rtflex96c

RTA96C-B

Operation

40031/A1

Engine Control

Overview1. 2. 3. 3.1 3.2 4. 4.1 4.2 4.3 4.4 4.5 4.6 4.7 4.8 4.9 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/11 Function of the control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/11 Engine local control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/11 Local control with governor intact . . . . . . . . . . . . . . . . . . . . . . 2/11 Emergency control (with fuel lever) . . . . . . . . . . . . . . . . . . . . . . 3/11 Checking the engine control system . . . . . . . . . . . . . . . . . . . . 4/11 General preparatory works . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4/11 Checking the safety system . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7/11 Checking the auxiliary blowers . . . . . . . . . . . . . . . . . . . . . . . . . 8/11 Checking the reversing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8/11 Checking the speed setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9/11 Checking the injection pump regulating linkage . . . . . . . . . 9/11 Checking the starting system . . . . . . . . . . . . . . . . . . . . . . . . . . 9/11 Cylinder lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10/11 Load-dependent VIT (Variable Injection Timing) . . . . . . . . . . 10/11

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

1.

GeneralThe DENIS6 control system (Diesel Engine CoNtrol and OptImizing Specification) has been designed in such a manner, that various remote controls can be used. To this end all nodes are exactly defined. Terminal boxes are mounted on the engine, to which the cable ends from the control room or from the bridge can be connected (depending on the type of remote control). The engine control comprises all the elements which are necessary for operation, monitoring and safety of the engine. Synopsis of engine control (40032): The Engine Control Diagram is a schematic synopsis of all control components and of their functional connections. The variable design executions of the speed control are designated by the alternative names (on the sheet corner to the right below the number of the group). All code numbers and valve designations used in the following description are found in Description and in the Engine Control Diagram 40032. Detailed control diagram with interfaces in the plant (40033): On these sheets individual diagram sections of the engine control connected by function are shown in detail. They provide a general view of: Standard and optional systems. Connection of the individual systems. Interfaces from engine to plant or to remote control respectively. Monitoring and safeguard instrumentation. Code designations for the identification of external connectors.

Wrtsil Switzerland Ltd

1/ 11

2001

40031/A1 Engine Control

Operation

RTA96C-B

2.

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

All the functions can be checked (see paragraph Checking the Engine Control before Commissioning the Engine). Interlocks protect against and prevent manoeuvring errors. Media of the control Control air from the board system Control air from starting air bottles Starting air from starting air bottles Main bearing and piston cooling oil Crosshead bearing oil and actuator pump oil Pressures max. 9 bar max. 25/30 bar max. 25/30 bar 4.86.0 bar 1012 bar

3.

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

3.1

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

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

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

12.03

2/ 11


RTA96C-B

Operation

40031/A1

Engine Control

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

Take over from remote control to local control: Adjust the local control speed setting to the same level as remote speed setting. Move local manoeuvring lever 5.03 to RUN AHEAD or RUN ASTERN (the same rotational direction in which the engine is running). Take over from local control to remote control: Move local manoeuvring lever 5.03 to position REMOTE CONTROL. Push button REMOTE CONTROL. In the control room the definitive take-over must be called for by pressing the corresponding button. (e.g. TAKE-OVER IN THE CONTROL ROOM). 3.2 Emergency control (with fuel lever) This form of operation should only be managed in an emergency i.e. in case of governor or remote control failures. The function of the overspeed monitoring system must be verified and assured to function without fail. The operator may not leave the manoeuvring desk. He must regularly observe the engine speed enabling him to immediately adjust the fuel supply when the speed varies to some extent. Additional preparations: Fuel lever 3.12 must be disengaged from position REMOTE CONTROL and engaged into the injection pump regulating linkage. Starting: Preselect all auxiliary blowers. Move local manoeuvring lever 5.03 to the corresponding position RUN AHEAD or RUN ASTERN. Move fuel lever 3.12 to position 34. Move local manoeuvring lever 5.03 to position START (AHEAD or ASTERN) until the engine turns. Slowly move fuel lever until the engine runs at the required speed. Reversing: Move fuel lever 3.12 to position 34. Move local manoeuvring lever 5.03 to the corresponding position. Further move local manoeuvring lever 5.03 to position START until the engine runs in the correct direction. Remark: On ships underway this procedure may under certain circumstances take rather a long time (several minutes), as the propeller is dragged in the wrong sense of rotation.


