Handbook for Mechanical Systems

8/11/2019 Handbook for Mechanical Systems

1/191

Handbookor

Mechanical

Systems

wiirrsllADltrstrL


2/191

i

i , '

.

-

i . ! . , .

FUEr

rr

SYSTE

Handboolr

lor

Mechanical

yste

WARTSILA

Dr rSEl

POWER

PLANTS


3/191

Toble

of Contenls

FUEL SYSTEM

GENERAL

Typical ystemayouts .

. . .0-1

O i lcharac te r i s t i cs .. . .

. . . . O-2

Specificheat and temperature

. . . . . . 0

-

4

V iscos i t yonvers ion. . . . . . 0 -5

UNLOADING SYSTEM

G e n e r a l

. . . . . . . . . I - 7

U n l o a d i n g

u r n p

n i t .

. . . . . . . . . . I - 7

P u m py p e

. . . . . . . 1 - 7

P u n pc a p a c i t y .

. . . 1 - 8

U n l o a d i n gt a t i o n . . .

. . . . 1 - 8

STORAGE

SYSTEM

G e n e r a l

. . . . . . . . . 2 - 9

T a n k

a r d

. . . . . . . 2 - 9

Sizingoftanks

2-L0

HFOandLFOtanks

. . . . 2 -70

S ludgeank

. . .

2 -10

Number of storage anks

2

-

I0

Type

f tank

. . . 2 - IO

H e a t i n g

. . . . . . . . 2 - 1 0

Requ i redank

hea t ing

. . . .2 -11

Sizing f tank

heater oi l . .2-71

Diagram for estimating ofheat

losses2

-

13

Heat ing o i l s . . . 2 -14


4/191

TRANSFERSYSTEM

Ceneral

l ransTer

ump

unl [ .

I

ype

or

pump.

Drzrngor neaf,ers

n

f,ne

HFO transferunit. . . .

Suction trainer

TREATMEIVT SYSTEM

Ceneral

Tanks

.

Number f tanks.

. . . .

bu fTer

I

se l l l rng ,

f ,anK, l ru

D a y a n k .H F O . . .

Heat ing

f

HFO

ank

.

. .

Day

tank, LFO in HFO installation

Heat ing

fLFO ank . . .

Daytank,LFO nstal lat ion . . . . . .

Heating

of LFO l,ank . . .

r a n K e q u l p m e n l s. . . . .

Depararlon sysf,em. .

D e p a r a [ o r u n r l . . ,

Drzrngor separaf,oruntr .

Drzlngolneaf,ers . . . . . .

D r u o g e q u a n Tr f , r e s. . . . .

Dluoge nanolrng

3 - 1 5

a i t r

J

-

.TD

3 - 1 8

4 - 1 9

4 - 1 9

4 - t 9

4 - 1 9

4 - 2 0

4 - 2 1

4

-21

4

-21

4

- 2 2

4

- 2 2

4

- 2 2

A O e

4 - 2 4

4 - 2 4

4 - 2 5


5/191

FI,IEL FEED SYSTEM

General .

l ne

leeoer

Dooster ystem

Suction

strainer

r eeoer

pump

Pressure

control

valve

rnret

pressure

r uer

consumptlon

meteT.

Deaerat ion

ank

. . .

lJoosr,er

ump

Heater

.

Automatically

cleaned filter.

. . . . . . .

Viscosimeter

or thermostat

Sizingofheaters in the boosteruniL .

Steam

and electricity

consumption

.

D r u o g e q u a n l r [ r e s

. . , . ,

rump

ano nlter

unrl .

rump

capaclf,y.

r u e l

o s a t e t y n l E e r

. . .

FI,IEL COLLECTING SYSTEM

General

ulean

leaK uet

sysLem

LrlTTy

eaK IUet

system .

D

-

Z t

5 - 2 8

5

- 2 9

5

-29

5

-29

5 - 3 0

5 - 3 0

5 - 3 0

5 - 3 0

5 - 3 0

5 - 3 0

5 - 3 1

5

-32

5 - 3 3

5 - 3 3

t r D, l

6 - 3 4

6 - 3 4


6/191

PIPING AND TRACE HEATING

General

P i p i n g . .

Jlzlng or Tuel

prpes

. . .

Fuel

oil velocities.. . . . .

Trace heating

General

Dystem ayout

JrzrngoTsys[em .

Heat losses.

I n s u la te d p ip e s . . .

7

-37

7

-37

7 - 3 8

7

-39

7 - 3 9

7 -39

7

-39

7

-40

7

-40


7/191

O.GENERAL

Wartsilii VASA 20, 22, 32 and 46 diesel

engines are designed or

continuous opera-

tion on Hear,y Fuel

Oil

(HFO)

or Light Fuel

oil

(LFo).

TTredesign of the

external fuel system vary

from one

power plant

to another, but every

system has to

provide

fuel

with correctvis-

cosity and

pressure

to

each engine.

In a

power plant

with heaqr fuel

as the

main source

ofenergy an alternative light

fuel is installed for emergencyuseand

maintenance situations.

It is most important that the

fuel is

properly

cleaned rom solid

pa*icles

and water.

LNLOADN

UNLOADN

WARTSILA

DItrStrL

POWER

PLAIITS

Filters and cleaningequipments separators)

are thereforc very important. Besides he

harm that

poorly

separated uel will

do o the

engine, high content f watrmay

cause p-

erating

problems

or the fuel feed

system.

0.l.Typicol ysfem oyouls

The fuel system can be divided into three

different parts, (Figure 1):

.

unloading, storage and transfer system

.

treatment system

.

fuel feeding and collecting

system.

Pledse efer to appetudLr -C

for flowcharts

desc bing differcnt systems.

STOR'GE

LFODAYTA\K

IRE,IMEM

SEPA?PJORN]T

BCC6IERr'{T

SLUD:, PTIK

Figub 1.Fuel

system n

pinciple

NELO|LSVSTEM-i.r,l

FUEL EED

Poge

I


8/191

WARTSILA

DOtrStrL

POWER PIAI{TS

0.2.Oil chqrqcfeilslics

0.2.1

Viscosity

nd

emperoture

5000

2000

1000

600

400

300

200

To

obtain temperature for known intermedi-

ate viscosities,

draw a line from the known

viscosity temperature

point

in

parallel

to

nearest viscosity temperature

line in the

diagram.

t 0 0

2 , ^

6 - "

# s o

25

20

t 6

t 4

1 2

t 0

9

I

7

6

5

4

30

00

90 100 0 120130140 50

Temperaturel'Cl

---->

Figue 2. Fuel oil viscosily-lempe'olute

diognm

"llole -1.'The storage tank

temperatures

shall be at least 10" C higher

than the

pour

point

for the

stored hear.y uel oil.

tVofe 2 Some fuels have totally different

characteristics so

the viscosity diagram

can-

oot always be applied.

Pdge 2

FIEL OIL

S\lSlEM

-

lev, I


9/191

O.GENERAL

Wartsila VASA 20,22, 32 and 46 diesel

engines

re designed

or continuous pera-

tion on

Hea\T Fuel Oil

(HFO)

or Light Fuel

oil

(LFo).

The design

ofthe external

uel system ary

fromone

power lant

o

anolher. ut every

system

has to

prcvide

uel with conect

vis-

cosityand

pressure o eachengine.

In a

power

plant

with heavy uel

as he

main source

of energy an alternative

light

fuel s installed

or emergency se

and

maintenance

ituations.

It is most

mportant

hat the fuel

s

properly

cleaned

rom solid

particles

and water

LI\LOIDNG

LNLOIDI|;

SEPAQAJORI\IT

SLLJDG'E

AIK

wiiBTslrA D[trstrL

POWER

PLAIIT3

Filters and cleaningequipments separators)

are therefore

very important.

Besides the

harm that

poorly

separated

fuel will do to

the

engine,a

high contentofwater

may causeop-

erating

problems

for the fuel

feed system.

0.l.Iypicol

syslem

qyouls

The fuel

system can be divided

into

three

different parts, (Figrrre 1):

.

unloading,

storage and

transfer system

.

treatment

system

.

fuel

feeding

and collecting

system.

Please

efer to appendix

A'C

for flowcharts

describing

different

systems.

STOR'G

TREATMEM

ECC6T!R

FUEL EED

Figurc L Fuel syslem

n

Pinciple

FUL OL SYS'EM 2v.

I

Poge I


10/191

Example

1:

A fuel oil with wiscosity

f380

cSt

(A)

at 50'

C

(B)

or 80 cSt at 80"

C

(C)

must be

preheated

o 115 140"C

(D-E)

be-

fore he fuel oil injection

pumps,

o 98" C

(F)

at the separating nd to minimum40' C (G)

in the storage anks.

Fuel oil cannotbe

pumped

below36' C

(H).

Example

2: Known

viscosity60 cst at 50' C

(K).

The ollowing

caobe red along he dot-

ted ine:

Viscosity

at 80'C 20 cSt, empera-

tr.rres

t fuel

pumps

4

-

97"C.separating

temperatures

0

-

98' C, minimum

storage

tank

temperature28" C.

Slondord

ensitu l l5

'C

0 t5 50

Iemparolurs

'C]

Figurc 3. DeBity dnd lempe@tub didg@m

U'ARTSILA

DfltrStrL

POWEF PLATTS

0.2.2.

