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Marine

Project GuideBergen engine type C26:33 Gas

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Editon october 2011 (Rev. 15. February 2016) 2

PROJECT GUIDE

BERGEN ENGINE TYPE C 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 [email protected]. 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. +47 55 53 60 00 Homepage: www.rolls-royce.com E-mail: [email protected] Enterprise no. NO 997 016 238 A Rolls-Royce Power Systems Company

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, Gas Project GuidePage 1 : 10314 C

PROJECT GUIDE

Part 11.01 Standard engine design1.02 Operating principle1.04 Technical data1.05 Fuel gas specification1.07 Load limit1.08 Noise level measurement

Part 22.01 Starting and control air system2.02 Combustion air system2.03 Exhaust gas system2.04 Ventilation system2.05 Fuel gas system2.07 Cooling water system2.08 Cooling water quality2.09 Lubricating oil system2.10 Lubricant guide for lean burn gas engines

Part 33.01 Standard and optional generator design3.02 Safety, control and monitoring system

Part 44.01 Packing and handling4.02 Engine installation4.06 Ignition system

Part 55.01 Service and maintenance

Routine and maintenance schedule

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Standard engine designPage 1 : 5

1.01

0116 C

STANDARD ENGINE DESIGN

This description is in general related to standard engine design and standard engine fitted auxiliary equipment. For ancillary engine systems with equip-ment not fitted on engine, see relevant parts in the manual.

The Bergen Engine C-type gas engine is a 4-stroke medium speed engine built in-line with 260 mm bore and 330 mm stroke. The engines are turbocharged and are equipped with two-stage intercoolers.

The engines are supplied as propulsion engines C26:33LPG, or as generator engines C26:33LAG.

All engines in the C-series have identical components as far as this is possible and practical. Customers using Bergen main engines and genera-tor sets have thereby the advantage of uniform machinery with fewer spare parts to keep in stock.

Direction of engine rotationAll standard engines are rotating clockwise, as seen towards the flywheel. Counterclockwise rotation can also be provided.

Engine block Crankcase/cylinder block is a monoblock structure of nodular cast iron. The engines have underslung crankshafts. Main bearing caps are retained by studs with hydraulically tightened nuts.Horizontal bolts running across the crankcase clamp the main bearing caps against sideways movement. Large doors on each side of the crankcase give easy access for maintenance work. The engines are fitted with necessary relief valves in the crankcase doors.

Crankshaft The crankshaft is a forging of chromium-molybdenum steel with bolted-on counterweights. A torsional vibration damper/rotating mass is fitted at the free end of the crankshaft, and the camshafts are driven by a split gear wheel at the flywheel end.

CamshaftThe camshaft is built up of two sections pr cylinder, bolted together, and which can be easily dismantled section by section.

Main and big end bearingsMain- and big end bearings are thin-wall steel shells, lined with special tin-aluminium bearing material. The bearings are precision made and require no spe-cial adjustment when fitting new shells. Main bear-ing shells can be removed without lowering the crankshaft. Big end bearing shells can be removed without piston withdrawal, and must not be opened when a piston is being pulled.

Connecting rod and big end bearingThe connecting rod is drop-forged of special steel. It is of 3-piece design and of ample dimensions. The shank part is attached to the big end part with a stiff flange and four bolts, the big end bearing cap is split horisontally and retained by two bolts. All bolts are made of special steel, have rolled threads and are tensioned hydraulically.

PistonsThe pistons are of the composite type, with nodular cast iron skirts and forged steel crowns. They are cooled by oil from the main lubricating oil system, which is led to the pistons through the connecting rods. The gudgeon pin bearing has a stepped design that gives a large bearing surface.Each piston has two compression rings and one spring- loaded oil control ring, all especially adapted for a controlled lubricating oil consumption. The piston rings are chromium plated, the 1st ring with a special chrome-ceramic coating for extra wear resistance. All piston rings are located in the crown part, to ensure the best lubrication of the piston skirt.

Cylinder linersThe bore cooled cylinder liners are centrifugally cast in a special wear resistant iron alloy, and the running surfaces are plateau honed.

Carbon cutting ringAll engines are equipped with a carbon-cutting ring in each cylinder liner.The carbon-cutting ring prevents build-up of carbon on the upper land of the piston crown, and thereby reduces the polishing and wear of the cylinder liner, which again reduces the lube oil consumption.

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1.01

0116 C

Cylinder heads The cylinder heads are of alloyed cast iron, and are secured to the engine block by 4 studs with hydraulically tightened nuts. The bottom section of the cylinder head is heavily built to withstand high firing pressures, and it has cooling bores for good temperature control. Each head has two inlet- and two exhaust valves, an indicator valve and a pre chamber. Valve seats and valve guides for inlet- and exhaust valves are cast of special alloy cast iron, and are shrink-fitted. All valves are equipped with valve rotators.

Variable Valve Timing (VVT)The operation of air-, and exhaust-valve takes place by means of swing-arms, which are hinged on the engine block, along the camshaft. The swing-arms translate the cam's rotation and profile to the push-rods, which in turn activate the rocker-arms and con-sequently the air-, and exhaust valves.

In the VVT arrangement, the hinged end of the swing-arms for air valves are fitted to an eccentric part of a longitudinal shaft along the engine. This shaft is controlled by an pneumatic cylinder, ena-bling rotation of the shaft, and hence controlled translation of the swing-arms. This arrangement makes it possible to have two predetermined values for the timing of the air-cam. One for high load and one for low-load operation. The design facilitates changing of air-valve timing in ordinary operation of the engine. When the engine load increases past a certain part load, the control shaft is rotated quickly (less than one second), from low load position to high load (i.e. Miller) position. The process is reversed when the load decreases.

Starting and control air systemCompressed 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 re-placeable 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.An electric barring gear, which acts on the same ring gear as the starter motors, is provided on the oppo-site side of the engine.

See part 2.01 for more information.

Charge air and exhaust systemThe main components in the charge air system are the compression side of a turbocharger, the two-stage charge air cooler and the charge air receiver.

The turbocharger is fitted on top of the engine front module and is connected to the charge air cooler via the expansion bellows and the air duct. The charge air cooler is integrated in the engine front module, in front of a (optional) water mist catcher. The charge air receiver is integrated in the engine block.The standard exhaust system consists of the turbine part of the turbocharger and the exhaust manifold.


Cooling water systemThe cooling water system is divided in two systems:• High Temperature (HT) • Low temperature (LT)

High temperature freshwater cooling water system is cooling the high temperature stage of the charge air cooler 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.

Low temperature freshwater cooling water system, is cooling the low temperature stage of the charge air cooler, the lubricating oil cooler, the generator cooler and the HT - system.


Main lubricating oil systemThe main lubricating oil system is as standard based on wet sump and is completely mounted on the engine. The lubricating oil pump is engine driven by a gear train from the crankshaft in the front end of the engine. A manually adjustable pressure regulat-ing valve is placed just down-stream of the pump, with a pressure feedback from the aft end of the engine. The valve gear is lubricated from the main lubricating oil system.A centrifugal filter is as standard fitted on all engines.An electrically driven priming pump and a manual priming pump are fitted on all gen set engines.


1.01

Page 3 : 50116 C

Cross section C1078/16

5

1.01

0116 C

Fuel system for engines operating on gasThe gas is supplied from the gas regulating unit (GRU) to the engine by two separate systems: • The main gas system.• The pre-chamber gas system.

The main gas manifold runs along the engine, and provides the branch pipes to the gas control valves, one for each cylinder unit. Gas supplied by the mani-fold is controlled by a pressure control valve at the gas regulating unit (GRU), fitted off-engine in a sepa-rate air locked compartment.

The pre-chambers are supplied by the pre-chamber gas manifold and are controlled by a separate pres-sure control valve at the GRU.

Shut off valves and gas manifold drain valves are also placed at the GRU. Gas pressure control valves, shut off valves and drain valves are controlled by the engine control cabinet (ECC).

