94449554-MAN-48-60-Engine-Extern

(1)

Project Guide

for Diesel Power Plants

ST

A

TIONAR

Y

(2)

(3)

Ti te lse ite P .fm

for Diesel Power Plants

Stationary Plants

Status 07.2004

MAN B&W Diesel AG P.O.B. 10 00 80 D-86135 Augsburg Phone: +49-821-322-0 Telefax: +49-821-322-3382 e-mail: [email protected] Internet: www.manbw.com .

(4)

(5)

Bu ch Po werPlan t 4 8-6 0 ext er nIVZ.f m

1 Basic information ... 1 - 1

1.1 Power plants by MAN B&W Diesel ... 1 - 3 1.2 About the Project Guide... 1 - 5 1.3 Power plant concept ... 1 - 7 1.4 Selection of engine (25MW, 55MW, 105MW) ... 1 - 25

2 Engine... 2 - 1

2.1 Data concerning all engines ... 2 - 3

2.1.1 Historical development of MAN B&W Diesel engines ... 2 - 3 2.1.2 Programme for works test of four-stroke engines... 2 - 9 2.1.3 Earthing measures on Diesel engines and bearing insulation on generators.... 2 - 10 2.1.4 Engine Running-in ... 2 - 12 2.1.5 Acceleration times ... 2 - 15 2.1.6 Standard reference conditions ... 2 - 17 2.1.7 Load application ... 2 - 18 2.1.8 Adjustment of output and power... 2 - 23 2.1.9 Exhaust gas emissions ... 2 - 28 2.1.10 Generator plants in isolated operation ... 2 - 30 2.1.11 Turbo charger and charge air cooler ... 2 - 32 2.1.12 Jet Assist ... 2 - 33 2.1.13 Condensate amount ... 2 - 35

2.2 Engine 48/60... 2 - 37

2.2.1 Outputs, speeds and designations... 2 - 37 2.2.2 Dimensions, weights and cross sections ... 2 - 40 2.2.3 Calculation of performance (Projedat)... 2 - 43 2.2.4 Engine noise... 2 - 45

2.2.5 Intake noise ... 2 - 46 2.2.6 Exhaust gas noise... 2 - 47 2.2.7 Planning data... 2 - 48 2.2.8 Maintenance and spare parts... 2 - 51 2.2.9 Turbo charger ... 2 - 55

3 Quality requirements... 3 - 1

(6)

3.4 Checking cooling water ... 3 - 19 3.5 Cleaning cooling water ... 3 - 23 3.6 Quality of raw-water in cooling tower operation

(addtive and circulating water) 3 - 25

3.7 Quality of heavy fuel oil (HFO) ... 3 - 27 3.8 Quality of Marine Diesel Fuel (MDO) ... 3 - 37 3.9 Quality of gas oil/Diesel fuel (MGO) ... 3 - 39 3.10 Viscosity temperature-diagram... 3 - 41 3.11 Quality of intake air (combustion air)... 3 - 43 3.12 Quality of water used in exhaust gas boiler plants... 3 - 45

4 Genset ... 4 - 1

4.1 Genset for engine V48/60... 4 - 3

5 Engine-related systems... 5 - 1

5.1 Engine-related systems - engine V48/60... 5 - 3

5.1.1 Lube oil system... 5 - 3 5.1.2 2-circuit radiator cooling system ... 5 - 8 5.1.2.1 High temperature (HT) cooling water circuit ... 5 - 8 5.1.2.2 Low temperature (LT) cooling water circuit ... 5 - 12 5.1.2.3 Nozzle cooling water circuit ... 5 - 17 5.1.3 Cooling tower cooling system ... 5 - 20 5.1.4 Fuel oil system... 5 - 22 5.1.5 Combustion air system... 5 - 26 5.1.6 Exhaust gas system (downstream of the engine)... 5 - 30

6 Engine-related modules and components... 6 - 1

6.1 Engine-related modules and components - data concerning all engines ... 6 - 3

6.1.1 Selection of economic serial products and procurement of accessories (electric mo-tors, pumps, strainer and filter, control valves, cooler/ heat exchanger) ... 6 - 3 6.1.1.1 Electric motors ... 6 - 3 6.1.1.2 Pumps ... 6 - 4 6.1.1.3 Strainer ... 6 - 15

(7)