Densiiy

nd temperofure

Ttre

density ofa

fuel

oil is in most cases

specifiedas l,hedensity at

15

"C.

However,

the density value

p

dependson the tempera-

ture so, hat every degreeof temperature

rise conesponds og decrease n density of

approx. 0.64 kg / mo. See

he diagram below

to find density values for

different fuel oils

and temperatures.

950

.6-

E

o

t

c

c)

o

FIEL OIL SYSIEM

-

2v. t

Poge

3


11/191

wiRTsrlii

DoEstrL

POWER PLAI'T3

0.2.3. pecific eotond

lemperofure

125 150 175

Tempcrature

"C]

Figurc4. Speclic

heol and lempe@tuB didgrcm

The

specificheat value cp ofthe fuel oil

depends on the temperature and

can be

calculated according o formula:

cp=

(53.4

0.0535 t) /

rfirs

cp

=

specific

eat

tkJ&g"Cl

t

=

actual

uel oil temperature

"C]

p1s"

=

density

at 15'C

fkg/m"l

Denslty

al l5

'C

(t

a 2,2

d

at

840

860

880

900

920

940

960

980

1000

1005

Pdge 1

REL OIL SVSIEM

-

Ps. l


12/191

0.2.4.

Viscosity onversion

Sometimes

other viscosity units

^than

centi-

stokes

lcstl

are used

(cSt =

mm'/ s). In the

table below

conversion rom various current

and obsoleteviscosity units to centistoke

can be made.

5000

2000

1000

600

400

300

200

sec.SayboltFurol

r00

80

60

50

40

30

25

^ 2 0

4,

t t

i i ;

6

t -

> 8

7

6

5

4

WARTSTLAotrstrL

POWEB PLAI'TS

The diagram shall be used only for conver-

sion ofviscositv at the same temDerature.

00

| - - ' - . - - l - - . T i - l

t '

5

r 0

l ' , j

20

2AO

'Eng le r

50

50000 1000

t l t l

i 0 20 50

Sec.Redwood

1000 2000 5000

r 0000

100 200 500

' t t l

r0 20 50 r00 200

S e c . a y b o l ln i v e r s a l

- - - - - - -

FIgurc 5. Viscosity conve6ion diogrcn

1000 2000 5000

r

0000

00

FUEL lL SYS'EM

P.v. I

Poge 5


13/191

WARTSILA

MEStrL

POWER Pl.AIITS

Pdge 5

nEL OLLSYSIEM

Rev.


14/191

I. UNTOADING

YSTEM

l . l .Generol

The unloadingstationshall be dimensioned

to tulfill following

demands:

.

different system for HFO and LFO

.

unloading n several

places

imultaneously

.

located

nearcst

possible

o storage anks

I.2.Unlooding

ump

unil

The unloading

pump

unit basically

consists

of the

followiog

components:

.

steel frame

.

suction filter

.

two electrically driven

pumps

.

valves

.

control

panel

.

drip

pan

Figup 9. Unloqding

pump

un

WARTSILA

DItrSEL

POWER

PLAXTS

To avoid intenuption of electricity produc-

tion causedby maiotenance, a solution with

a standby

pump

is recommended.

The unloading

pump

has

the following

connections:

A

=

Fuel oil inlet

B

=

Fuel oil outlet

C

=

Drain

l .3.Pumpype

The

pump

shall be dimensioned or actual

fuel

quality.

To avoid emulsifications of

water, the unloading

pumps

shall be ofa

t}?e that treats the fuel

gently

e.g. a screw-

pump.

Attention has to be

paid

to the level

differencebetween unloading

station and

storage anks.

FUA

OtL YSIEM

P.v. I

Pdge 7


15/191

p

a

h

c

T1

Required

power

for the

pump

can be calcu-

lated according to the following formulal

p^_

p g

Q

h

rkwl -- 1000 3600 n ''-

=

required el. motor

power

IkW

=

density-at actual temperature

;kg/m31

=

flow

[m"/hl

=

delivery head

lml

.

=

force ofgravity

[m/s"]

=

efficiency

Viscosity or dimensioningof el. motor

1500 sl HFO

100

cst LFO

WARTSILAD[trStrL

POWEB

PLAIITS

l .4.Pump

opocity

Ttre following

pump

capacitiesare recom-

mended:

l.5.Unlooding fqfion

The building must have

proper

ventilation

and service areas.

Attention has to be

paid

to fire-extinguishing system and placement.

The system

must be designed

with drain

groves

alld

drain

pit.

torage

tank

volume

Unloading

capacity

s l ooo

m3

>1000

m3

10

-

1oom3/h

> 1oom3/h

Efficiency

of different ypes of

pumps

Gear

pump

l=0

6

n=0.5-0.8

Pdge I

FUELOILSYS'fM. P.V. I


16/191

2. STORAGEYSTEM

2.l.Generql

In a

power plant,

oil

ofdifferent

grades

rs

stored n taoks

that

differ

in shape and size.

The slorage

tanks are normally built in a

tank

yard.

The main function for the tanks

is to store and ensure

fuel for the

power

plant.

The fuel oil

is

also

stored at the right

temperature to ensure

pumpability.

Ttre

heating

coils must therefore be rated

to

make this attainable.

In power plants with large storage anks

the heat lossesare considerable

and have to

'

be noticed.

The tanks must be designed o

fulfrll the

standards or other

requirements set by local

authorities.

2.2.Tonk

qrd

The location

ofthe tank

yard

depends

on the

sire

ayoutbut the lol lowing

parameters

n-

fluence

the design.

.

access

rom road, tail,

waterway

.

terrain

.

location of

other buildings

.

explosion

and fire fighting regulations

.

official regulations

Waste oil tanks, lube oil tanks and water

tanks can sometimes

be located n the

tank

yard.

These

anks are discussedater

in re-

spective systems

but they have to be

remem-

bered when

planning

the tank

yard.

Different

gyades

ofoils must always be

storcd

in separate anks.

WARTSILADfltrStrL

POUEN PL I'TS

The tanks shall not be placed n more than

two

rows. The bigger tank's diameter shall

be

used when calculating the minimum

dis-

tance between the tanks.

Every tank has a

danger zone aod a safety

zone, hese measu-

rements are usually

regulated

by

local

authodties

and have to be checked.

n the

table below some

measures hat can be used

as

suidelines

are

found.

Figu@ 10. Tank

ydtd

When

a storage ank

volume exceeds15 mr,

a bank

sunounding

made of concreteor

similar,

is recommended.The

banked vol-

ume must

be at least as big as the

volume of

the biggest ank.

The minimum distance

from any tank

to the bank wall is D/2

and is

calculated rom

the nearest wall.

Tank

Volume

(-3)

Danger

Zone

(m)

Safety

Zone

(m)

Distance

(m)

< 3

3-15

15-200

200-500

50G1500

1500-3000

3000,5000

>

5000

Dt2

Dt2

Dt2

Dt2

Dt2

D12

Dt2

3

5

1 0

20

25

30

Dt2

Dt2

Dt2

Dt2

Dt2

D12

Dt2

,uEL OILSy'laM

-

l.v.

I

Poge 9


17/191

WARTSILADOtrStrL

POWER PLAl'TS

Ttre storage volume of a tank

yard

vanes d"-

Iindriqa Jhe horizon al.tank is used up to

pending

on the

plant

load

(delivery

quan-

I00 m ' The vertical tank is recommended

iity) anl dehvery

interwals.

The volume fo,

for volumes over 100 m"'

Tank dimensions H

(height)

and D

(diame-

ter) for a vertical tank be calculated

according o formula:

v

=

storage olume

m3]

H/D= 05 4

P

=

Plant load

[MWl

d

=

Loading ntervals

[days]

One

guideline

s that a big tank has a

a

=

factor, ependingon engine ype

smaller

atio than a

small one.

see ablebelow

2.2.1. izing f tonks

2.2.1.1 HFOond LFO onks

HFO- or LFO

tanks canbe calculated

accordingo formula:

V =

P d a

a

Dieselengine

5.8

5.3

Vasa22 and32

2.2. 2 Sludgeonk

See he treatment slstem under

slud.ge

uan-

aLrtes,

2.2.2.Number

f sloroge onks

A

power plant

can have one or several stor-

age anks depending on the available

space,

but two tanks are recommended.Then

one

tank in

tum can act as a settling tank

allow-

ing

water and dirt to settle at the

bottom be-

foreusing

he fuel oi l . The mainl,enance

s

also easier with two tanks since the plant

can use fuel oil from the standby

tank dur-

ing the other tank is to

be checkedor

cleaned.

The tank from

which fuel is taken has to be

heated while the

other tank can

be kept cold.

2.2.3.Type

of

fonk

For storage systems

wo types of tanks are

used,vertical cylindrical

and horizontal cy-

Tank dimensions L

(length)

and D

(

diam.-

-

ter) for a horizontal tank:

L l D = 1 . . . 5

2.3.Heoting

Heavy fuel

oil

is very viscous

and

at low tem-

peratures it doesn't low at all, therelore

heary fuel oil has to be heated to 10" C

above

pour point

to ensure

pumpability.

The

fuel

oil

in

the storage anks

has

to be stored

at this temperature. T}Ie heating devrces

have to be controlled by a thermostator to

avoid the fuel ftom

being

heated

above ts

flash-point.

Becauseofheat losses t is rec-

ommended

o insulate the storage anks.