3/ 11

2001


Operation

RTA96C-B

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

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

4.

Checking the engine control systemShould elements of the pneumatic control system have been dismantled, removed or replaced during an overhaul, then a general operational check must be made before re-commissioning. The following passages describe how to proceed. The item numbers and descriptions of the following mentioned valves correspond to those in the schematic engine control diagram 40032 and detailed control diagrams 40033. The load indicator 3.04 (LI for short) must, for specific checks, be brought to the corresponding positions. For this the fuel lever 3.12 on the local manoeuvring stand must be notched out from its catch an notched-in in the lever of the injection pump regulating linkage. With the aid of a hand wheel it can be brought to the desired LI position (scale division 010). Attention! Any detected leakages must be eliminated during checking the control system!

4.1

General preparatory works Checking the load indicator transmitter 7.07: As all load-dependent functions receive their signals from the load indicator transmitter, the transmitter has to be carefully checked (conformity of the mechanical load indicators with the indications in the control room and/or bridge) and if applicable, be exactly set. For safety reason the engine is equipped with two independent load indicator transmitters (see Load Indications 92401). Remark: For cost down reasons in some cases one transmitter may be built into the electrical actuator. In this case the second transmitter must be correctly adjusted by the supplier of the speed control system.

2001

4/ 11


RTA96C-B

Operation

40031/A1

Engine Control

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

APPROXIMATELY IN LINE

97.7126

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

WATCHMAKERS SCREWDRIVER 2.3 mm POTMETER ZERO POTMETER SPAN

97.7123

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


5/ 11

2001


Operation

RTA96C-B

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

Checking control air supply unit A : Loosen piping in connection A3 and blind off connection A3. Open 30 bar and 25 bar feed to control air supply unit at connection A2. Open 8 bar control air feed at connection A1. Adjust safety control air and stand-by air for air spring to 6.5 bar with reducing valve 23HA. For this valve 36HA must be open. The pressure can be checked on the pressure gauge PI4331L of reducing valve 23HA as well as on pressure gauges PI4341M and PI4412M. Set the air spring air pressure with reducing valve 19HA to 77.5 bar. The pressure can be checked on pressure gauge PI4321L of reducing valve 19HA as well as on pressure gauges PI4341M and PI4412M. Set stand-by control air pressure to 7 bar with reducing valve 19HB. The pressure can be checked on the pressure gauge PI4411L of reducing valve 19HB. Shut cock at A1 and A2. Re-connect piping at connection A3 then open cock A1 and A2 again. The pressure gauge PI4412M must now indicate 8 bar. Any pressure deviations have to be corrected with the 8 bar board supply system. D As long as the control air supply is switched on the pressure indicator G4 in valve group G must indicate pressure.

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

2001

6/ 11


RTA96C-B

Operation

40031/A1

Engine Control

4.2

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

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

Medium Main bearing oil

Code No. PS2001S PS2002S

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

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

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

Crosshead bearing oil Air spring

PS2021S PS4341S PS4342S

Cylinder cooling water Cylinder lube oil

PS1101S FS310112S *)

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

D

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

D

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

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


7/ 11

12.03


Operation

RTA96C-B

4.3

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

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

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

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

2001

8/ 11


RTA96C-B

Operation

40031/A1

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

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

D

4.6

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

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

4.7

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

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


9/ 11

2001


Operation

RTA96C-B

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

D

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

4.8

Cylinder lubrication Check whether the electric motor, the flow monitoring FS310108S, and the level switch LS3125A have been electrically connected. Ensure that oil supply functions properly and vent all pump modules. Shortly press the push button for manual lubrication on the terminal box, and check whether the electrically-driven lubricating pump turns, and that all steel balls in the sight glasses have moved to the upper position. With the aid of cylinder lubricating diagram A (72182), select the relative lubricating flow in g/kWh for full load and the division in upper and lower lubricating levels. The division of the flow quantity in upper and lower levels, e.g. 64% / 36% must be set by the six different adjusting positions on the pump elements. Subsequently, the speed of the horizontal drive shaft must be chosen in such a manner that the required relative lubricating flow in g/kWh at full load is attained. The speed of the electric motor and the corresponding power supply frequency can also be seen in the diagram A (72182).

