca-cooler C 10,1 -Expansion tank: -volum, single-engined l 300 -volum, multi-engined l 500 -height above engine m 3-10 Lubrication data: Lubrication oil - SAE 40 Main pump capacity m³/h 68 Priming pump capacity m³/h 13 Lub. oil pressure -normal barg 4-5 -alarm, pressure low barg 2,5 -start, stand-by pump barg 0 -shut-down, pressure low barg 1,7 Lub. oil temp engine inlet -normal C 60 -alarm, temp high C 70 Spec. lub. oil consumption g/kwh 0,4 Lub. oil consumption kg/h 1,6 Crankcase, lub. oil volume -high level l low level l dry sump, system tank l 0 Jacket water waste heat recovery: Waste heat, 100% load MJ/h 3420 Waste heat, 80% load MJ/h 2450 Waste heat, 50% load MJ/h 1285 Air data: Turbocharger type ABB TPL-65 VTG Charge air cooler type - RR9L3240B Air consumption m³n/h Air consumption kg/h Charge air pressure barg 2,4 Charge air temperature: -normal C 55 -alarm, temp high C 62 Turbocharger speed alarm rpm Exhaust data: Mass flow kg/h Volume flow, after turbin m³/h Temp, after cylinder C 485 Temp, after turbine C 395 Back pressure, max mmwg 400 Part load data: -Mass flow, 90% load kg/h Temp, after turbine C 415 -Mass flow, 80% load kg/h Temp, after turbine C 430 -Mass flow 50% load kg/h Temp, after turbine C 465 Heat dissipation: Lubrication data: Lub. oil.cooler MJ/h 1695 Cooling water data: Low temp. stage MJ/h 1590 High temp. stage MJ/h 1325 Jacket water cooler: -Heat dissipation, engine MJ/h incl. high temp. ca-cooler MJ/h 3420 Ventilation data: Radiation engine MJ/h 930 Engine power definition is according to ISO However the engine ratings are valid for the following reference conditions: Air inlet temperature max C Air inlet temperature min. + 0 C Heat dissipation C Charge air low temp. cooling water inlet temp. max. +37 C Relative humidity 60% Spec. NOx emissions 1,4 g/kwh at full load (MCR). Specific energy consumption is according to ISO and is given at full load(mcr), running on NATURAL GAS with a lower heating value of 36.0 MJ/m³n and no engine-driven pumps. With engine-driven pumps, add 0.5% for each pump. Methane no. min 70, according to AVL calculation Spec. lub. oil consumption is for guidance only NOTE! Due to continuous development, some data may change SHH Technical data Page 4 : B, Gas

13 1.02 Technical data: B35:40 V12AG Drawing No.: Fuel type: NATURAL GAS Project No.: Application: Marine Auxiliary Engine No.: Yard/Power plant: Engine data: Number of cylinders - 12 Cylinder bore mm 350 Piston stroke mm 400 Rated power (MCR), engine kw 5040 Rated active power, generator kw 4870 Generator efficiency - 0,966 Rated output, electric with COS(phi) = 0,8 kva 6085 Mean effective pressure bar 18,2 Rated speed RPM 720 Mean piston speed m/s 10 Displacement l 462 Gas data: Specific energy consumption kj/kwh 7475 Gas consumption at MCR m³n/h 1045 Gas consumption at MCR kg/h 835 Minimum gas feed at MCR: -at engine inlet barg 3,2 -to press. control module barg 3,5 Start air data: Start air pressure, max./min. barg 30/15 Air consumption per. start m³n 11 No of starts, 1500l receiver - 3 Lubrication data: Lubrication oil - SAE 40 Main pump capacity m³/h 81 Priming pump capacity m³/h 13 Lub. oil pressure -normal barg 4-5 -alarm, pressure low barg 2,5 -shut-down, pressure low barg 1,7 Lub. oil temp engine inlet -normal C 60 -alarm, temp high C 70 Spec. lub. oil consumption g/kwh 0,4 Lub. oil consumption kg/h 2 Crankcase, lub. oil volume -high level l low level l 2750 Jacket water waste heat recovery: Waste heat, 100% load MJ/h 4435 Waste heat, 80% load MJ/h 3020 Waste heat, 50% load MJ/h 1495 Engine power definition is according to ISO However the engine ratings are valid for the following reference conditions: Air inlet temperature max C Air inlet temperature min. + 0 C Heat dissipation C Charge air low temp. cooling water inlet temp. max. +37 C Relative humidity 60% Spec. NOx emissions 1,4 g/kwh at full load (MCR). Cooling water data: Two-stage charge air cooler: -Low temp. stage: -temp. at inlet, max C 37 -water flowrate, normal m³/h 108 -water flowrate, max m³/h 140 -High temp. stage: -water flowrate, normal m³/h 54 Jacket water system: -pump capacity m³/h 108 -normal stop/shut-down barg 2 -water quantity, engine block l 750 -Temp. at engine outlet -normal C 90 -alarm, temp. high C 95 -shut-down, temp. high C 97 -temp. rise in engine, max C 5,5 -incl. high temp. ca-cooler C 9,8 -Expansion tank: -volum, single-engined l 300 -volum, multi-engined l 500 -height above engine m 3-10 Air data: Turbocharger type ABB TPS-61E VTG Charge air cooler type - RR V12 Air consumption m³n/h Air consumption kg/h Charge air pressure barg 2,4 Charge air temperature: -normal C 55 -alarm, temp high C 62 Turbocharger speed alarm rpm Exhaust data: Mass flow kg/h Volume flow, after turbin m³/h Temp, after cylinder C 485 Temp, after turbine C 415 Back pressure, max mmwg 400 Part load data: -Mass flow, 90% load kg/h Temp, after turbine C 435 -Mass flow, 80% load kg/h Temp, after turbine C 455 -Mass flow 50% load kg/h Temp, after turbine C 485 Heat dissipation: Lubrication data: Lub. oil.cooler MJ/h 2035 Cooling water data: Low temp. stage MJ/h 1555 High temp. stage MJ/h 1935 Jacket water cooler: -Heat dissipation, engine MJ/h incl. high temp. ca-cooler MJ/h 4435 Ventilation data: Radiation engine MJ/h 1175 Radiation generator (IP23) MJ/h 610 Specific energy consumption is according to ISO and is given at full load(mcr), running on NATURAL GAS with a lower heating value of 36.0 MJ/m³n and no engine-driven pumps. With engine-driven pumps, add 0.5% for each pump. Methane no. min 70, according to AVL calculation Spec. lub. oil consumption is for guidance only NOTE! Due to continuous development, some data may change, Gas Technical data Page 5 : B

14 1.02 Technical data: B35:40 V12AG Drawing No.: Fuel type: NATURAL GAS Project No.: Application: Marine Auxiliary Engine No.: Yard/Power plant: Engine data: Number of cylinders - 12 Cylinder bore mm 350 Piston stroke mm 400 Rated power (MCR), engine kw 5250 Rated active power, generator kw 5070 Generator efficiency - 0,966 Rated output, electric with COS(phi) = 0,8 kva 6335 Mean effective pressure bar 18,2 Rated speed RPM 750 Mean piston speed m/s 10 Displacement l 462 Gas data: Specific energy consumption kj/kwh 7475 Gas consumption at MCR m³n/h 1090 Gas consumption at MCR kg/h 870 Minimum gas feed at MCR: -at engine inlet barg 3,2 -to press. control module barg 3,5 Start air data: Start air pressure, max./min. barg 30/15 Air consumption per. start m³n 11 No of starts, 1500l receiver - 3 Lubrication data: Lubrication oil - SAE 40 Main pump capacity m³/h 86 Priming pump capacity m³/h 13 Lub. oil pressure -normal barg 4-5 -alarm, pressure low barg 2,5 -shut-down, pressure low barg 1,7 Lub. oil temp engine inlet -normal C 60 -alarm, temp high C 70 Spec. lub. oil consumption g/kwh 0,4 Lub. oil consumption kg/h 2,1 Crankcase, lub. oil volume -high level l low level l 2750 Jacket water waste heat recovery: Waste heat, 100% load MJ/h 4620 Waste heat, 80% load MJ/h 3145 Waste heat, 50% load MJ/h 1555 Engine power definition is according to ISO However the engine ratings are valid for the following reference conditions: Air inlet temperature max C Air inlet temperature min. + 0 C Heat dissipation C Charge air low temp. cooling water inlet temp. max. +37 C Relative humidity 60% Spec. NOx emissions 1,4 g/kwh at full load (MCR). Cooling water data: Two-stage charge air cooler: -Low temp. stage: -temp. at inlet, max C 37 -water flowrate, normal m³/h 108 -water flowrate, max m³/h 140 -High temp. stage: -water flowrate, normal m³/h 54 Jacket water system: -pump capacity m³/h 108 -normal stop/shut-down barg 2 -water quantity, engine block l 750 -Temp. at engine outlet -normal C 90 -alarm, temp. high C 95 -shut-down, temp. high C 97 -temp. rise in engine, max C 5,8 -incl. high temp. ca-cooler C 10,2 -Expansion tank: -volum, single-engined l 300 -volum, multi-engined l 500 -height above engine m 3-10 Air data: Turbocharger type ABB TPS-61E VTG Charge air cooler type - RR V12 Air consumption m³n/h Air consumption kg/h Charge air pressure barg 2,4 Charge air temperature: -normal C 55 -alarm, temp high C 62 Turbocharger speed alarm rpm Exhaust data: Mass flow kg/h Volume flow, after turbin m³/h Temp, after cylinder C 485 Temp, after turbine C 415 Back pressure, max mmwg 400 Part load data: -Mass flow, 90% load kg/h Temp, after turbine C 435 -Mass flow, 80% load kg/h Temp, after turbine C 455 -Mass flow 50% load kg/h Temp, after turbine C 485 Heat dissipation: Lubrication data: Lub. oil.cooler MJ/h 2120 Cooling water data: Low temp. stage MJ/h 1620 High temp. stage MJ/h 2015 Jacket water cooler: -Heat dissipation, engine MJ/h incl. high temp. ca-cooler MJ/h 4620 Ventilation data: Radiation engine MJ/h 1225 Radiation generator (IP23) MJ/h 645 Specific energy consumption is according to ISO and is given at full load(mcr), running on NATURAL GAS with a lower heating value of 36.0 MJ/m³n and no engine-driven pumps. With engine-driven pumps, add 0.5% for each pump. Methane no. min 70, according to AVL calculation Spec. lub. oil consumption is for guidance only NOTE! Due to continuous development, some data may change Technical data Page 6 : B, Gas