6.1.2 Radiator cooling system ... 6 - 26 6.1.3 Cooling tower cooling system (forced- air- cooled) ... 6 - 30 6.1.4 Combustion air system... 6 - 31 6.1.5 Exhaust gas system... 6 - 38 6.1.6 Cleaning system for fuel and lube oil ... 6 - 44

6.2 Engine-related modules and components -

engine V48/60 - for 6 - 47

6.2.1 Lube oil system... 6 - 47 6.2.2 2-circuit radiator cooling system ... 6 - 52 6.2.2.1 High temperature (HT) cooling water circuit ... 6 - 52 6.2.2.2 Low temperature (LT) cooling water circuit ... 6 - 55 6.2.2.3 Nozzle cooling water circuit ... 6 - 57 6.2.3 Cooling tower cooling system ... 6 - 59 6.2.4 Fuel oil system... 6 - 62 6.2.5 Combustion air system... 6 - 65 6.2.6 Exhaust gas module ... 6 - 69

7 Plant-related supply systems... 7 - 1

7.1 Plant-related supply systems - description for all plants ... 7 - 3

7.1.1 Lube oil supply system ... 7 - 3 7.1.2 Water supply and treatment system... 7 - 5 7.1.3 Diesel oil supply system ... 7 - 7 7.1.4 Heavy fuel oil supply and treatment system... 7 - 9 7.1.5 Start / control air supply system... 7 - 11 7.1.6 Engine preheating system ... 7 - 13

7.2 Plant-related supply systems - drawings for 55MW plant... 7 - 17

7.2.1 Lube oil supply system ... 7 - 18 7.2.2 Water supply and treatment system... 7 - 20 7.2.3 Diesel oil supply system ... 7 - 22 7.2.4 Heavy fuel oil supply and treatment system... 7 - 24 7.2.5 Start / control air supply system... 7 - 26 7.2.6 Engine preheating system ... 7 - 30

7.3 Plant-related supply systems - drawings for 105MW plant... 7 - 33

7.3.1 Lube oil supply system ... 7 - 34 7.3.2 Water supply and treatment system... 7 - 36 7.3.3 Diesel oil supply system ... 7 - 38 7.3.4 Heavy fuel oil supply and treatment system... 7 - 40

(8)

8 Plant-related supply modules and components ... 8 - 1

8.1 Plant-related supply modules and components - description for all plants 8 - 3

8.1.1 Lube oil supply modules and components ... 8 - 3 8.1.2 Water supply, treatment modules and components ... 8 - 5 8.1.3 Diesel oil supply modules and components... 8 - 7 8.1.4 Heavy fuel oil supply modules and components... 8 - 9 8.1.5 Start / control air supply modules and components ... 8 - 11 8.1.6 Engine preheating system ... 8 - 13

8.2 Plant-related supply modules and components

- drawings for 55MW plant 8 - 15

8.2.1 Lube oil supply modules and components ... 8 - 16 8.2.2 Water supply, treatment modules and components ... 8 - 17 8.2.3 Diesel oil supply modules and components... 8 - 19 8.2.4 Heavy fuel oil supply modules and components... 8 - 21 8.2.5 Start / control air supply modules and components ... 8 - 23 8.2.6 Engine preheating modules and components... 8 - 25

8.3 Plant-related supply modules and components

- drawings for 105MW plant 8 - 27

8.3.1 Lube oil supply modules and components ... 8 - 28 8.3.2 Water supply, treatment modules and components ... 8 - 29 8.3.3 Diesel oil supply modules and components... 8 - 31 8.3.4 Heavy fuel oil supply modules and components... 8 - 33 8.3.5 Start / control air supply modules and components ... 8 - 36 8.3.6 Engine preheating modules and components... 8 - 38

9 External exhaust and boiler systems ... 9 - 1

9.1 External exhaust and boiler systems - description for all plants ... 9 - 3 9.2 Exhaust gas treatment system - description for all plants... 9 - 4

9.2.1 Selective catalytic reduction system (DeNOx)... 9 - 4 9.2.2 Desulphurisation system (DeSOx) ... 9 - 6 9.2.3 Particulate Matter (PM) ... 9 - 9

9.3 Heat recovery system... 9 - 11

9.3.1 Calculation of heat demand - for 55MW- plant ... 9 - 11 9.3.2 Steam generation system - diagram ... 9 - 13 9.3.3 Thermal oil system - diagram ... 9 - 15

(9)