4.9

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

2001

10/ 11


RTA96C-B

Operation

40031/A1

Engine Control

4.10 Checking the slow-turning system Close indicator cocks. The turning gear must not be engaged. Close venting valve 2.21. Put handwheel 2.10 of shut-off valve 2.03 in position AUTOMAT and open shut-off valves at the starting air bottles. Press SLOW-TURNING button in the control room and check whether the crankshaft makes one turn in about 510 sec. If the time for one turn differs widely from the above mentioned value, the pulse modulation for the valve ZV7014C has to be readjusted by the remote control supplier. 4.11 Local control on engine (manual fuel regulation) Bring local manoeuvring lever 5.03 to position RUN AHEAD. Engage turning gear and rotate AHEAD by about 45 degrees. Then disengage turning gear. Disengage fuel lever 3.12 from position REMOTE CONTROL and engage it into the lever for injection pump regulating linkage. D D D Pressure indications G7 and 216HC in valve group B must indicate pressure. Air cylinder 3.10 must be vented as long as manual fuel charge is in operation, i.e. the air cylinder can be rotated by hand without great effort. Safety cut-out devices 6.04 must be in operating position, provided no SAFETY SHUT-DOWN is actuated.

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

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

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

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

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


11/ 11

2001

RTA96C-B

Operation

40032/A0

Control Diagram Designations (Description to 40031, 40032 and 40033) 1. Summary of part code numbersA B D E G H I P 1. 03 04 2. 01 02 03 04 05 06 07 08 09 10 13 15 21 22 3. 01 02 03 04 05 07 08 09 10 11 12 13 Control air supply unit Valve group for air cylinder Valve groups for reversing interlock Valve group in pneumatic logic unit Valve group in pneumatic logic unit Instrument panel Pressure switches and pressure transmitters Valve group at starting air distributor 4. 01 02 03 04 05 06 07 08 5. 01 02 03 07 6. 01 02 04 7. 03 07 18 23 8. 03 04 06 07 08 09 16 17 Exhaust valve drive Exhaust valve Hydraulic actuator pump Actuator pump cam Exhaust valve actuator Air spring Throttle Relief valve Air spring venting Reversing system Reversing servomotor Reversing valve Local manoeuvring lever Stop lever Safety devices Rotation direction safeguard Sliding coupling Safety cut-out device Monitoring Remote tachometer Transmitter for lad indicator Collector for leakage oil from air spring Revoulution counter Cylinder lubricating system Terminal box with sensor amplifier Progressive block distributor Cylinder lubricating pump Sight glass indicator Accumulator Lubricating quill with non-return valve Angular gear box with electric motor Piping filter

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


1/ 2

2001

40032/A0

Operation

RTA96C-B

Designations (Description to 40031, 40032 and 40033)9. 01 02 03 04 05 06 Engine room Starting air bottles Lubricating oil pump Crosshead lubricating oil pump Oil filter Oil cooler Non-return valve (on engine)

Remark: Circuits:

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

2001

2/ 2


RTA96C-B

Operation

40032/A1

Control Diagram

001.601/03


1/ 1

5.03

RTA96C-B

Operation

40033/A1

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

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

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

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

Transfer control, emergency control, wrong way alarm

* Design execution alternative (continuation on page 2)


1/ 22

11.04

40033/A1

Operation

RTA96C-B

Detailed Control Diagrams with Interfaces to the Plant

Remarks for easier understanding of the individual diagrams: Each diagram has a path No. range allotted to the system part, which is subdivided at the page edge (on the right) into 10 sections. These path numbers designate the junctions from one diagram to the other. One piping leading away in the direction of the arrow is marked with the path No. (framed) which lies above this No. in the section part. The number below the rectangle is the target path number. Example: Page 3 CONTROL AIR 8 BAR 37110

Page 5 CONTROL AIR 30 BAR

37

37

38

Path-No.