15 1.02 Technical data: B35:40 V12PG Drawing No.: Fuel type: NATURAL GAS Project No.: Application: Marine Propulsion Engine No.: Yard/Power plant: Engine data: Number of cylinders - 12 Cylinder bore mm 350 Piston stroke mm 400 Rated power (MCR), engine kw 5250 Mean effective pressure bar 18,2 Rated speed RPM 750 Mean piston speed m/s 10 Displacement l 462 Gas data: Specific energy consumption kj/kwh 7475 Gas consumption at MCR m³n/h 1090 Gas consumption at MCR kg/h 870 Minimum gas feed at MCR: -at engine inlet barg 3,2 -to press. control module barg 3,5 Start air data: Start air pressure, max./min. barg 30/15 Air consumption per. start m³n 11 No of starts, 1500l receiver - 3 Cooling water data: Two-stage charge air cooler: -Low temp. stage: -temp. at inlet, max C 37 -water flowrate, normal m³/h 108 -water flowrate, max m³/h 140 -High temp. stage: -water flowrate, normal m³/h 54 Jacket water system: -pump capacity m³/h 108 -normal stop/shut-down barg 2 -water quantity, engine block l 750 -Temp. at engine outlet -normal C 90 -alarm, temp. high C 95 -shut-down, temp. high C 97 -temp. rise in engine, max C 5,8 -incl. high temp. ca-cooler C 10,2 -Expansion tank: -volum, single-engined l 300 -volum, multi-engined l 500 -height above engine m 3-10 Lubrication data: Lubrication oil - SAE 40 Main pump capacity m³/h 86 Priming pump capacity m³/h 13 Lub. oil pressure -normal barg 4-5 -alarm, pressure low barg 2,5 -start, stand-by pump barg 0 -shut-down, pressure low barg 1,7 Lub. oil temp engine inlet -normal C 60 -alarm, temp high C 70 Spec. lub. oil consumption g/kwh 0,4 Lub. oil consumption kg/h 2,1 Crankcase, lub. oil volume -high level l low level l dry sump, system tank l 0 Jacket water waste heat recovery: Waste heat, 100% load MJ/h 4620 Waste heat, 80% load MJ/h 3145 Waste heat, 50% load MJ/h 1555 Air data: Turbocharger type ABB TPS-61E VTG Charge air cooler type - RR V12 Air consumption m³n/h Air consumption kg/h Charge air pressure barg 2,4 Charge air temperature: -normal C 55 -alarm, temp high C 62 Turbocharger speed alarm rpm Exhaust data: Mass flow kg/h Volume flow, after turbin m³/h Temp, after cylinder C 485 Temp, after turbine C 415 Back pressure, max mmwg 400 Part load data: -Mass flow, 90% load kg/h Temp, after turbine C 435 -Mass flow, 80% load kg/h Temp, after turbine C 455 -Mass flow 50% load kg/h Temp, after turbine C 485 Heat dissipation: Lubrication data: Lub. oil.cooler MJ/h 2120 Cooling water data: Low temp. stage MJ/h 1620 High temp. stage MJ/h 2015 Jacket water cooler: -Heat dissipation, engine MJ/h incl. high temp. ca-cooler MJ/h 4620 Ventilation data: Radiation engine MJ/h 1225 Engine power definition is according to ISO However the engine ratings are valid for the following reference conditions: Air inlet temperature max C Air inlet temperature min. + 0 C Heat dissipation C Charge air low temp. cooling water inlet temp. max. +37 C Relative humidity 60% Spec. NOx emissions 1,4 g/kwh at full load (MCR). Specific energy consumption is according to ISO and is given at full load(mcr), running on NATURAL GAS with a lower heating value of 36.0 MJ/m³n and no engine-driven pumps. With engine-driven pumps, add 0.5% for each pump. Methane no. min 70, according to AVL calculation Spec. lub. oil consumption is for guidance only NOTE! Due to continuous development, some data may change, Gas Technical data Page 7 : B

16 1.02 Technical data: B35:40 V16PG Drawing No.: Fuel type: NATURAL GAS Project No.: Application: Marine Propulsion Engine No.: Yard/Power plant: Engine data: Number of cylinders - 16 Cylinder bore mm 350 Piston stroke mm 400 Rated power (MCR), engine kw 7000 Mean effective pressure bar 18,2 Rated speed RPM 750 Mean piston speed m/s 10 Displacement l 616 Gas data: Specific energy consumption kj/kwh 7475 Gas consumption at MCR m³n/h 1455 Gas consumption at MCR kg/h 1165 Minimum gas feed at MCR: -at engine inlet barg 3,2 -to press. control module barg 3,5 Start air data: Start air pressure, max./min. barg 30/15 Air consumption per. start m³n 15 No of starts, 2000l receiver - 3 Cooling water data: Two-stage charge air cooler: -Low temp. stage: -temp. at inlet, max C 37 -water flowrate, normal m³/h 128 -water flowrate, max m³/h 160 -High temp. stage: -water flowrate, normal m³/h 64 Jacket water system: -pump capacity m³/h 144 -normal stop/shut-down barg 2 -water quantity, engine block l 970 -Temp. at engine outlet -normal C 90 -alarm, temp. high C 95 -shut-down, temp. high C 97 -temp. rise in engine, max C 5,8 -incl. high temp. ca-cooler C 10,2 -Expansion tank: -volum, single-engined l 300 -volum, multi-engined l 500 -height above engine m 3-10 Lubrication data: Lubrication oil - SAE 40 Main pump capacity m³/h 95 Priming pump capacity m³/h 20 Lub. oil pressure -normal barg 4-5 -alarm, pressure low barg 2,5 -start, stand-by pump barg 0 -shut-down, pressure low barg 1,7 Lub. oil temp engine inlet -normal C 60 -alarm, temp high C 70 Spec. lub. oil consumption g/kwh 0,4 Lub. oil consumption kg/h 2,8 Crankcase, lub. oil volume -high level l low level l dry sump, system tank l 0 Jacket water waste heat recovery: Waste heat, 100% load MJ/h 6160 Waste heat, 80% load MJ/h 4190 Waste heat, 50% load MJ/h 2075 Air data: Turbocharger type ABB TPL-65 VTG Charge air cooler type - RR V16 Air consumption m³n/h Air consumption kg/h Charge air pressure barg 2,4 Charge air temperature: -normal C 55 -alarm, temp high C 62 Turbocharger speed alarm rpm Exhaust data: Mass flow kg/h Volume flow, after turbin m³/h Temp, after cylinder C 485 Temp, after turbine C 415 Back pressure, max mmwg 400 Part load data: -Mass flow, 90% load kg/h Temp, after turbine C 435 -Mass flow, 80% load kg/h Temp, after turbine C 455 -Mass flow 50% load kg/h Temp, after turbine C 485 Heat dissipation: Lubrication data: Lub. oil.cooler MJ/h 2830 Cooling water data: Low temp. stage MJ/h 2160 High temp. stage MJ/h 2685 Jacket water cooler: -Heat dissipation, engine MJ/h incl. high temp. ca-cooler MJ/h 6160 Ventilation data: Radiation engine MJ/h 1635 Engine power definition is according to ISO However the engine ratings are valid for the following reference conditions: Air inlet temperature max C Air inlet temperature min. + 0 C Heat dissipation C Charge air low temp. cooling water inlet temp. max. +37 C Relative humidity 60% Spec. NOx emissions 1,4 g/kwh at full load (MCR). Specific energy consumption is according to ISO and is given at full load(mcr), running on NATURAL GAS with a lower heating value of 36.0 MJ/m³n and no engine-driven pumps. With engine-driven pumps, add 0.5% for each pump. Methane no. min 70, according to AVL calculation Spec. lub. oil consumption is for guidance only NOTE! Due to continuous development, some data may change Technical data Page 8 : B, Gas

17 1.03 MAIN DIMENSIONS, Gas Main dimensions 0611 B Page 1 : 8

18 1.03 Main dimensions Page 2 : 8, Gas 0611 B

19 1.03, Gas 0611 B Main dimensions Page 3 : 8

20 1.03 Main dimensions Page 4 : 8, Gas 0611 B

21 1.03, Gas 0611 B Main dimensions Page 5 : 8

22 1.03 Main dimensions Page 6 : 8, Gas 0611 B

23 1.03, Gas 0611 B Main dimensions Page 7 : 8

24 1.03 Main dimensions Page 8 : 8, Gas 0611 B

25 1.05 FUEL GAS SPECIFICATION General The fuel gas composition shall be made available for the engine manufacturer prior to any contract can be signed. The composition given must be from a representative sample and a typical result of several samples over a given period of time. If it is known, or is possible, that in the course of time greater variations in this composition can occur, this must be referred to specifically. The engine is fully suitable only for the specific fuel gas it has been sold for. Because engine equipment and engine adjustments are optimized only for the gas it has been sold for, it must be guaranteed that the methane content will not fall below the minimal values given in the technical specifications for a given installation. In the latter case, the matter must be cleared with the respective gas utility and representative of RR. Depending on the fuel gas composition, the correct lube oil type shall be chosen, and in case of bio gases, regular analyses shall be made of the gas and compared with the lube oil recommendations. Required characteristics of the fuel gas supply at gas pressure regulating module inlet: Fluctuation in the gas pressure less than 0,5 bar/ 30 sec. is not critical, assuming that we still are above the minimum pressure. Max. permissible heat value fluctuations: 0.5%/10 minutes. Fuel gas quality Clean and dry gas, without any free droplets of moisture and solid particles. General requirement: - temperature range: C - temperature target: C - condensate: dust: max. particle size:... 5 micron max. content: mg/nm 3 - max. content of sulphuric compounds, calculated as H 2 S: ppm (approx. = 0,005% vol.) mg/nm 3 Reference conditions for the volume designation - Nm 3 : Atmospheric pressure:... 1,013 bar Temperature:... 0 C Gas samples: In order to avoid operational problems like corrosion, wear, lube oil contamination etc. it is required to take gas samples at regular intervals and have them analysed with respect to corrosive trace gases like H 2 S, chlorides, halogens etc. The following sampling frequencies are recommended: - Weekly during the first three weeks of operation. - Every three weeks for the next three months, thereafter every six weeks. The samples should be taken and analysed by qualified laboratories and the results made known as quickly as possible to the RR Service Dept., at least for the guarantee period of the engine. Min. Lower Calorific Value of the fuel gas:...26 MJ/Nm 3 Required static fuel gas pressure: - natural gas (36 MJ/Nm 3 ): Please see technical data, chapter 1.02 Min. methane number:...70 Marine Propulsion Applications, Gas 0315 B/P Fuel Gas Specification Page 1 : 1

