Project Guide B3345V Appendix - Rolls-Royce Holdings/media/Files/R/Rolls-Royce... · 2018-02-28 · Project Guide - Appendix Bergen engine B33:45V This project guide appendix is intended

Marine

Project Guide - AppendixBergen engine type B33:45V

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2015-09-3The informa

Project Guide: B33:45

Project Guide - Appendix

Bergen engine B33:45V

This project guide appendix 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.

NOTEThe information in this guide is applicable for marine applications only.

© Bergen Engines AS 2018 A Rolls-Royce Power Systems CompanyThe 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 ASP.O.Box 329 SentrumN-5804 BERGENNORWAYTel. +47 55 53 60 00Homepage: www.rolls-royce.comE-mail: [email protected] no. NO 997 016 238

A Rolls-Royce Power Systems Company

Table 1: Revisions

Issue Amendment Record Date

1.0 Official release 01 March 2017 (Rev. 28.02.2018)

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2015-09-3The informat


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Notifications

1 Introduction
Notes, cautions and warnings might be used in this manual to emphasize important and critical instructions. They are used for the following conditions:
NOTEAn operating procedure, condition, etc., which is essential to highlight.

CAUTIONOperating procedures, practices, etc. which, if not strictly observed, will result in damage to or destruction of engine.

WARNINGOperating procedures, practices, etc. which, if not correctly followed, will result in personal injury or loss of life.

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General introduction

Abbreviations

BEAS Bergen Engines ASLNG Liquefied Natural Gas

1 Introduction
Bergen Engines AS (BEAS) has throughout the years gained extensive experience in managing projects and engineering of Rolls-Royce Bergen medium speed diesel and gas engines for world wide applications.
For the duration of a project we have interfaces with a widespread network of external and internal parties. To achieve the best result we focus on technical expertise, good co-operation, on time deliveries and on quality.

The purpose of this chapter is to give an introduction to our communication interface throughout a project and to our scope of supply. The objective is to give an early clarification of expectations regarding to who we are, what we deliver, and whom to contact in the different project phases.

1.0.1 About

As a part of Rolls-Royce Power Systems, BEAS is the developer and manufacturer of theRolls-Royce Bergen engines series. More than 7000 Rolls-Royce Bergen engines have been manufactured for worldwide operation.

These engines are used in different applications and operate under different conditions, as offshore and marine installations, power plants, co-generation plants, compressor plants, pump stations, etc.

The engines are operating on many qualities of available commercial fuel oil and different kinds of gas compositions of natural gas (or LNG).

Bergen Engines AS is located 25 km north of Bergen, Norway, where we have one of the largest mechanical workshops in Norway and a dedicated docking facility for sea transportation.

We have Technical Sales Support teams for the Rolls-Royce Bergen engines in Norway, the UK, Denmark, India/Bangladesh, Spain/Portugal, Benelux and Italy. In addition Rolls-Royce service departments offers a worldwide service support.

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1.1 Communication interfaces throughout a project


Table 1: General overview

Project phase Contact interface Description

Customers early design phase Sales personnel / Technical Sales Support

Global bid and sales support. Technical solution guidance and selection.

Design / Production phase Project leader / Assigned engineer

Project specific design, drawings and documentation, installation support.

Commissioning Project leaders /Assigned engineer /Service engineer

Delivering of projects. Project specific drawings, documentation and service support.

After sales Service Service, WWEP.

NOTETechnical Sales Support are available at [email protected].

1.2 Scope of supply
- Technical support in early design phase.
- Support in management of the engine installation in close cooperation with the customer to ensure that all requirements are fulfilled for satisfactory operation.

- Manufacture and delivery of medium speed diesel and gas engines for electric power generation or propulsion.

- A basic scope of supply would typically include a diesel or gas propulsion engine, rigidly or resiliently mounted or engine and generator on a common skid, resiliently mounted on ship foundation and a package of relevant auxiliary equipment.

- All engines are delivered with a engine control system.

- Depending on the application and customer requirements the following additional equipment may be included in the Rolls-Royce scope of supply:

Heat exchangers, silencers, electrically driven pumps, fuel/gas treatment equipment, catalytic treatment of exhaust gases, air compressors, air bottles, engine control system etc.

- Additional equipment supplied, will also include the necessary engineering work such as torsional vibration calculations, drawings and piping diagrams.

- On request we may extend the scope of work to include additional drawings, documentation, special standards, research etc.

- Commissioning of engines, maintenance, service and separate agreed service contracts.

- Commissioning of the complete supply can be included, as well as the extended scope of supply.

- Service / The World wide exchange pool (WWEP).

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Table of content

Page

Project Guide - AppendixBergen engine B33:45V

Notifications .................................................................................................................................. iiiGeneral introduction ......................................................................................................................vTable of content .......................................................................................................................... vii1 Introduction to engine design........................................................................................... 11.1 Standard engine design................................................................................................... 31.2 Technical data ............................................................................................................... 131.3 Main dimension.............................................................................................................. 172 Interfaces - Appendix..................................................................................................... 212.3 Emission compliance ..................................................................................................... 232.4 Fuel oil specifications..................................................................................................... 372.5 Cooling water requirements........................................................................................... 432.6 Lubricant Guide ............................................................................................................. 478 Control and safety system ............................................................................................. 518.1 Safety, control and monitoring systems for diesel engine V-engine .............................. 539 Service and maintenance .............................................................................................. 799.1 Routine maintenance in general .................................................................................... 819.4 The world wide exchange pool concept......................................................................... 85

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for any purpose other than for which it is supplied without the express written consensus of Rolls-Royce plc.



1 Introduction to engine design

Introduction

In chapter 1, Introduction to engine design, you will find the information listed below:

1.1 Standard engine design

1.2 Technical data B33:45V

1.3 Main dimensions B33:45V

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1.1 Standard engine design

Abbreviations

A Generator set (Genset)HT High temperatureLT Low temperaturelubr. LubricatingMCR Max. Continuous RatingP PropulsionVVT Variable Valve Timing

1 Introduction
This description is in general, related to the standard engine design and standard auxiliary equipment, fitted on the engine.
In addition, optional engine design and engine fitted equipment are described.

NOTEThis description is based on engine ratings for standard equipped engines.

Fig 1: Illustration Bergen B33:45 diesel engine

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1.1 General

Chapter 12015-09-3

The informa

The Bergen engine type B33:45 is a 4-stroke, reciprocating engine built in two configurations: In-line and V with a 330 mm bore and a 450 mm stroke. The engine is turbocharged and equipped with a 2-stage charge air cooler. The engine may be operated on diesel or heavy fuel oil of viscosity up to 700 cSt at 50°C (IF700), with a suitable fuel supply system.

All engines in the B-series have identical components, as far as possible and practical. Customers using Bergen main engines and gensets have thereby the advantage of “uniform machinery” with fewer spare parts to keep in stock.

The design of the “B” engine is highly modular, of assemblies with different integrated functions. This reduces the number of parts, improves the reliability and makes service easier.

1.1.1 Engine block

The engine block is a monoblock structure of nodular cast iron and has an underslung crankshaft. The main bearing caps are retained by studs with hydraulically tensioned nuts. Horizontal bolts running across the crankcase, clamp the main bearing caps to prevent sideways movement. The necessary relief valves are fitted in the crankcase doors. Large covers and doors for easy access for maintenance.

The engine block is the same for both propulsion and gensets, and for diesel and gas versions. This supports a potential future rebuild from diesel to gas.

Fig 2: Illustration engine block

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1.1.2 Crankshaft


The crankshaft is a forging of chrome-molybdenum steel. It has bolted-on counter weights to balance inertia forces. A torsional vibration damper and rotating mass are mounted at the free end of the crankshaft. A shaft extension can be fitted for power take-off shaft. It is possible to take out full effect on the PTO shaft for all in-line engines and most of the V-engines. For maintenance work the crankshaft can be turned by a barring gear.

Fig 3: Illustration Crankshaft

1.1.3 Main and big end bearings

The main- and big end bearings are thin-wall steel shells, lined with special bearing material. The bearings are precision made and require no special adjustment when fitting new shells. The main bearing shells can be removed without lowering the crankshaft. Big end bearing shells can be removed without piston withdrawal, and does not need to be opened when a piston is being pulled (see connecting rod).

1.1.4 Connecting rod

The connecting rod is drop-forged of special steel. It is of a 3-piece design and of ample dimensions. The 3-piece design protect the lower end connecting rod including big end bearing shells when dismantling the piston for piston ring replacement. The shank section is attached to the big end section with a stiff flange and 4 bolts. The big end bearing cap is split horizontally and retained by 4 bolts. All bolts are made of special steel, have roll-formed threads and are tensioned hydraulically. The tools used for dismounting and assembly is the same for both upper and lower part on the connecting rod.



1.1.5 Pistons

Chapter 12015-09-3

The informa

The pistons are of the composite type, with nodular cast iron skirts and forged steel crowns. They are cooled by oil from the main lubr. oil system, which is led to the pistons through the connecting rods. The piston pin bearing has a “stepped” design that gives a large bearing surface in thedirection of the firing load.

Each piston has two compression rings and one spring-loaded oil control ring, all specially adapted for a controlled lubr. oil consumption. The piston rings are chromium plated, the first ring with a special chrome-ceramic coating for extra wear resistance. All piston rings are located in the crown section, to ensure the best lubrication of the piston skirt.

Fig 4: Illustration Piston with connecting rod and big end bearing

1.1.6 Cylinder liners

The thick-walled bore cooled cylinder liners are centrifugally cast in a special wear resistant iron alloy, and the running surfaces are plateau honed.

1.1.7 Carbon cutting ring

All engines are equipped with a “carbon cutting ring” in each cylinder liner.

The carbon cutting rings prevents build-up of carbon on the upper land of the piston crowns, and thereby reduces the polishing and wear of the cylinder liners. This gives a stable low lubr. oil consumption over time.



1.1.8 Cylinder heads


The cylinder heads are of alloyed cast iron, and are secured to the engine block by 4 studs with hydraulically tensioned nuts. The bottom section of the cylinder head is sturdily 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 fuel injection valve. The valve seats and valve guides for inlet- and exhaust valves are cast of special alloy cast iron, and are shrink fitted. The exhaust valve seats are cooled by the jacket water and have special seat armouring. The inlet valves are of alloy valve steel with hard seat facing, where as exhaust valves are of special high temperature resistant steel with seat armouring for best resistance against aggressive attacks from heavy fuel oil deposits. All valves are equipped with valve rotators.

The fuel injection valve is located in a water cooled tube in the center of the cylinder head, and the fuel nozzle is temperature controlled by means of lubr. oil. There is a separate rocker cover for each cylinder head.

1.1.9 Camshaft

The camshaft is driven by gearwheels from the flywheel end of the crankshaft. The camshaft is built up of one cam section and a bearing part for each cylinder. These are bolted together and can be easily dismantled section by section. The cam section is made of special case hardened steel to withstand very high rolling pressures.

Fig 5: Illustration Camshaft

1.1.10 Variable Valve Timing (VVT)

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 a pneumatic cylinder, enabling rotation of the shaft, and hence controlling translation of the swing arms. This arrangement makes it possible to have two predetermined values for the timing of the inlet cam. One for high load (i.e Miller) and one for low load operation.

This design facilitates changing of inlet valve timing in ordinary operation of the engine. When the engine load increases beyond 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.



1.1.11 Starting and control air system

Chapter 12015-09-3

The informa

Compressed air is used for starting and control of the engine. The starting arrangement is based on an air-driven starter motor acting on a replaceable ring gear on the flywheel. In the control air system, dry and clean air is required for problem-free operation of the oil mist detector and various solenoid valves. A removable electric barring gear acts on the same ring gear as the starter motor.