Flow of main fuel gas to the engine is finally con-trolled by the gas control valves, one at each cylin-der, actuated by one common hydraulic actuator. Fuel gas is supplied into the intake port during the intake stroke of each cylinder by the gas admission valve.


Gas valves:The gas valve combination is a mechanical system which consist of a gas flow control- as well as a gas admission valve combined, upstream of each cylin-der and driven off the inlet rocker arm through a short push-rod. This gives a very simple and reliable fuel gas system with low pressure losses, and it can be easily adjusted for engine-balancing purposes.

Ignition system:The system layout is based on a fully electronic ignition module with up to 20 outputs of capacitor discharge type, with many built-in features, such as individual timing of each cylinder, several selectable energy levels, diagnosis functions etc. The power supply is 24V DC.There is one coil for each cylinder, fitted on each cylinder head, with a short high-tension lead for connection to the spark plug.

Engine management system: The engine management system is built up of the following hardware modules, which are assembled into one cabinet:• an electronic Gas Engine Controller (GEC),

supplied with additional in- and output • modules (“link-net modules”)• an industrial PLC unit• the ignition system• the knock-detection module• the speed/load governor

The system has the following main functionalities:• it performs the necessary sequencing for

starting, on- and off-loading, speed governing as well as stopping of the engine.

• it sets the ignition timing based on the operating conditions

• it controls the Air-Fuel-Ratio (“AFR” setting) as a function of the actual engine operating conditions through the Variable Turbine Geometry (VTG) feature of the turbochargers or alternatively on some engine types by the use of a waste gate valve

• it performs the necessary alarm- and shutdown functions for engine protection, including those from combustion knocking

Option: Automatic synchronizer type SPM-A.

Governor:A digital governor, is supplied as a part of our engine management system, with a mechanical/hydraulic actuator. This acts on mechanical control shafts which run along each side of the engine, and which are interconnected. The control shafts operate the gas flow control valves via short adjustable linkages.

Electric wiring:Electric wiring is in the shape of rails with connec-tions for all sensors along each cylinderbank of the engine, and with separate rails for the ignition sys-tem. The rails are equipped with “multi-plugs” at the ends for easy connection to the engine control cabi-net.


1.01

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Load limiter and overspeed tripThe engines are equipped wih automatic load limiting during the starting sequence. Depending on type of governor the limiter is built into the governor and controlled by a time relay.

Instruments on engineAs standard an instrument panel, resiliently mount-ed, is fitted on the engine.

Sequencing, monitoring and safety system. As standard the engine has a junction box for con-nection of engine fitted sensors and actuators toexternally installed sequencing and safety control equipment.The engines are as standard presumed to be controlled by a sequencing and safety system PLC. For further details, please see part 3.

Power output / Propeller design.Propeller design depends upon vessel type and du-ty. If the fixed propeller solution is chosen, it should be designed so that it absorbs 85% of the maximum continuous output of the engine at normal speed when the ship is on sea trial, at specified speed and load.For ships intended for towing (TUGS), the propeller can be designed for 95% of MCR of the engine at nominal speed for bollard pull or at towing speed.

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, Gas Operation principle, lean-burn gas enginePage 1 : 2

1.02

0211 C

OPERATION PRINCIPLE, LEAN-BURN GAS ENGINE

IntroductionThe 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 NOx-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 briefAir 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 geome-

try, 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.

Operation principle, lean-burn gas enginePage 2 : 2

1.02

, Gas

0211 C

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 pre-

chamber 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 pre-

chamber 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 mis-

firing 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

1.04

Technical dataPage 1 : 13
0415 C
TECHNICAL DATA

Proplusion engine:C26:33L6PG - 900 RPM page 2C26:33L6PG - 1000 RPM page 3C26:33L8PG - 900 RPM page 4C26:33L8PG - 1000 RPM page 5C26:33L9PG - 900 RPM page 6C26:33L9PG - 1000 RPM page 7

Auxiliary engine:C26:33L6AG - 900 RPM page 8C26:33L6AG - 1000 RPM page 9C26:33L8AG - 900 RPM page 10C26:33L8AG - 1000 RPM page 11C26:33L9AG - 900 RPM page 12C26:33L9AG - 1000 RPM page 13

1.04

Technical dataPage 2 : 13 0415 C

1.04

Technical dataPage 3 : 130415 C

1.04

Technical data: C26:33L8PG Drawing No.: Fuel type Natural gas Project No.: Application Marine propulsion Engine No.:

Yard/Power plant:

Engine data: Cooling water data:Number of cylinders - 8 Two-stage charge air cooler:Cylinder bore mm 260 -Low temp. stage:Piston stroke mm 330 -temp. at inlet, max °C 37Rated power (MCR), engine kW 1944 -water flowrate, normal m³/h 17Mean effective pressure bar 18,5 -water flowrate, max m³/h 87

-High temp. stage:Rated speed RPM 900 -water flowrate, normal m³/h 61

Mean piston speed m/s 9,9 Jacket water system:Displacement l 140 -pump capacity m³/h 61

-normal stop/shut-down barg 2.0 -water quantity, engine block l 135 -Temp. at engine outlet -normal °C 90 -alarm, temp. high °C 95 -shut-down, temp. high °C 97

Gas data: -temp. rise in engine, max °C 4,2Spesific energy consumption kJ/kWh 7450 -incl. high temp. ca-cooler °C 8,2Gas consumption at MCR nm3/h 400 -Expansion tank:Gas consumption at MCR kg/h 320 -volum, single-engined l 300Minimum gas feed at MCR -volum, multi-engined l 500 -at engine inlet barg 3,7 -height above engine m 3-10 -to press control module barg 4,2

Air data:Turbocharger type ABB TPS-57_VTG

Charge air cooler type - RR9L25B-CK Air consumption m³n/h 8100 Air consumption kg/h 10500 Charge air pressure barg 2,8 Charge air temperature:

-normal °C 55Start air data: -alarm, temp high °C 62p gStart air pressure, max./min. barg 30/15 Turbocharger speed alarm rpm 39692Air consumption per. start m³n 5,7No of starts, 1000l receiver - 6 Exhaust data:No of starts, 2000l receiver - 3 Mass flow kg/h 10900

Volume flow, after turbin m³/h 19800Lubrication data: Temp, after cylinder °C 485Lubrication oil - SAE 40 Temp, after turbine °C 365Main pump capacity m³/h 74 Back pressure, max mmWG 300Priming pump capacity m³/h 10 Part load data:Lub. oil pressure: -Mass flow, 90% load kg/h 9600-normal barg 4-5 -Temp, after turbine °C 380-alarm, pressure low barg 2,5 -Mass flow, 80% load kg/h 8600-shut-down, pressure low barg 1,7 -Temp, after turbine °C 395

Lub. oil temp engine inlet: -Mass flow 50% load kg/h 5600-normal °C 60 -Temp, after turbine °C 425-alarm, temp high °C 70

Spec. lub. oil consumption g/kWh 0,4 Heat dissipation:Lub. oil consumption kg/h 0,8 Lubrication data:Crankcase, lub. oil volume: Lub. oil .cooler MJ/h 1000-high level l 1680 Cooling water data:-low level l 1380 Low temp. stage MJ/h 520

High temp. stage MJ/h 1020Jacket water waste heat recovery: Jacket water cooler:Waste heat, 100% load MJ/h 2070 -Heat dissipation, engine MJ/h 1060Waste heat, 80% load MJ/h 1520 -incl. high temp. ca-cooler MJ/h 2070Waste heat, 50% load MJ/h 780 Ventilation data:

Radiation engine MJ/h 450

Engine power definition is according to ISO 3046-1 Specific fuel oil consumption is measured on testbed according to ISO 3046-1, and is given at full load (MCR)

However the engine ratings are valid for the following reference condition: running on NATURAL GAS with a lower heating value of 36 MJ/m3n and no engine-driven pumps.