110

111

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

Signal from / to engine Manner of circuit

CS 5014 C

11.04

2/ 22


RTA96C-B Operation

40033/A1

Air Supply


3/ 22

11.04

008.514/01

40033/A1Operation RTA96C-B

Bearing and Cooling Oil Supply

11.04

4/ 22


012.416/04

RTA96C-B Operation

40033/A1

Starting System


5/ 22

11.04

001.395/97


Stop with Electronic Speed Control

11.04

6/ 22


009.248/03

RTA96C-B Operation

40033/A1 with Electronic Speed Control

Stop


7/ 22

11.04

009.249/03


Reversing System

11.04

8/ 22


001.459/97

RTA96C-B Operation

40033/A1 for DEGO-III + ASAC 200 / 400

Speed Control


9/ 22

11.04

009.257/01


Speed Control for NORCONTROL DGS-8800e

11.04

10/ 22


008.517/01

RTA96C-B Operation

40033/A1 for NABCO MG-800

Speed Control


11/ 22

11.04

008.519/01


Speed Control for STN ESG 40M and LYNGSOE EGS 2000

11.04

12/ 22


008.520/01

RTA96C-B Operation

40033/A1

Transfer Control, Emergency Control, Wrong Way Alarm


13/ 22

11.04

009.061/01


Cylinder Lubrication

11.04

14/ 22


008.521/01

RTA96C-B Operation

40033/A1

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


15/ 22

11.04

001.452/97


Exhaust Gas / Turbocharger Type TPL and MET / Charge Air / Auxiliary Blower for 1-Stage Charge Air Cooler012.417/04

11.04

16/ 22


RTA96C-B Operation

40033/A1

Exhaust Gas / Turbocharger Type TPL and MET / Charge Air / Auxiliary Blower for 2-Stage Charge Air Cooler012.418/04


17/ 22

11.04


Exhaust Valve Drive / Air Spring

11.04

18/ 22


001.421/97

RTA96C-B Operation

40033/A1

Fuel Oil System


19/ 22

11.04

008.528/01


Cooling Water (Cylinder)

11.04

20/ 22


008.524/01

RTA96C-B Operation

40033/A1

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


21/ 22

11.04

008.525/01


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

11.04

22/ 22


012.419/04

RTA96C-B

Operation

40441/A1

Control Units

1.

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

A

45061

I

43031

92401 92151 46181

48091

III45031

II46051

46131 46281

46051

001.480/97

DRAWN FOR 812 CYLINDER


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40441/A1 Control Units

Operation

RTA96C-B

B

II51031 43031 58031

III46141 42401 45061 58031

I48091

I

46181

58031

46051 46301 46281 46051 45031

001.479/97

DRAWN FOR 812 CYLINDER

Key: 42401 43031 45031 45061 46051 46131 46141 46181 Gear auxiliary drives Starting air distributor with valve unit P Reversing valve Rotation direction safeguard Control air supply Valve group D for reversing interlock Valve group B for air cylinder Box on local manoeuvring stand 46281 46301 48091 51031 58031 Pick-up for speed measurement Pneumatic logic unit E and G Local manoeuvring stand Actuator Injection pump regulating linkage with electronic VIT and FQS 92151 Instrument panel H 92401 Transmitter for remote load indication

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Operation

41031/A1

Camshaft Drive

1.

GeneralThe camshaft 7 is driven by the gear wheel 1 on the crankshaft via intermediate wheel 2. Camshaft driving wheel 3 turns in the same running direction as the crankshaft. On 6 and 7 cylinder engines the drive is placed at the driving end (see Fig. B). On 812 cylinder engines the drive is arranged at mid-engine (see Fig. C). The following conditions must be fulfilled to ensure correct assembly of the gear train: The piston of cylinder 1 is in its TDC position. The marks MA on gear wheel 3 are lined up with the machined side surface of the bearing housing 10.