1.1.12 Charge air and exhaust system

The 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 an air duct. The charge air cooler is integrated in the engine front end module. The charge air receiver is integrated in the cylinder block. The standard exhaust system consists of the turbine part of the turbocharger and the exhaust manifold.

1.1.13 Fuel system

The fuel system has a separate injection pump for each cylinder, connected to a common control shaft. The control arms are spring loaded, so that if the control arm for one of the pumps gets stuck, the control shaft can still move freely and control the remaining pumps. Each pump has a built-in emergency stop cylinder. The fuel injection equipment is developed for heavy fuel operation. The pumps have through-flow passages for fuel oil recirculation, also when the engine has been stopped.

A standard engine for diesel oil fuel has an engine driven fuel booster pump. The injection pump plungers have a special coating for reduced wear and safety against seizure.

Fuel oil, leaking along the pump plungers, is drained through a collector pipe to waste oil tank together with overflow from the injectors. The high-pressure pipes to the nozzles are shielded, and drained to the waste oil tank in response to an alarm sensor. Large covers enclose the fuel injection system completely for safety reasons, in case of any leakage and to keep it well heated.

For heavy fuel oil, the booster pump as well as the fuel oil filter are separately fitted. The fuel oil injection valves are temperature controlled by means of lubr. oil from the engine system, and which is heated by a heat exchanger connected to the jacket water system. Standard engines are designed for start-stop on heavy fuel oil in addition to diesel oil.

The diesel oil/heavy fuel oil change-over valve is installed in the engine room. A BEAS-developed cleaning/lubricating system keeps the fuel injection pumps, and control racks, free of heavy fuel residue, with the intention to prevent them from sticking. Diesel oil is used as the cleaning medium. A pneumatically operated cleaning pump with oil tank and control equipment is installed in the engine room.

1.1.14 Cooling water system

The standard cooling water system contains separate HT (jacket water) and LT cooling water circuits. Separate HT and LT coolers and thermostatic valves are then arranged in the engine room. The engine is equipped with one engine-driven pump (jacket water-, HT) and can either be equipped with one engine-driven or one electric LT water pump.

The jacket water pump is of centrifugal type, not self-priming. A module for heating the cooling water for hot stand-by can be delivered.



1.1.15 Main lubricating oil system


The standard main lubricating oil system contain a 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 regulating valve is placed just downstream of the pump.The valve gear is lubricated from the main lubricating oil system via a pressure reduction valve.A duplex full-flow, depth-type cartridge filter with a manual change-over valve is provided as standard and mounted off engine. A centrifugal filter is mounted on all engines. An electrically driven priming pump is normally fitted on genset engines.

Option:

A dry sump for propulsion engines, with drain to tank at lower level can be provided.

Fig 6: Example B33:45 genset



1.2 Governing

Chapter 12015-09-3

The informa

The B33:45 engine is equipped with electronic governor and hydraulic fuel actuator driving the control shaft. As options, hydraulic-mechanical main or backup governor can be provided.

The Engine Control System is divided into several parts/units to meet functional and classification requirements for marine applications. While main components are built on the engine, the local operating panel (LOP) must be arranged in the engine room close to the engine.The LOP provide local monitoring and control interface for operators. For a complete overview as well as detailed description see chapter 8.1

Each fuel injection pump has a built-in emergency stop cylinder. In case of an emergency stop buttons being pressed, or a safety shutdown is triggered by the engine control system, the hardwired emergency stop circuit will energize a solenoid operated pneumatic valve, opening for control air into each fuel stop cylinder, shutting off fuel supply to each injection pump individually.

Safety shutdowns are normally initiated by the following:

- Engine over-speed, with nominal set point at 115% of rated speed.

- Engine lubrication oil pressure low.

- Engine jacket water temperature high.

- Oil mist concentration in crank case high.

- Splash oil temperature deviation high.

The range of measurement points leading to engine shutdown, and override functionality, may differ depending on specific application and classification rules.

1.3 Power output / Propeller design
Propeller design depends upon vessel type and duty. If a fixed propeller solution is chosen, it should be designed so that it absorbs 85% of the maximum continuous rating 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.
1.4 Engine foundation
Propulsion engines:
- Rigidly mounted as standard.

- Resiliently mounted as option.

Genset engines:

- Resiliently mounted as standard.

- Rigidly mounted as option.



1.5 Direction of engine rotation


All standard engines rotate in a clockwise direction, as seen towards the flywheel. Counterclockwise rotation can also be specified.

Fig 7: Direction of rotation and cylinder numbering

1 2 3 4 5 6

Free end / pump end

Flywheel end

Clockwise rotation

This side: Manoeuvre side Other side: Manifold side




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1.2 Technical data

1 Introduction
Please find attached technical data for the engines listed below.
Propulsion engines

- B33:45V12P - Preliminary

Generator engines

- B33:45V12A - Preliminary




Fig 1: Technical data B33:45 V12P Preliminary




Fig 2: Technical data B33:45 V12A Preliminary







1.3 Main dimension

1 Introduction
Please find attached main dimensions drawings for engines listed below.
Propulsion engines

- B33:45V6P

Generator engines

- B33:45V6A - TBA




Fig 1: Standard main dimension B33:45 V12P (1)




Fig 2: Standard main dimension B33:45 V12P (2)




NOTERecommended free space 1000 mm around engine for maintenance.

NOTEDimensions, weight on this drawing are approximate and will be changed in the final drawing.

Table 1: Preliminary estimated weight B33:45 V12P

Weight dry engine 66680 Kg

Weight flywheel 3500 Kg

Weight oil sump 3000 Kg

Weight brackets and flexible elements 1120 Kg

Weight oil 2880 Kg

Weight water 750 Kg

Weight dry engine complete 74300 Kg

Weight engine in running conditions 77910 Kg

Weight transport foundation 1200 Kg

Weight dry engine inclusive transport equipment 75500 Kg




2 Interfaces - Appendix

Introduction

In this chapter you will find guides, requirements and other information applicable for the Bergen engine type B33:45V. Please see list below:

2.1 Air specifications - TBA

2.2 Noise level measurement - TBA

2.3 Emission compliance

2.4 Fuel oil specifications

2.5 Cooling water requirements

2.6 Lubricant Guide

2.7 Mechanical interface - Pipe connections TBA

NOTE Please note that the drawings are out of scale.

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2.3 Emission compliance

Abbreviations

ABS Ammonium bisulfateAISI American Iron and Steel Institutedb(A) Decibel with A-weightingDEF Diesel exhaust fluidECA Emission control areaHMI Human machine interfaceIMO International Maritime Organisation ISO International Organization for StandardizationMARPOL International Convention for the Prevention of Pollution from ShipsNECA NOx emission control areaPM Particulate matterPLC Programmable logic controllerRMS Routine maintenance schedulerpm Revolutions per minuteSCR Selective catalytic reductionSECA SOx emission control area

1 Introduction
MARPOL Annex VI entered into force on 19 May 2005 and sets amongst others limits on sulphur oxide (SOx, Regulation 14) and nitrogen oxide (NOx, Regulation 13) emissions from ship exhausts. In addition, it also contains provisions allowing for special Emission Control Areas (ECAs) to be established with more stringent controls on SOx and NOx emissions. Table 1 shows an overview of the current (Status 01.07.2013) established ECAs with the regulated pollutants and effective dates.
Table 1: Established emission control areas (status 01.07.2013)

ECA Pollutant(s) In effect from

Baltic Sea SOx 19 May 2006

North Sea SOx 22 Nov 2007

North America SOxNOxPM

1 Aug 2012

US Caribbean Sea SOxNOxPM

1 Jan 2014


Chapter 22015-09-3

The informa


The emission of sulfur oxide is regulated by the sulfur content of the fuel, the relevant dates and stages for the global limits as well as inside the emission control areas can be found in Figure 1.

Fig 1: IMO fuel sulfur limits

2,5

3

3,5

4

4,5

5

25000

30000

35000

40000

45000

50000

on

ten

t in

% (m

/m)

con

ten

t in

pp

m

��

0

0,5

1

1,5

2

0

5000

10000

15000

20000

2008 2010 2012 2014 2016 2018 2020 2022 2024 2026

Su

lph

ur c

o

Su

lph

ur

Global ECA (alternatives like scrubbers are allowed) ECA = Emission Control Area

Annex VI also sets limits on emissions of nitrogen oxide (NOx) from diesel engines (status 01.07.2013) greater than 130 kW.

The applicable IMO NOx limits (Tiers) depend on the rated speed (rpm) of the engine as well as the date the vessel is keel laid (see Figure 2). The Tier III emission level will apply only for (diesel) engines installed on a ship constructed on or after 1st January 2016 (date currently under review) and operating inside designated NOx emission control areas (NECA). Sailing outside these NECAs, the vessels must comply with Tier II limits.




Fig 2: IMO NOx limits

8

9

10

11

12

13

14

15

16

17

18

x in

g/k

Wh

Tier I limit (g/kWh) = 45· n(-0.2)

Tier II limit (g/kWh) = 44·n(-0.23)

Tier III limit (g/kWh) = 9n(-0.2)

n = rated engine speed (rpm)

* Tier III implentation date currently under review

0

1

2

3

4

5

6

7

0 100 200 300 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000

NO

x

Speed in rpm

Tier I (01/01/2000) Tier II (01/01/2011) Tier III (01/01/2016*)

The Bergen type B-engines are Tier II compliant and meet Tier III limits by means of exhaust after-treatment using a selective catalytic reduction (SCR) system.



2 Selective catalytic reduction (SCR)

2.0.1 Introduction

Chapter 22015-09-3

The informa

The Selective catalytic reduction process utilizes the conversion reaction of nitrogen oxide (NOx) and ammonia (NH3) to nitrogen (N2) and water (H2O) on the surface of a catalytic active substance. Ammonia is provided by the injection of a diesel exhaust fluid (DEF) as reducing agent forming ammonia and carbon dioxide (CO2) after vaporizing and decomposing in the hot exhaust gas.

The NOx reduction of the SCR system (not taking the exhaust gas temperature as general go/no-go criteria for the urea injection into account) is mainly depending on the urea injection rate and the available surface area of the catalyst. In general (w/o active use of a NO analyser unit), the urea injection is based on a mapping of the engine-out NOx emissions (NOx vs. load/speed) in which the injection rate is subject to a optimization process between NOx reduction, urea consumption and emission of secondary pollution like ammonia slip. Without any injection of urea, the NOx reduction capability of the SCR system will be marginal (<<5%).

2.1 DEF/urea
DEF is usually an aqueous urea solution with 40% urea and 60% deionised water. DEF is hereafter referred to as urea. 32,5% AdBlue solution can also be used if the DEF injection strategy is modified or adjusted.
In general, marine SCR systems operate with a 40% aqueous urea solution as the reducing agent. Properties as well as quality requirements of the 40% urea-water solution are given in Table 4.

2.2 System overview
The SCR system (shown in Figure 3) consists of the following main components:
- SCR housing with catalyst elements (8)

- Static mixer (11)

- Urea injector / injection lance (10)

- SCR control cabinet (3)

- Dosing unit (5)

- Urea pump unit (4)

- Pressure & temperature sensors (6)

Additionally, the following items (not being a part of the general scope of supply by itself) are required for a fully operational system:

- Urea main storage tank (1)

- Piping and wiring for system fluids (air, urea)

- Mixing/Injection pipe (9)




Finally, the below–mentioned components and system design features of the SCR system are available optionally:

- NO analyzer unit incl. analyzer probes (2,7)

- Soot blowing system (12)

- Integrated silencer

- Internal bypass

Fig 3: SCR system principal drawing



2.3 Catalyst housing

Chapter 22015-09-3

The informa

For each engine that is to be fitted with an SCR system, one separate catalyst housing is to be placed in the exhaust pipe line. The catalyst housing is a steel casing (steel grade part dependent) whose actual configuration depends on system design parameters such as NOx reduction, pressure drop or total installation space. It can generally be installed in both vertical and horizontal orientation and is typically equipped with the following elements:

Supporting elements for catalyst modules

- Access hatches.