Air inlet temperature max. +45°C With engine-driven pumps, add 0.5% for each pump.

Air inlet temperature min. 0°C Methan no. Min 70, according to AVL calculation

Heat dissipation. +25°C

Charge air low temp fresh water inlet temp. max. +37°C Spes. lub. Oil consumption is for guidance only.

Relative humidity 60 %

Note! Due to continuous development, some data may change.

Spec.NOx emissions 1.4 g/kWh at full load (MCR)

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1.04

Technical data: C26:33L8PG Drawing No.: Fuel type Natural gas Project No.: Application Marine propulsion Engine No.:

Yard/Power plant:

Engine data: Cooling water data:Number of cylinders - 8 Two-stage charge air cooler:Cylinder bore mm 260 -Low temp. stage:Piston stroke mm 330 -temp. at inlet, max °C 37Rated power (MCR), engine kW 2160 -water flowrate, normal m³/h 17Mean effective pressure bar 18,5 -water flowrate, max m³/h 87

-High temp. stage:Rated speed RPM 1000 -water flowrate, normal m³/h 61

Mean piston speed m/s 11 Jacket water system:Displacement l 140 -pump capacity m³/h 61

-normal stop/shut-down barg 2.0 -water quantity, engine block l 135 -Temp. at engine outlet -normal °C 90 -alarm, temp. high °C 95 -shut-down, temp. high °C 97

Gas data: -temp. rise in engine, max °C 4,7Spesific energy consumption kJ/kWh 7550 -incl. high temp. ca-cooler °C 9,2Gas consumption at MCR nm3/h 450 -Expansion tank:Gas consumption at MCR kg/h 360 -volum, single-engined l 300Minimum gas feed at MCR -volum, multi-engined l 500 -at engine inlet barg 3,7 -height above engine m 3-10 -to press control module barg 4,2








Radiation engine MJ/h 510










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1.04


1.04

Technical data: C26:33L8AG Drawing No.: Fuel type Natural gas Project No.: Application Marine auxillary Engine No.:

Yard/Power plant:

Engine data: Cooling water data:Number of cylinders - 8 Two-stage charge air cooler:Cylinder bore mm 260 -Low temp. stage:Piston stroke mm 330 -temp. at inlet, max °C 37Rated power (MCR), engine kW 1944 -water flowrate, normal m³/h 17

-water flowrate, max m³/h 87Rated active power generator kW 1866 -High temp. stage:Generator efficiency - 0,96 -water flowrate, normal m³/h 61

Rated output, eletric with Cos (phi) 0,8 kVA 2333 Jacket water system:

-pump capacity m³/h 61Mean effective pressure bar 18,5 -normal stop/shut-down barg 2.0

-water quantity, engine block l 135Rated speed RPM 900 -Temp. at engine outletMean piston speed m/s 9,9 -normal °C 90Displacement l 140 -alarm, temp. high °C 95

-shut-down, temp. high °C 97Gas data: -temp. rise in engine, max °C 4,2Spesific energy consumption kJ/kWh 7450 -incl. high temp. ca-cooler °C 8,2Gas consumption at MCR nm3/h 400 -Expansion tank:Gas consumption at MCR kg/h 320 -volum, single-engined l 300Minimum gas feed at MCR -volum, multi-engined l 500 -at engine inlet barg 3,7 -height above engine m 3-10 -to press control module barg 4,2








Radiation engine MJ/h 450 Radiation generator (IP23) MJ/h 280










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1.04

Technical data: C26:33L8AG Drawing No.: Fuel type Natural gas Project No.: Application Marine auxillary Engine No.:

Yard/Power plant:

Engine data: Cooling water data:Number of cylinders - 8 Two-stage charge air cooler:Cylinder bore mm 260 -Low temp. stage:Piston stroke mm 330 -temp. at inlet, max °C 37Rated power (MCR), engine kW 2160 -water flowrate, normal m³/h 17

-water flowrate, max m³/h 87Rated active power generator kW 2073 -High temp. stage:Generator efficiency - 0,96 -water flowrate, normal m³/h 61

Rated output, eletric with Cos (phi) 0,8 kVA 2592 Jacket water system:

-pump capacity m³/h 61Mean effective pressure bar 18,5 -normal stop/shut-down barg 2.0

-water quantity, engine block l 135Rated speed RPM 1000 -Temp. at engine outletMean piston speed m/s 11 -normal °C 90Displacement l 140 -alarm, temp. high °C 95

-shut-down, temp. high °C 97Gas data: -temp. rise in engine, max °C 4,7Spesific energy consumption kJ/kWh 7550 -incl. high temp. ca-cooler °C 9,2Gas consumption at MCR nm3/h 450 -Expansion tank:Gas consumption at MCR kg/h 360 -volum, single-engined l 300Minimum gas feed at MCR -volum, multi-engined l 500 -at engine inlet barg 3,7 -height above engine m 3-10 -to press control module barg 4,2








Radiation engine MJ/h 510 Radiation generator (IP23) MJ/h 310










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1.04


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Marine Propulsion Applications, Gas Fuel Gas SpecificationPage 1 : 1

1.05

0315 C

FUEL GAS SPECIFICATION

GeneralThe 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 RRPS.

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.

• Min. Lower Calorific Value of the fuel gas: ..........26 MJ/Nm3

• Required static fuel gas pressure:- natural gas (36 MJ/Nm3):Please see technical data, chapter 1.04

• Min. methane number: ..........................................70

Fuel gas qualityClean and dry gas, without any free droplets of moisture and solid particles.

General requirement: - temperature range: .....................................25 - 40 °C- temperature target: ............................................. 30 °C - condensate: .................................................................... 0- dust: max. particle size: ............................... 5 micron max. content: ................................. 50 mg/Nm3

- max. content of sulphuric compounds, calculated as H2S: ............................................. 50 ppm(approx. = 0,005% vol.) ............................ 76 mg/Nm3

Reference conditions for the volume designation - Nm3:Atmospheric pressure: .................................. 1,013 barTemperature: .............................................................. 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 H2S, 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 RRPS Service Dept., at least for the guarantee period of the engine.

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Marine Propulsion Applications, Gas Load LimitsPage 1 : 2

1.07

0314 C/G

LOAD LIMITS

Load limit, 900rpm 18,5bar bmep, C26:33L

Load LimitsPage 2 : 2

1.07

Marine Propulsion Applications, Gas0314 C/G

Load limit, 1000rpm 18,5bar bmep, C26:33L

Noise level measurementPage 1 : 2

1.08

0315 C

NOISE LEVEL MEASUREMENT

Estimated unsilenced exhaust noise spectrum from RR C26:33L @ 1,0 m from edge of the exhaust opening.

Estimated Exhaust Noise from Engine (1/1 octave band).

Estimated Exhaust Noise from Engine (1/3) octaveband

Hz Lp dB(A)

31,5 82

63 106

125 114

250 113

500 124

1000 120

2000 112

4000 103

8000 84

Total 126

Hz Lp dB(A)

12,5 28

16 47

20 48

25 71

31,5 71

40 81

50 105

63 91

80 99

100 113

125 101

160 98

200 102

250 103

315 112

400 122

500 114

630 117

800 118

1000 114

1250 112

1600 108

2000 107

2500 105

3150 102

4000 95

5000 89

6300 83

8000 75

10000 62

12500 54

16000 48

20000 41

Total 126

Hz Lp dB(A)