10 External exhaust and boiler modules and

components

10 - 1

10.1 Exhaust modules and components - description for all plants... 10 - 3

10.1.1 Main stacks and flow noise ... 10 - 3 10.1.2 Bypass stack - Photograph of existing power plant ... 10 - 8

10.2 Exhaust gas treatment modules and components -photographs of existing power

plants 10 - 9

10.2.1 Desulphurisation (DeSOx) with NaOH- scrubber ... 10 - 9 10.2.2 Desulphurisation (DeSOx) with limestone- scrubber... 10 - 10 10.2.3 ESP for V48/60 ... 10 - 13

10.3 Heat recovery modules and components ... 10 - 14

10.3.1 Exhaust gas boiler for steam generation ... 10 - 14 10.3.2 Exhaust gas boiler for thermal oil system... 10 - 15

11 Plant-related electrical systems ... 11 - 1

11.1 Electrical system... 11 - 3

11.1.1 General design... 11 - 3 11.1.2 High voltage part ... 11 - 5 11.1.3 Step-up-transformer... 11 - 6 11.1.4 Medium voltage system... 11 - 11 11.1.5 Service transformer ... 11 - 15 11.1.6 Low voltage part ... 11 - 18

11.2 Generator / alternator... 11 - 19

11.2.1 General design... 11 - 19 11.2.2 Mechanic part... 11 - 20 11.2.3 Electrical part... 11 - 21

11.3 Control, monitoring and alarm system ... 11 - 25

11.3.1 General design... 11 - 25 11.3.2 Control system ... 11 - 27 11.3.3 Engine... 11 - 30

11.4 Concept layout for MAN B&W Diesel standard scope ... 11 - 31 11.5 Single line diagram ... 11 - 37 11.6 Lists for electrical systems ... 11 - 39

(10)

11.6.5 List of Electric motors... 11 - 46 11.6.6 List of measurement and control devices ... 11 - 47 11.6.7 List of signals... 11 - 51

11.7 Data sheets for electrical system... 11 - 53 11.8 Earthing and protection system ... 11 - 55

11.8.1 Earthing system ... 11 - 55 11.8.2 Protection ... 11 - 63 11.8.3 Touch / step voltages evaluation... 11 - 66

11.9 Lighting and small power system ... 11 - 69 11.10 Drawings and documentation for electrical systems... 11 - 71

12 Tank farm ... 12 - 1

12.1 Tank farm - description for all plants... 12 - 3 12.2 Tank farm - drawings for 55MW plant ... 12 - 11 12.3 Tank farm - drawings for 105MW plant ... 12 - 13

13 Plant Service and protection system ... 13 - 1

13.1 Plant Service and protection systems- description for all plants ... 13 - 3

13.1.1 Work air system ... 13 - 3 13.1.2 Fire detection and fire fighting systems ... 13 - 5 13.1.3 Waste treatment and disposal... 13 - 7 13.1.3.1 Sludge and leakage treatment and discharge system ... 13 - 7 13.1.3.2 Contaminated process water treatment and discharge system ... 13 - 9

13.2 Plant service and protection systems- drawings for all plants ... 13 - 11

13.2.1 Schematic diagram treatment of contaminated process waters ... 13 - 11 13.2.2 Components ... 13 - 13 13.2.2.1 Leakage oil/sludge module ... 13 - 13 13.2.2.2 Photograph of installed leakage oil/sludge module ... 13 - 15 13.2.2.3 Detail drawing for sludge pit (2 chamber) ... 13 - 17 13.2.2.4 Detail sketch for sludge pit (3 chamber) ... 13 - 19

13.3 Plant service and protection systems- drawing for 55 MW plant ... 13 - 21

13.3.1 Work air system ... 13 - 22 13.3.2 Sludge-, leakage-, HFO treatment- and discharge system... 13 - 26 13.3.3 Heavy- fuel oil separator- module ... 13 - 29

(11)

13.4.2 Sludge-, leakage-, HFO treatment and discharge system ... 13 - 36 13.4.3 Heavy- fuel oil separator - module ... 13 - 39

14 Buildings ... 14 - 1

14.1 Descriptions for engines V32/40 and V48/60 ... 14 - 3

14.1.1 Power House ... 14 - 3 14.1.2 Power House Ventilation system... 14 - 30 14.1.3 Power House crane ... 14 - 39 14.1.3.1 Sole plate 48/60 ... 14 - 41 14.1.4 Pump House, fuel treatment... 14 - 47 14.1.4.1 Ventilation of the separator room ... 14 - 48 14.1.5 Unloading and weighting station ... 14 - 51 14.1.6 Work shop and stores ... 14 - 53