Recommended torage ank temperatures:

(See

also uel oil viscosity-temperature ,id-

gram

0.2.1 Viscosit! and tenperature).

Fuelviscosity

cst at 50

"C

Storage ank temp,

140

380

500

600

700

37" C

40"c

43' C

46"

C

48' C

Notel The

pour point

ofthe

actual fuel shall

always

be checked for determining

the cor-

rect storage ank temperature.

PdgE I0

ruEL tL

srst9M Ft v.|


18/191

wiRTstLA

DotrstrL

powEn

pl.lxTs

-

2.3.I Requiledonk

heoling

2.3.1.1

Genrol

In

addition,

heat

losses rom

the surface of

Normally the dimensionsofthe heating ele- the tank must be taken into consideration.

ments are based on the heat

transfer requi-

red for inoeasing the

temperature within a

The diagrams

on

page

13, figure ll,

gives

an

specified ime, e.g. 1'C/

5 h, and on the heat

estimatJd theoretical

value ior the losses.

required to compensate

for heat losses when

maintaining the tank

at storage empera-

The total heat loss depends

on factors as:

ture

.

tank volume

.

tank tJDe

.

tank form, horizontal

or vertical

2.3..2 sizins

f

ronk

eotel oit

:

i:ilJ::fij11?J.:""ce

erweentorase

and ambient emperature

Formula for required

output from the heat-

.

averagewind velocity

ing elements n order

o increasehe tem-

perature

in the tank within

specified ime:

^

V

0

c D t

*=

"

s66o

Pn= Power equired

[kW]

V

=

tank

volume

m"l

p

=

density of tuel

[kg/m3]

cp = specific eat valueof fuel [kJ/kg'Cl

t

=

temperature

"C]

y

=

hours

hl

FUELOIL SYSIEM

-

P.Y. I

Pdge I I


19/191

Exqmple;

.

Storage ank:

-

horizontal tr,'pe

- heieht 15 m

'

-

diaineter 5 m

^

-

volume

-

300 mr

-

insulated 30 mm

-

storage ernperature 40" C

Heavy

fuel

oil:

-

380'cst at 50' C

-

density

p =

990kglmr at 15'C

Ambient conditions:

- averaqewind velocity8 n/s

-

minirium ambient imp.

--

0'C

Heoling ot fuel oil lo sloroge emperolure

Required

power

o heat he fuel oil

1'C in flve hours:

_

v

p40

Cpao t

3600

v

.

the storage temperature for the fuel is 40" C

.

the specific eal valuear 40"

C according

rc lormula on

page

4.

C p

=

( 5 3 . 4 + 0 . 0 5 3 5 . r r r f f i

Cp

=

7 77 kJtkg"C

.

the density or the fuel at 40'C

p4o = p15 0.64. (t2-tt)

=

990

0 .64 .

40_15)

P4o

=

974kg/m3

.

temperature ise 1"C/5h

^

3 0 0 . 9 7 4 . t . 7 7 . I

JOUU

'

O

PR

=

28.7 W

+=30kW

WARTSILADOtrStrL

POWERPLAXTS

Esiimoling f hsol losses

See

he diagrams on next

page,

Figure 11:

(A) Begin from part O:

.

horizontal tank

type

.

r a t i o / D

=

1 5 / 5 = 3

.

tank volume

=

300

m3

(B)

Find actual insulation thicl ess n

pa.rt

@

.

go

horizontally to the 30 mm line

(C)

Find

actual

temperature diff. in

part

@:

.

go

vertically to temp. diff line 40' C

(D)

Read heat losses from

part

@:

.

go

horizontally

.

= P6'p-2-s

=

7.1 kW

(E)

Readheat osses y the wind

from the

actualdiagram:

.

tank

volume300 m3

.

averagewind velocity 8

ll/s

.

s Pwind 1.2kW

Totalheat osses

?.1kW + 1.2kW

=

8.3

kW

Required

izeof heofing oil

n lhe tonk

.

to heat the fuel oil 1"C / 5h requires 30 kW

.

to compensate or heat losses equires

8.3 kw.

The

dght size or the heatingcoil s:

30 kW + 8.3 kW, or

-

40 kW.

Pdge 12

FUEL IL SasrEM Pd. I


20/191

WARTSILA

D{]trStrL

POUER

PLAXT3

2.3.1 Required

onk hoofing

2.3.1.l Genrol

In addition, heat losses

rom the surface of

Normally the dimensions ofthe heating ele- the tank must be taken into consideration.

ments are based

on the heat transfer requi-

red

for increasing

the temperature within a

The diagrams on

page

18, frgure 11,

gives

an

specified ime, e.g. 1'Cl 5 h, and on the heat

estimated theoretical value for

the

losses.

required to compensate for heat losses when

maintaining the tank at stoaage empera-

The total heat loss dependson factors as:

ture

.

tank volume

.

tank tLpe

.

tank form, horizontal or vertical

2.3.r.2sizins ilonkheoteroit

:

ililJ::'.T:ltH"frcebetweentorase

and_ambienLemperature

Formula for required output liom the heat-

.

average wind velocity

ing elements n order to increase he tem-

perature

in the tank within specified irne:

_

V . p

c p t

v Jouu

Pn=

Power equired

"fkWl

V

=

tank volume

m"]

^

p

=

densityoftuel

fkg/mol

cp = specific eat value offuel lkllkg'c]

r

-

r - -^-- .+, , - - Ioal

y

=

hours

[h]

FUEL

LLSYT'EM ,.v. I

Poge I

I


21/191

wARTstLi

DotrstrL

POWEN PLAIIT3

10@

-5t0000m3

t i l

I T

t-j000

'*l

, * -

@ Insulalionhickness

A -

1@

^ 1=80"

^ t=sar

Rollo

!D

TemDerofure

difference I"Cl

TonL storoge

-

omblent' ieinproture

Tonk

volume

[m3]

igurc | l. Oidgrcms lot

astimd ng

ot heo losse$.

Totol

heol losses

:

Pt"nr,.z+* *no

r o f - l

- ' o

' |

2 3 4 5

1 0 * -

0 , 5 2

3 4

Roiio rl/D

l

RIEL OIL SYSIEM

,oe- |

Pdge |

3


22/191


23/191

3.

TRANSFER

YSTEM

3.l.Generql

The main function

ofthe transfer system is

to

pump

the

fuel oil from the storage tanks

to the treatment

system. Separate ransfer

pump

units

must

be

used for HFO and LFO

systems.

With

the HFO transfer

pump

the fuel rs

pumped to the HFO buffer tank. The LFO

transfer

pump

takes

the fuel to the LFO day

tank, in some cases

o the LFO

buffer

tank.

To ensure

safe delivery ofHFO, the transfer

system

can be set in circulating mode.

A level control in the HFO buffer tank con-

trols a

tbree-way valve that alters between

either frlling

[he buffer tank or returning

the fuel oil back

to the storage ank.

wAR"srLi

DotrstrL

POTEi

PLAIIT3

3.2.Irqnsfer

ump

unit

Ttre transfer system componentsare usually

built on a steel rame,which formsonecom-

pact

unit. This unit

is

easy o install and

operate. he standard

ransfer

pump

unit

consists f the followingcomponeots:

.

electrically

driven

pump

.

suction ilter

.

heater

(HFO

only)

.

control cabinet

with starters for

pumps

. alarm panel

.

drip

pao

To avoid nterruption of electricity

produc-

tion caused y maintenance, solution

with

a standby

pump

s recommended.

The LFO transfer

pump

has the following

connectioDsl

A

=

Fuel oil

inlet

B

=

Fuel oil out let

C = Drain

Figwe I

6.

LFO dnslet

pu/',p

unil.

fhe exomple

s lot

o 0-m

Mw sldtion

Ftt* otL svstEM Per. I

Pogo

|

5


24/191

wiiRTsrt.ii

DltrstrL

POWEi PLAXT3

Flgup 17,

HFOhonsler

pump

uni, includlng

heateL

fhe exomple

ls tor o 0-m MW stdlion

HFO transfer

pump

has the following

connectlons:

3.3.1

Pump

opocity

The

pump

shall

be dimensioned

or

actual

fuel

quality.

For LFO use he requirementsor the trans-

fer

pumps

are reduced

ue o the fuel

qual-

itv.

Designdata, LFO

operatingemperature

50'C

viscosilyor

dimensioningl eleclricmoror

I

100

cst

olheEare he

sameas or HFO

B

C

= Fuel oil inlet

=

Fuel oil outlet

=

Drain

The

transfer

pump

units

shall be located

close o the storage anks

to minimize the

pressure

drop in the suction

pipe.

3.3.Iypeof pump

A

gentle

reatrnent

ofthe fuel

s important.

To avoid

emulsifications

fwater, the trans-

fer

pumps

shall be ofa type

hat can reat

the fuel

gently,

e.g.a screw-pump.

Designdata

NPSH

operaling

pressufe

operaling emperalure

30%higher

han

uel

engine(s)

4 bal

100"c

viscosityor dimensioning

1500cst

Page | 6

FUEL

OIL SYSIEM P.Y. I


25/191

3.4.Sizingf heolers n the

HFO onsfer

ump

unit

A heater is only used n the HFO

system.

The heater has to rise the temperature of

the HFO from the storage ank temperature

to the required temperature in the buffer

tank.