26 1.07 LOAD LIMIT Load limit curve B35:40 PG, Gas Load limit 0314 B/G Page 1 : 1

27 1.08 NOISE MEASUREMENT B35:40 L/V Estimated unsilenced exhaust noise spectrum from RR 1,0 m from edge of the exhaust opening Estimated Exhaust Noise from Engine (1/1 octave band) Hz 31, Total 125 Lp db(a) Estimated unsilenced exhaust noise spectrum from RR 1,0 m from edge of the exhaust opening. Hz Total 125 Lp db(a) Estimated Exhaust Noise from Engine (1/3 octave band) Hz Lp db(a) 12, , Marine Propulsion Applications, B35: B/P Noise measurement Page 1 : 1

28 2.01 STARTING AND CONTROL AIR SYSTEM Introduction Compressed air is used for starting and control of the Bergen-gas engine. The starting arrangement is based on air-driven starter motor acting on a replaceable ring gear on the flywheel. In the control air system, dry and clean air is required for problem-free operation of oil mist detector, I/P-converters and various solenoid valves. Starting air The starting air release valve on engine (74SA) is operated by an electric solenoid. 30 bar starting air is led to the starter motor assembly. First, the pinion carries out an approach movement to the flywheel. Secondly, the main valve is opened and 30 bar enters the air starter (32SA) for full operation. Remote start is performed by an electric signal to the solenoid of the starting air release valve. See system drawing below. Maximum starting air pressure is: bar g and minimum pressure for safe starting is:...18 bar g *) Ref. technical data, part Note: The engine is run on starting air for 5 seconds before fuel gas is admitted. *) For safety reasons a starting attempt must not be made when starting air pressure is lower than 20 bar g. For ventilation of exhaust gas system before start of engine, see charge air and exhaust gas system. Starting air capacity Starting air volume and compressor capacity are to be sized according to the classification societies requirements. Air compressors and capacities Installed air compressor capacity should be sufficient to charge the starting air receivers from atmospheric - to max. pressure in 60 minutes. Total required compressor capacity Q is: Q where s, Nm 3 /h p 2 = Maximum starting air pressure = 31 bar a p 0 = Atmospheric pressure in bar a J = Total starting air receiver capacity in m 3 t = Compressor operating time in minutes s = Safety factor, normally 1,2 Nm 3 /h = cubic meter normal (at 1 bar/0 C) Due to redundancy requirement, minimum two air compressors are normally installed, each with a capacity of 50% of total required capacity. Be aware of requirement for compressor derating due to ambient air temperature. The air compressors are normally electrically driven and automatically started at a starting air pressure of 16 bar g. Required time t for recharging from 18 bar g to 30 bar g, with one of two compressors is: p 2 p 1 J 60 min t = , minutes p 0 Q 2 where p 2 p 0 = ---- J t p 1 = Initial pressure in starting air receiver, 18 bar g Q = Compressor capacity in Nm 3 /h Option: One diesel engine driven air compressor., Gas Starting and control air system 0615 BC Page 1 : 5

29 2.01 Starting air receivers and capacities Ref. technical data sheets in part Data applies for engines in warm standby status with a cooling water temperature of minimum 50 C. The starting air receivers used by Bergen Engines have standard volumes of 1000, 1500, and 2000 litre. The starting air receivers are delivered with valve head and equipment as shown in system drawing. Required starting air receiver volume V f may be calculated according to the following formula: N 1 V ns V f = P max P min, m 3 where N = Required number of starts N>2 V ns = Air consumption per start (Nm³) P max = Max. pressure in starting air receiver (bar g ) P min = Min. pressure for start (bar g ) For multi-engine plants with simultaneous starts, pipes must be sized accordingly. Water separation Generally the starting air is to be dry and clean. One oil/water separator after each starting air compressor is strongly recommended. Water accumulated in the starting air receivers during compression need to be drained at regular intervals. In addition, depending on operating conditions, water traps also are to be installed in the piping system between the starting air receivers and the engine(s). The piping to slope toward the water traps. Starting and control air system Page 2 : BC, Gas

30 2.01 Control air Dry and clean air is required for problem-free operation of oil mist detector, I/P-converters and solenoid valves in the control air system. From the start air receiver(s), 30 bar air is reduced to 7 bar in the control air unit (95SA). Also called pressure reducing station; see figure 3. The control air unit is of a double type, located between start air receiver(s) and the engine(s). It is equipped with a filter and a rod for manual draining of condensed water. The capacity is: nl/minute, provided 30 bar inlet air pressure, adjusted outlet pressure 7 bar and system pressure 6 bar. The capacity is: nl/minute, if inlet pressure is 20 bar, under equal conditions. Particle size:... max. 1.0 micron Normal control air consumption per engine including pneumatic operated valves and oil mist detector, is approx.:... 2,5 Nm 3 /h Consumption of control air for gas valves and combustion air throttle control, occurs only at start/stop of engines, with insignificant quantities. I/P-converters in the engine s control air system, are located on a separate mounting plate. In order to avoid vibrations, the mounting plate must be installed outside, but close to the engine. If there is other control air consumers in the system, the control air unit capacity must be checked accordingly. An air dryer for control air is required in order to provide dry and clean air (96SA). Control air requirements is based on ISO : Particle size:...max. 1,0 micron Dew point:... 3 C (7 bar) Particle density:... 1,0 mg/nm 3 Oil content:...max. 1,0 mg/nm 3 Pressure:...7 ± 0,5 bar g Temperature: C Pipe materials Steel pipes according to the classification societies requirements are used in the starting and control air system. The piping system for starting air is to be designed for an operating pressure of minimum 30 bar. Fig. 1 Control air unit (Pressure reducing station), Gas Starting and control air system Page 3 : BC

31 2.01 Starting and control air system Page 4 : BC, Gas

32 2.01, Gas Starting and control air system Page 5 : BC

33 2.02 COMBUSTION AIR SYSTEM The engine normally is equipped with a filter silencer on the turbocharger, and combustion air is drawn from the engine room. According to DnV rules all components are to be designed to operate under the following environmental conditions: Ambient air temperature in the machinery space between 0 C and 55 C (for engine air inlet max. 45 C). Relative humidity of air in machinery space up to 96% (for engine air inlet max. 60%). Sea water temperature up to 32 C As a result of the above requirements all our engines are now designed to operate with intake air temperature down to 0 C, without any charge air blow-off arrangement. If expected intake air temperature is lower than 0 C, the engine must have a charge air blow-off system, which shall come into action at 10 C. Fitting the air inlet pipes. The ducting air must be connected to the turbocharger with the compensator supplied by Rolls-Royce. The compensator must be connected directly to the air suction branch. A straight piece of duct must be inserted immediately before the compensator, the passage cross-section of which at 2-2 must be at least 20% greater than at 3-3 (see fig. below). The straight piece of duct must have a minimum length L of 2 x D 2-2 (see fig. below). Ducted combustion air intake When it is required to draw combustion air from outside of machinery space the turbocharger will be equipped with an air suction branch. In design of the system, the following must be taken into consideration: Total pressure loss in the system must not exceed 100 mm WG (water gauge). Compensator Air suction branch Radius on pipe bends to be 2 x Dpipe It must not be possible for any particles or water droplets to enter the turbochargers compressor. At the end of the ducting (air intake) a fabric filter with a mesh less than 1 mm it must be fitted a to prevent entry of foreign particles. The ducting must be completely clean inside and preferably made of stainless steel. The ducting must contain a baffler designed for required noise level at combustion air intake. Drain pockets should be fitted to prevent water from coming into the engine. Air suction branch flange The pipes should be fixed so that they cannot vibrate. The inlet pipe suspension must be arranged with a fixed point as close as possible to the compensator on the engine. The exhaust and inlet pipes should be arranged so that assembly and disassembly of the insulation, and dismantling and fitting of the silencer and air outlet casing with the bearing casing are not impeded., Gas Combustion air system 0611 BC Page 1 : 1