The condition of the tooth profile must be checked periodically. In particular new gear wheels must be checked frequently after a short running-in period (see Maintenance Manual 41031). Should abnormal noises be heard from the area of the gear train, their cause must be established immediately.

2.

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

I-I

A

III III - III10 11 MA

II8 6a

7

3 MA 6a 6

III11 3 2 6

1 9

001.477/97

IIWrtsil Switzerland Ltd

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2001

41031/A1 Camshaft Drive

Operation

RTA96C-B

B

II - II

CI

II - II

I

3

3

8 2 4

8 2 4

1

1

5

5

9

9

012.434/04

012.435/04

I

I

Key to Illustrations:

A B C

Cross section (812 cylinders) Drive at driving end (longitudinal section, 6 and 7 cylinders) Drive at mid-engine (longitudinal section, 812 cylinders) 8 9 10 11 Column Crankcase Bearing housing Camshaft bearing

1 2 3 4 5 6, 6a 7

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

MA Marks

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Engine Selection and Project Manual

Abbreviations

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

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

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

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


m

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Abbreviations

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RT-flex96C


A.

Introduction

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

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

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

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

20 000 20 000

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

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

60

70

80 90 100

120 140 160 180 200

Engine speed [rpm]

Fig. A1

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

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


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Engine Selection and Project Manual A.

RT-flex96C

Introduction

A1

Primary engine dataEngineBore x stroke [mm] Speed [rpm] 102 102

Sulzer RT-flex96C960 x 2500 92 92

Engine power (MCR) Cylinder6 7 8 9 10 11 12 14

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

R134 320 46 680 40 040 54 460 45 760 62 240 51 480 70 020 57 200 77 800 62 920 85 580 68 640 93 360 80 080 108 920

R224 000 32 640 28 000 38 080 32 000 43 520 36 000 48 960 40 000 54 400 44 000 59 840 48 000 65 280 56 000 76 160

R330 960 42 120 36 120 49 140 41 280 56 160 46 440 63 180 51 600 70 200 56 760 77 220 61 920 84 240 72 240 98 280

R424 000 32 640 28 000 38 080 32 000 43 520 36 000 48 960 40 000 54 400 44 000 59 840 48 000 65 280 56 000 76 160

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

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

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

Table A1 Primary engine data of Sulzer RT-flex96C

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

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

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RT-flex96C


A.

Introduction

A2 A2.1

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

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

A2.2

Delta Tuning outline

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

Reduction of BSFC [g/kWh]

1 0 1 2 3 4 5 6 7 8 9 50%

BSFC at R1 [g/kWh]

ISO conditions, tolerance +5%

75%

Load

100%

Fig. A2

Comparison of Delta Tuning and Standard Tuning


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RT-flex96C

Introduction

A2.3

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

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

R1

RT-flex96C engines95 R3 90 85 Delta Tuning area

80

75

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

75

80

85

90

95

Fig. A3

Delta Tuning area

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

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F.

Auxiliary power generation

F1 F1.1

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

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

Exhaust gas econimiser

Ship service steam

Steam turbine

Ship service power

GPower turbine

G G M/G

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

Main engine

G G

F10.5321

Fig. F1

Heat recovery, typical system layout


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RT-flex96C

Auxiliary power generation

F1.2

System description and layout

F3.2

PTO power and speedPTO tunnel gear with generator

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

Generator speed [rpm]

1000, 1200, 1500, 1800 700

Power [kWe]

1200 1800 *1)

F2

Waste heat recoveryRemark: *1) Higher powers on request

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

Table F1

PTO power and speed

Another alternative is a shaft generator.

F3

Power take off (PTO)

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

F3.1

Arrangements of PTO

Figure F2 illustrates various arrangements for PTO with generator. If your particular requirements are not covered, please do not hesitate to contact our representative or Wrtsil Switzerland Ltd, Winterthur, directly.T1T

T2T

T3

T1T3 Tunnel gear T Thyristor bridge

Controllable-pitch propeller Generator

F10.5231

Fig. F2

Tunnel PTO gear

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J.

winGTD General Technical Data

J1

Included CD-ROM

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

J1.1 J1.1.1

Installation of winGTD and EnSel System requirements

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

J1.1.2

Installation

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

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

J1.2.2

Data input

J1.1.3

Changes to previous versions of winGTD

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

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

J1.2 J1.2.1

Using winGTD Start

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

Fig. J2

winGTD: Main window


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RT-flex96C

winGTD General Technical Data

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

J1.2.3

Output results

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

Fig. J4

winGTD: Two-stroke engine propulsion

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

J1.2.5

Saving a project

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

Fig. J3

winGTD: General technical data

J1.3

EnSel program

J1.2.4

Service conditions

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

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

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B.