15 Project engineering... 15 - 1

15.1 Minimum data for quotation of MAN B&W Diesel stationary power plant . 15 - 3 15.2 Engineering service for planning a power plant ... 15 - 15 15.3 Timetable and milestones... 15 - 19 15.4 Piping with related fittings, seals, armatures... 15 - 25

15.4.1 System - isometric - lube oil... 15 - 31

15.5 Typical drawings generated from plant design ... 15 - 33

15.5.1 Steel support construction ... 15 - 33 15.5.2 Pipe- isometric... 15 - 35

15.6 Photoseries of existing power plants ... 15 - 37 15.7 Noise investigation ... 15 - 43 15.8 Miscellaneous ... 15 - 47

16 Appendix ... 16 - 1

16.1 Symbols ... 16 - 3 16.2 Marking instruction for power plant components... 16 - 21 16.3 Code for accessories ... 16 - 25 16.4 Abbreviations ... 16 - 39

(12)

16.7 Calculation of the system resistance and adjustment of the centrifugal pump to

the service point 16 - 47

16.8 List of MAN B&W drawings... 16 - 51

(13)

Kap

itelt

itel 1

(14)

(15)

01 01 -01 01P A. fm

1.1 Power plants by MAN B&W Diesel

MAN B&W Diesel

MAN B&W Diesel is the Diesel engine manufac-turer who can look back upon the most years of tradition worldwide.

Rudolf Diesel, inventor cooperating with MAN Augsburg works, developed the world’s first Diesel engine from 1893 to 1897. MAN B&W Diesel is thus considered as the "birthplace" of the Diesel engine.

Thereafter, MAN concentrated on the produc-tion of staproduc-tionary Diesel power plants. In 1904, MAN delivered the world’s first large Diesel power plant to Kiew.

The MAN B&W Diesel parent works at Augsburg today concentrates

• On the improvement and manufacturing of

medium speed Diesel engines, and

• On the planning and delivery of stationary

Diesel power plants up to turnkey plants. With regard to the century-long tradition MAN B&W Diesel strives to optimise the products and to develop the best solution for the client with regard to technology and efficiency.

Power plant concept

The power houses and especially the foundation for the Diesel-generator-sets passed through historical developments.

MAN B&W Diesel reengineered the power plant concept according to today’s and tomorrow’s demands. In the new concept all components, i.e. genset, mechanical accessories, pipes, ca-bles and electric equipment, are positioned on one level within the power house.

The design of the single-floor power plant fo-cused on the following objectives:

• Space-saving and service-friendly

arrange-ment,

• Simple and cost-effective design of the

struc-ture,

• Fast and uncomplicated assembly and

com-missioning,

• Stable and efficient operation during the

en-tire life cycle of the system.

The objectives were achieved by these meas-ures:

• Reduction of enclosed space for the power

house,

• Simple design of the structure,

• Modular design and assembly to the greatest

possible extent,

• Prefabrication and delivery of ready to install

Diesel-generator-sets and modules in the manufacture works,

• Obtainment of tested, well-running concepts, • Obtainment of short manufacturing and

de-livery times for the Diesel power plants at ac-ceptable investments.

This new single-floor power plant concept, as seen in the following figure, is the standard con-cept. It is described in detail in this Project Guide.

MAN B&W Diesel today offers different engine-generator-sets for the single-floor power house. They are described in Chapter 4 "Genset", Page 4-1.

When planning a power plant, MAN B&W Diesel requires the data given in Chapter 15.1 "Mini-mum data for quotation of MAN B&W Diesel sta-tionary power plant", Page 15-3, from the client.

(16)

01 01 -01 01P A. fm

(17)

01 02 -01 01P A. fm

1.2 About the Project Guide

Objective

The Project Guide serves

• To give the client information on MAN B&W

Diesel power plants, and

• To support the MAN B&W Diesel sales

de-partment to plan a power plant.

The Project Guide is to assist the preparation of a power plant project and to give first informa-tion on the power plant design.