- Dust blowing system.

- Inlet and outlet cone with flange connections.

- Mounting feet.

- Connections for thermocouples and differential pressure transmitters.

- Thermal insulation at the outside.

- Internal exhaust by-pass (optional design feature upon request).

- In-line configuration with standard silencer for sound attenuation up to 35 dB(A) (optional design feature upon request).

2.4 Catalyst
The catalyst typically has a square cross-section and is of the fully extruded type with a homogeneous dispersion of the active material (mainly vanadium-pentoxide and titanium oxide). The actual material specification (e.g. vanadium content and pitch) is mainly based on engine and project specific information like the exhaust gas flow, temperature and NOx emission level, and the type of fuel used. Thus, an optimized solution with respect to NOx reduction, system backpressure and other application and project criteria can be provided.
The catalyst elements are packed in canned modules by using expansion mats, ensuring the position of the catalyst blocks in the canisters and preventing them from damage due to vibrations and mechanical stress. The modules are typically placed in two or three layers inside the housing.

2.5 Urea injection and mixing
The injector unit is attached to the injection pipe with a flange connection positioning the nozzle in the injection pipe centre line. The injector is a dual media type using air for both cooling the urea solution inside the injector and improving the atomization of the small urea solution droplets at the nozzle outlet. Moreover, flushing the nozzle tip with air after stopping the urea injection prevents the crystallization of urea and with it the clogging of the nozzle.
There is one static mixer mounted inside the exhaust gas piping, ensuring a good mixing of ammonia with the exhaust in order to obtain optimum system performance. The mixer is mounted in the exhaust piping just prior to the injector unit, and the injected urea is thereby mixed with the exhaust immediately after injection. The mixer and injector must be installed in a straight pipe, as the injection pipe is positioned just after the injector. The injection pipe is generally a straight stainless steel pipe (to prevent corrosion from urea) that is required for complete mixing of the injected reducing agent. Dimensions of the mixer as well as injection pipe length and diameter are based on project specific information like exhaust- and urea flow and back-pressure requirements.



2.6 Urea distribution and control system


The urea supply to the SCR system(s) is ensured by one common pump unit, which is also responsible for maintaining the pressure in the urea distribution system. The most important part of the pump unit is the automatically operated main pump, and the distribution box which is connected to the SCR control unit. The pump unit starts the urea supply for the SCR system(s) automatically, and delivers the urea to a pressure control- and distribution unit, which adjusts the system pressure and distributes the urea to the dosing unit(s).

The dosing unit includes a flow meter and the automatic main dosing valve which enables accurate dosing of urea. In addition the dosing unit consists of other equipment needed for functions such as urea flow on/off and providing air for injection and for rinsing the urea injector. From the dosing unit the correct amount of urea and air is delivered to the two phase injector, which is mounted on the exhaust pipe upstream of the injection pipe. Each engine that is equipped with an SCR reactor has a separate dosing unit, which is connected to the common SCR control unit via a distribution box.

The function of the SCR control unit is to regulate and control the amount of urea that is delivered to the injector, as well as controlling other functions such as start/stop of urea and air at the dosing unit and controlling the urea pump unit. It consists of the PLC (Programmable logic controller) and the HMI (Human-machine interface), thus, all communication (like alarms, starting/stopping the urea injection process or viewing the actual and historical process data) with the PLC can be done via the HMI. The PLC allows for both digital and analogue inputs and outputs. In case of an alarm, the cause for the alarm and possible actions will be indicated on the HMI.

The function between urea consumption, engine load and NOx is recorded as a curve in the PLC. Control of the urea injection rate is thereby carried out automatically, based on an engine load signal to the control system, enabling accurate and delay free urea dosing.

As illustrated in the figure below two possible control unit configurations can be chosen, depending on application requirements. The control unit can be configured as a common control unit for control of up to 8 engines. Alternatively one control unit per engine is possible by integrating the control unit on the dosing unit panel.

Fig 4: Principal layout of SCR control and urea distribution system. (1) Drawing on left side is configuration with control unit mounted on dosing unit. (2) Drawing on right side is for one common SCR control cabinet for up to 8 engines.



2.7 Optional system components

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The following features/components can be supplied with the SCR system on demand:

Internal by-pass: In cases where the SCR system is applied to a single propulsion engine, a by-pass mechanism is mandatory. Thereby, the exhaust gas is guided past the outside of the catalyst material. As an optional feature, the by-pass can enable undisturbed operation in the case of clogging or blocking of the catalyst.

Integrated silencer: The catalyst housing can be integrated with a silencing function for sound attenuation in-line with a standard silencer. This results in a decrease in the space requirements as well as the total system pressure drop. In addition, the standard silencer may in such cases be omitted.

NO analyzer: The NO analyzer system consists of an analyzer cabinet, the analyzer probe and the sampling system. It can be applied for both monitoring the system performance (NOx concentration after the catalyst) and providing an additional control function for the DEF dosing by adjusting the injection rate based on the deviation between the actual, measured NOx value and the set point. An alarm will be given if the deviation exceeds a given, pre-defined limit and with it indicating a system malfunction.

Soot blowing system: The soot blowing system consists of several nozzles positioned below each catalyst layer as well as pipes and valves to control the air flow. Compressed air (>7 bar) is required to operate the system. It is activated by an increase of the differential pressure over catalyst elements above a predefined set point. Applying a soot blowing system is required in case of running on HFO, and is optional when applying distillate fuel oils (MDO and MGO) with sulphur content below 0.5% m/m.



2.8 Design parameters


An overview of SCR system characteristic data including consumables and the dimensions of the most important components is given in Table 2. However, this information is for reference only, as for each individual project the system will be designed based on project specific information such as required NOx reduction efficiency, space requirements and the like.

Table 2: SCR system design parameters (for reference only)

Engine Catalyst housing Mixing pipe Consumables

Rated power

Width Depth Length

Weight, including catalyst elements

Diameter Length Air Electricity

kW mm mm mm kg DN mm l/h kW

1920 - 2000

1030 1350 2400 1730 500 1800 18-19 4 - 5

2560 - 3000

1350 1350 2400 2250 700 2300 24-27 4 - 5

3600 - 4000

1680 1520 2500 2980 8000 2500 28-34 4 - 5

4320 -4800

1680 1680 2700 3310 800 2800 40-45 4 - 5

5400 - 6000

2000 1850 2700 4180 900 3200 47-50 4 - 5

7200 2170 2000 3000 4750 1000 3500 54 4 - 5

7680 - 8000

2330 2000 3000 5200 1100 3800 65-67 4 - 5



2.9 Operational considerations

2.9.1 Pressure drop

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The system is in general designed for a maximum pressure drop of 15 mbar, including the catalyst housing and the static mixers. However, soot, particulates and other compounds may be deposited on the catalyst surface, leading to some increase in pressure drop. A differential pressure transmitter which measures back-pressure across the catalyst housing is therefore applied for continuous monitoring of back-pressure.

2.9.2 Exhaust temperatures

The minimum exhaust gas temperature for a reliable operation of in which the SCR system is a function of the fuel sulfur content. Figure 4 shows the lower temperature limit for SCR operation needed to prevent formation of ammonium bisulphates (ABS). ABS may lead to catalyst fouling and it results from the reaction of residual ammonia with sulphur trioxide on the surface of the catalyst. Injecting urea when exhaust temperatures are below sulfur dependent limit results in a temporary reduction of the catalyst activity, however, the process can be reversed by increasing the exhaust gas temperature above the limit for a certain period of time. To avoid ABS formation, the exhaust temperature at the SCR hosing inlet and outlet is continuously measured and com-pared in the control system with the minimum temperature limit. At exhaust temperatures below limit, urea injection will be stopped automatically until temperature is sufficient for operation. In general, the use of low sulfur fuels is preferable as it allows for operation at a wider exhaust temperature range.

Operation of the SCR system at high temperatures however should also be avoided as ammonia

oxidation (>450 oC) and the non-reversible, thermal deactivation of the catalyst (>500 oC) have a negative influence on the NOx reduction efficiency.

Fig 5: Exhaust gas limit temperature



2.9.3 Catalyst poisons


The activity of the catalyst elements is a measure of the ability of the catalyst to trigger the catalytic reactions between NH3 and NOx. The activity will gradually decrease, depending on operating hours, thermal loads (sintering) and poisonous substances originating from the urea solution and the combustion process (fuel and lubr. oil). The catalyst poisons are of special importance as their absorption on the active sites directly inhibits the activity of the catalyst. The most critical toxic agents and their maximum exposure concentrations are given in Table 3.

Table 3: Catalyst poisons

Toxic agentMaximum exposure concentration

(mg/m3 wet)

Alkali metals 5

Alkali earth metals 1

Hydrochloric acid, chlorides 100

Hydrofluoric acid, fluorides 1

P2O5 & organic phosphorus compounds 0,005

Organic silicon compounds, Si-halides 0,005

Arsenic, Arsenic compounds 0,005


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Table 4: Physical properties and specifications of the urea solution

Parameter Quantity Unit

Density 1105 – 1115 kg/m3

pH 9,8 - 10

Crystallization temperature 0 oC

Specifications Min. Max.

Urea content 39 41 % by weight

Alkalinity as NH3 0,5 % by weight

Biuret 0,8 % by weight

Aldehydes 100 mg/kg

Insoluble matter 50 mg/kg

Total Phosphorus (as PO4) 1 mg/kg

Calcium 1 mg/kg

Sodium 1 mg/kg

Potassium 1 mg/kg

Iron 1 mg/kg

Magnesia 1 mg/kg

2.9.4 Urea

The strict urea quality requirements in combination with the weak corrosiveness of the fluid require cleaning and handling of the parts (pumps, pipes, containers etc) being in direct contact with the substance in accordance with SCR system instructions. Stainless steel (AISI 316) and polyethylene plastic are examples of materials that are recommended in ISO 22241-3, (guidelines regarding handling, transportation and storage of DEF).

The temperature of the urea distribution and storage system should be kept above 5 oC to

prevent crystallization of urea. Temperatures above 45 oC and exposure to direct sunlight can

result in the decomposition and/or evaporation of the reducing and thus, should also be avoided.

The urea solution consumption is mainly based on the NOx concentration in the exhaust as well as the desired NOx reduction. Moreover, the injection rates will depend on other parameters like the engine load and speed.

The actual/measured NOx emission level in the exhaust gas can be used as an input to the control unit when adjusting urea dosing.




The amount of urea required to achieve a given NOx reduction can be estimated by the following simplified equation:

where:

Vurea = Urea consumption in l/h

SNOx,in = Specific NOx emission at inlet of SCR in g/kWh

SNOx,out = Specific NOx emission at outlet of SCR in g/kWh

f = Ratio between injected urea and reduced NOx in g/g (1,7 for a 40% solution)

Pmech = Engine power in kW

rurea/water = Density of the aqueous urea solution in kg/l (1,112 kg/l for a 40% solution)

2.10 Maintenance
The core components of the SCR system are the catalyst elements or stones, which have to be replaced when either damaged, worn out or the activity has decreased below a certain threshold value. Operating profile, fuel oil quality and maintenance are the main parameters affecting the catalyst activity and lifetime (typically 5 years lifetime when operating on MDO or MGO with sulfur content below 0.5%). In addition, components like the urea distribution system and sen-sors must be checked frequently, including inspections, maintenance and replacement of parts when necessary. See the routine maintenance schedule (RMS) for details regarding mainte-nance actions that have to be carried out in order to assure a proper operation of the system.
In addition, the parameters need to be monitored continuously to maintain and ensure the performance of the SCR system:

- Urea/air flow.