Ttre heater i6 therefore normally dimen-

sioned according o the

pump

capacity and

given

storage and buffer tank temperatures.

The heater

can be calculated accordinE o

formula:

wiRTSrLi

DltrStrL

POWER PLAXT3

For the

power

consumption

diagram

below

following

values have been used:

P

=

925 kelm3

cp

=

1.93 kJ&g"C

n

=

1 .15

Buffer ank temp.:60"C

Storage

ank emp.: 180cSt 37'C

380cst 40' C

500 cst 43' C

600cst 46' C

700cSt 48' C

Note!Because fdifferences

n

storage

em-

peratures, fuel with lower viscosityhas o

be heatedmore

hana fuelwith higher

is-

cosity.

20000

25000

Pump nlet lowQ l/hl

- q 0 c D A t

3600

PR= heat

required

kwl

q

=

flow

[m",/h]

p

=

density ffuelat actual

emp.

kg/mrl

cp

=

specific

eat value at actual emp.&

density

kJ,&g'Cl

At= rising

temperature

"C]

I

=

min. actor fsafety

.10 1.15

10-157o)

-+

i

Z ' e w

: . . "

.O SLJtJ

i -

E , 4 n n

300

254

200

150

t00

50

0

5000

10000

Figurc 8 Pequircdhedting

power

tor lhe HFO mnslerunil

(when

torage

emperaturc

s narmal ndbuffettank emperatures 60

"C)

FWL OIL SI.5 EM

-

P.v. I

=

5

(!

300

Poge | 7


26/191

WARTSILA

DitrStrL

POWER PLAI{TS

3.5.Suclion

hoinel

The suction

pipe

shall

be fitted with a

strainer to

protect

the transfer

pump.

For HFO transfer units the strainer shall

be equipped

with a heatingjacket or trace

heating.

The filter shall conform to

the

pump

r ann i rpmcn fe c c

.

max. flow

.

mesh

width 0.5-0.8mm

.

allowed

pressure

rop

Pdge 18

FUEIOIL SVSIEM

,ov. I


27/191

4. TREATMENT

YSTEM

4.I.Generol

The uel oil treatmentsystemcomprises

tanks and separators. he main functionof

theseunits is to supplysufficiently lean

fuel-Whenoperatingon heavy uel oil the

dimensioning fthe separators important.

Ttre ank locationand ventilationmust be

planned

accurately o avoid

any dangerof

fire or explosion. enting

pipes

iom tanks

placed

nsidebuilding have o

be extended

to the outsideand o a placewhere t 1s lo

dangerof explosion.

Avoid

placiog

anks close o:

.

open

ire

.

exhaust

gaspipes

.

exhaust

gas

silencers

or similar

hot

objects.

4.2.Tonks

In a standard IIF0 system three difrerent

tanks are used:

.

HFO buffer tank

.

IIFO day tank

.

LFO day tank.

The alternative

HFO system has two differ-

ent tanks:

.

HFO day tank

.

LFO day tank.

Tn he standard

LFO systemone ank is

used:

.

LFO day tank.

Seediagram in

general

section

WARTSILA

DfltrStrL

POWEN PL

TT'

4.3.Number f lqnks

The number oftanks vary

from installation

Lo nstal lation.The sLandard

nslal lation s

one buffer- and one day-tank. In installa-

tions

with

several engines. t is recom-

mended o have double

tanks or more to

increase flexibility.

Another advantagewith double tanks is the

possibility

ofkeeping different fuel deliver-

ies separated

rom each

other. Blending

problemsare in that way eliminated.

Ifproblems with a bad fuel

occurs,

he other

tanks immediately can take over and the

problem

fuel can be

pumped

back.

Double tanks enablesmaintenance on one

tank system meanwhile using the other.

Several

anks are the only solution ifdiffer-

ent

grades

of fuel are used.

Notel Requirements by local authorities can

sometimesbe solvedby using several tanks.

.A.Buttet

seflling)

onk,HFO

The convent ional settling

tank

was

always

an

importaot item

since excesswater with

sludge and abrasivescould be removed n

the tank by g"avitational effects.

To

give

the sel-lling

process

sufficient time,

these tanks normally have a capacity equiva-

lent to 24 hours fuel consumption.

Ihe amount of sludge

and abrasives

e-

moved by settlement is considerably ess

than the amount removed by the separator.

Therefore smaller thanks, having only a

buffering function, can be used n combina-

tion with a separator.The

purpose

ofthe

tank is to provide fuel with constaot tem-

perature

and static

pressure

to the separa-

tor,

FUL

O11\,t7aM

-

E.v, I

Pdge l9


28/191

WARTSILA

DfltrStrL

POWER PLAII'3

Figu@ 19.HFO

butler ldnk

Ttre

buffer tank has the following

connectlona:

A

=

HFO fiUinc

B

=

Suction o separator nit

C = Dre i n /emnfv inc

D

=

Venting

E

=

Return from separator unit

F

=

Manhole

G

=

Overflow

H

=

Fuel from retum

fuel unit

I

=

Overllow from day tank

The

buffer tank is dimensioned o ensure

constant temperature

and suction head in

the separator. The temperature

in the buffer

tank shall

be kept as constantas

possible,

min. 60" C or at least

10" C above he

pour

point

of the actual fuel.

The minimum

level offuel in the

buffer tank

shall be kept as high as

possible.

n this way

the static

pressure

will not vary too much.

The

buffer tank shall ensure fuel

supply for

3-8 hours

when filled to maximum.

The tank

shall be designed

to

provide

sludge

and

water rejecting

effect.

4.5.Doyonk

4.5.1Doy onk,HFO

The healT fuel oil day tank is normally di-

mensioned o ensure fuel supply for about 8-

12 operating hours when filled to rnaxrmum.

The tank shall be designed to keep water

and dirt

particles

out ofthe suction

pipe.

The day tank has to be

placed

at about

0.5 m above he buffer tank and has to be

connectedwith an overflow line with con-

stant slopeback to the buffer tank.

The tank and

pumps

shall be

placed

where

a

positive

static

pressure

of0.3-0.5 bar is ob-

tained on the suction side ofthe

pumps.

Poge

m

41ELOILSTSIEM P.v. I


29/191

Figup 20.

HFO doy ,onk

The HFO day tank has the followiog

connecDons:

A = Suction to booster unit

B

=

HFO filling

C

=

Rturn fuel from

pipes

D

=

Venting

E

=

Drain/emptying

F

=

Manhole

G

=

Overflow

H

=

Overllow to buffer tank

4.5.1.l Heoling

The buffer and HFO day tank heaters shall

only be dimensioned

or the heat losses.The

same formulas

and diagrams can be used as

for the storage

tanks.

Seestorage anks chctpter2.3 Heating.

wiBTsrl-i

DltrstrL

POgEi PLlL?3

4.5.2.Doy onk,LFOn

HFOnslollolion

The day

ank is normally dimensioned

o en-

sure uel supply or 4-5 operatinghours

when illed to maximum.

4.5.2.1 Heofing

Usually

here s no needofheating or the

LFO day tank. In

installationswith arctic

conditions, ttention s to be

paid

o the

pour point

and he wax

formations or the

fuel.

For the LFO day tank the same otmulas

and diagiamscanbe

used

as

for the storage

tanks.

See

storage anks chapter 2.3 Heating

FUEL IL SYSIEM l.v.

t Page 2l


30/191

wARTsrLiD[trstrL

POWEF PLAIITS

Figurc2l. LFO dy dnk

The LFO day tank has

he following

connections:

A = Suction o booster nit

B

=

LFO

filling

C

=

Overflow

D

=

Venting

E

=

Drain/emptying

F

=

Manhole

4.5.3.

Doy tonk, IFO

nslollotion

The

day tank is normally

dimensioned o en-

sure fuel supply for 8-12 operating hours

when filled to maximum.

4.5.3.1

Heoling

Usually there is no need

ofheating for

the

LFO day

tank. In installations

with arctic

conditions,

attention is to

be

paid

to the

pour point

aod the wax formations

for the

fuel.

For sizing

of the heater

in

LFO day tanks

the same ormulas

and diagrams can be

used as for

the storage

anks.

See

ormula

and diagrans

on

page

12

-

13

4.6.Tonk

quipmenfs

Buffer

and HFO day tanks are to be

pro-

vided

with heating coils and

good

nsulation.

Level

switches and

gauges

or filling

control

alarrn

and supewision shall be mounted

on

the tanks.

Pdge 22

FIIELOIL SYSIEM P.v. t


31/191

4.T.Seporolion

ystem

4.7.1

Seporotor nit

Centrifugal

separators

have

proved

to be

the most effective means ofremoving fuel

contaminations that are harmful to the die-

sel engine. Both water and solids

can be ef-

fectively removed.

Before entering the day tank the

heavy fuel

must be cleaned n an efficient centrifugal

separator.

tre capacity

ofthe separator

units shall be 12-15 7, higher

than the total

fuel consumption. The convent ional

sepala-

tors,

with

gravity

disc, are

ananged for op-

eration in series, he first as a

purifier

and

the secondas a clarifier. This arrangement

gives

the most disturbance-free esults. The

max. denqity for the fuel for this solutron ls

991

ke/m' at 15

"C.