34 2.03 EXHAUST GAS SYSTEM Introduction it is important to design a system that will remove all exhaust gas from the engine and give a total ventilation out of engine room (to free air). The engine must have good working condition with access to free air. Design of the system The following must be taken into consideration: Total pressure loss in the exhaust system must not exceed 300 mm WG Radius on pipe bends to be 2xDpipe recommended max. exhaust gas velocity is 45 m/s Thermal expansion of the exhaust piping Exhaust pipe fixation to prevent vibration Insulation with respect to max. allowed surface temperature Required exhaust gas noise attenuation Drain pockets to avoid water coming into the engine Exhaust from one engine should not be mixed with the exhaust from other engines Exhaust gas must not enter the fresh air system We supply compensator(s) for the engine exhaust gas outlet. The compensator shall be mounted directly onto the turbocharger. It is not permitted to fix a diffuser or a pipe directly on the gas outlet. After the compensator a diffuser must be made to match the diameter of the exhaust gas pipe. The diffuser s taper angle is shown is normally 28 C or 40 C depending on turbocharger type. Exhaust from one engine should not be mixed with the exhaust from other engines. When this is not possible, silencers and sealed closing valves must be mounted in front of the mixing point. This will prevent oscillation between engines and feedback with carbon build-up in engines not running. Dimensioning of exhaust pipe and exhaust gas silencer The size of the exhaust pipe and silencer is determined from the following calculation formula: Exhaust gas flow m 2 s Flow aera in pipe m 2 = Exhaust gas velocity m s Exhaust volume flow can be found in technical data, part Flow area in table 2. DN (pipe diam (550) Flow area (m 2 ) DN (pipe diam Flow area (m 2 ) Table 2. Flow area in pipe Velocity in the exhaust pipe shall not exceed 45 m/s due to risk of resonance. Backpressure exceeding 300 mm WG will have a negative influence on the fuel consumption and the thermal load of the engine. Recommended maximum exhaust gas velocity is 45 m/s, and with this velocity the pressure loss through our standard silencer is 120 mm WG. Choose an exhaust pipe dimension that gives a velocity close to the limit of 45 m/s. The silencer is chosen based on inlet/outlet information, attenuation and engine type. Note that pipe dimension and inlet/outlet dimension for the silencer may be different. Pipe diameter Pressure loss in mm WG per meter pipe Pressure loss for a 90 bend corresp. to ND approx. 4.0 approx. 4.5 m pipe ND approx. 3.3 approx. 6.0 m pipe ND approx. 2.5 approx m pipe ND 800 approx. 2.0 approx m pipe Table 3. Pressure losses with exhaust gas velocity of 45 m/s Total pressure drop in air inlet system outside engine is max. 100 mm WG. Fitting the exhaust pipes The pipes should be fixed properly to prevent vibration. A fixing point must be made on both sides of the pipe at the support. The thermal expansion must be absorbed by compensators in the pipeline. Gas 0216 BC Exhaust gas system Page 1 : 5

35 2.03 The exhaust pipe suspension must be arranged with a fixed point as close as possible to the compensator on the engine. The fixing point must be arranged to direct the thermal growth of the exhaust pipe away from the engine. Ref. BEAS drawing Exhaust pipe arrangement. Flexible connections and piping support The piping system must be designed to allow for thermal expansion without overstressing any components in the system or on the engine. For this purpose flexible connections have to be fitted. BEAS normally supplies flexible connections to be fitted on the transition pipe for turbocharger outlet. Engine room ventilation The ventilation duct from outside shall enter the engine room as close as possible to the turbochargers, to avoid that the engines draw heated air. However the ventilation duct systems can include dampers to direct the air a bit away from the turbochargers when operating in cold areas. The ventilation fans shall be able to maintain an overpressure of about 5 mm WG in the engine room in all running conditions. Regarding the air flow required for combustion as well as the radiated heat from engine/generator, see Technical data for the engine(s). Different types of flexible connections are used for rigidly mounted and resiliently mounted engines. The exhaust piping should be elastically supported by means of dampers in order to keep the transmission of structure borne noise, at a minimum. Silencer Our standard silencer is of the reactive - absorptive type with spark arrester, and it can be installed in any position, but preferably in vertical position. It is equipped with a soot collector and a water drain, but is without mounting brackets and insulation. The noise attenuation of the standard silencer is 25 - or 35 db(a). Supporting of the silencer The silencer has to be well supported by means of a steel or concrete structure.it should be supported by the body and not from the pipe connection. Exhaust gas boiler If you have a boiler it has to be a separate exhaust gas boiler, alternatively a separate section of a common boiler. Exhaust gas flow and temperature found in Technical data, part 1.04, are used for dimensioning the boiler. Regarding pressure drop through the exhaust gas boiler, see separate instructions from supplier. Exhaust gas system Page 2 : BC Gas

36 2.03 Gas 0216 BC Exhaust gas system Page 3 : 5

37 2.03 Exhaust gas system Page 4 : BC Gas

38 2.03 Gas 0216 BC Exhaust gas system Page 5 : 5

39 2.04 VENTILATION SYSTEM Introduction All types of fuel gases are flammable, and have a range in concentration in which an explosion can occur, and should therefore be treated with care. Exhaust ventilation system The complete exhaust gas piping system must be flush with air prior to start of engine, to avoid the risk of a gas explosion. Each engine is connected to a separate exhaust duct leading to open air. The exhaust system should be provided with air ventilation system connected to the exhaust pipe within 2m from the turbocharger outlet. The ventilation system can draw air from the engine room. The ventilation system should be able to flush exhaust pipe with volume of air at least equal to 3 times the volume of the exhaust gas system after the turbocharger in 2 minutes. Min. air velocity in typical pipe section is 1.5m/s. Cold air, cold exhaust pipe and the lowest engine room pressure with respect to outside should be assumed in the calculation. Any additional or supplementary requirements from classification society may also need to be considere As shown on figure a pipe with angle no less than 30ºC should be inserted into the exhaust pipe to direct the ventilation air in correct direction. 1. Air ventilation fan 2. Flow switch 3. Temperature sensor 4. Shut off valve 5. Siphon for water drain 6. Flexible steel bellow The system will consist of a centrifugal fan, an actuator - operated valve, tempertature and pressure transmitters, and a control panel. To protect the fan, an electrically operated shut off valve must be installed between the fan and the hot exhaust pipe. The valve and steel bellow must be dimensioned for a temperature of no less than 450ºC. To ensure that the valve is closed, a temperature sensor must be mounted between the valve and the ventilation fan. A flow switch should be mounted just after the fan to ensure that there is an air flow in the system. Start and stop of the ventilation fan can be controlled by engine control system. Fuel ventilation To avoid fuel gas being released to the engine room due to leakage in pipes and valves, all pipes and valves are double walled. This also includes flanges. The double walled pipes consist of a fuel gas pipe and an outer duct pipe. The air between the double wall pipes (annular gap) is sucked to a gas detection unit in a separate compartment. At the end of the main gas pipe and the pre chamber gas pipe there is placed a hole to let in air to the annular gap. This is to secure a positive flow to the gas detection unit. The air is taken from a designated safe area, preferably dry air to avoid condensation build ups in the annular gap. The air in the annular gap is exchanged minimum 30 times each hour. From the detection unit the air is ventilated to a safe area outside the ship. If fuel gas is detected, a signal will be sent to the engines control system, and necessary actions must be taken (close gas supply etc.) Because of the gas-free engine room, the engines combustion air can be taken directly from the engine room., Gas Ventilation system 0611 BC Page 1 : 2

40 2.04 Gas regulating unit (stop valve and gas control valve for main gas supply, stop valve and control valve for pre chamber gas, filter sensors etc.) is positioned in a safe, ventilated area in a separate compartment in the engine room. The compartment has a gas detection sensor. Both the main gas pipe and the prechamber gas pipe are positioned on the engine on the opposite side of the exhaust system. On a ship with engines running on LNG the usual gas supply system consist of a gas regulating unit (GRU) connected to the engines gas manifold through a relatively long gas supply pipe. On the GRU a "Block and Bleed" (BnB) system is included. The BnB system task is to empty the gas supply pipe and gas manifold of fuel gases, and also stop more gas entering the supply pipe from the GRU, during and after an engine shut down. Mean while the BnB system shuts off the gas supply from the GRU, the last engine cycles are used to pump out any remaining gas that is trapped between the engines gas flow control (GFC) valves and inlet ports. The discharge of such devices should be led to a safe place remote from any ignition sources. The discharge may consist of combustion gases or unburned fuel depending on the propagation of uncontrolled combustion inside the exhaust system. The extension of the safe zone with respect to hot exhaust gases depend very much type of safety device with flame arresters this can be reduced significantly. In order to reduce the risk of accumulating fuel in the exhaust system, the piping and all other components in the exhaust system should have a constant upward slope. Silencers, boilers and other equipment should be designed such that no fuel gas can accumulate inside. A normal engine shut down procedure, as described above, is sufficient enough to prevent any fuel gases from entering the engines intake receiver, and thereby also preventing any gas seeping out past the compressor wheel and entering the ships engine room. Safety precautions Fuel gas may enter the exhaust system through the engine as a result of one or more malfunctions. If there is a source of ignition present, the gas may become ignited. This enforces that the exhaust system is designed so that the pressure build up, in the case of such event, does not exceed the maximum pressure level of the components in the system. Silencer and engine mounted exhaust bellow are designed for a max pressure of 1 barg This will normally result in a requirement for fitting safety devices to the exhaust system, such as pressure relief valves or rupture discs, to limit any explosion pressure. The size, number and positioning of such devices should be verified by calculation or simulation in each case, subject to classification approval if required. A B C D Silencer Pressure relief valve Exhaust gas ventilation unit Engine Ventilation system Page 2 : BC, Gas

41 2.05 FUEL GAS SUPPLY SYSTEM Introduction The major component in the fuel gas supply system is the gas regulating unit (GRU) is always included in Rolls-Royce Marine AS scope of supply. It is mounted seperately from the engine, but the pipe lenght and pipe diameter must be within limits given by RRMEB. Typically max. 10 m. Each engine has separate gas regulating unit with gas pressure regulator. The gas regulating unit shall ensure supply of fuel gas with correct pressure and purity to the engine, and shall also cater for the required safety shut-off functions. Gas pressure regulator The gas pressure is controlled by an electronic governor mounted inside the engine control cabinet. A 4-20 ma signal is fed from the governor and converted by an I/P converter to a pneumatic signal (pilot control air). The pilot control air governs the pressure control valve (61FG) by an actuator in order to obtain the desired gas pressure. The pressure control valve is sensing the gas pressure through separate measuring and return (feedback) lines. Control air is fed through a 25 micron filter before it is distributed to control air consumers. The filter is equipped with automatic water drain. Filtration The gas pressure regulator (tag no. in P&ID; 61FG) and the engine are protected by a fine filter (53 FG) upstream the pressure regulator. See chapter 1.05 for required filtration grade. Fuel gas quality See part 1.05, fuel gas specification Flowmeter The flowmeter is used for measuring the mass flow rate of fuel gas. At the same time, the system also measures fluid density and fluid temperature. Fire safety All types of fuel gases are flammable, and have a range in concentration in which an explosion can occur, and should therefore be treated with care. Gas piping system The gas piping system is double walled and therefore of the "inherently gas safe concept". Stainless steel pipes must be used in the fuel gas supply system between the gas ramp unit and the engine. For the purpose of preventing excessive pressure losses in the piping system, the gas velocity should not exceed:...10 m/s before and after pressure regulator. Block and Bleed system On the GRU a "Block and Bleed" (BnB) system is included. The BnB systems task is to empty the gas supply pipe and gas manifold of fuel gases, and also stop more fuel gas entering the supply pipe from the GRU, during and after an engine shut down. Mean while the BnB system shuts off the fuel gas supply from the GRU, the last engine cycle are used to pump out any remaining fuel gas that is trapped between the engine gas flow control valves and inlet ports. A normal engine shut down procedure, as described above, is sufficient enough to prevent any fuel gases from entering the engines intake receiver, and thereby also preventing any fuel gas seeping out past the compressor wheel and entering the ships engine room. Shut-off valves A double-block-and-bleed arrangement is used, with 2 off pneumatically operated gas shut-off valves (63FG) in series, and with 2 off venting valves (75FG, 76FG) for bleeding. The shut-off valve air actuators have built-on 24V DC solenoid valves for remote control. The venting valves are also remotely controlled 24V DC solenoid valves. Normal working pressure of 7 bar is supplied to the air actuators of shut-off valves. Note: The max inlet pressure is 6 bar g. If the inlet pressure is above 6 bar g, a SSV (Safety Shut-off valve) must be fitted. Electrical connections The gas regulating unit has terminal boxes in nonex versions for all electric connections., Gas Fuel gas supply system 1011 BC Page 1 : 2