- Exhaust gas temperatures.

- Pressure drop across the catalyst housing.

- NOx emission level (if available).

2.11 Other
Compressed air
Compressed air is used to improve the injection and subsequent droplet formation of the urea solution as well as to purge the injection nozzles and clean the catalyst elements (soot blowing system). Therefore, an air compressor or instrument air (with a project-specific pressure and flow) is needed to operate the SCR system. Due to sensitivity of the system against contamination, it is recommended to use air satisfying the quality standards specified in ISO 8573-1.




Sound attenuation

Figure 5 gives an indication of the typical sound attenuation that is achieved per meter of catalyst element length. Additional damping will also be provided by the catalyst housing, giving the SCR system a total sound attenuation in the order of 5 - 10 dB(A). This input should be taken into account when dimensioning the standard silencer.

Fig 6: Sound attenuation of the catalyst elements per meter length




2.4 Fuel oil specifications

Abbreviations

DMA Distillate fuel category in ISO 8217HFO Heavy Fuel oilIF Intermediate Fuels ISO International Organization for StandardizationMDO Marine Diesel OilMGO Marine Gas OilRMx Residual fuel categories in ISO 8217

1 Introduction
Bergen engines can only run on conventional petroleum-derived fuels or crude oils.
The fuel specification - as bunkered, shall be within the limits of ISO 8217:2010 for which the fuel category the engine plant is designed for.

In addition to the ISO standard, there are engine manufacturer specific limits within which the fuel also must be maintained. See Table 1 and Table 2 below.

Table 1: Additional limits on residual fuel characteristics

Additional limits on residual fuel characteristics

Characteristics Unit Limit Value Test Method

Kinematic viscosity at engine inlet mm2/s or cSt max.min.

16,012,0

ISO 3104

Water at engine inlet volume% max 0,20 ISO 3733

Sodium at engine inlet mg/kg max 30 IP 501, IP 470

Aluminium + silicon at engine inlet mg/kg max 15 IP 501, IP 470 or ISO 10478

Table 2: Additional limits on distillate fuel characteristics

Additional limits on distillate fuel characteristics

Characteristics Unit Limit Value Test Method

Kinematic viscosity at injection pump inlet mm2/s or cSt min. 1,6 ISO 3104

Kinematic viscosity at engine inlet mm2/s max.min.

11,01,9

ISO 3104

Water at engine inlet volume% max. 0,20 ISO 3733

Fuel temperature at engine inlet °C min. 20

Lubricity µm max. 460,0 ISO 12156-1



1.1 Marine diesel oil (MDO)

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In this text the term MDO is used for fuels that are classifies as distillate fuels in ISO 8217.

MDO can be used as fuel oil for the engine, provided that the oil is fairly homogeneous, i.e. it does not contain a large amount of heavy residues, especially with respect to cracking and very bituminous residues. It is often difficult to judge the quality of the oil from the supplied analysis data. The specific gravity will depend on the origin of the oil, and also on the mixing ratio between residual oil and distillate. An East Indian fuel oil of a certain grade may therefore have a higher specific gravity than the corresponding Persian oil.

The oil viscosity is of importance for the injection pressure, but generally it is not significant for the quality of the fuel.

If a fuel oil that is not a pure distillate is used, i.e. most grades of MDO and some grades of gas oil (light marine diesel oil), it is absolutely recommended to separate the fuel.

In case the result with a fuel oil is not satisfactory, eg. causing smoke and high exhaust temperatures, large deposits of carbon in the engine etc., it is advisable to send a detailed report to Bergen Engines AS with complete oil analysis data.

Specific energy

(Extract of ISO 8217).

Specific energy is not controlled in the manufacture of fuel except in a secondary manner by the specification of other properties. However, the specific energy can be calculated with a degree of accuracy acceptable for normal purposes from the following equations:

Specific energy (net) = A·B+C (MJ/kg)

A= 46.704 - 8.802 2·10-6+3.167· 10-3

B= 1 - 0.01(x+y+s)

C= 0.01(9.420s - 2.449x)

where

is the density at 15 °C, in kilograms per cubic metre

x is the water content, expressed as a percentage by mass

y is the ash content, expressed as a percentage by mass

s is the sulphur content, expressed as a percentage by mass

NOTESpecific fuel oil consumption is based on MDO with a net calorific value of 42.7 MJ/kg.



1.2 Heavy fuel oil (HFO)


In this text the term HFO is used for fuels that are classified as residual fuels in ISO 8217.

Bergen engines are designed for using fuel having viscosities up to 55 cSt/100 °C (700 cSt/50 °C) corresponding to ISO 8217 class RMK 700.

“Heavy fuel” is an expression used colloquially for all fuels having a viscosity above approximately 20 cSt/50 °C but this term is not used in ISO 8217. This can cause someconfusion, like the different names for identical products used by different fuel suppliers.

The designation for residual type fuel is not consistent and the following designations are in use:

- Bunker fuel oil, bunker C, bunker C fuel oil, intermediate fuel (IF),intermediate fuel oil (IFO).

Heavy fuel oils, or more correctly, intermediate fuels (IF) are produced by diluting a high viscosity residual oil with a distillate, normally marine diesel oil, to the desired viscosity.

The quantity of distillate needed to attain a certain viscosity will always be relatively small. Thus the percentage of impurities is hardly altered by reducing the viscosity. Viscosity is therefore no measure of quality.

The quality of a heavy fuel is primarily dependent upon the origin of the crude oil and the refining process used. This means that the quality of the fuel oil can vary greatly from place to place and from time to time, irrespective of the viscosity. It is a requirement to separate the heavy fuel oil.

NOTEMarine diesel oil (MDO) and heavy fuel oil (HFO) are not standardized fuel grades. The terms used in ISO 8217 are distillate fuel for marine diesel oil and residual fuel for heavy fuel oil.



1.3 Fuel standards

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The heavy fuel oil should satisfy the requirements of the international standard ISO 8217. The standards give no indications of the fuel quality with regard to ignition, combustion and pretreatment, as no reliable measurement criteria exist.

1.3.1 Fuel viscosity

The viscosity of heavy fuels at the injection pump inlet should be:

2.2°E (min. 2.0°E max. 2.5°E)

14 cSt (min. 12cSt max. 16.0 cSt)

65 s.RW1 (min. 58 s.RW1 max. 74 s.RW1)

To attain the above viscosity the fuel oil will require heating. The heating should be controlled by a viscometer, adjusted to allow for heat loss between the viscometer and engine. Figure 1 shows the temperature required to obtain a given viscosity for certain fuel grades. This diagram is only a guide as the viscosity-temperature relationship may vary for different heavy fuels.

Fig 1: Viscosity / Temperature curves of some typical fuels



1.3.2 Heavy fuel oil - troubleshooting


Table 3 below describes different unwanted situations the various constituents of modern heavy fuel may cause, together with recommendations for avoiding or at least minimizing these issues.

Table 3: Troubleshooting

Item Situation Action

Density Pretreatment/ removal of water.

Ensure separator settings are correct.

Sulphur Low temperature corrosion, i.e. wear of upper liner parts, in piston ring grooves and on exhaust valve stem/guide.

Ensure coolant outlet temperature is between 85-90 °C.Ensure lubricating oil has sufficiently high BN-no.

Viscosity Pretreatment/preheating to correct injection viscosity.

Ensure temperature is correct for required viscosity.

Conradson Carbon Carbon build-up in exhaust system and increase in smoke level. Especially at low load.

Increase inlet air and coolant temperature at low load.

Vanadium High temperature corrosion of exhaust valves.Deposit formation.

Check function of rotocap.Check valve clearance and valve seating.

Sodium Deposit formation.Sodium content is connected with sea water(1% seawater ~ 100 ppm sodium).

See under “water” (below).

Water (usually seawater) Corrosion, corrosive wear, deposit formation.

Sea water content must be reduced by the separator to less than 0.2%.

Ignition and combustion.Problems are rare today, but might appear more frequently for fuels produced from second-ary refining processes, particularly at low load.

Wear, deposit formation, damage to piston and rings.

Increase charge air temperature at low load. Keep high cooling water temperatures.In extreme cases: Mix fuel with diesel oil having cetane no. 35 min.NB! Watch compatibility.

Aluminium, silicates. Abrasive wear of fuel system equipment, liners and rings.

Effective separation and filtration is essential. Reduce content to 5 ppm max. particle size max. 5 micron.

Compatibility(Mixing with other oils.)

Pretreatment. Avoid mixing with other oils wherever possible.



1.4 Power range diagram with specific fuel oil consumption


Fig 2: Power range diagram B33:45, 750rpm 24,9 bar bmep

Valid for main propulsion, both variable speed mechanical drive CPP and diesel electric drive.

(Note: Valid for high load spec. engine.)




2.5 Cooling water requirements

Abbreviations

HT High temperatureLT Low temperatureTBA To be announced

1 Introduction
Fresh water is used as the cooling water medium in both Low temperature (LT) and High temperature (HT) cooling systems.
1.1 Cooling water quality

CAUTIONThe water quality must satisfy the requirements in Table 1. When supplement substances are used, the service instructions have to be followed strictly with respect to the water quality, supplement volume treatment and storage.

1.1.1 Cooling water treatment

To prevent corrosion, sediments and surface growth, it is vital to use inhibitors in the cooling water systems. See Table 2.

1.1.2 Antifreeze

If a glycol and water solution of a given percentage is used as antifreeze, it will reduce the coolers capacity due to a lower heat transfer coefficient of the fluid. Note that also when glycol is used, a corrosion inhibitor must be added. See Table 2.

1.1.3 General

Table 2 is given as a guide, and BEAS can not accept responsibility for problems that may be caused by the inhibitors. If using brands equivalent to those listed here, the relevant manufacturer should be consulted about affinity between the products.

1.1.4

CAUTIONIf just starting the treatment of cooling water, or after overhauls that might have contaminated the cooling water system, empty and flush the cooling water system before commencing treatment to remove as much rust as possible. If the system is exceptionally rusty it is advisable to repeat this procedure after the first week of the treatment.




Table 1: Cooling water quality

No. Item UnitFresh WaterSupply Water

A B/CSea Water

1. PH at 20 °C 6,5 - 8,0 8,3-10,0 6,5-8,0 -

2. Chemical oxygen demand (COD)

ppm(1) - - - *(2)

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

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

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

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

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

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

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

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

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

12. Total residue on evaporation (Total solid.) ppm < 400 < 800 < 800 -

13. Total residue on ignition ppm * * * -

14. Dissolved oxygen ppm * * * -

CAUTIONThe water quality must satisfy the requirements in Table 1.

Notes: A: Jacket cooling water and closed circulating water system for radiators. It is very important to use inhibitors in the cooling system. See “Antifreeze and 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/litre.(2) Asterisk (*) in place of a value indicates an analysis item that must be considered in relation to all other items in water analysis.