Noise level measurementPage 2 : 2

1.08

0315 C

Engine type: C26:33L9G

Engine nr: 14000

Speed (RPM) 1000

BMEP (bar) 18.5

Date:Instruments used: B&K 2250

Carried out by: JGun

Point number: 1 2 3 4 5 6 7 8Linear level

dB-A 100.9 101.8 103.0 102.5 101.3 104.0 102.9 101.9

dB-C 106.1 107.3 107.3 106.7 104.9 106.9 106.9 106.9

Centre freq.12.5 Hz 72 69 73 78 75 78 76 72

16 Hz 73 84 86 84 71 87 87 85

20 Hz 76 80 82 81 71 79 81 81

25 Hz 89 90 90 91 90 80 86 93

31,5 Hz 82 85 83 83 84 81 77 83

40 Hz 81 83 87 85 81 82 84 80

50 Hz 94 96 89 95 95 94 93 92

63 Hz 87 92 93 90 87 91 89 93

80 Hz 94 99 103 97 94 94 98 102

100 Hz 105 104 96 100 99 96 99 101

125 Hz 96 98 98 98 93 94 97 97

160 Hz 94 94 97 95 93 94 97 92

200 Hz 94 93 94 98 96 93 98 93

250 Hz 95 98 96 96 94 92 97 95

315 Hz 95 94 95 95 91 95 94 93

400 Hz 94 93 96 94 95 95 96 96

500 Hz 96 96 98 99 98 103 101 99

630 Hz 96 96 98 98 98 102 99 98

800 Hz 94 98 98 98 95 97 95 95

1000 Hz 92 94 95 94 93 94 94 93

1250 Hz 91 92 95 94 92 93 93 92

1600 Hz 89 90 91 91 91 91 91 90

2000 Hz 88 88 89 90 89 89 89 88

2500 Hz 88 88 89 89 88 89 89 88

3150 Hz 83 84 86 86 84 84 85 84

4000 Hz 85 86 86 87 84 85 86 85

5000 Hz 94 90 86 86 86 85 83 87

6300 Hz 78 79 81 81 77 79 79 78

8000 Hz 75 76 77 80 75 77 77 75

10000 Hz 83 80 76 77 73 78 76 81

12500 Hz 69 71 72 76 68 75 73 69

16000 Hz 71 72 67 72 64 72 71 66

20000 Hz 71 71 64 68 58 67 65 62

Noise level were taken at the specified points, all located on the same

level as the cylinder heads, and at 1 meter distance from the engine.

Guaranteed noise level + 3 dB

Reading sound pressure level LZFmax (dB)

Noise level measurement

22.03.2011

Gas Starting and control air systemPage 1 : 4

2.01

0615 C

STARTING AND CONTROL AIR SYSTEM

IntroductionCompressed air is used for starting and control of the Bergen C-gas engine. The starting arrangement is based on air starter 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 airThe starting air release valve on engine (74SA) is operated by an electric solenoid. 30 bar starting air is led to the air starter 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 standard system drawing below.

Maximum starting air pressure is: ................. 30 bargand minimum pressure for safe starting is:C26:33L6 ................................................................. 14 barg C26:33L8 ................................................................. 15 barg C26:33L9 ................................................................. 16 barg Ref. technical data, part 1.04.

For ventilation of exhaust gas system before start of engine, see charge air and exhaust gas system.

Starting air capacityStarting air volume and compressor capacity are to be sized according to the classification societies requirements, and to engine type and engine application.

Air compressors and capacitiesInstalled 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:

, Nm3/h

where

p2 = Maximum starting air pressure = 31 barap0 = Atmospheric pressure in baraJ = Total starting air receiver capacity in m3

t = Compressor operating time in minutess = Safety factor, normally 1,2Nm3/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 barg.

Required time t for recharging from 16 barg to30 barg, with one of two compressors is:

, minutes

where

p1 = Initial pressure in starting air receiver, 16 barg Q = Compressor capacity in Nm3/h

Option:One diesel engine driven air compressor.

Qp2

p0----- J 60

t------ s=

tp 2 p1 J 60 min –

p0 Q 2----------------------------------------------------------=

Starting and control air systemPage 2 : 4

2.01

Gas0615 C

Starting air receivers and capacitiesRef. technical data sheets in part 1.04. 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 Vf may be calculated according to the following formula:

, m3

where

N = Required number of starts N>2Vns = Air consumption per start (Nm³)Pmax = Max. pressure in starting air receiver (barg)Pmin = Min. pressure for start (barg)

For multi-engine plants with simultaneous starts, pipes must be sized accordingly.

Fig 2 Starting air receiver, see table 2

Water separationGenerally the starting air is to be dry and clean. One oil/water separator after each 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.

Vf

N 1– Vns

Pmax Pmin–----------------------------=

Engine Type Fuel

Air Consumption

pr. start [Nm^3]

Minimum air pressure for

start [Bar]

Number of starts with 2 x 1000 l



C26:33 L6 Natural Gas 5,1 14 7,3 8,8 10,4

C26:33 L8 Natural Gas 5,7 15 6,3 7,6 8,9

C26:33 L9 Natural Gas 6,1 16 5,6 6,7 7,9

Table 1: Starting air consumption for C-gas engines, in-line type

Volume Length, L Diameter, D Weight

l. mm. mm. kg

1000 3845 650 800

1250 3216 800 970

1500 3745 800 1140

2000 3916 900 1320

Table 2: Starting air receivers

2.01

Gas Starting and control air systemPage 3 : 40615 C

Control airDry 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: ...................................1100 nl/minute,provided 30 bar inlet air pressure, adjusted outletpressure 7 bar and system pressure 6 bar.

The capacity is: ..................................... 670 nl/minute,if inlet pressure is 20 bar, under equal conditions.

Particle size: ......................................... max. 1.0 micron

Normal control air consumption per engine includ-ing pneumatic operated valves and oil mist detector,is approx.: ........................................................ 2,5 Nm3/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 n order to provide dry and clean air (96SA).

Control air requirements is based on ISO 8573-1:Particle size: .........................................max. 1,0 micronDew point: ...................................................... 3 °C (7 bar)Particle density: ......................................... 1,0 mg/Nm3

Oil content: .......................................max. 1,0 mg/Nm3

Pressure: .........................................................7 ± 0,5 bargTemperature: ...................................................... 20-50 °C

Pipe materialsSteel 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. 2 Control air unit (Pressure reducing station)

Starting and control air systemPage 4 : 4

2.01

Gas0615 C

, Gas Combustion air systemPage 1 : 1

2.02

0611 BC

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 environ-

mental 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.

Ducted combustion air intakeWhen it is required to draw combustion air from out-

side 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).

• 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.

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 immediate-

ly 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 D2-2 (see fig. below).

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.

Air suction branch

flange

Air suction branch

Compensator

Exhaust gas systemPage 1 : 5

2.03

0216 C

EXHAUST GAS SYSTEM

Introductionit is important to design a system that will remove all exhaust gas from the engine and give a total ventila-tion out of engine room (to free air). The engine must have good working condition with access to free air.

Design of the systemThe 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° or 40° 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 silencerThe size of the exhaust pipe and silencer is deter-mined from the following calculation formula:

Exhaust volume flow can be found in technical data, part 1.04. Flow area in table 2..

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.

Total pressure drop in air inlet system outside engineis max. 100 mm WG.

Exhaust gas flow m3 s Flow aera in pipe m2

----------------------------------------------------------------------- Exhaust gas velocity m s =

DN (pipe diam. 400 450 500 (550)

Flow area (m2) 0.1257 0.1590 0.1963 0.2376

DN (pipe diam. 600 700 800

Flow area (m2) 0.2827 0.3849 0.5027

Table 2. Flow area in pipe

Pipe diameter

Pressure loss in mm WG per meter pipe

Pressure loss for a 90° bend corresp. to

ND 300 - 400 approx. 4.0 approx. 4.5 m pipe



ND 800 approx. 2.0 approx. 12.0 m pipe

Table 3. Pressure losses with exhaust gas velocity of 45 m/s


2.03

0216 C

2.03

Exhaust gas systemPage 3 : 50216 C

Fitting the exhaust pipesThe 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. 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 supportThe 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.

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.

SilencerOur 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 silencerThe silencer has to be well supported by means ofa steel or concrete structure.It should be supported by the body and not from the pipe connection.

Exhaust gas boilerIf 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.

Engine room ventilationThe ventilation duct from outside shall enter theengine room as close as possible to the turbo-chargers, 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 turbo-chargers when operating in cold areas.