Considerations on engine selection

B1

IntroductionEngine power % [R1] R1100

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

Rx2

Rx1Rating line fulfilling a ships power requirement for a constant speed

R390Nominal propeller characteristic 2 1

80

70

R490 95

R2 Engine speed % [R1]100

85

B2

Layout fieldF10.4995

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

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

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


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RT-flex96C


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

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

B2.2

Influence of propeller revolutions on the power requirement

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

B2.1

Rating points R1, R2, R3 and R4

The rating points (R1, R2, R3 and R4) for the Sulzer RT-flex engines are the corner points of the engine layout field (figure B1). The point R1 represents the nominal maximum continuous rating (MCR). It is the maximum power/speed combination which is available for a particular engine. The point R2 defines 100 per cent speed, and 70 percent power of R1. The point R3 defines 90 per cent speed and 90 percent power of R1. The connection R1R3 is the nominal 100 per cent line of constant mean effective pressure of R1. The point R4 defines 90 per cent speed and 70 per cent power of R1. The connection line R2R4 is the line of 70 per cent power between 90 and 100 per cent speed of R1.

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

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

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B.


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

The relation between absorbed power and rotational speed for a fixed-pitch propeller can be approximated by the following cubic relation:P2 P1 + N2 N1 in which Pi = propeller power Ni = propeller speed3

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

B3.2 B3 Load range

Sea trial power

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

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

B3.1

Propeller curves

CMCR (Rx)100

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

95 90

Sea trial power

D B

10% EM/OM

80 78.3 70

15% SM A Engine load range

60

50 3.5% LR

propeller curve without SM40 65 70 80 90 95

100 104

Engine speed [%Rx]

EM engine margin OM operational marginF10.5248

SM sea margin LR light running margin

Fig. B2

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


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B3.3

Sea margin (SM)

Engine power [%Rx]

CMCR (Rx)

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

10010% EM/OM

90

D B15% SM 5% LR

78.3 A

a

propeller curve without SM

Engine speed [%Rx]

100F10.3148

EM engine margin OM operational margin


B3.4

Light running margin (LR)

Fig. B3

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

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

Assuming, for example, the following: Drydocking intervals of the ship 5 years. Time between overhauls of the engine 2 years or more. Full service speed must be attainable, without surpassing the torque limit, under less favourable conditions and without exceeding 100 per cent mep. Therefore the light running margin required will be 5 to 6 per cent. This is the sum of the following factors: 1. 1.52% influence of wind and weather with an adverse effect on the intake water flow of the propeller. Difference between Beaufort 2 sea trial condition and Beaufort 45 average service condition. For vessels with a pronounced wind sensitivity, i.e. containerships or car carriers this value will be exceeded.

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B.


2. 1.52% increase of ships resistance and mean effective wake brought about by: Rippling of hull (frame to frame). Fouling of local, damaged areas, i.e. boot top and bottom of the hull. Formation of roughness under paint. Influence on wake formation due to small changes in trim and immersion of bulbous bow, particularly in the ballast condition. 3. 1% frictional losses due to increase of propeller blade roughness and consequent drop in efficiency, e.g. aluminium bronze propellers: New: surface roughness = 12 microns. Aged: rough surface but no fouling = 40 microns. 4. 1% as: deterioration in engine efficiency such

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

B3.5.1

Continuous service rating (CSR=NOR=NCR)

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

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

Contract maximum continuous rating (CMCR = Rx)

B3.5

Engine margin (EM) or operational margin (OM)