Figurc 22. HFOsopdrdlot unil

(2

sepd/qlots)

WARTSILA

DOtrStrL

powEn

PLlraT3

T'he new

generation

ofseparators, without

gravity

discs, are designed for

single or

par-

allel operation. These Jrpesofseparators

are working both as

purifiers

and clarifierg.

The max. density foithe fuel is 1015 kg/rn3

at 15" C. An additional separator shall

be

n-

stalled

for LFO ifneeded.

In order to

achieve

optimal result, the fuel

shall be

treated in accordance with

the

rec-

ommendations

given

by the separator manu-

facturer.

Max. temperature

for HFO:s are

generally

98" C, however,

he temperature

depends

on the viscosity ofthe actual HFO.

Separating

temperatures for various HFO:s

are shown in chapter 02, Oil characteristics.

The IIFO separator has the following

connections:

A

=

HFO inlet

B

=

HFO outlet

C

=

HFO recirculation

D

=

Sludge outlet

E

=

Ventilation

F = Operating water inlet

G

=

Operating

air inlet

FUELOIL SI6TEM

-

Pov. I

Pdge 23


32/191

. n

WARTSILA

ltrstrL

POUER PLAIITS

4.7.2.

Sizingof seporolor

The fuel oil separator

shall be dimeosio{ed

according o the recommendations

ofthe

sepatator

manufacturer.

The

following formula cao

be used or fuel

oils:

Based on separation

tirne 24 h,/day.

4.7.3.

izing f

heolers

It's very important to keep

the fuel tempera-

ture constant and that the separator

s work-

ing

at the right temperature. he heater

has

to rise he temperature fom the buffer ank

level

o the recommendedeparating em-

perature.

This formula can be used or IIFO:

o O c n A t

P p =

'

_

. n

3600

Pn= heat required

{kWl

q

=

flow

[mJAr]

p

=

density oftuel at actual temp.

[kglm3l

cp

=

specific eat value at actual emp-

&

density

[kJ/tg'C]

A t= rising temperature

"C]

I

=

min. factor

ofsafety 1.10 1.15

(10-157o)

?he followiog

alueshavebeenused or the

required

heating

power

diagram:

p

=

930 ke;/mS

cp

=

1.93kJ/kg"C

n

=

1.15

Buffer tank temp.

60"C

Separation emp.

98"C

t0000

15000

Separatornlet low Q[/h]

P . b . 2 4 . 1 0 0 0

p T

Q

=

quantity

[VhJ

P

=

engine

output at

fll'wheel(s)

[kW]

at site conditions

b

=

fuel oil consurnption

[kg/kwl]

at

slte

conditions

(57o

olerance

o be included)

p

=

ruel

orl den-slty

kg;/m"l

{normally:

-

960 kg/m:

for HFO

-

870 kc/m" for

LFO)

T

=

continuous

operating time

(24

can

be used for

partial

discharge

separator,

23 for total discharge

separator)

I

=

safety factor 1.12

-

l.l5

(12-l5Co)

E

(t)

500

450

400

350

300

250

200

150

100

50

0

5000

Figu@23.

Requhed

hedling

powet

lot lhe sepo/'c,lot

unil

Pago 24


33/191

4.7.4.

Sludge

uontilies

Ttre sludge tank

shall be

placed

below the

separators and

as close o the separatorsas

possible.

Ttre

tank shall be designedwith

smooth inside walls. A heating coil is only re-

quired

with low

ambient temperatures and

when

using fuel oil with higher viscosity

than 380 cst at 50" C, or ifthe sludge tank

is bigger than 250 I

per

separator. Sludge n

the sludge tank mustn't be recirculated nto

the

system.

The sludge tank must be well vented

to

avoid oohigh

pressure

n

rhe ank during

back flushing.

Notel A too high

pressure

n the tank

during

back flushing rnay force he sludge

back

to

the separator.

VOLUME F SLUDGE NDWASTE

WATERFORWESTFALIA

EPARATORS

Tolal

discharqeeDarators

Flow

Q Discharge

890

4400

8400

1 , 5

9

1 8

Bqsis rcqrcurofionsorwesrfqrio

4'7'5'

sludge

hondling

seoqrqlors:

.

viscosity 3g0 cst

It is recommended o have

a stotage tank at

.

discharge of separator every two hours

tle talt

1a1f

ror

$1rty

oil and sludge ftom

seDarato$. From the Dowerstation the

sl;dge is sent

to an iniinerator

for burning,

or the sludge s sent away for further treat-

menl,

WARTSILA

[trstrL

POWER PLAIfT3

Bqsis f colculolions or Alfq lqvql

sepolqlor:

.

total discharge

eparator:

onedischarge

er

hour

.

partial

discharge

eparator:

two discharges

er

hour

.

viscosity380cst.

Generql commenl

In addition or both manufacturers,he

water content n the oil is separated nd

added o the sludgeamount.

The sludgemainly consists fwater, which

canbe separated

ut in

special ludge

reat-

meot systems.

'heamount

ofsludge

hat

must be burned is thereby considerably e-

duced.Water rom sucha treatment system

canbe drained nto the sewage ystem.

VOLUME F

SLUDGE NDWASTE

WATERFORALFA-LAVAL

SEPARATORS

Total

discharoeeDaralors

Parlial

ischaroeeDaralors

Flow

Q

vh

Discharge

Flow

O

vh

Discharge

1500

2200

5000

5600

7

2 1

46

450

750

1200

2700

s000

7000

6

6

4

6

1 0

22

||ELOLSfSEM

-

P.v. I

Pdge 25


34/191

wARTsrLii

DltrstrL

POWER PLAI'T3

Pdge

26

FUEL

OIL SYSIEM

REV.


35/191

5.

FUEIFEED

YSTEM

5.l.Generql

Ttre function of the fuel feed system s to

supply he engine(s)

ith cleaneduel ofthe

required

low,

pressure

nd viscosity. he

fuel feedsystems omponents re usually

built

in a common eeder boosterunit.

Units are rccommendedo usebecausehe

installation ime canbe reduced nd he

quality

ofthe system

unction

s higher.

In caseswhere he HFO day ank is located

far from, or below the booster, he feeder

pumps

are

placed

next to the tank and orm

a feederunit.

The fuel

feed

systems

re

different

or HFO

and LFO

fuel- The LFO fuel systemdoesnot

needa

pressurized

ooster ystem.

See

igure

in chapter0.2.

High viscosity uels(IIFO) requirehigh oper-

ating temperature o obtain he required lu-

idity. In order o

prevent

ormationofgas

alrd

vapour

in

the fuel

system

t must

be

pressurized.

wiiRTsrLA

DltrstrL

POWET PIAI'TS

5.2.The

eeder

boosler

syslem

The main components

n

a

pressurized

booster

system are

.

the feeder

pumps

.

the booster

pumps

.

the

heater

.

and the viscosity control.

The feeder

purnp

supplies the fuel and the

boosterpump rises the pressureand flow to

the required

evel.The heatermaintainsa

temperature corresponding

o an injection

viscosity

of 16 24 cst.

Furl,hermore here are different aux iliary

-

and control componentsneeded n the sys-

tems.

FU{ oIL SVSTEM2.v. I Poge 27


36/191

WART$L,ID[EstrL

POUEB PLAIITS

Figurc . Feeder Boasrer

unit

(bu

l on the sameskid)

TheexdmDle s or

o 0-l0 MW tolion

The feeder / booster unit has the following

connections:

B

c

D

F

H

I

L

M

Heavy fuel oil inlet

Fuel oil outlet

(to

engine)

Fuel oil return

(from

engioe)

Air

pipe

to overllow

tank

Steam inlet

Condensateoutlet

Deaeration

outlet

Drain from module

Back

flushing oil from

autom. filter

Instrument

ait inlet

Light

tuel oil inlet

5.2.1Suclion lloinet

The

suction trainerwith a

fioe

0-5mm

mesh

shall be nstalled to

protect

the feeder

pumps

and he booster

umps.

The stramer

may be either of duplex type with change

over valves or two simplex strainers in

paral-

le l ,

Pdge 2E


37/191

5.

FUEL

EED YSTEM

5.l.Generol

The unction

ofthe fuel feedsystem s to

supply he engine(s) ith cleaneduel ofthe

required low,

pressure

nd viscosity. he

fuel feed

systerns omponents re usually

built

in

a commoneeder booster nit.

Llnits are recommendedo use

becausehe

installation ime can

be

reduced

nd he

quality

ofthe system unction s higher.

In caseswhere he HFO day tank is located

far

from, or

below

he

booster,he feeder

pumps

are

placed

ext to the

tank and orm

a feederunit.

The fuel feed systemsare different for HFO

and LFO fuel. The LFO fuel systemdoes ot

needa

pressurized

ooster ystem.

See

i4ure

in chapter0.2.

High viscosity uels(HFO) equirehigh oper-

ating temperature o obtain he requiled

lu-

idity. In order o

prevent

ormationofgas

and vapour n the fuel system t must be

pressurized.

WARTSILA

DltrStrL

POSER

PLAXTS

5.2.The

eeder

/

boosler

sysfem

The main components n a

pressurized

booster system are

.

the feeder

pumps

.

the booster

pumps

.

the

heater

.

and the viscosity control.

The feeder

pump

supplies the fuel and the

boosterpump rises the pressure and flow to

the required level. The heater maintains a

temperaturc corresponding o an injection

viscosity

f 16...24 cst.