The ventilation fans shall be able to maintain anoverpressure of about 5 mm WG in the engineroom 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).


2.03

0216 C

2.03

Exhaust gas systemPage 5 : 50216 C

, Gas Ventilation systemPage 1 : 2

2.04

0611 C

VENTILATION SYSTEM

IntroductionAll 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 systemThe 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 considered.

1. Air ventilation fan

2. Flow switch

3. Temperature sensor

4. Shut off valve

5. Siphon for water drain

6. Flexible steel bellow

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.

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.

Safety precautionsFuel 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 pres-

sure relief valves or rupture discs, to limit any explo-

sion 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.

The discharge of such devices should be led to a safe

place remote from any ignition sources. The dis-

charge may consist of combustion gases or un-

burned 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.

Ventilation systemPage 2 : 2

2.04

, Gas

0611 C

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.

Fuel ventilationTo 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 nec-

essary 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 en-

gine room.

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 detec-

tion 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.

A normal engine shut down procedure, as described

above, is sufficient enough to prevent any fuel gases

from entering the engines intake receiver, and there-

by also preventing any gas seeping out past the

compressor wheel and entering the ships engine

room.

A Silencer

B Pressure relief valve

C Exhaust gas ventilation unit

D Engine

Fuel gas supply systemPage 1 : 4

2.05

0116 C

FUEL GAS SUPPLY SYSTEM

IntroductionThe major component in the fuel gas supply system is the gas regulating unit (GRU) is always included in our scope of supply. It is mounted seperately from the engine, but the pipe lenght and pipe diameter must be within limits given by BEAS. Typically max. 10 m. Each engine has separate gas regulating unit with gas pressure regu-lator.

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 regulatorThe 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 con-verted 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 con-trol valve is sensing the gas pressure through sepa-rate measuring and return (feedback) lines. Control air is fed through a 25 micron filter before it is distrib-uted to control air consumers. The filter is equipped with automatic water drain.

FiltrationThe 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 qualitySee part 1.05, fuel gas specification

FlowmeterThe 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 safetyAll types of fuel gases are flammable, and have a range in concentration in which an explosion can oc-cur, and should therefore be treated with care.

Gas piping systemThe gas piping system is double walled and there-fore 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 systemOn the GRU a "Block and Bleed" (BnB) system is in-cluded. 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 there-by also preventing any fuel gas seeping out past the compressor wheel and entering the ships engine room.

Shut-off valvesA “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 isabove 6 bar g, a SSV (Safety Shut-off valve) must be fitted.

Electrical connectionsThe gas regulating unit has terminal boxes in nonEX versions for all electric connections.


2.05

0116 C

2.05

Fuel gas supply systemPage 3 : 40116 C


2.05

0116 C

5

2.07

0116 C

COOLING WATER SYSTEMS

IntroductionThe 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 capacitiesEngine driven or electrically driven centrifugal pumps are to be used depending on the system layout. Normal pressure rise over engine driven pumps is 3.0-3.5 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 lastcooler should not exceed:....................................48 °C.See Technical Data in part 1 for pump capacities, temperatures and required heat dissipation.

OptionsElectrical LT-pumpThe 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 pumpAs 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 solu-tion is normally used on single engine applications.

HT stand by pumpFor the built on mechanical high temp cooling water pump on the engine there is a loose supplied electri-cal 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 capacityof:............................................................................ 3.0 m3/hwith electric motor of rating:............................ 0.5 kWThe heater module electric heaterhas a rating of: ........................................................ 18 kW

Expansion tank and system ventingFor 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 expan-sion 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.

5

2.07

0116 C

Pipe Materials/Velocities and pressure LossesSteel 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:...............4.0 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:................1.0 m/s

Normal pressure losses are:0.40 bar in the high temperture stage of charge air cooler0.20 bar in the engine‘s water jacket

Very low pressure may cause pitting in the engine‘swater jacket. Jacket water pressure should not belower than:...............................................................1.5 bar

0.4 bar in low temp. stage of charge air cooler 0.4 - 0.6 bar in lubricating oil cooler0.3 - 0.4 bar in jacket water cooler

For pressure losses in the different coolers, the suppliers have to be consulted.

Thermostatic valves, high temperature systemIn 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:...............................................................82 - 91 °C

For good temperature control,the pressureloss in the valve should be:....................0.14 - 0.5 bar

As an option, we can supply an 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 programmable set-point, and works to keep the temperature stable at 90 °C.

Thermostatic valves, low temperature systemRecirculation of 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: ....................................29 - 41 °C

2.07

Page 3 : 50116 C

For special applications elements with a different temperature range can be offered.

As an option, we can supply an 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 tempera-ture 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 coolerThe engines have two-stage charge air coolers, i. e. one high temperature stage cooled by high temperature fresh water or jacket water, and one low temperature stage cooled with low temperature fresh water.

The charge air temperature is determined 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 maximum 37 °C at low load and increases up to 55 °C on maximum load. The PLC controls a 3-way valve (73LT) for this purpose.

Heat recovery unitThe 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, see technical data, 1.04. A separate circulating pump for controlling the water flow to the heat recovery unit is required.

Please consult [email protected] for installation of this unit.

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 sea-water cooling system, to utilize all the energy gener-ated in the HT-cooling loop, due to the technical data for the engines. The valve is located on the re-turn 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.

5

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Cooling water quality and treatmentPage 1 : 2

2.08

0915 C

COOLING WATER QUALITY AND TREATMENT

DescriptionTo 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.

CAUTIONIf just starting the treatment of cooling water, or after overhaulsthat might have contaminated the cooling water system, emptyand flush the cooling water system before commencing treat-ment to remove as much rust as possible. If the system is excep-tionally rusty it is advisable to repeat this procedure after the firstweek of the treatment.

Cooling water quality for the sea water systemIn order to prevent excessive fouling in the heat exchangers, algae growth inhibitors should be intro-duced through the sea chest.

Table 1. COOLING WATER QUALITY

No. Item UnitFresh Water Sea

WaterSupply Water A B,C

1. PH at 25°C 6 to 8.5 8,3 to 10 8,3 to 10 -

2. Conductance at 25°C S/cm < 400 < 600 < 600 -

3. Chemical oxygen demand (COD) ppm(1) - - - *(2)

4. M alkalinity as CaCO3 ppm < 140 < 300 < 250 -

5. Total hardness as CaCO3 ppm < 180 20-100 < 120 -

6. Chloride ion (CI-) ppm < 50 < 50 < 50 > 10000

7. Sulfate ion (SO42-) ppm < 50 - - -

8. Ammonium ion (NH4+) ppm < 10 < 10 < 10 < 0.05

9. Sulfide ion (S2-) ppm - - - < 0.05

10. Hydrogen sulfide (H2S) ppm < 10 < 10 < 10 -

11. Iron (Fe) ppm < 0.3 < 1 < 1 -

12. Silica (SiO2) ppm < 30 < 60 < 60 -

13. Total residue on evaporation (Total solid)

ppm < 400 < 800 < 800 -

14. Total residue on ignition ppm * * * -

15. Dissolved oxygen ppm * * * -

16. Nitrite (inhibitor) ppm - 1000 - 2400 1000 - 2400 -

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.

Cooling water quality and treatmentPage 2 : 2

2.08

0915 C

Antifreeze and cooling water treatment

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.

Table 2. Antifreeze and cooling water treatment: Product Selection Guide

PRODUCT MANUFACTURER

Engine Water Treatment 9-111ALNalfleet 2000Cooltreat AL

Wilhelmsen ship service Wilhelmsen ship service Wilhelmsen ship service

Havoline – Antifreeze XLCHavoline – Inhibitor XLI

TexacoTexaco

Glacelf Supra – AntifreezeCoolelf Supra – CoolantTotal WT Supra - Inhibitor

Total / ElfTotal / ElfTotal / Elf

Lubricating oil systemPage 1 : 5

2.09

0915 C

LUBRICATING OIL SYSTEM

IntroductionThe engine type C 26:33 has one main lubricating oil system design, with a separate branch to the turbo charger and reduced oil pressure to the valve gear. Components attached to the engine are shown on the enclosed system drawing C 1070/31.