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

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

Load range limits

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


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Line 2 is the overload limit. It is a constant mep line reaching from 100 per cent power and 93.8 per cent speed to 110 per cent power and 103.2 per cent speed. The latter one is the point of intersection between the nominal propeller characteristic and 110 per cent power. Line 3 is the 104 per cent speed limit where an engine can run continuously. For Rx with reduced speed (NCMCR 0.98 NMCR) this limit can be extended to 106 per cent, however, the specified torsional vibration limits must not be exceeded. Line 4 is the overspeed limit. The overspeed range between 104 (106) and 108 per cent speed is only permissible during sea trials if needed to demonstrate the ships speed at CMCR power with a light running propeller in the presence of authorized representatives of the engine builder. However, the specified torsional vibration limits must not be exceeded. Line 5 represents the admissible torque limit and reaches from 95 per cent power and speed to 45 per cent power and 70 per cent speed. This represents a curve defined by the equation:P2 P1 + N2 N12.45

Line 6 is defined by the equation:P2 P1 + N2 N12.45

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

Engine load range100 1 95 90

2

10% EM/OM B 15% SM

Constant torque80 78.3

D

A

4

70

3 60 6

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

50

5

propeller curve without SM40 65 70 80 90

103.2

93.8

95

100 104 108

Engine speed [%Rx]

EM engine margin OM operational marginF10.5249


Fig. B4

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

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B6


RT-flex96C


B.


B3.7

Load range with main-engine driven generator

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

CMCR (Rx)

10010% EM/OM

90 c 85

D5% S/G

D

B15% SM 5% LR

73.9 APTO power

a

propeller curve without SM

100EM engine margin OM operational marginF10.3149

Engine speed [%Rx]

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

Fig. B5

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


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B4 B4.1

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

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

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

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

Air filter

Blow-off valves

F10.1964

Fig. B6

Scavenge air system for arctic conditions

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B.


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

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

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

Firing pressure

50 40 30 20 10 0 10 20 30 40 [C] Suction air temperatureF10.1965

Fig. B7

Blow-off effect at arctic conditions


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G.

Ancillary systems

G2 G2.1

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

G2.1.1

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

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


G9

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Engine Selection and Project Manual G.

RT-flex96C

Ancillary systems

Sea water pipes LT fresh water pipes HT fresh water pipes Balance pipes Ancillary equipment pipes Drain / overflow pipes Air vent pipes Control / feedback Pipes on engine / pipe connections347.521

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

Note: For legend see table G7

Fig. G4

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

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G.

Ancillary systems

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

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

347.521

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


G11

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Ancillary systems

Sea water pipes LT fresh water pipes HT fresh water pipes Balance pipes Ancillary equipment pipes Drain / overflow pipes Air vent pipes Control / feedback Pipes on engine / pipe connections333.620c



Fig. G5

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

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G.

Ancillary systems

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

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

333.620c

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


G13

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Ancillary systems

Sea water pipes LT fresh water pipes HT fresh water pipes Balance pipes Ancillary equipment pipes Drain / overflow pipes Air vent pipes Control / feedback Pipes on engine / pipe connections333.600



Fig. G6

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

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G.

Ancillary systems

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

Main engine RT flex96C Low sea chest *1) High sea chest Sea water strainer Air vent (air vent pipe or equal venting system acc. to shipyard's design) Sea water circulating pump Central sea water cooler Automatic temperature control valve for LT circuit Temperature sensor of regulating system, min. temp. of SAC inlet: 25 C Fresh water pump for LT circuit Lubricating oil cooler Automatic temperature control valve for HT circuit Temperature sensor of regulating system, constant temp. at engine outlet Cylinder cooling water pump for HT circuit Pre heating circulating pump (optional), capacity 5% from pump 014 *7) Heater for main engine (HT circuit) Air vent pipe (piping on engine, at free end or at driving end) Throttling disc (adjustable on engine, at free end or at driving end) Throttling disc *2) Fresh water generator Cooling water expansion tank for LT circuit Cooling water expansion tank for HT circuit Filling pipe / inlet chemical treatment *3) Remarks: Scavenge air cooler, LT *1) If requ

rtflex96c

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