Described engines and plants

The Project Guide describes power plants of three different sizes and comprising different en-gines. These are:

• Power plant 25MW Comprising 3 x engine 18V 32/40 • Power plant 55MW Comprising 3 x engine 18V 48/60 • Power plant 105MW Comprising 6 x engine 18V 48/60

According to your needs, the Project Guide de-scribes either

• all above mentioned engines and power

plants, or

• one engine or plant of your interest. Projedat

Projedat is an electronic computer program for the determination of engine planning data such as

• site rating,

• quantity of heat to be dissipated, • intake air quantity

• axhaust gas quantity • exhaust gas temperature

depending on the site conditions, e.g.:

• ambient climatic conditions (minimum and

maximum ambient temperatures)

• geodetic site altitude, • cooling system.

The Projedat computer program cannot be used externally.

On example each, both fo rthe 18V 32/40 and the 18V 48/60 engine is included in Chapter 2.2.3 "Calculation of performance (Projedat)", Page 2-43 and Chapter 2.2.3 "Calculation of performance (Projedat)", Page 2-43, as visual demonstration material.

PDS-Numbers

The PDS-Numbers stated below each chapter headline refer to the "Produkt-Daten-Struktur" (product-data-classification) MAN B&W Diesel uses to organise its quotations.

When receiving a MAN B&W Diesel quotation, you will recognise the PDS-Numbers.

Engine versions

Several MAN B&W Diesel engines are available as L-engines as well as V-engines. In the Project Guide, please note that the texts, tables and fig-ures are marked as follows:

• Letter "L" or "V" before the engine type

The information is valid for the stated engine version only.

Example: "Engine L 32/40".

• No letter before the engine type

The information applies to both the L-engine and the V-engine, if existent.

Example: "Engine 32/40".

Constrictions

The Project Guide covers information on typical power plants. The data given is exemplary and not binding.

(18)

01 02 -01 01P A. fm

The Project Guide does not substitute the de-tailed design, specifications and calculations of the project engineering for an individual engine or power plant.

All information in the Project Guide is subject to change by MAN B&W Diesel without notice. The Project Guide is property of MAN B&W Die-sel. It may not be reproduced, communicated or published without prior written consent by MAN B&W Diesel.

(19)

01 03 -01 01P A. fm

1.3 Power plant concept

Diesel power plants

Usually, Diesel engines are used for stationary application in combination with generators for power generation.

The area of application comprises ranges from the coverage of peak loads or basic loads in public mains supplies to isolated applications for industrial consumers. The favoured working material is the well-priced heavy oil, but engine operation with gas is also available.

The MAN B&W Diesel medium speed four-stroke Diesel engines, types 32/40 and 48/60, cover a range of performance from approx. 4.3MW to approx. 18.9MW per genset.

The four-stroke Diesel engine has several ad-vantages as opposed to the two-stroke Diesel engine that recommend it for stationary applica-tion. It demands less space, smaller foundation and has lower investment costs. Generally, the power generation by power plants medium speed four-stroke engines is more cost-effective than that by power plants with slow speed two-stroke engines. Thus, the power plant with four-stroke engines is amortised faster.

From the abundance of power plants built by MAN B&W Diesel, three representative power plant sizes are presented in the following. These are: • Power plant 25MW Comprising 3 x engine 18V 32/40 • Power plant 55MW Comprising 3 x engine 18V 48/60 • Power plant 105MW Comprising 6 x engine 18V 48/60.

(20)

01 03 -01 01P A. fm 25MW power plant

Figure 1-2 Layout- example for 25 MW plant

Figure 1-3 Side view of power house - example for 25MW power plant

Three dimensional view generated from plant design

1. Power house

2. Exhaust gas boiler plant 3. DeSOx plant

4. Radiator cooler plant 5. Tank farm

6. Pump house 7. Workshop store

(21)

Figure 1-4 Cross section and view from above - example for 25MW power plant

(22)

Figure 1-5 Table for plant equipment and weights - example for 25MW power plant

(23)

01 03 -01 01P A. fm

25MW power plant - site plan

Figure 1-6 Site plan - example for 25MW power plant

(24)

Figure 1-7 Power house and radiator cooler plant - example for 55MW power plant

Figure 1-8 View inside the power house

1. Power house 2. Exhaust gas duct 3. Air intake 4. Chimney

(25)

Figure 1-9 Power house - example for 55MW power plant

Figure 1-10 Power house - example for 55MW power plant

(26)

Figure 1-11 Power house, sectional view - example for 55MW power plant

(27)

Figure 1-12 Longitudinal section- example for 55MW power plant

(28)

Figure 1-13 Power house, topview - example for 55MW power plant level above ± 0,00, level above + 6,50, level above +10,50.