42 2.05 Fuel gas supply system Page 2 : BC, Gas

43 2.06 COOLING WATER SYSTEMS Introduction The cooling water system is divided into 2 main systems, Low temperature and High temperature. LT: Low temperature freshwater cooling water system, is cooling the low temperature stage of the charge air cooler (52LT), the lubricating oil cooler (50LO), the generator cooler (56LT) and the HT - system. Auxiliary engines and other general equipment may also be cooled by the LT system, but (preferably) supplied by separate electrical pumps. As an option box-coolers can be used as central coolers. The LT - system is cooled by sea water. HT: High temperature freshwater cooling water system is cooling the high temperature stage of the charge air cooler (52HT) and the cylinder block. HT cooling water is also known as jacket cooling water. The heat surplus from the HT cooling water, might be utilized in a heat recovery system. Pumps and capacities Engine driven or electrically driven centrifugal pumps are to be used depending on the system layout. Normal pressure rise over engine driven pumps is bar, depending on what the required water flow is and the corresponding pump curve. In order to avoid salt incrustation in the sea water piping system,the sea water temperature after last cooler should not exceed:...48 C. See Technical Data in part 1 for pump capacities, temperatures and required heat dissipation. Options Electrical LT-pump The built on engine driven LT-pump can be replaced by an electrical driven LT-pump. The normal set-up is one el. driven main pump and one standby pump per cooling water system. LT stand by pump As a stand by for the built on mechanical low temp cooling water pump on the engine an electrical driven stand by pump can be supplied. It can be started by a pressure sensor on the engine. This solution is normally used on single engine applications. HT stand by pump For the built on mechanical high temp cooling water pump on the engine there is a loose supplied electrical stand by pump. It can be started by a pressure sensor on the engine. This solution is normally used on single engine applications. Jacket water heater module A jacket water heater module (90HT), with electrically driven circulating pump and electric heater, can be supplied for the purpose of keeping the engine warm in standby duty. The heater module circulating pump has a capacity of: m 3 /h with electric motor of rating: kw The heater module electric heater has a rating of: kw Expansion tank and system venting For satisfactory operation of the cooling water system and preventing cavitation of the water pump, the jacket water system and the closed part of the integrated cooling system must be equipped with an adequate deaeration. For this purpose a vent pipe, from the highest point of the system, to an expansion tank is required. The pipe should be connected to the bottom of the tank as far as possible from the expansion tank header pipe. The vent pipe connection to the system should be equipped with some sort of device able to collect the air, for example a saddel fitting (72LT). The header pipe should be connected as close as possible to the suction side of the water pump. The expansion tank should also be arranged to make it possible to insert water treatment agents into the cooling water. Observe that the expansion tank should be located with its bottom min. 3 meters and max. 10 meters above top of engine. On request the expansion tank can be located as much as 20 meters above top of engine., Gas 1011 BC Page 1 : 6

44 2.06 Pipe Materials/Velocities and pressure Losses Steel pipes are normally used for the fresh water systems and aluminum-brass for the sea water systems. Types and materials of standard coolers are, based on fresh water, as follows: Jacket water cooler, plate type: Plates of stainless steel if cooled by freshwater. Plates of titanium if cooled by seawater. Lubr. oil cooler, plate type: Plates of stainless steel. Charge air cooler, tubular type: Tubes of CuNi. Gear oil cooler: Type and material according to supplier specifications. Central cooler, plate type: Plates of titanium (sea water). In order to prevent excessive pressure losses and erosion in the piping systems the water velocities should not exceed the following: Fresh water systems w. steel pipes: m/s (Closed system) Sea water systems with aluminum-brass pipes:...(in a pressure pipe) 3.0 m/s...(in a suction pipe) 2.0 m/s Very low water velocity may cause deposits in the piping system. The velocity in fresh water as well as in sea water systems should not be lower than: m/s Normal pressure losses are: 0.40 bar in the high temperture stage of charge air cooler 0.20 bar in the engine s water jacket Very low pressure may cause pitting in the engine s water jacket. Jacket water pressure should not be lower than: bar 0.4 bar in low temp. stage of charge air cooler bar in lubricating oil cooler bar in jacket water cooler For pressure losses in the different coolers, the suppliers have to be consulted. Thermostatic valves, high temperature system In the high temperature cooling water system, a thermostatic valve (65HT) is being used. This is a diverting application where the valve directs the water either to cooling or returns it to the suction side of the built on HT cooling water pump, ref. pumps and capacities. The Bergen Engine standard is a wax element type valve. The wax element valve type has a temperature range of: C For good temperature control,the pressure loss in the valve should be: bar As an option, we can supply a electrical/pneumatical valve with a temperature sensor on the engine and a control unit. The electrical/pneumatical valve is operated by the engine control system which reads temperature from the sensor on the engine. It has a programable set-point, and works to keep the temperature stable at 90 C. Thermostatic valves, low temperature system Recirculation of the the low temperature fresh water with a thermostatic control valve, is important in order to obtain a good combustion and to prevent water condensation in charge air coolers at low engine load. For the low temperature cooling water system a mixing valve is used to mix cooled water from the fresh water cooler (central cooler) with hot by-pass water from the engine to get an optimal inlet temperature to the engine suction side. In the low temperature cooling water system, a thermostatic valve (65LT) is being used. The Bergen Engine standard is a wax element type valve. The standard wax element type valve has a temperature range of: C Page 2 : BC, Gas

45 2.06 For special applications elements with a different temperature range can be offered. As an option, we can supply a electrical/pneumatical valve with a temperature sensor after the valve itself and a control unit. The electrical/pneumatical valve is being regulated by the engine control system which reads temperature from the sensor in the pipeline. It has a programable set-point, and works to keep the temperature stable at max. 37 C. Charge air cooler The engines have two-stage charge air coolers, i. e. one high temperature stage cooled by high temp. fresh water or jacket water, and one low temperature stage cooled with low temp. fresh water. The charge air temperature is detemined by the charge air pressure. A pressure sensor on the engine (21CA) gives a signal to the PLC. In the PLC there is a preset curve that ensures a temperature of max. 37 C at low load and increases up to 55 C on maximal load. The PLC controls a 3-way valve (73LT) for this purpose. Heat Recovery thermostatic valve: For larger heat recovery units like fresh water generators, we can supply a electrical/pneumatical valve with a temperature sensor on the pipeline and a control unit in the high temperature cooling water system, or in the jacket water system part of the seawater cooling system, to utilize all the energy generated in the HT-cooling loop, due to the technical data for the engines. The valve is located on the return line to the cooler. Engine unit no.2: Used if more than one engine is connected to the same freshwater/central cooler e.q. in a 4-engine application it is common to split the cooling water system into two systems, where inner/outer or engines on same gear are on the same cooling water system. Generator cooler: For generator sets the generator cooler is referred to as external components in the system drawing. Heat recovery unit The heat surplus from the jacket water cooler can be recovered in a heat recovery unit, for instance a fresh water generator installed in the engine room. For available heat and flow, different engine loads condition, see technical data, chapter A separate circulating pump for controlling the water flow to the heat recovery unit is required. For larger heat recovery units (like fresh water generators), we can supply an electric/pneumatic valve with a temperature sensor, to utilize most of the energy generated in the HT-cooling system. The valve is located on the return line to the cooler/ HT-system. Please consult Rolls-Royce Marine AS for installation of this unit., Gas 1011 BC Page 3 : 6

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49 2.07 COOLING WATER QUALITY AND TREATMENT Description To prevent corrosion, sediments and surface growth in the cooling system, the cooling water quality is very important. It is important to use inhibitors in the jacket water system both for fresh (hard) water and for distilled water. The water quality must satisfy the requirements in table 1. When supplement substances are used, the service instructions have to be followed exactly with respect to the water quality, supplement volume, treatment and storage. Table 1. COOLING WATER QUALITY CAUTION If just starting the treatment of cooling water, or after overhauls that might have contaminated the cooling water system, empty and flush the cooling water system before commencing treatment to remove as much rust as possible. If the system is exceptionally rusty it is advisable to repeat this procedure after the first week of the treatment. Cooling water quality for the sea water system In order to prevent excessive fouling in the heat exchangers, algae growth inhibitors should be introduced through the sea chest. No. Item Unit Fresh Water Supply Water A B,C Sea Water 1. PH at 25 C 6 to 8.5 8,3 to 10 8,3 to Conductance at 25 C S/cm < 400 < 600 < Chemical oxygen demand (COD) ppm (1) * (2) 4. M alkalinity as CaCO 3 ppm < 140 < 300 < Total hardness as CaCO 3 ppm < < Chloride ion (CI-) ppm < 50 < 50 < 50 > Sulfate ion (SO 4 2- ) ppm < Ammonium ion (NH 4 + ) ppm < 10 < 10 < 10 < Sulfide ion (S 2- ) ppm < Hydrogen sulfide (H 2 S) ppm < 10 < 10 < Iron (Fe) ppm < 0.3 < 1 < Silica (SiO 2 ) ppm < 30 < 60 < Total residue on evaporation (Total solid) ppm < 400 < 800 < Total residue on ignition ppm * * * Dissolved oxygen ppm * * * Nitrite (inhibitor) AS NO 2 ppm Notes: A: Jacket cooling water and closed circulating water system for radiators. It is very important to use inhibitors in the cooling system. See Cooling water treatment. B: Open recirculating cooling water in the cooling tower or the pond. (Raw water system.) C: Straight through cooling water. (Raw water system.) (1) ppm = mg/liter. (2) Asterisk (*) in place of a value indicates an analysis item that must be considered in relation to all other items in water analysis., Gas Cooling water quality and treatment 0915 BC Page 1 : 2