Furtlermore there are different auxiJiary

-

and control componentsnepded n lhe sys-

tems.

nEL OIL SVSIEM Pov. t

Poge 27


38/191

WARTSILADIEStrL

powEF pr-axrs

The feeder booster unit has the following

connections:

Figurc . Feeder Boostet

unll

(bullt

on lhe sameskid)

fhe exdmple b lor

o 0-10MW stolion

B

c

D

E

F

G

H

I

L

M

Heavy

uel oil inlet

Fuel oil outlet

(to

engine)

Fuel oil return

(frorn

engine)

Air

pipe

to overflow

tank

Steam nlet

Condensate utlet

Deaeration

utlet

Drain from module

Back lushingoil fromautom. ilter

Instrument

air inlet

Light fuel

oil inlet

5.2.1Sucfion troiner

The

suction strainer with a fine 0.5 mm

mesh shall be installed to

protect

the feeder

pumps

and he booster

umps.

The strainer

may be either of duplex t5pe with change

ovetvalvesor two sirnplex trainers n

paral-

lel.

Page 28

FIIEL

OILSl.slEM P.v. I


39/191

5.2.2. eeder

ump

The

feeder

pump

maintains he

pressure

n

the fuel feedsystem.

t is recommended

o

usea high temperature

esistant

screw

pumpas a feederpump.

WARTSILA

DltrStrL

POWEB

PLAXTS

5.2.3.Pressure

ontrol

ovedlow)

volve

The

pressure

control valve

maintains

the

pressure

n the deaeration

ank directing

the surplus flow to the suction

side of the

feeder

pump.

set

point

=

3...5

bar.

5.2.4.nlet

pressure

Since t is

possible

hat the fuel

might con-

tain water, the inlet

pressure

o the

pump

must be highet than the evaporat ing pres-

sure

ofthe

water

at conesponding tempera-

ture

and

ambient

air

pressure

to avoid

cavitation. The figure

below shows he rec-

ommended nlet

pressure

for various

tem-

peratures

at normal

air

pressure.

o|

..r

6 e

o

a)

70

80

90

100

110

-

recommended

nlet

ressure

+

Vapour

ressure

aler

Figurc

25. Minimum inlel

pre$ue

on

pump

suclion slde

120 130 140

150 160

Temperature

'C)

Design

data

capacilyo handle

he otal onsumplion

I

ol lheengine(s) nd he lushquanlity

f

a

possible

utomaliciller

operaling

ressure

3-5bar

operarrngemperature

100

c

viscositylordimensioningheelectic

motor)

1000 sl

tr'/

''./"

t--

FUEL

tL Sy'aM

-

R.v. I

Pdge 29


40/191

WARTSILADfltrStrL

POWERPLAlITS

5.2.5.

uel

onsumplion

melel

When

a fuel consumption meter is required

it shall be fitted between the feeder

pumps

and the deaeration tank. The

meter

shall

have a by-pass ine.

5.2.6.Deoerotiononk

The deaeration tank has a volume of about

60 L I t must be equipped 1aith a vent valve,

controlled by a level switch. It shall also be

insulated and equipped with a heating coil.

Ttre vent

pipe

shall, ifpossible, be ed down-

wards, e.g. o the return fuel tank.

5.2.7.

oosler

ump

The task ofthe booster

ump

s to

provide

the engine(s) ith an adequate mountof

fuel at a certain

pressure.

he capacity f

the

pump

shall be

min. 2.5 imes higher

than

the engine uel oil consumption.n

case f severalengines sing he same

booster

urnp,

he capacity f the

pump

must be 10 7. higher han the sum ofthe

engine elated eed-booster

umps

and he

0ushing apacrty fautomaticilterusing

fuel oil as back-flushing rnedia.

Designdata

desgn

pressure

110

ar

des,gn

emperature

1150'C

viscosity

I

(lor

dimensioninql lhe eleclricmotor)

l50o

csl

5.2.8. eoter

The heater is described n

section 5.3.

5.2.9. ufomoticolly leoned

ine

filler

It is recommended

o use automatically back

flushing filters that consist of a duplex

filter

with a by-pass rlter as stand-by.

The feed

pump

capacity shall

be sulflcient to

prevent

pressure

drop during

the flushing operation.

5.2.1

viscosimefer

r lhermoslol

For controlofthe

viscosity, viscosimeters

used.A manual hermostatic

ontrol s frt-

ted

to be usedas

a safetydevice n caseof

viscosimetermalfunction.

Designdata

vrscosrange

at

n;ecnonlr.p.tl ,o-to.st

designempelaturc 150'C max.

aqn

ressure

140

ar

nomallalte|s al 16

Designdata:

according

o specifcalion

0-r50'c

from180csl/ 50' C

10bar

luelside

20 bat

healing

acket

1O ar

90 % sepaalionabove 0Im

(mesh

ize

max.

35

pm)

60 % separalion bove15

pm

wilhone hroughlow

clean iiter 0.2bar

dirtylilter 0.8bar

alam

1.5bar

lueloi l

opeting emp.

lraceheatrng

-back'{lushing

iller:

-

stand-byilterl

maximumecommen-

ded

pressure

rop or

Poge30

nm

O1LSYSIEM lev, I


41/191

S.3.Sizingf

heqfers n fhe

boosferunil

Heatersare normallydimensioned

o main-

lain a temperature orrespondingo an in-

jection

viscosityof 16.-.24

st at maximum

fuel

consumption and at

given

day tank tem-

perature.

To avoid

fuel cracking,

the heater surface

temperature

must not be

oo high. The sur-

face

power

of electric

heaterp shall not be

higher

han about

1 W/ cm". Ttreheater

must be

controlled y a

thermostatot a vrs-

cosimete!-

The

set

point

ofthe corresponding

hermo-

stat

s somewhat igher

than the tempera-

ture

set

point

for required

viscosityat the

injection

pumps,

o compensate

eat osses

in the

pipes.

WARTSILA

DOtrSEL

POWEN PLAIITS

The booster eater

sizecanbe calculated

according

o formula:

o--

I

P

cP At

-

3600

Pp=

heat required

kWl

q =

flow

lmo/h]

p

=

densityoffuel

at actual emp.

[kglm3]

cp

=

specific

eat value at actual emp.

&

density

fkJlkg

'C]

A t= dsing temperature

'C]

I

=

mio.

factorof safety1.10 1.15

10-157o)

Note!

The temperature

n the day dank

is de-

pending

on the type

ofHFO. For fuel oil

with

a viscosityof

180cst / 50" C, the sepa-

rating temperature

s

98"

C, thus can be esti-

mated hat

the temperature

n the day dank

will be at

least 90'C.

NELOILSYSIEM. Pd, I

PdgE 3l


42/191

WARTSILA

D[trStrL

POWER PLAIITS

5.4.Sfeom

nd

elechicity 5.5.Sludge

uontifies

consumplion

The required heating

power

n the

booster

system dependson the fuel viscosity and the

fuel oil flow. Ttre required heating

power

can be read from

the diagram below.

Following values have

been used or the

diagram below:

P

=

960 kglm3

cp

=

1.99 kJ&g"C

n

=

1.15

Day ank temperature

90'C

Booster utlet emperature135'C

Afi

300

Sludge arises n this system from back-flush-

ing in the automatic filter. A collecting tank

shall be arranged underneath the filter. The

flushine data for standard unit:

Normally the flushing frequency s 3...4

times

per

hour.

_

400

: 3 5 u

6

F 300

F.

;

250

100

250

200

;

50

100

50

0

Figurc .

pequhed

healiDg

powet

in lhe boostet systefi

5000

10000

Boosterfeeder nit nlet lowQ

/hl

0

Engine

output

tMWI

Flushing

llow

lm3ihl

Flushing

time

lsl

Ouantity

per

flushing

ll

0 - 6

6 - 1 3

1 3 - 1 8

2.2

3.2 2.3

0.4

0_s

2

Page

32

ntELOIL SYSIEM R.v. I


43/191

5.6.Pump

nd

filter

unif

The

pump

and filter unit is locatedbetween

the booster unit and the engine.

The unit

protects the engine by a last filtration. The

pump

provides

he

cngine

with the right

fuel

quantity

and

pressure

n installations

where the booster unit is serving

more than

one engine.

(Figure

27)

In installations

v/ith one booster unit for

each eng]ne

t is not necessary o have the

pump

in

the unit.

For engines with built

on

purnp

and filter it

is not necessary

o use an external unit.

WARTSILA

D!trStrL

POWER PLA]IT3

5.6.I.

Pump opocity

Figurc27.

Pumpdnd fillet unir.

The example s tor 16V32and 18V32engines

The

pump

and ilter

unit have he

ollowing

connections:

A

=

Fuel oil inlet

B

=

Fuel oil

to engine

C

=

Fuel

oil outlet

D

=

Fuel

oil from engine

E

=

Drain

Designdata

Capacrty

lMrn

2.5l imeshe

engins onsumplion

Design

ressure

18

bar

Viscosity

(lor

drmensioning

ls00

csl

Designdala

tor filter

(32-engines)

Fuelviscosfy

acc. o specilcalion

operaringlemperarure

15ooc

Flow

se Tech Dala

Opeating

pressure

10bar

Fineness

60"; sepatalionabove

15pmwilhone hrough

Maximum ermitted

clean iller

O.2bal

pessuredropsat l,kst ldidy iller 0.qp"t

alam

1.5 ar

PU4 otL SvStEM P.r, I

Page 33


44/191

WARTSILA

DOtrStrL

POWEB PIAI'TS

5.7.Fuel il

sqfety

ilter

The fuel oil

safety filter is a full flow duplex

type filter vr'ith steelnet. This lilter must

be

installed as near the engine as

possible.