1.1.5

1.1.6

Q8 Corros

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

PRODUCT MANUFACTURER

ENGINE WATER TREATMENT 9-111ALNALFLEET 2000COOLTREAT AL

WILHELMSEN SHIPS SERVICEWILHELMSEN SHIPS SERVICEWILHELMSEN SHIPS SERVICE

HAVOLINE - ANTIFREEZE XLCHAVOLINE - INHIBITOR XLI

TEXACOTEXACO

GLACELF SUPRA - ANTIFREEZECOOLELF SUPRA - COOLANTTOTAL WT SUPRA - INHIBITOR

TOTAL / ELFTOTAL / ELFTOTAL / ELF

Nalco Track102 Nalco Company

ion Inhibior Long-Lifeeze Long-Life

Q8 OilsQ8 Oils
Q8 Antifre
Cooling water quality for the sea water system

In order to prevent excessive fouling in the heat exchangers, algae growth inhibitors should be introduced through the sea chest.

Control of cooling water quality

To ensure that the cooling water meets the requirements of the raw water quality that is set must be taken highly regarded inspections of the cooling water. Frequency of controls specified in the enclosed RMS.Use crane to drain samples of cooling water.

Attached RMS describes minimum frequency of sampling of cooling water.




Fig 1: Control of cooling water quality




2.6 Lubricant Guide

Abbreviations

BN Base NumberVISC. Viscosity

1 Introduction
To select a suitable lubricant for the 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, as to which lubricating oil is suitable for their engines.
For engines burning fuels of various quality, to a great extent, the combustion characteristics of the fuel 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 minimize corrosive wear. This is done by adding alkaline additives to the lubricant.

The Base Number (BN) of an oil is a measure of the alkalinity or basic of the oil and is expressed in milligrams of potassium hydroxide per gram of oil (mg KOH/g).

The BN 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.

NOTE It is inadvisable to use a lubricating oil of higher additive content (BN) than required, as this may cause deposits in the combustion chamber (piston top/cylinder head).

The oil companies are also marketing lubricants of considerably higher BN value than listed here. These may come into consideration where extremely poor fuels demand it.

As the oil companies may change their product specifications without notice, and without changing the products name, the information given in the lubricant guide is valid for guidance only, and Rolls-Royce Power Systems can not be held responsible for any potential consequences caused by the lubr. oil whatsoever.


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Table 1: Lubricant guide for diesel engines

Gas-oil / Marine diesel 0 - 0.5% Sulphur ~ BN 7 - 12

Marine diesel / Intermediate fuel 0.5 - 1.0% Sulphur ~ BN 10 - 16

Intermediate Fuel 1.0 - 2.0% Sulphur ~ BN 15 - 20

Intermediate Fuel 2.0 - 3% Sulphur ~ BN 30

Intermediate Fuel 3.0 - -% Sulphur ~ BN 40

Table 2: (Continues) Lubricant guide for diesel engine

Oil company Oil product BN VISC.

AGIP CLADIUM 120 SAE 40CLADIUM 300 SAE 40

1230

SAE 40SAE 40

BP ENERGOL DS 3-154ENERGOL HPDX 40ENERGOL IMPROVED IC-HFX204ENERGOL IMPROVED IC-HFX304ENERGOL IMPROVED IC-HFX404

1512203040

SAE 40SAE 40SAE 40SAE 40SAE 40

CASTROL CASTROL HLX 40CASTROL MLC 40CASTROL MHP 154CASTROL TLX PLUS 204CASTROL TLX PLUS 304CASTROL TLX PLUS 404

13,51215203040

SAE 40SAE 40SAE 40SAE 40SAE 40SAE 40

CENTURY CENTLUBE SUPERBCENTIMAR DX304

10,630

SAE 40SAE 40

CEPSA TRONCOIL 3040 PLUSTRONCOIL 4040 PLUS

3040

SAE 40SAE 40

CHEVRON(TEXACO, CALTEX)

URSA MARINE 40DELO SHP 40DELO 1000 MARINE 40TARO 16XD 40TARO 20 DP 40TARO 20 DP 40XTARO 30 DP 40TARO 30 DP 40XTARO 40 XL 40TARO 40 XL 40X

9121216202030304040

SAE 40SAE 40SAE 40SAE 40SAE 40SAE 40SAE 40SAE 40SAE 40SAE 40




TOTAL LUBMARINE CAPRANO MT 40CAPRANO M 40 DISOLA MT 40DISOLA M 4015DISOLA M 4020AURELIA TI 4020AURELIA TI 4030AURELIA TI 4040

1114111520203040

SAE 40SAE 40SAE 40SAE 40SAE 40SAE 40SAE 40SAE 40

ENGEN GENMARINE EO 4015GENMARINE EO 4030

1530

SAE 40SAE 40

EXXONMOBIL EXXMAR 30 TP 40EXXMAR 40 TP 40EXXMAR CM SUPER 40MOBIL DELVAC HP 40 / MOBIL DELVAC 1640MOBILGARD ADLMOBILGARD M430MOBILGARD M440

30401212153040

SAE 40SAE 40SAE 40SAE 40SAE 40SAE 40SAE 40

IRVING OIL MARINE MTX1540MARINE MTX 2040MARINE MTX 3040MARINE MTX 4040

15203040

SAE 40SAE 40SAE 40SAE 40

LUKOIL NAVIGIO TPEO 20/40NAVIGIO TPEO 30/40

3030

SAE 40 SAE 40

PERTAMINA MEDRIPAL 412 12 SAE 40 1 12 SAE 40

PETROBRASDISTRIBUIDORA SA

MARBRAX CCD-410MARBRAX CCD-410-APMARBRAX CCD-420MARBRAX CCD-430MARBRAX CCD-440

1212203040


REPSOL - YPF NEPTUNO NT 1500NEPTUNO NT 2000NEPTUNO NT 3000NEPTUNO NT 4000

15203040

SAE 40SAE 40SAE 40SAE 40

SHELL Gadinia S3 40Gadinia AL40Argina S2 40Argina S3 40Argina S4 40

1215203040


FUCHS Titan MarWay 1040Titan MarWay 1540

1015

SAE 40SAE 40

Table 2: (Continues) Lubricant guide for diesel engine

Oil company Oil product BN VISC.


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These lists are given as a guide only, and BEAS can not accept responsibility for problems that may be caused by the lubricant. If using brands equivalent to those listed here, the relevant manufacturer should be consulted about affinity between the products.

It is strongly recommended to send oil samples to your lubricating oil supplier at regular intervals for analysis, as this gives valuable information about the performance both of the oil itself and the engine.

All inquiries should be addressed to Bergen Engines AS.

*) For hydraulic governor with separate oil system.

Table 3: Lubricant guide for governor

Oil company Oils for governor *)

BHARAT PETROLIUM Turbol 68 / Aactuma Ultra Oil 30

BP Turbine / engine oil

CASTROL Engine oil or Regal R&O 68 / Cetus PAO 68 / GST Oil 68

CHEVRON (TEXACO, CALTEX) Engine oil or GST Oil 68

TOTAL LUBMARINE Turbine / engine oil

EXXONMOBIL Tro - Mar 68 / Turbine / engine

INDIAN OIL Turbine / engine oil

PERTO CANADA Turbine / engine oil

REPSOL Turbine / engine oil

SHELL Turbine / engine oil

FUCHS TurbWay 68, 77

CEPSA Turbine oil




8 Control and safety system

Introduction

In this chapter you will find the information listed below:

8.1 Safety, control and monitoring system for diesel engine

8 Control and safety system0 Page 51tion in this document is the property of Rolls-Royce plc and may not be copied, or communicated to a third party, or used,for any purpose other than for which it is supplied without the express written consensus of Rolls-Royce plc.



8 Control and safety system0 Page 52ion in this document is the property of Rolls-Royce plc and may not be copied, or communicated to a third party, or used,for any purpose other than for which it is supplied without the express written consensus of Rolls-Royce plc.


Project Guide: B33:45V

8.1 Safety, control and monitoring systems for diesel engine V-engine

Abbreviations

HFO Heavy Fuel Oil

1 Introduction
The Engine Control System is divided into several parts/units to meet functional and classification requirements for marine applications; both for generating sets and engines for mechanical propulsion.
The main units in the system are:

- PCU (Power Condition Unit).

- ECC (Engine Control Cabinet).

- JBFW (Junction Box Flywheel End).

- LCC (Optional).

Additional units might be added depending on the type of application and requirements. These units could include remote operational panels for control room and/or bridge console mounting. The general system layout is shown in Figure 1.

Fig 1: General system layout



1.1 Signal interfaces

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The informa

Task:

- Receiving plant signals and commands from the higher level control system.

- Output of all measured values for the ship’s monitoring system.

- Output of alarms for signaling and evaluation in the ship’s monitoring system.

I/O:

- Conventionally hardwired signals mainly used for sensors and connection of external start/stop signals.

Profinet:

- Communication link between distributed I/O modules collecting data for monitoring system.

- Communication link between monitoring system and local operator panel.

- Communication link to control and safety system for process data and status information extraction.

TCP/UDP:

- Ethernet based communication link.

- Diagnostic interface for service engineers from engine control room.

- Communication link between local operator panel and control system for parameter adjustments.

- UDP communication to LCC (Option).

Modbus RTU:

- Serial link to ship’s monitoring system.

- RS485 (RTU).



2 PCU


The engine control system requires two redundant power supplies to its 24 VDC power condition unit (PCU). Minimum one supply must come from a UPS. The standard version expects one 230 VAC main supply and one 24 VDC backup supply from a UPS. Other options are available upon request.

The power supplies must be capable to deliver 10 A on the 24 VDC side.

Two redundant power cables are routed from the PCU cabinet to the ECC, who has the redundancy selection functionality. The ECC distributes the power to connected units through internal wiring.

Table 1: PCU technical data

Designation Value

Dimensions (W x H x D) 400 mm x 400 mm x 210 mm (approx)

Weight 12 kg

Heat dissipation 960 W (max)

Operational ambient temperature -40-55 °C

Storage temperature -40-85 °C

Relative air humidity 0-95 %, non-condensing (@ 25 °C)

Protection IP65

Mounting Wall

Cable entry Bottom

2.1 Operating voltage
Voltage range: 100-240 VAC – nominal 230 VAC.
Voltage range: 18-32 VDC – nominal 24 VDC.

Voltages outside the limits must be avoided.



3 Engine control cabinet

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The informa

Cabinet for wall mounting. Preferably in air conditioned space. Can be mounted in engine room if condition limitations given in Table 2 is fulfilled.

Central connection point for all interface signal to/from auxiliary equipment and external systems.

The cabinet is delivered with bottom cable gland plate for cable entry, but can upon request be delivered with Roxtec®.

The ECC is a 24 VDC system and hence no signals to/from the ECC must carry voltages higher than 48 V AC/DC.

The ECC comprises the following equipment.

- PLC for engine control system.

- PLC for engine safety system.

- PLC for monitoring system.

- Electronic governor.

- Power distribution.

- Connection point for external systems.

- Connection point for hardwired cabling between engine and control system.

Table 2 gives the technical data for the ECC.

Table 2: ECC technical data

Designation Value


Weight 60 kg (approx.)

Operating voltage 18-32 VDC (operation)

Power consumption 10 A (max)


Operational ambient temperature 0-40 °C

Storage temperature 0-60 °C

Relative air humidity 0-95 %, non-condensing

Protection IP66 (If fully closed bottom)

Vibration limit 2 g rms / 10-1500 Hz



3.1 Control system


PLC based system for handling of the following functions.

- Start sequence.

- Stop sequence.

- Start interlock including activation of interlock solenoid.

- Nozzle oil heating module control (HFO engines).

- Injection pump cleaning control (HFO engines).

- Air blow off valve control (arctic specification), based on air inlet temperature and charge air pressure.

- Variable valve timing (VVT) control.

- Charge air temperature control.