(29)

(30)

01 03 -01 01P A. fm

55MW power plant- Site plan

(31)

Figure 1-16 Power plant with 3 x 55MW (165 MW)

Figure 1-17 View inside the power house (5 x18V 48/60)

1) Power house 2) Exhaust gas duct 3) Air intake 4) chimney 5) Radiator cooler 6) Tank farm 7) Pump house

(32)

01 03 -01 01P A. fm 105MW power house

Figure 1-18 Power house cross section - example for 105MW power plant

(33)

Figure 1-19 Longitudinal section of power house - example for 105MW power plant

(34)

Figure 1-20 Power house - topview example for 105MW power plant, above level ± 0,00, above level + 6,5, above level + 20,50

(35)

(36)

01 03 -01 01P A. fm

105MW power plant- site plan

(37)

01 04 -01 01P A. fm

1.4 Selection of engine (25MW, 55MW, 105MW)

To select the number and type of engine neces-sary for the power plant,

see Figure 1-23, Page 1-25.

(38)

01 04 -01 01P A. fm

(39)

Kap

itelt

itel 2

(40)

(41)

02 01 -01 01P A. fm

2.1 Data concerning all engines

2.1.1 Historical development of MAN B&W Diesel engines

The Diesel engine is a modern prime mover at a

high state of development.

At the Augsburg location, MAN B&W Diesel de-velops and builds large super-charged, medium speed four-stroke Diesel engines.

The V 32/40 and V 48/60 engines, both used for the power plant concept "single-floor power house", are described in Chapter 2 "Engine", Page 2-1.

The characteristics of the Diesel engine are:

• High efficiency,

• Low fuel consumption, • High availability,

• The ability to burn fuel of poor and poorest

quality at

- Reduced wear, thus long lifetime, despite high firing pressure.

The following graphs show the development of the MAN B&W Diesel engines.

Figure 2-1 Development of mean effective pressure (left) and mean piston speed (right)

Mean effective pressure (mep):

Engine 32/40... 24.9bar Engine 48/60... 23.2bar In 1951 MAN B&W Diesel tested super-charging engines which is today state of the art.

Mean piston speed:

Since, 1990 a mean piston speed of 10m/s is safely controllable in series due to the available materials and metallurgy.

(42)

02 01 -01 01P A. fm

Figure 2-2 Development of specific fuel oil consumption (sfoc) (g/kWh)

The combustion process was optimised by im-proved materials which allow

• Higher firing pressure, • Improved combustion, • Reduced consumption, • Improved efficiency.

In 1892 Rudolf Diesel mentioned, in his patent, a firing pressures of 250bar. Today, firing pres-sures of 220bar are achieved.

(43)

02 01 -01 01P A. fm

Figure 2-3 Wear rate improvements

Despite maximum demands made on engines components, better wear rates and reductions in the times between overhaul can, and must be, achieved by using improved materials and ma-terial combinations.

(44)

02 01 -01 01P A. fm

Figure 2-4 Prime mover systems

Development of the efficiency of four-stroke Die-sel engines

The efficiency was improved due to utilisation of exhaust gas (Diesel combined cycle).

(45)

02 01 -01 01P A. fm Figure 2-5 Sankey-diagram

MAN B&W Diesel uses two-step charge air cool-ers. Thus, a bulk of the energy of the combustion air compressed in the turbocharger can be used for heat recovery at a high temperature level.

(46)

02 01 -01 01P A. fm

Figure 2-6 HFO operation with exhaust gas treatment and heat recovery

For exhaust gas treatment MAN B&W Diesel of-fers

• NO_x-reduction in selective catalytic reduction (DeNO_x),

(47)

02 01 -02 01P A. fm

2.1.2 Programme for works test of four-stroke engines

PDS: 10 10 350, 20 30 70

Figure 2-7 Operating points to be considered during the acceptance test run

Acceptance test record

• Service records for above load points in

ac-cordance with ISO Standard 3046-1.

• Service records for load points 25%, 50%,

75% and 110% of previous test run meas-urement.

• Records of starting attempts, governor

test-ing and safety system testtest-ing of previous test run measurements.

Remarks

• Further load points can only be demonstrated

during the acceptance test run (30 minutes each), if this is part of the contract.

• After the acceptance test run, the

compo-nents will be inspected, as far as this is pos-sible without dismantling them.

Components will only be removed on cus-tomer’s order.