The

frlter to be equipped with heatingjacket.

Design

data

(46-engines)

Operatngempeture

1150

C

Fuelvrscosrty

lacc.

o specilication

Flow

lsee

echnicaldata

Operahg

pressure

lt0

bar

Fineness 190% eDaralionbove

20

rm

mesh

ize

max.

35

m)

[,laximum

ermitled ressure

lClean

iller

0.2bar,

droD l 14

csl lalarm0.Sbar

Poge U

FUEL ILSYSIEM

Ree-


45/191

6.

FUEL

COTLECTING YSTEM

6.l.Generol

There are two tlTes ofleak fuels, the clean

leak fuel and the dirty leak tuel.

The collecting

system consistsof a tank,

a

pump

and a suction strainer and

can be

built in on a common unit

-

the return fuel

unit

(figure

28).

The return

fuel unit has the following

connecllons:

WARTSILA

ltrstrL

POWER PLA}ITS

6.2.Cleqn

eqk fuel

syslem

The clean

eak fuel is drained from the injec-

tion

pumps

and can be re-used.The fuel

shall be drained

to a separate eak fuel

tank, and

further

pumped

to the buffer tank

or the storage

ank. The

pipes

from the en-

gine(s)

o the tank

shall be inclined and

pro-

vided with heating

and insulation. The tank

also

has to collect the sludge from

the

boosterunit.

The tank is automatically

emptied by a

pump

controlled

by level switches. A tank

volume

of250 I is recommended or

all en-

gille

t]ryes.

The

pump

is normally of type

screw

pump

and

the following design data

is used:

The amount

of clean leak fuel for different

engine t]?es

are shown in the table below.

B

c

D

=

Fuel

oil outlet

=

Drain

=

Ventilation

=

Fuel

oil inlet

Figup

28. Petum uel unil

Design ata or

return uel unit

pump

2.Obal

100 'c

20csl

400

sl

=

2.4m3h

Operating

ressufe

OpeEtingemPeralure

Oilviscosity

Viscocity

or sizing J he

Engineype

Leak uel

quantity

kgy'Wcylindel

Vasa22

Vasa

32

0 . 1 5

0.33

0.75

AEL OIL SISIEM ,q. I

Pdge 35


46/191

wARTsrLii otrstrL

POWER

PLAI'T3

6.3.Dirtyeqk fuelsyslem

It is not

recommended

o

re-use

dirty leak

fuel oil. The dirty leak fuel oil shall

be

col-

lected n a separate ank, or as an alterna-

tive, be collectednto the LO separator

sludge ank. This can be done f the

pour

point

of the fuel oil is not too high.

The

pipes

from

the engine to the collecting

tank shall, fpossible,be nstalledclose o

the cleanfuel pipesfor combined race heat-

ing and insulation. Alternatively dirty fuel

canbe ed directly

o a sludge ank. A funnel

shall be nstalledclose o

the enginecolrnec-

tion for easy nspection fthe

dirty

leakage.

Pdge

FUELOIL SYSIEM PEV, I


47/191

7. PIPING

AND TRACE EATING

T.l.Generol

When

planning

a

pipe

system all

parame-

ters that can influence on the running condi-

tions and maintenance conditions have to be

considered.

These

parameters

are for example

.

inclination

.

draining and supporting ofpipes

.

air

pockets

. flow resistance

.

velocity n the

pipes

etc.

Each

pipe

line or

group

ofpipes must be in-

dividually

exarnined o make

sure

that they

fulfill the criteria.

7.2.Piping

Ttre suction pipe to a pump shall be as short

as

possible

o avoid risk of cavitation. The

discharge

pipe

shall be routed to minimize

flow resistance.

and units in

places

where d1'namicor ther-

modJmamic orces occur.

d

=

Design data

ffi

isn

pressure

110

ar

Each

pipe

inemusthaveenough

ipe

up-

;1

.

t_41

=

q

ports

o allowa steady

iping.

A flerible

-

4 v

pipe

connectionmust be usedbetween

ipes

WARTSILA

DItrStrL

POWEF PLAXTS

7.3.Sizingf fuelpipes

The volume flow through a

pipe

can be calcu-

lated f the cross ectlon reaofthe

pipe

and the velocity of the flowing liquid are

known.

llee same expressedby a formula:

Q = A

v

[ m " / s j

^ . 3 ,

tol= volume rlow [m- / s

A

=

cross section area of the

pipe

[m2J

v

=

liquid

velocity

[m

/ s]

Example of calculating

ipe

dimension:

^ - 3 ^

The uel oil

flow s 5 m"/h and the

velocity

s

rated o 2.5 m,/s.W-lich

pipe

dimension

hall

be used?

Formula:

A = !

s

=

0.0266m

Pipe size

+ DN 25

The theoretical

dimension s DN 25, but in a

pipe

system

you

also have to minimize the

flow resistance

n

pipes,

bends, valves and

the other components.

Therefore DN 32 is,

io most

cases, he dght choice.

Q . 4

v . E

F|JU OtL Sy''aM

-

lev. ,

Poge 37


48/191

WARTSILADltrStrL

POWER PLAIITS

3.0

tnr/sl

1 . 0

0.5

Figure 29. Didgnm lor detetmining lhe

pipe

dimensions

a

Im3/hl

s

Recommended

ipe

dimen$ionand luel oil ve-

locities n

suctionand delivery

pipes

0.5

. 1

7.4. uel il velocities

The fuel oil velocity is one factor that has in-

fluence on the

pressure

drop in a

pipe.

The

higher velocity the higher

pressure

drop.

To keep the flow resistance in the

piping

within acceptable linits, the flow velocities

(m/s)

must be within certain limits. See the

table closeby

here

to

find

out recommended

velocity for

actual

fuel

and

pipe

.

System

Fuel

prpes

(mm)

DN

LFO

Suction

Delivery

m/s

HFO

Suction

Delivery

]Iy's

25

32

40

50

65

80

100

'125

1 5 0

175

200

0.6,0.4

0.8-1.0

0.7-0.9

0 . 9 - 1 . 1

0.8-1.0

'| .o-1.2

0.9-1.1

1 . 1 - 1 . 3

1.O-1.2

'| .2-1.4

1 . 3 - 1 . 5

1 . 2 - 1 . 4

1 . 4 - 1 . 6

1 . 3 - 1 . 5

1.5-1.1

1 . 3 - 1 . 5

1 . 5 - 1 . 7

1.6-1.1

1.5- t .6

1 . 6 - 1 . 7

0.3-0.5

0.4-0.6

0.3-0.5

0.4-0.6

0.3-0.5

0.5-0.7

0.3-0.5

0.6-0.8

0.4-0.6

0.7-0.9

0.4-o_6

0.8-1.0

0.5-0.7

0.9-1.1

0.6-0.8

1.O-1.2

0.6-0.8

1 . 0 - 1 . 2

0.7-o_9

1 O-1.2

0.7,0.9

1 . 0 " . 2

Poge 38

FUEL

OIL 'Y'IEM

.

PEL ]


49/191

7.5.Trqce eofing

7.5.I

Generol

Tlace heating s used n

HFO systemswith

viscosities f 180cst at 50' C and higher,or

in caseswhere

ambient

emperature s

be-

neath he

pour point

ofthe

fuel. This,

o

keep he temperature fthe fuel

within

pre-

scribed imits. Componentsn the HFO sys-

tem shall be

provided

with heatingjackets

to

prevent

uel oil solidification

n the compo-

nents.Ttaceheatingcan

be doneelectri-

cally,by

steamor by hot water.

7.5.2. ystemoy-out

Ifelectrical trace heating cablesare used,

they can be of self-regulating t1ae. If there

is only one cable

per pipe

the cable shall be

mounted

to the underside ofthe

pipe.

If

there is more than one cable, hey shall be

mounted at an angle of90 degrees o each

other.

ONECABLE NSTATLATION

TwO CABI.ENSTATIATION

wARTsILii DIEStrL

POWEB

PLAIITS

When steam or hot water is used, he trace

heating

pipe

mustn't

be

winded

around the

main

pipe

to obtain

more

heating surface

per

length. Ttris can causede-aeration and

water hammer

problerns.

It is important

to

provide

both sludge and

drain

pipes

wiLh trace heating. although

they are only used ntermittently. Pipes be-

tween unloading station and storage tanks

must also be trace heated regardlessof

length. Trace heated

pipes

must be insu-

lated to minimize heat losses.

F-\\-r-\--\\ r-\\

- N;D

r

EATINGIPE TTHE

NDERSIDE

K

Figwa 30. f@ce hegrlng by eleclticdrl coblas

FiWp 3l. f@roooooceedting by hedtlng pipes

RELOTLSy'EM

-

P.v, ,

Poge

39


50/191

wiiRTsrLADfltrstrL

POWEB PLAl{IS

7.5.3.Sizing f system

When sizing the trace heating system,

he

heat

losses n main

pipes

must be known.

The heat lossesare calculated or eachpipe,

which

is

to be

heated. From tables

beiow

can

be obtained heat loss values

per

meter

pipe

at different cbnditions. The heat loss must

be

compensatedby means of external energy

e.g.

hot water, steam or electricity.