- Cooling water temperature control.

- Priming pump control.

- Cooling water pre-heating.

- Stand-by pump control.

- Interface to external systems (PMS, propulsion control, gear…).

- Combustion air shut off valve.

NOTEFunctions are enabled / disabled based on configuration and project specific adaption.

3.2 Safety system
PLC based system with separate sensors for the general engine safety. Additionally there is an hardwired emergency stop circuit. The safety system will activate a shutdown solenoid which supplies compressed air to force each fuel pump to zero fuel position. In addition, stop is sig-naled to the electronic governor.
All signal loops capable of activating an engine safety shutdown includes wire break detection. In case of single propulsion notation short circuit detection will be available. All alarms and status information are available to the ship’s monitoring system through a serial link connection.

The following safety functions are typical for this system:

- Over speed.

- Jacket water temperature high.

- Oil mist concentration high.

- Lubrication oil pressure low.

- Gear oil pressure low.

- Step-up gear oil pressure low.

- Emergency stop button activated.

- Shutdown from external systems.

- Splash oil.


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- Governor major alarm.

NOTE

Safety functions are enabled / disabled based on configuration and project specific adaption.

3.3 Electronic governor
The following is a list of typical functionality:
- Speed control.

- Fuel limitation.

- Active load sharing with other prime movers (isochronous mode).

- Torque limitation.

The control output from the governor is used to control the fuel actuator on the engine.

3.3.1 Speed control

Operational principle:

Closed loop control to maintain engine speed at set point during changing load conditions.Speed set point based on fixed speed, or variable speed set point signal from remote control system. Engine speed control is based on software functionality with two engine speed pick-ups as feedback. Local control of engine speed is possible by means of increase / decrease buttons on local operator panel on engine.

3.4 Monitoring system
The monitoring system consists of a PLC and I/O modules connected with Profinet structure collecting engine data to be displayed locally and remotely on the alarm management system. The monitoring system will also interface the Control and Safety system so that vital information about the state of the engine control can be visible to the operator.
The local monitoring system exchanges data with the alarm management system through a bus connection (typically Modbus RTU RS485).



3.5 Power distribution


Figure 2 shows the internal power distribution.

Fig 2: Internal power distribution


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The power distribution requires redundant power supplies from the PCU and includes a diode bridge to selective select the main supply. In case of failure to the main supply it will switch auto-matically to the back-up supply.

Each system is safeguarded with an electronic fuse. The fuses are not self-restoring and must manually be reset to restore power. A LED on the electronic fuses indicates the tripped fuse.

An earth fault relay will indicate the presence of an earth fault in either of the systems. Any fault related to the power supply is signaled as a common alarm to the ship’s monitoring system.

Table 3: Internal power distribution legend

Legend Description

1 Main power supply

2 Backup power supply from UPS

3 DC/DC and/or AC/DC galvanic isolation and conversion

4 Diode bridge

5 Electronic fuses

3.6 Hardwired connection
All hardwired signals to/from the ECC are connected through terminals at the bottom of the cabinet.
All analog signals from the ECC to external systems are powered and galvanic 4-20 mA.

All digital output signals are potential free dry contacts.

Analog input signals to ECC are expected to be galvanic isolated active 4-20 mA signals.

All digital input signals to ECC are expected to be provided as potential free dry contacts.

NOTENo wires connected to the ECC can carry voltages higher than 48 V AC/DC.



4 Junction box flywheel end


The junction box is located above engine flywheel and consists of the following main components:

- Terminals

- Monitoring system

- Local control

4.1 Terminals
- Central connection point for hardwired connections between ECC and engine.
- Connection point for communication link between engine and ship’s monitoring system.

4.2 Monitoring system
Distributed I/O modules for data collection to ship’s monitoring system.
Profinet link between monitoring system and ECC for extraction of process data and status infor-mation from sequence control system, electronic controller and safety system.

4.3 Local control
The local control consists of the following:
- Local operator panel - local display of process data and status information. Adjustment of temperature control parameters.

- Analog indicators for engine speed and lubrication oil pressure.

- Local speed control.

- Emergency stop button.

- Local start/stop buttons.

- Key switch for start blocking.

- Local/remote operation selector.

- Emergency start pneumatic valve.



5 LCC

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The LCC is an optional component in the engine control system which main purpose is to collect process data for further logging, processing and presentation. Data is provided from the ECC via a 1-way Ethernet connection (UDP).

The cabinet is to be installed in the vessel’s temperature controlled instrument room. The cabinet is a wall mounted cabinet with cable entry through the bottom.

Table 4 shows the technical data for the LCC.

Table 4: LCC technical data


Weight 12 kg (approx.)

Operating voltage 18-32 VDC (operation)

Power consumption 1 A (max)


Operational ambient temperature 0-40 °C

Storage temperature 0-60 °C

Relative air humidity 0-95 %, non-condensing

Protection IP65

Vibration limit 2 g rms / 10-1500 Hz



6 Standard interface signals to other systems


Table 5 gives shows typical interface signals found on auxiliary engines.

Table 5: Standard alternator application signal interface

Signal name Type Direction System

Bus tie breaker status Digital ← Switch board

Generator breaker status Digital ← Switch board

Increase speed Digital ← Switch board

Decrease speed Digital ← Switch board

kWe from load transducer 4-20 mA ← Switch board

Engine speed feedback 4-20 mA → Switch board

Request generator breaker open Digital → Switch board

Start from PMS Digital ← Power management system

Stop from PMS Digital ← Power management system

Engine running Digital → Power management system

Engine in local control Digital → Power management system

Engine start blocked Digital → Power management system

Shutdown pre-warning Digital → Power management system

Common shutdown Digital → Power management system

Table 6: Standard propulsion application interface signals


Clutch status Digital ← Propulsion control system

Clutch in request Digital ← Propulsion control system

Clutch out request Digital ← Propulsion control system

Remote speed demand 4-20 mA ← Propulsion control system

Engine torque feedback 4-20 mA → Propulsion control system

Engine speed feedback 4-20 mA → Propulsion control system

Engine running Digital → Propulsion control system

Request clutch open Digital → Propulsion control system

Shut down gear oil pressure Digital ← Gear

Shutdown step-up gear oil pressure Digital ← Step-up gear



Ready for FiFi Digital → Step-up gear

Engine in load control Digital → Propulsion control system

Table 6: Standard propulsion application interface signals


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7 Standard alarm list
The following table is an example on a full engine alarm list.
NOTENote that values given here are for indication only and that data might be altered at any time.

Table 7: Alarm list legend

Legend Description

BEAS Tag Tags from P&IDs and wiring diagrams

Signal Type Signal type at sensor level

Normal Value Standard working value (application dependent)

Set point Normal set point for alarm (application dependent)

Delay Delay to trigger alarm

Alarm group See definitions in separate section

Interlock Signal to inhibit alarm

E0 alarm Alarms required for unmanned machinery space

Table 8: Alarm type definitions

Alarm type Definition

LAH Level alarm high

LAL Level alarm low

PAH Pressure alarm high

PAL Pressure alarm low

dPIAH Delta pressure indication alarm high

PI Pressure indication

PIAL Pressure indication alarm low

PSL Pressure switch low




SIAH Speed indication alarm high

TI Temperature indication

TIAH Temperature indication alarm high

TAH Temperature alarm high

TIAL Temperature indication alarm low

TIC Temperature indication control

TSH Temperature switch high

XA Unclassified alarm

XY Unclassified relay / computed value

SI Speed indication

LI Level indication

Table 9: Alarm action definition


1 – Shut down Engine control system will automatically shut down the engine. No action is required from the ship’s monitoring system. The cause of the alarm will be signaled on the communication link to the ship’s monitoring system. Alarms in this group should generate visible and audible alarm.

2 – Reduce load Manual or automatic load reduction should take place. No action taken by engine control system. Alarms in this group should gen-erate visible and audible alarm.

3 – Alarm Indicates a fault on equipment and/or system. No automatic action by engine control system. Faults must be checked and resolved manually. Alarms in this group should generate visible and audible alarm.

4 – Pre-warning Alarm used to indicate that process value is out of normal range, and that further deviation may result in automatic action to reduce load.

5 – Not used

6 – Not used

7 – Interlock Engine control system will block engine start. No action required from ship’s monitoring system. Cause of engine interlock will be signaled on communication link to ship’s monitoring system. Only indication is required by ship’s monitoring system.

Table 8: Alarm type definitions





8 – Start failure Engine control system will monitor engine start sequence to guarantee a safe start. Automatic shutdown by engine control system if an unsafe situation arises. No action required by ship’s monitoring system.

9 - Indication Signals given for monitoring purposes only.

Table 9: Alarm action definition





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GR

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4 = G

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6 = S

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GROU

P 7 =

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GR

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9 = IN

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Norm

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BEASCode

Signal type

Trigger value

Delay (s)

Alarm Type

Group

E0 alarm

Comments

Leve

l exp

ansio

n tan

k HT

low

01HT

Di

gital

0 1

LAL

3

Reco

mmen

ded s

ignal,

hard

wire

d dire

ctly t

o IAS

Leve

l Exp

ansio

n tan

k LT

low

01LT

Di

gital

0 1

LAL

3

Reco

mmen

ded s

ignal,

hard

wire

d dire

ctly t

o IAS

Ja

cket

water

temp

eratu

re be

fore e

ngine

05

HT

Pt10

0075

-80º

C

TI

9

LT w

ater t

empe

ratur

e 05

LT

Pt10

0037

ºC

TI

9

HT

wate

r tem

pera

ture a

fter c

ooler

10

2HT

Pt10

0080

-85º

C

TI

9

H

T cir

culat

ion pu

mp fa

ilure

B1

9HT

Digit

al 1

0

XA

3

Co

nnec

ted di

rectl

y fro

m sta

rter c

abine

t to IA

S

Auto

start

stand

by H

T wa

ter pu

mp

A10H

T 0-

5V

3-4b

ar

1.1ba

r

PA

L

St

andb

y pum

p star

t – ap

plica

tion d

epen

dent

St

andb

y HT

water

pump

failu

re

B17H

T Di

gital

1 0

XA

3

Conn

ected

dire

ctly f

rom

starte

r cab

inet to

IAS

Au

to sta

rt sta

ndby

LT w

ater p

ump

A10L

T 0-

5V

3-4b

ar

1.1ba

r

PA

L

3

St

andb

y pum

p star

t – ap

plica

tion d

epen

dent

St

andb

y LT

water

pump

failu

re

B17L

T Di

gital

1 0

XA

3

Conn

ected

dire

ctly f

rom

starte

r cab

inet to

IAS




GROU

P 1 =

SHU

T DO

WN

GROU

P 2 =

RED

UCE

LOAD

GR

OUP

3 = A

LARM

GR

OUP

4 = G

ENER

ATOR

GR

OUP

5 = P

ROPU

LSIO

N GR

OUP

6 = S

LOW

DOW

N

GROU

P7 =

INTE

RLOC

K GR

OUP8

= S

TART

FAI

LURE

GR

OUP9

= IN

DICA

TION

GR

OUP1

0 = P

OWER

RAT

E RE

DUCE

GR

OUP1

1 = F

AST

DERA

TE

FUEL

OIL

SYS

TEM

1/2

BEAS

= B

erge

n Eng

ines A

S O

= OT

HERS

Norm

al W

orkin

g Va

lue

ALAR

M TE

XT

BEASCode

Signal type

Trigger value

Delay (s)