Cons. No. Engine rating Operating time LT cooling water temperature

% site rating min. °C (ISO)

1 100 60 25

2 100 30 According to site conditions

(48)

02 01 -03 01P A. fm

2.1.3 Earthing measures on Diesel engines and bearing insulation on

generators

PDS: 70 50 General

The use of electrical equipment on Diesel en-gines requires precautions to be taken for pro-tection against shock current and for equipotential bonding. These not only serve as shock protection but also for functional protec-tion of electric and electronic devices (EMC pro-tection, device protection in case of welding, etc.).

(49)

02 01 -03 01P A. fm

Earthing connections on the engine

Threaded bores M12, 20 mm deep, marked with the earthing symbol have been provided in the engine foot on both ends of the engines. It has to be ensured that earthing is carried out immediately after engine set-up! (If this cannot be accomplished any other way, at least provi-sional earthing is to be effected right at the be-ginning.)

Measures to be taken on the generator

Because of slight magnetic unbalances and ring excitations, shaft voltages, i.e. voltages be-tween the two shaft ends, are generated in elec-trical machines. In the case of considerable values (e.g. >0.3V), there is the risk that bearing damage occurs due to current transfers. For this reason, at least the bearing that is not located on the drive end is insulated on generators approx. > 1MW. For verification, the voltage available at the shaft (shaft voltage) is measured while the generator is running and excited. With unobjec-tionable insulation, this voltage corresponds to the voltage between “shaft” and “earth”. In order to protect the prime mover and to divert electro-static charging, an earthing brush is often fitted on the coupling side.

Observation of the required measures is the generator manufacturer’s responsibility.

Consequences of inadequate bearing insula-tion on the generator, and insulainsula-tion check

In case the bearing insulation is inadequate, e.g., if the bearing insulation was short-circuited by a measuring lead (PT100, vibration sensor), leakage currents may occur, which result in the destruction of the bearings. One possibility to check the insulation with the machine at stand-still (prior to coupling the generator to the en-gine; this, however, is only possible in the case of single–bearing generators) would be to raise the generator rotor (insulated, in the crane) on the coupling side, and to measure the insulation by means of the Megger test against earth (in this connection, the max. voltage permitted by the generator manufacturer is to be observed!).

Another possibility would be to measure the voltage between the shaft end on the free engine end and the generator casing, once the rated speed and the nominal voltage of the generator have been reached. If the measured voltage is lower than 0.5 V (alternating voltage), the gener-ator manufacturer should be consulted.

Earthing conductor

The nominal cross section of the earthing con-ductor (equipotential bonding concon-ductor) has to be selected in accordance with DIN VDE 0100, part 540 (up to 1000V) or DIN VDE 0141 (in ex-cess of 1KV).

Generally, the following applies:

The protective conductor to be assigned to the largest main conductor is to be taken as a basis for sizing the cross sections of the equipotential bonding conductors.

Flexible conductors have to be used for the con-nection of resiliently mounted engines.

Execution of earthing

At stationary plants, earthing has to be carried out by the party responsible for the construction of the plant.

Earthing strips are not included in the MAN B&W Diesel scope of supply.

Additional information regarding the use of welding equipment

In order to prevent damage on electrical compo-nents, it is imperative to earth welding equip-ment close to the welding area, i.e., the distance between the welding electrode and the earthing connection should not exceed 10m.

(50)

02 01 -04 01P A. fm

2.1.4 Engine Running-in

PDS: 230 110 Preconditions

Engines must be run in

• during commissioning at site if, after the test

run, pistons or bearings were removed for in-spection and/or if the engine was partly or completely disassembled for transport,

• on installation of new running gear

compo-nents, e.g. cylinder liners, piston rings, main bearings, big-end bearings and piston pin bearings,

• on installation of used bearing shells,

• after an extended low-load operation (> 500

operating hours).

Supplementary information Adjustment required

Surface irregularities on the piston rings and the cylinder liner running surface are smoothed out during the running-in process. The process is ended when the first piston ring forms a perfect seal towards the combustion chamber, i.e. the first piston ring exhibits an even running surface around its entire circumference. If the engine is subjected to a higher load before this occurs, the hot exhaust gases will pass between the pis-ton rings and the cylinder liner running surface. The film of oil will be destroyed at these loca-tions. The consequence will be material destruc-tion (e.g. scald marks) on the running surfaces of the rings and the cylinder liner and increased wear and high oil consumption during subse-quent operation.