Example DN 65

pipe,

insulated with re-

gard

to safety, fuel oil temperature 80" C,

ambient temperature 40" C, length

50

m.

From the table below can be seen hat heat

losses or such a

pipe

is 14 W / m. Thus, the

total heat loss is 50 m

"

14 W / m

=

700 W.

Heat lossesol salety nsulated

pipes

n

M/ml

and

[gram

steam/m]

at

20"

C and 40" C ambi-

entair temperaturc.

7.5.4.Heol osses

7.5.4.1

nsuloledpipes

Dimensioning f nsulation hickness or

safety

pipe

surfaces:

D N 1 5 _ D N 4 0

= 2 0 m m

D N 5 0 - D N 2 5 0 = 3 0 m m

Dimensiooing

of insulation thickness with

regard to thermal losses

D N 1 5 _ 2 5

= 4 0 m r n

D N 3 2 - 6 5

= 5 0 m m

D N 8 0 - 2 0 0

= 6 0 m m

DN 250

=80lnm

Heat os'esof

pipes

nsulated

with

cgard

o

thermalosses,nM/ml and gramsteam/m]

at 20" C and40"C ambientir emperaturc.

Nominal

DN

Temperaturef medium

80' c

130'C

20140"

gram

7 bar

20t40"

c

20140"

glam

7 bal

20/40"

20

25

32

40

50

65

80

100

125

1 5 0

200

250

11/8

1?9

15/10

1 2 1 2

20113

1 U t 2

2v14

24t16

29t19

34133

40/27

50/33

61141

15/10

17/11

201t3

23t16

261t7

23115

27118

31/21

38/25

44/30

5235

79l53

21111

24t20

24t23

33127

36/30

33127

39t32

44136

53/43

63/51

73/60

92n5

112/92

21t/22

31126

36/30

43n5

47nA

43/35

50/41

57t46

69/56

41rc7

95'78

120rc8

1 4 5 1 9

Nominal

D N

Temperaturef medium

80"c

130'C

20t40'c

granl

7 bal

20/40" 20140"

sranl

7

bal

20/40' c

1 5

20

25

32

40

50

65

80

lo0

'125

150

200

250

at5

9/6

10n

11n

1 1 / 8

13/9

15/10

15/10

14t12

2 1 / 4

24t16

29119

24t19

11n

1ZA

14t9

14t9

15t10

171t1

20fi3

20/13

23t15

27118

31nO

3U25

36t25

15t12

17t14

19/16

19/16

2 1 t 1 7

24/16

24t17

27t22

33t27

38/31

4335

53144

51t42

19/16

22114

25t20

25nO

27t22

31t21

36122

36/29

42J35

49140

56t46

69/57

66/54

Pdge 4)

tua. otL svstEM P.t, I


51/191

=

u

F

c

t

?

c

a

F

I

c

g

g

TUBRICATII{G

It

SYSTE

Handboolr

lor

Mechanical

ystem

WARTSILA

POWER PLAi lTS


52/191

Tqble

of Conlenls

LUBRICATING OIL SYSTEM

GENERAL

Typ ica l

ys tem

ayout . . . . . . 0 - 1

Temp-v isciagram . . .

. . . . 0 -2

UNLOADING,

STORAGE

AND TRANSFER SYSTEM

G e n e r a l . . . . . . . . . . 1 - 3

Un load ingys te rq

. . . .

. . . . 1 -3

Unloading

ump

unit

. . .

. . 1-3

P u m py p e

. . . . . . I - 4

Working

principle

for

a

screw

pump

.

1

-

4

Pump apac i t y

. . . l -4

S u c t i o nt r a i n e r

. . . . . . . . .

l - 4

Storage

ys tem.

. . .1 -5

F r e s h i l a n k . .

. . . . . . . .

1 - 5

Dimensioningof ffesh oil tank . . . . . . 1- 5

H e a t i n g

f f r e s h

i l a n k . . . . . . . . . .

1 - 5

T a n k f o r

s e d i l

. . . .

. . . . 1 - 6

Dimensioning

of

tank for usedoil

. . . 1

-

6

Hea t ing

f

ank orused i l . . . . . . . .

1 -6

Trans ferys tem

. . .1 -8

T l a n s f e rr r m n

. . . . . . . . .

l - 8

P u m p

y p e

. . . . . .

1 - 8

Suct ioni l ter strainer

.. .

1-8

CLEANINGSYSTEM

G e n e r a l .

. . . . . . . . . 2 - 9

S e p a r a t o r s y s t e m

. . . . . . . . . .

2 - 9

Separator

nit

. . .

2-9

Sizing fseparators . .

. .

2-10

Sludge

uantity 2-I7

F i l t e r s

. . . . . . .

2 - 1 2

Changing f f i l tercartr idges .. . . . 2-12

Automatic fiiter

2-73

Safe t y

r l te r

. . . . 2 -74


53/191

LI,]BRICATING OIL COOLING SYSTEM

G e n e r a l

. . . . . . . . . 3 - 1 5

Thermostat icalve. . .

. . . .3-

15

Dimension

and operation 3

-

16

Pressure ropdiagrams .. 3-17

L u b e o i l c o o l e r . . . . . . . . . . . 3 - 1 9

Dimensioning

of

lube

oii cooler .

.

.

.

3

-

19

Radiator ool ing . .3

-20

PRESSIjRE

CONTROL SYSTEM

G e n e r a l

. . . . . . . . . 4 - 2 1

Prelubr icat ing

ump

. . . . .4-21

M a i n u b e

i l

u m p

. . . . . . . 4 - 2 2

G r a v i t ya n k . . . . . 4 - 2 2

System i l ank

..4-23

Des ig r

f t hesys tem i l ank . . . . . . 4 -24

PIPING

P i p i n g.

. . . . . . . . 5

2 5

L u b e

i l

i p e s

. . . . . . . . . . 5 - 2 5

Lube

oi lveloci t ies.. . . . . . .5

-26


54/191

O. GENERAT

Each engine shall have a separate external

lubricating oil system. Depending on the

t)?e ofengine, the external lubricating oil

system

vary in

design.

At, e.g, VASA 46,

some components are external

while

on

other

engines they

are built

on the engine.

In-line and V-engines also have some differ-

ences.

WARTSILA

|trstrL

POUER

PLAXT3

The lubricating oil system consists of the

following:

.

unloading, storage and transfer system

.

cleaning systern

.

cooling system

.

pressure

control system

.

pipiog

systm

Please refer to append.ix D-F

for flowcharts

desc binq

d.ifferent systems.

UNLOADING

UMP

FRESH

ILTANK

TANKFOR

USEDOIL

TRANSFERUMP

SEPAMTOB

NIT

0.l.Typicolsyslem qyout

THERMOSTATIC

ALVE

PLATEHEAT

EXCHANGER

MAINLUBE

OIL

PUMP

PRELUBE

OIL

PUMP

Figu@ l. Lubeo syslem

h

pdnciple

lhis

exomple k lor o VASA16

enghe

LUAPICAI e OI S\6IEM

-

Pq.

I

UNLOADING

STATION

BAVIry TANK

Pdge I


55/191

wART$Lii DfitrstrL

POWEB PLAl{TS

0.2.Temp.visc. diqgrom

i) 15 90 96 tm r5 l]0 15120 r25

r30 135

Figu@ 2. fefip.-visc.

diogrcn lot

SAE30 dnd SAE 0.

The

diagran above

shows how

the viscosity varies

at different temperatures for

the two

tJryesof lub cating oil recommendedby Wartsila Diesel .

Poge 2

IUAPICAINC

O S\'SIEM

-

P.v. I


56/191

wilRTsrLADltrstrL

POWER PLA,.T3

I. UNTOADING,

TORAGENDTRANSFER

YSTEM

l . l .Genero l

The unloading,

storage and transfer system

vary depending oo the

size ofthe

power

plant.

A small

power plant

doesn't need

more than a few oil barrels

and a hand- or

an

electrical ly-driven

ump,

while a bigger

power

plant,

with many eng:nes,

needs

pumps

and

tanks for handling he

lubrica-

ting

oil.

Ttre unloading,

storage and transfer

system

includes:

.

unloading

pump

unit

.

fresh oil

tank

(storage

ank)

.

transfer

pump

unit

.

tank for used oil

The unloadrng

pump

unit has

Lhe ollowing

connections:

A

=

LO inlet

B

=

LO outlet

C = Drain

Figup 3.

Lube oil unlodding

pump

unll

L2.Unlooding

yslem

I .2. . Unlooding

ump

unil

The unloading

pump

unit has to be

placed

at the unloading

station close o the HFO

and

LFO unloading

pump

units. A single

version

can be used.

Ifboth LFO and LO sys-

tems have

a single version ofthe

unloading

pump

unit, the

pumps

can be built

on the

same skid, st ill

with separate nlet

and out-

let connections-

The unloading

pump

unit consistsofthe

following

components:

.

steel

frame

.

suction

filtr

.

electrically

driven

pump

.

valves

.

control

panel

LUANCAiNE OL SYS''EM

P". I

Pqgp 3


57/191

WARTSILA

DfltrStrL

POWER PLAi'T3

1.2.2. ump ype

The

pump

Documents

Handbook for Mechanical Systems