50 2.07 Antifreeze and cooling water treatment Table 2. Antifreeze and cooling water treatment: Product Selection Guide PRODUCT Engine Water Treatment 9-111AL Nalfleet 2000 Cooltreat AL Havoline Antifreeze XLC Havoline Inhibitor XLI Glacelf Supra Antifreeze Coolelf Supra Coolant Total WT Supra - Inhibitor Wilhelmsen ship service Wilhelmsen ship service Wilhelmsen ship service Texaco Texaco Total / Elf Total / Elf Total / Elf MANUFACTURER This list is given as a guide, and Rolls-Royce can not accept responsibility for problems that may be caused by the inhibitors. If using a brand equivalent to those listed here, the relevant manufacturer should be consulted about the affinity of the products. Cooling water quality and treatment Page 2 : BC, Gas

51 2.08 LUBRICATING OIL SYSTEM Introduction The engine has one main lubricating oil system design, with a separate branch to the turbocharger and reduced oil pressure to the valve gear. Components attached to the engine are shown on the enclosed system drawing B1104/47(L), B1104/69 (V12) and B1168/94 (V20). Lubricating Oil Tanks The engine has as standard a wet sump arrangement. The wet sump oil volume at maximum level is approx litre/kw for propulsion engines. Engines designed for dry sump are available on request. Pumps and Capacities The engine has an engine driven gear type main lubricating oil pump with a built-in pressure relief valve set to bar pressure. For the rocker arms the lubricating oil pressure is reduced to approx. 0.5 bar. Lubricating oil volume in crankcase: High level:...approx. 0,8 litre/kw MCR Low level:...approx. 0,6 litre/kw MCR Priming pump This engine type is as standard equipped with an electrically driven priming pump 31LO, normally mounted off engine. In case of a single propulsion engine installation hence required combined priming / stand by (full flow) el. driven lubricating oil pump, the pump must be mounted off engine. Capacity and electrical data are available upon request. See Technical Data, part 1.04 for other pump capacities. Pipe Materials/Velocities and Pressure Losses Steel pipes are normally used in the lubricating oil system. In order to prevent excessive pressure losses in the piping system, we recommend that the lubricating oil velocity should not exceed: 1,0 m/s in a suction pipe. 1,5-2,0 m/s in a pressure pipe. Crankcase Venting In internal combustion engines the combustion pressure causes a certain amount of blow-by past piston rings into the crankcase. Seal air from the turbocharger is also led into the crankcase. To prevent pressure build up in the crankcase, a vent. tube is provided to allow the gas and seal air to escape. As the gas consists of combustion gases and oil fumes, the vent. pipe has to be led to a safe outdoor position. This is to prevent clogging of air filters, health hazard etc. To clean the oil mist, a crankcase ventilation filter, designed to build up underpressure is used. The two stage filter unit separates oil from the mist and the oil is led back to the engine oil sump. The cleaned gas is led to a safe outdoor position. If ambient temperature on electrical control box exceeds 40 C, the control box must be disconnected from the filter unit and moved to a suitable place with ambient temperature of max. 40 C. A separate crankcase venting system is required for each engine. This is also to prevent fumes and moisture produced by a running engine from entering an engine in stand-by. The vent pipe system (diameter and length) to be designed according to the following, applicable for engines for fuel gas operation: Max. allowable back pressure:...15 mm WG Gas flow (design flow): % of combustion air consumption. See Technical Data in part The back pressure may be calculated according to the following formula: dp L S Q = D 5 mmwg where L = Total pipe length, straight pipe (m) S = Density of gas (1,0 kg/m 3 ) Q = Gas flow (m 3 /s) D = Inside diameter of pipe (m) The vent pipe should have a continuous upward gradient of minimum 15 degrees. Steel pipes are to be used in the vent system., Gas Lubricating oil system 0915 BC Page 1 : 9

52 2.08 If possible, elbows in the piping system are to be avoided. Equivalent length of straight pipe for various elbows, if required, to be found in literature. Filtration The main lubricating oil filter for all Bergen engines is designed for full flow and is of the duplex type. Filter elements can be replaced during running of the engine, due to that each of the filter columns are designed for full flow. The remaining operational parameters to be found in enclosed table 1 Fluid Type Lubricating Oil SAE 40 Lubricating oil minimum temperature ºC 15 Lubricating oil working temperature ºC 60 Lubricating Oil max. design temperature ºC 100 Filtration rating filter cartridge micron 15 nominal Filtration Efficiency % 90% at > 16 µ and 98% at > 20 µ Working pressure bar 5 Design pressure bar 10 Minimum test pressure filter housing bar 15 99% of particles with diameter of micron or larger will be retained in a new filter cartridge. After a few seconds, however, particles with diameter of 7-10 micron will be retained in the filter. The cartridges should be changed when the pressure loss in the filter is 1,5 bar. Alarm for high diff. pressure over the filter is required, and the engine is stopped automatically at a diff. pressure of 2,5 bar. In addition to the above main filter the lubr. oil system is equipped with a partial flow centrifugal filter, with capacity of max. 10% of total lubr oil flow. Thermostatic Valve The engines are as standard equipped with thermostatic valve of the wax element type, with a fixed temperature range of C for mixing application. For optimal temperature control, the pressure loss in the valve should be 0,14-0,5 bar. The valve is normally operating in automatic mode, however in emergency cases each of the valve elements are fitted with a variable manual override which allows the valve to be progressively forced to full cooling position. Oil mist detection system For immediate action in case of an overheated mainor big end bearing, the engine is equipped with automatic shut down for high oil mist concentration in the crankcase. A small amount of crankcase atmosphere is continuously extracted and led to a surveillance unit called an Oil Mist Detector. Lubricating Oil Cooler A plate heat exchanger with stainless steel plates is the standard lubricating oil cooler for fresh/sea water respectively. The lubricating oil cooler is mounted off engine. When the engine is resiliently mounted, expansion bellow(s) are to be fitted between external pipes and engine. Please note that external pipes are to be thoroughly rust pickled, acid cleaned, and kept completely sealed until finally installed onboard. Prior to initial start of engine, flushing of the external pipes are compulsory. Flushing procedure to be executed in accordance with RREB practice. Press. loss in such a cooler (FW / SW-side) is normally 0,3-0,5 bar and should be limited to 0,6 bar. Max. pressure loss on lubricating oil side is 0.8 bar The lubricating oil cooler is designed for removing heat output from the engine. For other lubricating oil cooler parameters, please see Part 1.04 Technical data. Lubricating oil system Page 2 : BC, Gas

53 2.08 Separation Separation of the lubricating oil is not required for fuel gas operation, but available on request. It is normally only need for refilling of oil and no separation. However the engines are equipped with connections for this purpose. Sizing of the lubricating oil separator The amount of sludge to be removed from the lubr. oil is dependant on the engine output and the fuel used. Minimum separator booster pump capacity: Q = k x P (l/h) where k = Size factor according to fuel P = Maximum Continuous Rating in kw Solid bowl separators, which are cleaned manually, can be used only when the fuel is gas oil or marine diesel oil (MDO). If intermittent separation is used, the booster pump capacity should be doubled for 2 engines, tripled for 3 engines etc. The recommended separation temperature is about 95 C and must be kept constant (±2 C)., Gas Lubricating oil system Page 3 : BC

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60 2.09 LUBRICANT GUIDE Based on our experience so far, we expect the following oil types from major oil companies to be suitable for our s.i. gas engines: This list is given as a guide only, and Rolls-Royce Power Systems cannot accept responsibility for problems that may be caused by the lubricating oil. Lubricant guide for the main lubricating oil system, natural gas operation Cepsa Troncoil Gas LD40 Cepsa Troncoil Gas Plus ExxonMobil Pegasus 905 ExxonMobil Pegasus 1005 PEAK Navitus GR5 Petro Canada Sentron LD 5000 Petrogal GALP GNX 4005 Petronas GEO S40 Q8 Mahler GR5 REPSOL LONG LIFE GAS 4005 ROLOIL MOGAS GR5 Shell Mysella S5 N Statoil GenWay LA Plus 40 Texaco PX 40 Total Aurelia LNG Total Nateria MP 40 The turbo chargers are lubricated and cooled by lubricating oil from the main lubricating oil system. It is strongly recommended to send oil samples to your lube oil supplier at regular intervals for analysis, as this gives valuable information about the performance both of the oil itself and the engine. If other oil types are to be used, this must only be done in agreement with Rolls-Royce. All inquiries should be addressed to service.bergen@rolls-royce.com. Selection of a suitable lubricant for engines may at times prove complicated and difficult, as a number of different factors have to be taken into consideration. This implies that only a general guidance can be given by the engine manufacturer, to which lubricating oil is suitable for their engines. In engines burning fuels of various quality, the combustion characteristics of the fuel to a great extent dictates the necessary properties of the lubricant. Different fuel qualities contain a varying degree of elements that will form acid compounds in the combustion process. An important function of the lubricating oil is to neutralize these acids in order to minimise corrosive wear. This is done by adding alkalies to the lubricant. The base number (BN) of an oil is a measure of the alkalinity or basicity of the oil and is expressed in milligrams of potassium hydroxide per gramme of oil (mg KOH/g). The total base number will for different engines fall at a varying rate, determined by the consumption of alkaline additives combined with refilling of new oil. Our list of recommended/approved lubricants shows the approximate BN value recommended to meet different fuel qualities. As the oil companies may change their product specifications without previous notice, and without changing the products name, the information given in the lubricant guide is valid from the stated date and until further notice B Gas LUBRICANT GUIDE Page 1 : 1