Lubricating Oil TanksThe engine has as standard a wet sump arrange-ment. The wet sump oil volume at maximum level is approx. 0.5 - 0.64 litre/kW for propulsion engines.Engines designed for dry sump are available on request.

Pumps and CapacitiesEngine type C 26:33 has an engine driven gear type main lubricating oil pump with a built-in pressure relief valve set to 4.0 - 4.5 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 MCRLow level:..............................approx. 0,6 litre/kW MCR

Priming pumpThe C26:33 engines are 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 prim-ing / 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 LossesSteel pipes are normally used in the lubricating oil system. In order to prevent excessive pressure losses in the piping system, we recommend that thelubricating oil velocity should not exceed:• 1,0 m/s in a suction pipe.• 1,5 - 2,0 m/s in a pressure pipe.

Crankcase VentingIn 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 out-door position. This is to prevent clogging of air filters, health hazard etc..

To clean the oil mist, a crankcase ventilation filter, de-signed to build up under pressure 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 mois-ture 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 WGGas flow (design flow): .......................................... 0.5 %of combustion air consumption.See Technical Data in part 1.04.

The back pressure may be calculated according to the following formula:

whereL = Total pipe length, straight pipe (m)S = Density of gas (1,0 kg/m3)Q = Gas flow (m3/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.

dp 1 70 10 3– L S Q2D5

-------------------------- mmWG=


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0915 C

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.

FiltrationThe 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

99% of particles with diameter of 20-30 micron or larger will be retained in a new filter cartridge. After a few seconds, however, particles with diameter of7-10 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 lubricating oil system is equipped with a partial flow centrifugal filter, with capacity of max. 10% of total lubricating oil flow.

Thermostatic ValveThe engines are as standard equipped with thermostatic valve of the wax element type, with a fixed temperature range of 54 - 63°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 systemFor immediate action in case of an overheated main- or big end bearing, the engine is equipped with automatic shut down for high oil mist concen-tration in the crankcase. A small amount of crank-case atmosphere is continuously extracted and led to a surveillance unit called an Oil Mist Detector.

Lubricating Oil CoolerA 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 barThe 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.

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

2.09

Lubricating oil systemPage 3 : 50915 C

SeparationSeparation of the lubricating oil is not required for fuel gas operation, only refilling of oil is necessary. However the engines are equipped with connec-tions for this purpose. It is available on request.

Sizing of the lubricating oil separatorThe amount of sludge to be removed from the lube 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 fuelP = 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).


2.09

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2.09

Lubricating oil systemPage 5 : 50915 C

LUBRICANT GUIDEPage 1 : 2

2.10

0216 C Gas

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:

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.

This list is given as a guide only, and Rolls-Royce Power Systemscannot accept responsibility for problems that may be caused bythe lubricating oil.

If other oil types are to be used, this must only be done in agreement with Bergen Engines AS. All inquiries should be addressed to [email protected].

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).

Lubricant guide for the main lubricating oil system

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

LUBRICANT GUIDEPage 2 : 2 0216 C Gas

The 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 specificationswithout previous notice, and without changing the productsname, the information given in the lubricant guide is valid fromthe stated date and until further notice.

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6

3.02

0116 BC

SAFETY, CONTROL AND MONITORING SYSTEM

6

3.02

0116 BC

1. Local monitoring on the engine MMI (Man Ma-chine Interface). Panel with LCD display and touch screen interface, indicating according to classifica-tions society and RREB requirements.

2. Control system: Control PLC (Start & Sequence Control). Governor (Closed loop control, engine speed and load control, control of air-to-fuel ratio)

3. Safety PLC (Safety shut down system).

All alarm sensors to monitoring system via bus com-munication (usually industrial Ethernet).

Cables to be connected on wire terminals in junction box on engine and in ECC.

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.

GoverningThe engine will be equipped with an electronic governor and actuator.

These governors will mainly handle:• Engine speed control• Load control:

- Load sharing/balancing with other prime movers (similar or different kind)- Torque limiting based on load limit and charge air pressure

• Gas pressure regulation• Prechamber pressure regulation• VTG Control (Variable turbine geometry)• Air Throttle control• VVT control (Variable valve timing)

Engine Control Cabinet (ECC)This cabinet includes Safety PLC, Control PLC , Elec-tronic governor and interface to monitoring system.

Cabinet measurements are in mm 2000/800/600 (h/w/d) and is of free standing type.

Environment class is IP42 and max ambient temper-ature is 50 °C.

The cabinet is recommended placed in the control room / air conditioned area.The 24V distribution cabinet is recommended placed as near as possible to the ECC.

Cables to enter cabinet through cabinet bottom.

Control PLC - Start & Sequence ControlThe functions incorporated in the Control PLC are summarized in the following. The most common functions are included (these functions and plant adaptations will be tested according to class rules).• Start/stop of engine, including start interlock

and start failure functions.• Remote/control from power management

system (PMS). Not delivered by BEAS.• Start/stop of priming pump (lubrication)• Start/stop of standby pumps (lubrication oil,

fuel, and cooling water)• Start/stop of jacket water heater module• Fuel gas block valves and ventilation valves con-

trol• Clutch/breaker control, interface to determine

correct dynamic settings in electronic governor• Interface to PTO equipment in front of engine

(e.g. fire fighting pump)• Start/stop crankcase ventilation• Automatic control of el. pneumatic valves (PID)• Overload indication• Back-up shutdown functions (will be activated

in parallel with safety system as back-up)

In addition: Transmit set point to charge air tempera-ture controller, based on charge air pressure (engine load).

Note: Not all functions will be activated/used in all applications.

Temperature control for charge air (CA)Based on PID controllers internally in the Control PLCSet point to CA temperature is variable (generated in Control PLC, as a function of CA pressure).Sensor is a thermocouple type K (NiCrNiAl). Signals to control valves are 4-20 mA. At failure the valve will open for maximum cooling.

Temperature control for high temperature cooling water (HT)Based on wax elements. Optionally on PID control-lers internally in the Control PLC. Sensor is a PT100. Signals to control valves are 4-20 mA. At failure the valve will open for maximum cooling.

3.02

Page 3 : 60116 BC

Safety PLC - Safety functions)The functions incorporated in the Safety PLC are summarized in the following. The most common functions are included. • auto stop engine overspeed• auto stop high jacket water temperature (after

engine) (depending on class requirements)• auto stop low lubrication oil pressure

(before engine)• auto stop oil mist concentration high in

crankcase• auto stop low gear oil pressure (external)• auto stop low oil pressure step-up gear

(external)• auto stop due to activated emergency stop

button• auto stop ignition failure• auto stop from ESD (gas safety)• auto stop Major alarm in governor

Should an auto stop occur, this situation will be indi-cated to the monitoring system.Over speed detection is based on a speed pick-up of proximity switch type input to the PLC CPU counter circuit. Jacket water temperature and lubrication oil pressure inputs are of analog (transmitter type). All other inputs are of type digital (potential free switch).

Wire break detection in Safety PLCBreak in the following loops will be detected and in-dicated to the monitoring system:• Pick-up failure• Emergency stop buttons• Jacket water temperature sensor and

transmitter• Lubrication oil pressure• Oil pressure gear• Oil pressure step-up gear• Shutdown solenoid• Oil mist auto stop signal• Major alarm signal

Power failure (Safety PLC, Control PLC and Governor) is also indicated to the monitoring system.

Note: Not all functions will be activated/used in all applications.

Monitoring systemHardware:The on-engine monitoring system can be split in two:• Graphical display on engine, including data

acquisition equipment• Back-up instrumentation for emergency

operation of the engine should the graphical display fail.