Alarm Type

Group

E0 alarm

Comments

Fuel

oil te

mper

ature

inlet

low

05DO

Pt

1000

50°C

TI

9

Fu

el oil

pres

sure

befor

e filte

r 13

DO

0-5V

6.0-8

.0bar

PI

9

Fu

el oil

pres

sure

after

filter

10

DO

0-5V

6.0-8

.0bar

PI

9

Fuel

oil pr

essu

re af

ter fil

ter lo

w C1

0DO

0-5V

6.0-8

.0bar

4.5

bar

PAL

2

Fu

el oil

filter

diffe

renti

al pr

essu

re

61XY

0-

5V0.5

bar

PD

I

9

Fu

el oil

filter

diffe

renti

al pr

essu

re h

igh

D61X

Y 0-

5V0.5

bar

1.5ba

r

PD

AH

3

High

pres

sure

pipe

leak

age

12DO

0-

5V

0.0ba

r

PI

9

High

pres

sure

pipe

leak

age h

igh

C12D

O 0-

5V

0.0ba

r 0.5

bar

PAH

2

No

zzel

oil te

mper

ature

05

NC

Pt10

0085

ºC

TI

9

No

zzel

oil te

mper

ature

high

C0

5NC

Pt10

0085

ºC95

ºC

TAH

2

No

zzel

oil pr

essu

re

10NC

0-

5V4.0

-5.0b

ar

PI

9

No

zzel

oil pr

essu

re lo

w C1

0NC

0-5V

4.0-5

.0bar

1.0

bar

PAL

2




GROU

P 1 =

SHU

T DO

WN

GROU

P 2 =

RED

UCE

LOAD

GR

OUP

3 = A

LARM

GR

OUP

4 = G

ENER

ATOR

GR

OUP

5 = P

ROPU

LSIO

N GR

OUP

6 = S

LOW

DOW

N

GROU

P7 =

INTE

RLOC

K GR

OUP8

= S

TART

FAI

LURE

GR

OUP9

= IN

DICA

TION

GR

OUP1

0 = P

OWER

RAT

E RE

DUCE

GR

OUP1

1 = F

AST

DERA

TE

FUEL

OIL

SYS

TEM

2/2

BEAS

= B

erge

n Eng

ines A

S O

= OT

HERS

Norm

al W

orkin

g Va

lue

ALAR

M TE

XT

BEASCode

Signal type

Trigger value

Delay (s)

Alarm Type

Group

E0 alarm

Comments

Fuel

rack

tran

smitte

r 24

EL

0-5V

8-

50mm

LI

9

Au

to sta

rt sta

ndby

MDO

pump

A1

0DO

0-5V

6-

8bar

4b

ar

PAL

Stan

dby p

ump s

tart –

appli

catio

n dep

ende

nt

Stan

dby M

DO pu

mp fa

ilure

B1

9HT

Digit

al 1

0

XA

3

Co

nnec

ted di

rectl

y fro

m sta

rter c

abine

t to IA

S

Fe

eder

pump

star

ter fa

ilure

A3

5DO

Digit

al 1

0

XA

3

Co

nnec

ted di

rectl

y fro

m sta

rter c

abine

t to IA

S

Le

vel d

ay ta

nk lo

w 01

DO

Digit

al 1

0 30

s

LAL

3

Conn

ected

dire

ctly f

rom

starte

r cab

inet to

IAS

Le

vel d

ay ta

nk hi

gh

02DO

Di

gital

1 0

30s

LA

H

3

Co

nnec

ted di

rectl

y fro

m sta

rter c

abine

t to IA

S

Leve

l dra

in oil

tank

high

03

DO

Digit

al 1

0 30

s

LAH

3

Conn

ected

dire

ctly f

rom

starte

r cab

inet to

IAS

Leve

l was

te oil

tank

high

04

DO

Digit

al 1

0 30

s

LAH

3

Conn

ected

dire

ctly f

rom

starte

r cab

inet to

IAS




GROU

P 1 =

SHU

T DO

WN

GROU

P 2 =

RED

UCE

LOAD

GR

OUP

3 = A

LARM

GR

OUP

4 = G

ENER

ATOR

GR

OUP

5 = P

ROPU

LSIO

N GR

OUP

6 = S

LOW

DOW

N

GROU

P7 =

INTE

RLOC

K GR

OUP8

= S

TART

FAI

LURE

GR

OUP9

= IN

DICA

TION

GR

OUP1

0 = P

OWER

RAT

E RE

DUCE

GR

OUP1

1 = F

AST

DERA

TE

AIR

SYST

EM

BEAS

= B

erge

n Eng

ines A

S O

= OT

HERS

Norm

al W

orkin

g Va

lue

ALAR

M TE

XT

BEASCode

Signal type

Trigger value

Delay (s)

Alarm Type

Group

E0 alarm

Comments

Char

ge ai

r tem

pera

ture

05CA

Pt

1000

37-5

5ºC

TI

9

Ch

arge

air t

empe

ratur

e high

C0

5CA

Pt10

0037

-55º

C 65

ºC

TAH

2

X

Char

ge ai

r tem

pera

ture h

igh

D05C

A Pt

1000

37-5

5ºC

60ºC

TA

H

3 X

Sucti

on ai

r tem

pera

ture

16CA

J1

939

20 ºC

TI

9

Relat

ive hu

midit

y 14

CA

J193

90-

90%

9

Ba

rome

tric pr

essu

re

17CA

J1

939

1000

mbar

PI

9

Char

ge ai

r pre

ssur

e 21

CA

0-5V

0.0-6

.0bar

PI

9

Diff p

ress

ure c

harg

e air c

ooler

13

CA

0-5V

0.0

-0.3

PD

I

9

Star

ting a

ir pre

ssur

e 10

SA

0-5V

18-3

0bar

PI

9

Star

ting a

ir pre

ssur

e low

D1

0SA

0-5V

18-3

0bar

15

bar

PAL

3

X

Contr

ol air

pres

sure

on en

gine

14SA

0-

5V

6-7b

ar

PI

9

Co

ntrol

air pr

essu

re on

engin

e low

D1

4SA

0-5V

6-

7bar

5b

ar

PAL

3

X

Turb

ocha

rger

spee

d pick

up

25EL

Rp

m 0-

3500

0

SI

9

Turb

ocha

rger

spee

d pick

up hi

gh

D25E

L Rp

m 0-

3500

0 ?R

PM

SAH

3

X

Set p

oint a

pplic

ation

depe

nden

t




GROU

P 1 =

SHU

T DO

WN

GROU

P 2 =

RED

UCE

LOAD

GR

OUP

3 = A

LARM

GR

OUP

4 = G

ENER

ATOR

GR

OUP

5 = P

ROPU

LSIO

N GR

OUP

6 = S

LOW

DOW

N

GROU

P7 =

INTE

RLOC

K GR

OUP8

= S

TART

FAI

LURE

GR

OUP9

= IN

DICA

TION

GR

OUP1

0 = P

OWER

RAT

E RE

DUCE

GR

OUP1

1 = F

AST

DERA

TE

EXHA

UST

SYST

EM 1/

2 BE

AS =

Ber

gen E

ngine

s AS

O =

OTHE

RS

Norm

al W

orkin

g Va

lue

ALAR

M TE

XT

BEASCode

Signal type

Trigger value

Delay (s)

Alarm Type

Group

E0 alarm

Comments

Exha

ust te

mper

ature

cylin

der 1

C0

1EX

Tc-K

485º

C +7

0

TAH

2

X

Alar

m is

block

ed be

low 40

% po

wer

Exha

ust te

mper

ature

cylin

der 2

C0

2EX

Tc-K

485º

C+7

0

TAH

2

X

Alar

m is

block

ed be

low 40

% po

wer

Exha

ust te

mper

ature

cylin

der 3

C0

3EX

Tc-K

485º

C+7

0

TAH

2

X

Alar

m is

block

ed be

low 40

% po

wer

Exha

ust te

mper

ature

cylin

der 4

C0

4EX

Tc-K

485º

C+7

0

TAH

2

X

Alar

m is

block

ed be

low 40

% po

wer

Exha

ust te

mper

ature

cylin

der 5

C0

5EX

Tc-K

48

5ºC

+70

TA

H

2 X

Al

arm

is blo

cked

below

40%

powe

rEx

haus

t temp

eratu

re cy

linde

r 6

C06E

X Tc

-K48

5ºC

+70

TA

H

2 X

Al

arm

is blo

cked

below

40%

powe

rEx

haus

t temp

eratu

re cy

linde

r 7

C07E

X Tc

-K48

5ºC

+70

TA

H

2 X

Al

arm

is blo

cked

below

40%

powe

rEx

haus

t temp

eratu

re cy

linde

r 8

C08E

X Tc

-K48

5ºC

+70

TA

H

2 X

Al

arm

is blo

cked

below

40%

powe

rEx

haus

t temp

eratu

re cy

linde

r 9

C09E

X Tc

-K48

5ºC

+70

TA

H

2 X

Al

arm

is blo

cked

below

40%

powe

r

Exha

ust te

mper

ature

befor

e tur

bine #

1 C3

1EX

Pt10

0055

0ºC

570°

C

TAH

2

X

Exha

ust te

mper

ature

befor

e tur

bine #

2 C3

2EX

Pt10

0055

0ºC

570°

C

TAH

2

X

Exha

ust te

mper

ature

after

turb

ine

36EX

Pt

1000

415º

C

TI

9

Numb

er of

sens

ors a

ssoc

iated

with

the e

xhau

st sy

stem

is ap

plica

tion d

epen

dent

as w

ell as

norm

al wo

rking

value

A

trigge

r valu

e of +

70 m

eans

that

set p

oint fo

r alar

m is

set to

70 ºC

abov

e nor

mal w

orkin

g valu

e




GROU

P 1 =

SHU

T DO

WN

GROU

P 2 =

RED

UCE

LOAD

GR

OUP

3 = A

LARM

GR

OUP

4 = G

ENER

ATOR

GR

OUP

5 = P

ROPU

LSIO

N GR

OUP

6 = S

LOW

DOW

N

GROU

P7 =

INTE

RLOC

K GR

OUP8

= S

TART

FAI

LURE

GR

OUP9

= IN

DICA

TION

EX

HAUS

T SY

STEM

2/2

BEAS

= B

erge

n Eng

ines A

S O

= OT

HERS

Norm

al W

orkin

g Va

lue

ALAR

M TE

XT

BEASCode

Signal type

Trigger value

Delay (s)