61 3.01 STANDARD AND OPTIONAL GENERATOR DESIGN Three-phase alternating current synchronous generator normally of brushless type in accordance with requirements of classification societies. Damper windings for parallel operation. Rating of diesel engine prime mover For base load application Max continuous rating (MCR), as defined in ISO , plus 10% overload for 15 minutes according to DNV Pt. 4, Chapther 2, Sec.1 A 300. Generator overload 50 % in excess of rated current for not less than 30 seconds, the voltage and frequency being maintained as near the rated values as possible. Standard reference conditions Standard reference conditions according to rules of classification societies: Ambient air temperature for air cooled generator... max C...min. + 0 C Sea water temperature... max. 32 C Relative humidity % at 45 C Generator nominal output expressed in kva, and rated output expressed in kw at Cos phi = 0.8 Insulation class/temp. rise in windings Insulation class/temperature rise according to class F or class H. Limits of temperature rise in AC windings for air-cooled generators. Resistance method. Insulation class: F H DNV: All kva ratings 90 C 115 C LRS: Rated power <5000 kva 95 C 110 C Standard voltages Normal voltages at standard frequencies: 50 Hz 60 Hz Low voltage: 380 V 380V 400 V 400V 415 V 450V Medium voltage: 3.3 kv 4.16 kv 6.3 kv 6.6 kv 11.0 kv 13.8 kv Generator standard design In-line engines: Design B16 according to DIN or IM 1305 according to IEC (EN) , i.e. single bearing design w. bolted connection to engine. Option: two bearing generator with the design B 20 or IM 1101, with flexible coupling to engine. Vee-engines: Two bearing design B20 or IM 1101, with flexible coupling on the flywheel. Bearing: Sleeve bearing(s), self lubricated. The bearing design to allow for sufficient axial movement of rotor shaft caused by thermal expansion of the shaft system. Cooling: lair cooled design IC01 acc. to IEC (EN) , i.e. self circulation, or air water cooled design IC8A1W7. Enclosure: IP23 for air cooled, or IP44 for water cooled. Anti condensation heater. Tempearature alarm sensors in stator windings and bearing(s) (Pt100). Automatic voltage control equipment (AVR) for mounting into switchboard. Radio interference suppression Generator transient voltage, frequency and current variations are not to cause malfunction of other equipment on board, neither by conduction, induction nor radiation. Generator protection Generators shall be designed to supply a short circuit on the generator-terminals with at least 3 times nominal current for min. 2 sec. This to ensure selectivity of protection devices. Options Automatic voltage control equipment (AVR) mounted on the generator. Air filter for intake air. Note that the filter gives a derating of the generator output., Gas Standard and optional generator design 1010 BC Page 1 : 1

62 3.02 SAFETY, CONTROL AND MONITORING SYSTEM Safety PLC (Safety shut down system). All alarm sensors to monitoring system via bus communication (usually industrial Ethernet). Control PLC (Start & Sequence Control). Governor (Closed loop control, engine speed and load control, control of air-to-fuel ratio) Local monitoring on the engine Man Machine Interface (MMI). Panel with LCD display and touch screen interface, indicating according to classifications society and RRMEB requirements. Cables to be connected on wire terminals in junction box on engine and in the engine control cabinet. Engine control cabinet mounted off engine. The system is a complete package approved by DNV, and it is well suited for the demands of condition based maintenance., Gas Safety, Control and Monitoring System 0211 BC Page 1 : 9

63 3.02 Engine Control Cabinet (ECC) This cabinet includes Safety PLC, Control PLC, Electronic governor and interface to monitoring system. The ECC is wall mounted and recommended placed in the control room / air conditioned area. Environment class is IP42 and max. ambient temp. is 50 C. The cabinets measurements in mm is 2000/800/600 (h/w/d). Cables to enter cabinet through cabinet bottom. The 24V distribution cabinet is recommended placed as near as possible to the ECC. Safety System The Safety System is based on a PLC system and will manly consist of a CPU and connected IO. The Safety System is responsible for the stop of engine caused by auto stops All signals connected to the Safety System are hardwired. Where applicable - wire break detection is implemented. The Safety System has separate sensors from the rest of the control system. When an alarm situation is detected the Safety System will activate relays to closed the double block and bleed valves for closing fuel supply; turn of the ignition system, signal stop to the speed governor and activate the stop solenoid to mechanically force the fuel rack to fully closed position. The Safety System will signal auto stop to the Start and Sequence System for correct action of all auxiliary system. An MPI communication link to the Monitoring system is used to signal the Safety System status to the ships monitoring system. Start and Sequence Control (SSC) The SSC system is based on a PLC system and will mainly consist of a CPU and communicating modules. SSC is responsible for the following tasks: Start/stop of engine, including start interlock function and start failures. Start/stop of priming pump (lubrication) Start/stop of pre-heater pump Start/stop of after cooling pump Standby pump functions (if applicable) Interface to propeller control/pms and electronic governor Control ignition together with the ignition module Deal with alarm data from the knock detection system Handle all auto stop functions as back up. Temperature PID control Set points for auto stops can be parameterized within the Safety and Sequence Control system PLC. Note: Not all functions will be active/used in all applications. Functions are to be enabled by parameters (in PLC data block). No programming will be necessary to change parameters. The SSC system will consist off a CPU. The CPU will connect to the remote IO by using Profinet. Directly connected to the CPU there will be RS232 communication module communicating with the speed controller giving the SSC system access to process and diagnostic data from the Closed loop control system. A RS485 Modbus communication link is present to allow data from the Ignition system to be available to the SSC system. The SSC system will function as an auto stop back-up unit if the Safety System does not function properly meaning that all auto stops are also handled by the SSC system. A Modbus link to the Monitoring system is used to extract status information for the ship monitoring system. The SSC system handles temperature PID control for charge air temperature, HT water temperature (if applicable) and lubrication oil temperature (if applicable) internally in the PLC. Closed Loop Control System The engine is equipped with an electronic governor. The governor will handle the following functions: Engine speed control Load control: - Load sharing/balancing with other prime movers (similar or different kind) Turbo wastegate/ VTG Control (Variable turbine geometry) Air Throttle control Gas pressure regulation Safety, Control and Monitoring System Page 2 : BC, Gas

64 3.02 Prechamber pressure regulation Ignition control VVT control (Variable valve timing) Data to and from the governor will be through hardwired signals either directly to the governor or trough remote IO modules located in the ECC and on the engine. The fuel actuator signal output will supply 0-200mA controlling the fuel actuator for C type engine and 0-1A for a B type engine. The governor works with closed loops to perform the different task, and has built in error and sensor fault detection. The governor signals the status to the SSC PLC through relays and through a serial communication line. Control loops The following closed loops are controlled by the speed governor: Speed - Controlled by means of fuel rack movement (actuator output). Speed is based on speed reference - a 4-20mA input signal if analog speed control is selected or; In case of digital speed control, by digital inputs "Increase speed" and "Decrease speed" - Speed can be control in four different dynamic settings based on status of the digital inputs "Clutch 1" and "Clutch 2" - Speed control is based on either droop mode or isochronous mode (selectable) Charge air pressure - Controlled by adjusting wastegate position. Set point based on BMEP and speed. In case of failure maximum air will be applied. NOx - Controlled by adjusting charge air pressure reference or temperature reference. Set point is based on BMEP. In case of failure to NOx sensor bias is disabled. Temperature before turbine - controlled by adjusting bias to charge air pressure control. Set point based on BMEP and speed. In case of failure to temperature sensor bias is disabled. Open loop control The following are controlled by open loops: Gas pressure - Controlled by 4-20mA signal to main gas pressure control valve. Set point based on BMEP and speed. Throttle position - Controlled by 4-20mA signal to position actuator control. Set point based on BMEP and speed. Position feedback to verify position. Fail safe to open throttle. Prechamber gas pressure - Controlled by 4-20mA signal to prechamber pressure control valve. Set point based on manifold air pressure and speed. Ignition timing - Controlled by 4-20mA to CPU95 ignition system. Set point based on BMEP and speed. VVT - (Only applicable to C type engines) controlled by digital 24VDC signal to solenoid valve. On/Off signal based on BMEP with charge air pressure as back-up. Fail safe position is Miller. Engine is started in Miller. Position feedback sensors for both positions for error detection. Fuel rack limits The fuel rack movement can be limited based on the following conditions: Measured Lambda - In case of too rich mixture engine fuel rack position will be reduced. Estimated Lambda - Value based on measured gas pressure, air pressure and measured throttle position. In case of too rich mixture engine fuel rack position will be reduced. Torque limit - In case of too high torque engine fuel rack position will be reduced. Gas flow limit - Value based on measured gas flow (if available). In case of too high gas flow to engine, fuel rack position will be reduced. Monitoring System The monitoring system consists of a PLC and I/O modules connected trough a Profinet ring structure collecting engine data to be displayed locally and remotely on the alarm management system. The monitoring system will also interface the SSC and Safety system so that vital information about the state of the engine control can be visible to the operator. The local interface consists typically of a 6" or 10" touch screen interface. The interface consists of several pages of process data, alarm information, diagnostic messages and trends. The operator can switch between the different pages trough the use of buttons on the touch panel., Gas Safety, Control and Monitoring System Page 3 : BC