Graphical display and data acquisition equipment The graphical display on the engine is based on an industrial standard LCD display and touch screen in-terface.

The user interface allows switching between several screens using a menu selector.Process variables are monitored using sensors (pres-sure, temperature, level, speed and status). These variables are input to the data acquisition cards located in the junction box above the flywheel. Similarly there are IO cards located in the engine control cabinet .

A redundant Profinet network connects all the input cards and the graphical display.The governor sends status information to the moni-toring system using a serial link (Modbus on RS232).

The monitoring system on the engine will communi-cate with the monitoring system in the control room using :• Industrial Ethernet• Profibus (Optional)• Modbus RS485 RTU (Optional)

The main communication channel between the engine and the monitoring system in the control room will operate independently from the panel on the engine. Thus, should the panel on the engine fail to function, monitoring data will still be transmitted to the engine control room.

6

3.02

0116 BC

Back-up instrumentationThe back-up instrumentation consists of two analog indicators (engine speed and lubrication oil pressure), which are considered the absolute mini-mum 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 sig-nal is driven by a separate transmitter.

Back-up instrumentation incl. graphical display

24V distribution cabinetRREB delivers a 24V distribution cabinet. There are 2 alternatives:

Alt1: Main 230V/24V DC with back-up 24V/24V DCAlt 2: Main 230V/24V DC with back-up 230V/24V DC

The drawing C 976/57 below shows alt 1.

The cabinet will:

1. Secure stable redundant 24 Voltage DC to RREB´s electrical equipment.

2. Separate RREB´s electrical equipment galvanically from the 24 Voltage DC on board.

3.02

Page 5 : 60116 BC

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

6

3.02

0116 BC

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 twin-input 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 Packing and handlingPage 1 : 1

4.01

1010 BC

PACKING AND HANDLING

Important factors to be investigated as early as possi-

ble:

• Available transport facilities

• Road restrictions

• Tunnels and bridges restrictions etc.

Packing1. The engine sump is covered with preservation

oil that will be completely dissolved in the lubri-

cating oil.

2. Dessicant bags are located at various places in

engine/generator according to attached list.

All bags will be removed by our service engineer

before the engine is started.

3. All machined parts with gloss surfaces and parts

with tolerances are sprayed with thin oil - like

anticorrosive protectant.

Handling and care after arrival at yard1. Possible transport damage shall be reported to

our service department not later than 10 days

after discharge at port of destination, by CIP

delivery.

2. Engine/generator must be stored indoors, pref-

erably in a heated room, or with the generator‘s

heating elements connected to the mains.

The packing is to remain on engine/generator as

long as possible after installation, in order to

ensure protection from work in engine room,

such as welding, painting etc.

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, Gas Engine installationPage 1 : 5

4.02

1010 C

ENGINE INSTALLATION

Pipe Connections Drawing C 1072/22 on page 2.

Main dimensions and weights.Engine type C25:33L6A TBA

Engine type C25:33L8A TBA

Engine type C25:33L9A on page 3.

Engine type C25:33L9P on page 4.

The following engine outline drawings are out of scale.

Alignment of propulsion engine in shipThe engine’s reliability and the lifetime of the bear-

ings are highly dependent of that the alignment of

engine, coupling, and reduction gear remains correct

under all conditions of operation. It is therefore im-

portant to obtain maximum foundation stiffness in

order to minimize the relative movement between

engine and reduction gear, due to the hull‘s defor-

mation caused by cargo and the sea.

Further must the thermal deformations during

operation be taken into consideration. It is therefore

clear that only highly qualified personell can perform

a correct alignment. Bergen engines provides an en-

gine fitter that on request will check the alignment.

The propulsion system and the reduction gear must

be aligned and safely secured according to manufac-

turer's specifications before the alignment of engine

takes place.

Prior to fitting the engine, make sure that the crank-

case is well clear of the foundation and frames.

The engine can be lined up horizontally and vertical-

ly by the foundation adjusting screws.

Since engine plants are delivered with a variety of

flexible couplings, and there is no standard proce-

dure for alignment, please see separate instruction

for each flexible coupling.

Due to the weight of the flywheel and the flexible

coupling, the indication of the crankshaft will read a

higher value than predicted for a new engine.

When the crankshaft has been indicated, the spacers

can be fitted. These are machined to suitable thick-

ness before adjusted by colouring and filing.

For easier to determine the thickness of the spacers

and to ensure the best contact with the foundation,

the spacers should be machined to have an inward

inclination not exceeding 1:100.

The spacers are carefully tapped into position.

Approved type of chockfast can be used instead of

spacers, provided that the work is performed accord-

ing to manufacturer‘s guidelines.

The foundation bolts are fitted in every other hole in

the crankcase base. They have to be properly tight-

ened and secured by counter nuts.

During the warming-up period, the engine will ex-

pand longitudinally. Consequently the engine fly-

wheel end is kept in place by utilizing close fitting

bolts in the two bolts holes (one on each side) adja-

cent to the flywheel. The bolt holes in the crankcase

base, in the spacers and in the foundation are

reamed simultaneously.

When the foundation bolts are well secured, the

crankshaft deflection indication is repeated.

If the crankshaft indication is within allowance, the

coupling flanges can be fitted. When the flanges are

supplied ready for assemblage, with reamed holes

and bolts, they must be fitted according to the corre-

sponding marks. The nuts are to be secured.

The close fitting bolts should be easily tapped into position with

a hammer, not forced.

The engine is held in position in transverse direction

by wedging. For this reason one chock is welded to

the crankcase base on each side at the forward end

of the engine. The chocks are welded to the founda-

tion after final alignment. The engine is then locked

in transverse direction, but can expand in the longi-

tudinal direction.

Foundation drawing on page 5.

5

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1010 C

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Ignition systemPage 1 : 1

4.06

0116 BC

IGNITION SYSTEM

The ignition system consists of a 24 V DC solid state electronic Central Processing Unit (CPU), pick-ups, a junction box, individual coils for each cylinder and spark plugs.

All components for the ignition system with the ex-ception for the ignition on/off sequence control and the 24 VDC power supply are attached to the engine. See figure below.

Fig. 1 Ignition system L 771/93

The CPU-95 unit distributes low voltage energy (180 V) to the coils, which again supply high voltage energy (Max 40000 V) for the spark plugs.Short high-voltage leads take the energy from coils to the spark plugs.

The ignition timing is controlled by two magnetic pick-ups on the flywheel and one pick-up on the camshaft. The pick-ups on the flywheel sense 180 holes and a reset pulse for the most advanced firing point and thus determine the correct angular position to release the ignition according to the firing order.

The pick-up on the camshaft resets the system for every complete 4-stroke cycle and thereby separates the firing from the scavenging stroke.

The ignition timing for standard engines are manual-ly set on CPU-95 display module. The ignition on/off is automatically controlled by the start/stop sequences and safety system in the engine control cabinet.

With the exception of the high-voltage leads and the spark plugs all ignition system components and ca-bles on a standard engine are shielded for operation in Ex-proof zones.

Options: • Shielded spark plugs and high-voltage leads for

operation in Ex-proof zones.• For special engine application, automatic

timing in accordance with the load/RPM.

By special customer request only, battery with charger andrectifier is included in BEAS scope of supply.

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, Gas Service and maintenancePage 1 : 1

5.01

1010 C

SERVICE AND MAINTENANCE

[ BLANK ]

Draw.no: 1176/01

Instruction no: 2100

Revision date: November 2015

Item

No.

Instr.