Alarm Type

Group

E0 alarm

Comments

Exha

ust te

mper

ature

cylin

der 1

devia

tion h

igh

C01E

X Tc

-K0º

C +/

-50

TA

D

2 X

Al

arm

is blo

cked

below

40%

powe

rEx

haus

t temp

eratu

re cy

linde

r 2 de

viatio

n high

C0

2EX

Tc-K

0ºC

+/-5

0TA

D

2 X

Al

arm

is blo

cked

below

40%

powe

rEx

haus

t temp

eratu

re cy

linde

r 3 de

viatio

n high

C0

3EX

Tc-K

0ºC

+/-5

0TA

D

2 X

Al

arm

is blo

cked

below

40%

powe

rEx

haus

t temp

eratu

re cy

linde

r 4 de

viatio

n high

C0

4EX

Tc-K

0ºC

+/-5

0TA

D

2 X

Al

arm

is blo

cked

below

40%

powe

rEx

haus

t temp

eratu

re cy

linde

r 5 de

viatio

n high

C0

5EX

Tc-K

0º

C+/

-50

TAD

2

X

Alar

m is

block

ed be

low 40

% po

wer

Exha

ust te

mper

ature

cylin

der 6

devia

tion h

igh

C06E

X Tc

-K0º

C+/

-50

TAD

2

X

Alar

m is

block

ed be

low 40

% po

wer

Exha

ust te

mper

ature

cylin

der 7

devia

tion h

igh

C07E

X Tc

-K0º

C+/

-50

TAD

2

X

Alar

m is

block

ed be

low 40

% po

wer

Exha

ust te

mper

ature

cylin

der 8

devia

tion h

igh

C08E

X Tc

-K0º

C+/

-50

TAD

2

X

Alar

m is

block

ed be

low 40

% po

wer

Exha

ust te

mper

ature

cylin

der 9

devia

tion h

igh

C09E

X Tc

-K0º

C +/

-50

TA

D

2 X

Al

arm

is blo

cked

below

40%

powe

r

Numb

er of

sens

ors a

ssoc

iated

with

the e

xhau

st sy

stem

is ap

plica

tion d

epen

dent

as w

ell as

norm

al wo

rking

value

A

trigge

r valu

e of +

/-50 m

eans

that

set p

oint fo

r alar

m is

set to

50 ºC

abov

e or b

elow

engin

e ave

rage

value




GROU

P 1 =

SHU

T DO

WN

GROU

P 2 =

RED

UCE

LOAD

GR

OUP

3 = A

LARM

GR

OUP

4 = G

ENER

ATOR

GR

OUP

5 = P

ROPU

LSIO

N GR

OUP

6 = S

LOW

DOW

N

GROU

P7 =

INTE

RLOC

K GR

OUP8

= S

TART

FAI

LURE

GR

OUP9

= IN

DICA

TION

SP

LASH

OIL

BE

AS =

Ber

gen E

ngine

s AS

O =

OTHE

RS

Norm

al W

orkin

g Va

lue

ALAR

M TE

XT

BEASCode

Signal type

Trigger value

Delay (s)

Alarm Type

Group

E0 alarm

Comments

Splas

h oil t

empe

ratur

e #1

111L

O Pt

1000

85ºC

TI

9

Sp

lash o

il tem

pera

ture #

2 11

2LO

Pt10

0085

ºCTI

9

Sp

lash o

il tem

pera

ture #

3 11

3LO

Pt10

0085

ºCTI

9

Sp

lash o

il tem

pera

ture #

4 11

4LO

Pt10

0085

ºCTI

9

Sp

lash o

il tem

pera

ture #

5 11

5LO

Pt10

0085

ºCTI

9

Sp

lash o

il tem

pera

ture #

6 11

6LO

Pt10

0085

ºCTI

9

Sp

lash o

il tem

pera

ture #

7 11

7LO

Pt10

0085

ºCTI

9

Sp

lash o

il tem

pera

ture #

8 11

8LO

Pt10

0085

ºCTI

9

Sp

lash o

il tem

pera

ture #

9 11

9LO

Pt10

0085

ºCTI

9







9 Service and maintenance

Introduction

In this chapter you will find the information listed below:

9.1 Routine maintenance in general

9.4 World wide exchange pool

9 Service and maintenance0 Page 79tion in this document is the property of Rolls-Royce plc and may not be copied, or communicated to a third party, or used,for any purpose other than for which it is supplied without the express written consensus of Rolls-Royce plc.



9 Service and maintenance0 Page 80ion in this document is the property of Rolls-Royce plc and may not be copied, or communicated to a third party, or used,for any purpose other than for which it is supplied without the express written consensus of Rolls-Royce plc.



9.1 Routine maintenance in general

Abbreviations

HT High temperatureISO International Organization for StandardizationRMS Routine Maintenance Schedule

1 Introduction
In order to obtain maximum performance and safe operation of the engine under all running conditions, regular maintenance and cleaning according to the RMS (Routine Maintenance Schedule) is required. Do not wait until operating problems occur. Should, however, a fault occur during operation, it must be corrected immediately, even if the fault seems minor.
1.1 The frequency of routine maintenance and overhaul depends primarily on
- Cooling water treatment and quality.
- The engine’s operating conditions.

- Fuel quality.

- Lubricating oil quality.

- Load profile.

NOTEAny deviation from specifications related to the above items may affect the lifetime of the components.

The number of operating hours given in the RMS is approximate and valid for normal running conditions as defined in relevant technical documentation from the engine manufacturer. Consequently, the intervals in the RMS are for guidance only, and must in any case not be exceeded during the warranty period.

For marine applications, adherence to the RMS is of great importance also with respect to the periodical inspections performed by classifications societies.

The RMS that follows the present chapter indicates the recommended maintenance intervals for engine components and systems, based on total running hours.


Chapter 92015-09-3

The informa


On the schedule, various letters indicate which type of maintenance activity is required:

S Spot Check; random condition check.

C Check all; all specified components must be checked.

L Lubricate; all specified components must be lubricated with appropriate lubricant.

W Clean/adjust; fine-tune the components to ensure optimal operation.

O Overhaul; complete renovation in order to restore the components to original specifications.

Replace parts (O-rings, fittings, gaskets etc.) when required.

R Replace; replace the complete units with genuine parts.

Only genuine spare parts must be used, as even small differences in machining and manufacturing processes can generate serious damage to engine components. If it becomes evident that non-genuine spare parts have been used, any warranty liabilities that applies to Rolls-Royce Marine AS defined under contract, shall become nil and void.

1.1.1 Prior to service activity

Check that all involved systems are completely drained or depressurized. Cover all holes for fuel oil, air and lubricating oil adequately.

1.1.2 After service activity

Check the tightening of all screws, bolts and nuts. Perform a general inspection of the whole engine to ensure that no parts have been damaged during the service activities.

1.1.3 Precautions during overhaul

- The main starting air line on the engine must be drained, and the starting air must be closed.

- The automatic start must be disconnected.

- All pumps in the system (lubricating oil, cooling water, fuel etc.) must be switched off.

- Warnings on ongoing overhaul of the engine(s) subject to service must be clearly indicated in the control room, and at all other engine starting positions, in order to prevent personal injury and/or damages to the engine and related systems.



1.2 General guidelines to ensure optimal running conditions

1.2.1 Cooling water


To prevent corrosion, sediments and surface growth in the cooling system, the cooling water quality is very important. It is vital to use inhibitors in the jacket water system both for fresh (hard) water and for distilled water. The water quality must fulfill the requirements specified in the service manual.

The HT cooling water flow across the engine must be correct in order to avoid damages such as corrosion/erosion on critical engine components. Flow is most easily verified by measuring the HT temperature rise across the engine at a rated load condition.

To ensure that the cooling water meets the requirements of the raw water quality that is set must be taken highly regarded inspections of the cooling water. Frequency of controls specified in the enclosed RMS.

Use crane to drain samples of cooling water.

1.2.2 Lubricating oil

The lubricating oil type must be selected according to the recommendations in the service manual; samples must be taken regularly, and sent to a laboratory for analysis in order to ensure the lubricating oil quality.

The warranty does not cover damages if unapproved lubricating oils are used during the engine warranty period.

1.2.3 Lubricating oil filter

The lubricating oil filter is vital to keep the engine components clean and to avoid seizures. The filter elements must be replaced according to the various parameters in the RMS, and the centrifugal separation filter must be cleaned with the indicated frequency. For replacement of the filter elements, the specific service manual instruction must be followed carefully.

1.2.4 Liquid Fuel

The bunkered fuel must be compliant to the recommendations in the engine’s Technical data sheet /ISO Standard 8217 in order to maintain regular operation.

1.2.5 Fuel/Gas Treatment Plant

It is important that the fuel/gas treatment plant is operating according to the specifications so that the fuel/gas that reaches the engine is clean and compliant with the engine’s technical data sheet.

Filters connected to the engine’s processes must be kept clean and replaced when necessary, according to the RMS.

1.2.6 Heavy fuel oil operating engines

Separators, automatic filters, viscosity control systems and fuel pumps must be maintained according to the manufacturer’s recommendations.

1.2.7 Fuel samples (for liquid fuel engines)

A continuous drip fuel sample must be taken upon every bunkering.



1.2.8 Engine tuning/performance


Exhaust temperatures must be monitored, as they will indicate clearly whether there are any combustion issues.

Testing of the max. firing pressure will give a good indication of the engine’s general condition, and it is important that such tests are performed according to the RMS in order to ensure that the values correspond to the data given in the service manual.

The fuel rack linkages and control shaft must be lubricated regularly and checks must be performed to ensure that it is not sticking, and that there is no excessive play in control shaft linkages.

1.2.9 Safety system

It is of great importance that the safety system and shut-down functions are working correctly, and that regular checks are performed according to the RMS, and to the appendix to the RMS with specific instructions for maintenance of electrical equipment.

The oil mist detector is of particular importance for the overall safety system, and it is important the device is overhauled according to the supplier’s specifications.

NOTEThe root cause for the oil mist shut down must always be found and rectified before restarting the engine.




9.4 The world wide exchange pool concept

Abbreviations

OEM Original Equipment ManufacturerWWEP World wide exchange pool

1 Introduction
Every year increasingly more customers discover the advantages of entering the WWEP thanks to the time and cost saving benefits combined with high quality products.
1.1 It’s all about planning
Today’s situation with reduced docking time and less onboard resources, means reduced capacity to undertake regular engine maintenance. The exchange pool components are provided on a supply and fit basis, making engine overhauls quick and hassle-free.
You can order the necessary components from the WWEP, and replace the used components once the exchange pool components have arrived. This way engine downtime will be reduced to a minimum. To ensure that all parts are in place before the works start, we recommend placing the order 6-8 weeks in advance.

1.1.1 Flexibility

The programme is highly flexible. WWEP components can be collected at one location and the removed units, ready for overhaul, dropped off at another. For example, a vessel sailing from Singapore to Houston can collect a set of cylinder heads in Singapore, the crew can undertake the work in transit, and the removed heads can be dropped off upon arrival in Houston, or at any of the other exchange centres.

1.1.2 Easy access

All owners of Bergen engines can use the Exchange pool, and accessing it is easy.

Select your nearest Rolls-Royce service centre and provide the following information:

- Vessel name.

- Engine serial number(s).

- Total engine running hours.

- Number and type of exchange components required.

- Preferred delivery time.

- Preferred means of delivery/return.



1.1.3 Exchange pool components

Chapter 92015-09-3

The informa

- Cylinder Head.

- Fuel injection pump.

- Fuel injection pump drive.

- Fuel injector body.

- Governor/Actuator.

- Chino Controller.

- Lubricating oil pump.

- Start Air Valve.

- Oil Mist Detector, measuring head and pressure reducer.

- Gas regulating valve.

- Gas admission valve.

NOTENot all exchange pool components are available for all engine types.

Fig 1: Illustration photo



1.2 Using the exchange pool guarantees quality and saves time


Take advantage of the exchange pool to cut costs, reduce downtime and parts inventories.

1.2.1 Quality

The WWEP components are fully stripped, ultrasonically cleaned, repainted and pressure tested to stringent factory tolerances before reassembly according to OEM standards. The components are also updated to the latest version in compliance with relevant regulations. Any parts consum-ables that are worn beyond the specified limits are automatically replaced– your assurance of reliability.

1.2.2 Time and labour saving

Order process is very easy as the order of exchange pool components normally only contains a few items. Engine overhauls can be done much faster with exchange parts as it takes about 10-12 hours to overhaul a cylinder head.

1.2.3 Warranty

Using the exchange pool is an ideal way to reduce engine downtime while ensuring a top class overhaul, underpinned by a Rolls-Royce OEM warranty (for example 12 months warranty for cylinder heads).

NOTEFor more information please contact [email protected]





Documents

Project Guide B3345V Appendix - Rolls-Royce Holdings/media/Files/R/Rolls-Royce... · 2018-02-28 · Project Guide - Appendix Bergen engine B33:45V This project guide appendix is intended