65 3.02 The local monitoring system exchanges all its data with the alarm management system trough a bus connection (typically Modbus RTU RS485). Local monitoring consists of: RPM meter located in the junction box on engine, in the control room and on the bridge. Analog meter located in the junction box on the engine showing oil pressure. Hour counter for engine running hours in the Engine Control Cabinet. Local indication lights in the junction box on the engine and on the control panel in the Engine Control Room for Stop, Start, Reset and Interlock as well as buttons for local operation. Alarms and shutdown General alarm handling All alarms are to be handled by the ships central alarm management system. All engine sensor data is available at the alarm management system for monitoring and alarm handling. The alarm management system is to take proper action if engine data exceeds given threshold levels. All alarms not active during engine standstill are to be disabled while the engine is not running. Shutdown handling All auto stops/shutdown situations are handled by the Safety System. If such a situation should arise the Safety System will close all gas supply, open for ventilation of the gas supply line, turn off ignition, close prechamber valve, activate the shutdown solenoid (physically pushing rack to zero), signal stop to the governor and give command generator breaker out to propeller control. All shutdowns are indicated on the alarm management system showing which one that activated the alarm. All sensors reading in data which directly can initiate a shutdown have wire break detection. Actions done by the safety system is based on activating relays to physically break/close signal loop. All auto stops has back-up functionality in the SSC System in case the Safety System should fail. Signals connected to SSC system does not have wire break detection. The following situations will result in a shutdown of the engine: Engine over speed - if engine speed goes above given set point the engine will shutdown. This alarm has triple protection as overspeed is also monitored in the governor and ignition system. Low lubrication oil pressure - if the lubrication oil pressure before engine is below given set point the engine will shutdown. This alarm indicates that bearings and vital parts of the engine are not being proper lubricated. Signal has wire break detection. Oil mist concentration high - if the concentration of oil mist in engine crankcase is above set point - the oil mist detector will initiate a shutdown. Signal has wire break detection. Emergency stop button - if the emergency stop button on the engine, the ECC/Control Room or on the bridge is activated the engine will shutdown. Signals have wire break detection Ignition failure - if the ignition system detects a faulty behaviour, i.e. the engine is not firing, a shutdown is activated. Gas Safety - activated if ships Gas Control System detects a problem with the gas supply (control problems or leakage). Signal has wire break detection. Major alarm - alarm from the speed governor indicating faulty behaviour. Activated if both speed pickups fail, over speed, wire break on the actuator signal or global misfire. Signal has wire break detection. For detailed information about set points, delay time and interlock of the alarms, please see the applicable alarm list. Interlocks The interlock situation is handled by the SSC system and will block engine start The following situations will result in an interlock situation Low priming pressure - if the lubrication oil priming pressure is below set point Control air pressure - If engine control air pressure is below set point Starting air pressure - If the starting air pressure is below set point. Key switch - if the key switch on the engine control cabinet door is in the interlock position Auto stop - if there is an unacknowledged auto stop present. Dwell time - start is interlocked for the first 5 minutes after stop. This situation is not active if the stop is due to a start failure and the gas valve has not been opened. Turning gear - If the turning is engaged. Start failure active - if there is an unacknowledged start failure alarm present. Safety, Control and Monitoring System Page 4 : BC, Gas

66 3.02 External start interlock - Signal from external systems indicating that engine start should be blocked. Slow down Slow down is a digital output to the propulsion control system or PMS for automatically reduction of power on engine. A situation has occurred which requires the power to be reduced immediately. The power is to be reduced to the minimum required to retain ships manoeuvrability. Repeated slow down alarms should result in back-up propulsion. The following conditions results in a "slow down" alarm: Low control air pressure - control air pressure below set point Knock alarm level #3 - heavy knocking on one or several cylinders Governor alarm - alarm generated by the speed governor (see alarm list for details) Power rate reduce Power rate reduce is a digital output to the propulsion control system or PMS requesting on/off load rate to be reduced. A situation occurred which results in the engine control system being unable to safely respond to rapid on/off loading rates. The rate of change of power must be reduced to safely run the engine. The following conditions results in a "power rate reduce" alarm: Governor alarm - alarm generated by the speed governor (see alarm list for details) Distributed I/O Background This I/O range is an IP20 modular based system, designed for rough environment. It has various marine approvals and is certified according to shock and vibrating level B in DNV's regulation (up to 4g). The I/O range consists of several specially designed input and output modules which together can form a complete set of I/O. Each node has a bus coupler interfacing the I/O modules with the appropriate field bus system. Design The I/O system is used for both the SSC System and the Monitoring System. The two systems will be arranged into separate physical stations to avoid mixing of the two systems, both supplied by separate supply lines. The I/O stations will be located on the engine as well as in the ECC for interfacing the signals to and from external sources as propeller control/pms. This will reduce the amount of cabling and the length of the signal cable as the I/O stations is located close to the sensor. When the signal collection is separated into several stations another benefit is that a fault in one station can not influence the signals in another station and hence the risk of system failures is minimized. Most signals common to both the SSC and the Monitoring system will be arranged with either separate sensors to both I/O stations or sensors with separate sensing elements. This design method has the benefit that the operator has a backup if one of the sensors should fail. A failure on a sensor will be indicated on the alarm management system. The distributed I/O modules include diagnostic signals used to indicate faulty behaviour of a sensor. All diagnostic data is presented on the alarm system. I/O Communication Background The I/O communication is of type Profinet. Profinet is based on Industrial Ethernet and is a development of the Profibus standard into today's technology. Profinet is a flexible solution giving the engineer a wide variety of configuration possibility. Several topology designs can be used and the low level field bus can be accessed from practically anywhere. Profinet also incorporates PROFISafe for dealing with safety functions up to SIL 3 level. Topology The Profinet is arranged with a ring topology. This topology is chosen to increase the safety of the field bus. Each I/O station is a node on the ring with its own built in 2-port switch capable of dealing with a ring structure. This makes the need for "drop-off" cables from a switch unnecessary. In the ECC there is a ring master. The ring master is a switch, with built-in ring master function. The ring master make sure that if there is to be a wire break on the field bus somewhere in the ring; the ring master will make sure that the signal packet are routed around the wire break, as well as signalling to the alarm management system that a wire break on the field bus system has occurred., Gas Safety, Control and Monitoring System Page 5 : BC

67 3.02 Design As stated in the previous section the topology chosen is a ring structure. Both the monitoring I/O stations and the SSC stations are located on the same physical medium (the same ring) but they do not interfere with each other as the structure of the Profinet is dedicated Master Slave relations. The data from the monitoring stations are routed to the Monitoring PLC while the data from the SSC stations are routed to the SSC PLC. If a sensor fault should occur on the monitoring system this will be signalled to the alarm management system; and if the sensor is duplicated on a SSC station this signal will be available for the operator. The operator now knows that the sensor for the monitoring system has malfunctioned but is still able to see the process value. This will also work the other way around. If a sensor fails to the SSC system, it will be signalled to the alarm management system that a SSC sensor has malfunctioned. Process values from the SSC system can be monitored on the operator panel as such signals can be made available to the operator through the Profinet field bus. Such values can be rack/load deviation and data from the speed governor indicating the behaviour of the engine. Client communication Communication to IAS or alarm management systems is usually done using a serial RS485 Modbus RTU link. Available on this link is process data from the engine as well as status and alarm information initiated by the engine control system. Back-up instrumentation incl. graphical display 24V distribution cabinet RREB delivers a 24V distribution cabinet. There are 2 alternatives: Alt1: Main 230V/24V DC with back-up 24V/24V DC Alt 2: Main 230V/24V DC with back-up 230V/24V DC The drawing C 976/57 below shows alt 1. The cabinet will: Secure stable redundant 24 Voltage DC to RRMEB s electrical equipment. Separate RREB s electrical equipment galvanically from the 24 Voltage DC on board. Back-up instrumentation The back-up instrumentation consists of two analog indicators (engine speed and lubrication oil pressure), which are considered the absolute minimum for operation of the engine in an emergency situation when the engine has to be operated manually and the graphical display fails. The engine speed indicator signal is driven by the Safety PLC. The lubrication oil pressure indicator signal is driven by a separate transmitter. Safety, Control and Monitoring System Page 6 : BC, Gas

68 3.02, Gas Safety, Control and Monitoring System Page 7 : BC

69 3.02 Typical interface to other suppliers (hardwire) Propulsion Propulsion Control ECC (RREB) Clutch status signal (DO) Command clutch out (DO) Clutch in order (DO) Engine load (AO) Clutch out order (DO) Engine speed (AO) Remote speed setting (AO) Slow down (DO) Power rate reduce (DO) Main Gear ECC (RREB) Autostop gear oil press (DO) FiFi step-up gir ECC (RREB) Autostop step-up gear (DO) Ready for fifi/engine running (DO) Hour counting ECC (RREB) Running status signal (DO) Main switch board ECC (RREB) Breaker status signal (DO) Auxiliary Generator control ECC (RREB) Grid/bus tie breaker (DO) Cmd generator breaker out (DO) Breaker status (DO) Slow down (DO) RPM/load up (DO) Power rate reduce (DO) RPM/load down (DO) Remote load setting (AO) kw signal (AO) PMS ECC (RREB) Start from PMS (DO) Start blocked to PMS (DO) Stop from PMS (DO) Running status signal (DO) Local to PMS (DO) Hour counting ECC (RREB) Running status signal (DO) Note: DO = Digital output (potential free contact) AO = Analog output Safety, Control and Monitoring System Page 8 : BC, Gas

70 3.02 Samples of standard panels. Bridge panel: (conventional propulsion only) Function: Rpm indicator Emergency stop Indication emergency stop Lamp test, light dimmer Auto stop/override (optional and applicable if accepted by class requirements) Control room panel: Function: Rpm indicator Start button Indication running Stop button Indication stop Reset Indication reset Indication start interlock Lamp test Connector for tuning of speed controller Connector for PLC Emergency stop (optional) Load sharing panel: (conv. propulsion only) This panel is used for two engines running on a twininput gear. With help from the panel functions, the built-in load sharing capability of the Woodward 723Plus speed control comes to use. This makes isochronous load sharing possible. (i.e. load sharing at constant RPM) Content: Switch for "ISOCH" or "DROOP" 2 switches for "RAISE LOWER" or "REMOTE" 2 lamps for "LOCAL CONTROL" (lights on if switch on engine is in Local) 2 rocker switches for "RAISE" and "LOWER". 1 rocker switch for load control Load balance indicator, Gas Safety, Control and Monitoring System Page 9 : BC