No. a) 500

1000

1500

2000

2500

3000

3500

4000

4500

5000

6000

7000

8000

9000

10000

11000

12000

13000

14000

15000

16000

17000

18000

19000

20000

21000

22000

23000

24000

25000

26000

27000

28000

29000

30000

31000

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1 CYLINDER HEADS 1

101 5100 Cylinder head bolts: retighten approx. 100 hrs after refitting of cyl.head C C C C 101

102 5100 Cylinder head: max.firing pressure (ignition timing) C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C 102

103 5100 Inlet, exhaust and gas admission valve clearance. Also approx. 100 hrs after refitting of cyl.head C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C 103

104 5110 Inlet and exhaust valve rotators (rotocaps) R R R R 104

105 5100 Valve gear system for inlet and exhaust valves O O O O 105

106 5110 Inlet and exhaust valve / valve seats: condition based - overhaul / replace according to wear O O O O 106

107 5110 Inlet and exhaust valve guides C C C C 107

108 5200 Indicator valves C C C C 108

109 7230 Prechamber nozzles R R R R 109

110 7223 Gas control valves C C C O C C C O C C C O C C C O 110

111 7225 Gas admission valves O O O O 111

112 - Spark plugs: replace every 2000 hrs and after refitting of cyl.head W R W R W R W R W R W R W R W R W R W R W R W R W R W R W R W R W R W R W R W R W R W R W R W R W R W R W R W R W R W R W R W R W R W R W R W R W R W R W R W R 112

113 7230 Prechamber check valve assembly (ball valve assembly) W W R W W R W W R W W R W W R W W R W W R W W R W W R W W R W W R W W R W W R W W R W W R W W R 113

114 7232 Orifice pre-chamber gas supply W W W W W W W W W W W W W W W W W 114

115 - High voltage cables and connectors: resistor check C C C R C C C R C C C R C C C R 115

116 5100 Cylinder pressure sensors (only propulsion engines) R R R R 116

2 CYLINDER LINERS 2

201 4100 Honing: condition based - overhaul / replace according to wear S O S O 201

202 4100 Remove liner / check water jacket / replace sealing S R S R 202

203 4100 Carbon cutting ring C C R C 203

3 PISTONS / CONNECTING RODS 3

301 4200 Gudgeon pin bushing: replace when off limit C C R C 301

302 4200 Gudgeon pin C C C C 302

303 4200 Piston including piston ring grooves (gap /clearance): replace after 80.000 hrs C C C R 303

304 4210 Piston rings: also replace after honing of cyl. liner S R S R 304

305 4300 Big end bearing shells R R R R 305

306 4300 Big end bearing assembly (ovality control and surface check) C C C C 306

308 4200 Connecting rod shims R R R R 308

4 CRANKSHAFT 4

401 3120 Main bearings and thrust washers S R S R 401

402 3300 Crankshaft deflection: check before and after every main overhaul / docking C C C C C C C C C C C C C C C C 402

403 b) Flexible couplings (not applicable to generators directly bolted to the flywheel) S S S S S S S S S S S S S S S S 403

404 3310 Flywheel ring gear teeth and start motor pinion (insert Molykote paste before use): clean / lubricate when required C C C C C C C C C C C C C C C C 404

405 3320 Torsional vibration damper: spring type O O 405

406 3320 Torsional vibration damper: fluid type (subsequent fluid samples to be taken according to supplier's indications) C 406

407 3330 Flexible gear wheel, gear wheel drive (pump end) S S S S S S S O S S S S S S S O 407

5 CAMSHAFTS 5

501 6100 Camshaft bushings and thrust washers S S 501

502 6100 Inlet and exhaust cams S S S S 502

503 6110 Camshaft drive with gear wheels S S S S 503

504 6300 Governor drive S S S O S S S O S S S O S S S O 504

505 6200 Swing arms S S S C S S S C S S S C S S S C 505

506 6200 Eccentric shaft S S S S S S S S S S S S S S S S 506

507 6200 VVT cylinder C C C C C C C C C C C C C C C C 507

6 LUBRICATING OIL 6

601 - Clean lubr.oil tank / sump when changing lubr.oil W 601

602 1134 Lubr.oil analysis C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C 602

603 7310 Main lubricating oil pump O O 603

604 b) Lub. oil filters with paper elements Replace at least every 6 months or at diff. pressure 604

605 b) Lub.oil filter with fibreglass elements See separate instructions 605

606 7330 Centrifugal separation filter lubr.oil Clean every 1000 hrs 606

607 b) Lubricating oil priming pump (electrical) S S S S S S S S S S S S S S S S 607

608 b) Lubr.oil cooler: see section 8 - cooling water quality / parameters Clean when necessary 608

7 CHARGE AIR AND EXHAUST SYSTEM 7

701 7110 Turbocharger bearings: see also sign on turbo charger housing See seperate instructions 701

702 7110 Turbocharger rotor: see sign on turbocharger housing See seperate instructions 702

703 7110 Turbocharger air filters: clean when dirty See seperate instructions 703

704 7110 Turbocharger - waterwashing of compressor: every 3 days See seperate instructions 704

705 7120 Charge air cooler: clean when necessary See seperate instructions 705

706 b) Turbocharger VTG (Variable Turbine Geometry) / Wastegate See separate instructions 706

707 7130 Exhaust manifold bellows C C C C C C C C C C C C C C C C 707

708 7130 Exhaust manifold insulation C C C C C C C C C C C C C C C C 708

8 COOLING WATER 8

801 1136 Cooling water quality and flow Check monthly 801

802 7410 Cooling water pumps with drive (high and low temperature) S S S O S S S O S S S O S S S 802

803 b) Jacket water cooler (optional) Clean when necessary 803

9 ALARM / CONTROL SYSTEM - FUNCTION TEST INTERVALS 9

901 2000 Auto stops According to classification requirements 901

902 2000 Interlocks According to classification requirements or at least once a year 902

903 2000 Emergency start Check monthly 903

904 2000 Alarm system communication Every year 904

905 2000 VVT function and alarms Every year 905

906 2000 Oil mist detector See seperate instructions 906

907 2000 Temperature PID controller (optional): cooling water valve Every 3 months 907

908 2000 Control shaft linkages and fuel rack calibration Check weekly 908

909 2000 Speed pick-up clearance and cleaning Monthly 909

910 2000 Tightening of connectors and screw terminals Once every 6 months 910

911 2000 Pressure transmitters and temperature sensors According to classification requirements 911

912 2000 Cleaning and visual checking of all electrical equipment Every 3 months 912

913 2000 Auxiliary equipment Every year 913

914 2000 Earth fault Check weekly 914

915 - NOx sensor R R R R R R R R R R R R R R R R 915

10 MISCELLANEOUS 10

1001 3140 Resilient mounting of engine (optional): to be checked for cracks / damages / loose bolts Every 6 months C C C C 1001

1002 7510 Start air motor See separate instructions 1002

1003 b) Fuel gas supply module According to classification requirements 1003

1004 7201 Leakage test of gas pipe: outer annular volume - main gas According to classification requirements 1004

1005 7201 Leakage test of gas pipe: outer annular volume - prechamber gas According to classification requirements 1005

1006 7201 Flexible fuel gas connections to each cylinder head (main and prechamber gas) R R R R 1006

1007 b) Flexible fuel gas connections to engine: front end (main and prechamber gas) R R R R 1007

1008 7130 Exhaust pipe insulation According to SOLAS regulations C C C C 1008

1009 b) Governor / actuator Change oil every 3 months R R 1009

1010 - Governor control shaft with linkages and couplings Check / lubricate weekly 1010

S = Spot Check, C = Check All, L = Lubricate, W = Clean / Adjust, O = Overhaul, R = Replace

a) See service manual

instructions

b) See separate

instructions

The schedule is only

valid for normal

operating conditions as

defined in the

contracts, service

agreements or relevant

technical

documentation from

Rolls-Royce

The intervals in this

schedule are for

guidance only and are

subject to local

ambient conditions.

The schedule is

applicable to engines

with more than 2000

annual operating hrs

S = Dismantle / inspect

1 item and check

condition (leakage,

abnormal wear, cracks,

contamination etc.)

The schedule may only

be changed by a

service letter from Rolls-

Royce

Routine Maintenance Schedule 80.000Valid for Bergen C26:33 marine gas engines - Not applicable to ferry operation

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