The duration of the running-in period is influ-enced by a number of factors, including the con-dition of the surface of piston rings and the cylinder liner, the quality of the fuel and lube oil and the loading and speed of the engine. The running-in periods shown in Figure 2-9, Page 2-14, and Figure 2-10, Page 2-14, respectively, are, therefore, for guidance only.

Operating media Fuel

Diesel oil or heavy fuel oil can be used for the running-in process. The fuel used must satisfy the quality requirements (see Chapter 3 "Quality requirements", Page 3-1) and be appropriate for the fuel system layout.

The gas that is to be later used under operation-al conditions is best used for running-in spark-ignited gas engines. Dual-fuel engines are run-in in Diesel mode using the fuel oil that will later be used as pilot oil.

Lubricating oil

The lubricating oil to be used while running in the engine must satisfy the quality requirements (see Chapter 3 "Quality requirements", Page 3-1) relating to the relevant fuel quality.

Attention!

The lube oil system is to be rinsed out before fill-ing it for the first time (see MAN B&W Diesel Work Card 000.03).

Running-in the engine Cylinder lubrication

During the entire running-in process, the cylin-der lubrication is to be switched to the “Run-ning-in” mode. This is done at the control cabinet and/or the operator’s panel and causes the cylinder lubrication to be activated over the entire load range already when the engine is started. The increased oil supply has a favoura-ble effect on the running-in of the piston rings and pistons. After completion of the running-in process, the cylinder lubrication is to be switched back to “Normal Mode”.

(51)

02 01 -04 01P A. fm Checks

During running-in, the bearing temperature and crankcase are to be checked

• for the first time after 10 minutes of operation

at minimum speed,

• again after operational output levels have

been reached.

The bearing temperatures (camshaft bearings, big-end and main bearings) are to be measured and compared with those of the neighbouring bearings. For this purpose, an electric tracer-type thermometer can be used as measuring device.

At 85% load and on reaching operational output levels, the operating data (firing pressures, ex-haust gas temperatures, charge air pressure, etc.) are to be checked and compared with the acceptance record.

Standard running-in programme

In the case of engines driving generators, the engine speed is, within the specified period, at first increased up to the normal speed before load is applied. During the entire running-in pe-riod, the engine output is to remain within the output range that has been marked in Figure 2-9, Page 2-14 and Figure 2-10, Page 2-14, resp. Critical speed ranges are to be avoided.

Running-in during commissioning at site

Four-stroke engines are, with a few exceptions, always subject to a test run in the manufactur-er’s works, so that the engine has been run in, as a rule. Nevertheless, repeated running is re-quired after assembly at the final place of instal-lation if pistons or bearings were removed for inspection after the test run or if the engine was partly or completely disassembled for transpor-tation.

Running-in after installation of new running gear components

In case cylinder liners, pistons and/or piston rings are replaced on the occasion of overhaul work, the engine has to be run in again.

Run-ning-in is also required if the rings have been re-placed on one piston only. Running-in is to be carried out according to Figure 2-9, Page 2-14 and Figure 2-10, Page 2-14, and/or the pertinent explanations.

The cylinder liner requires rehoning according to MAN B&W Diesel Work Card 050.05 unless it is replaced. A portable honing device can be ob-tained from one of our service bases.

Running-in after refitting used or installing new bearing shells (main bearing, big-end and piston pin bearings)

If used bearing shells were refitted or new bear-ing shells installed, the respective bearbear-ings will have to be run in. The running-in period should be 3 to 5 hours, applying load in stages. The re-marks in the previous paragraphs, especially un-der "Checks", as well as Figure 2-9, Page 2-14 and Figure 2-10, Page 2-14, resp., are to be ob-served.

Idling at high speed over an extended period is to be avoided, wherever possible.

Running-in after low-load operation

Continuous operation in the low-load range may result in heavy internal contamination of the en-gine. Combustion residues from the fuel and lu-bricating oil may deposit on the top-land ring of the piston, in the ring grooves and possibly also in the inlet ducts. Besides, the charge air and ex-haust piping, the charge air cooler, the turbo-charger and the exhaust gas boiler may become oily.

As also the piston rings will have adapted them-selves to the cylinder liner according to the loads they have been subjected to, accelerating the engine too quickly will result in increased wear and possibly cause other types of engine damage (piston ring blow-by, piston seizure). After prolonged low-load operation (≥500 oper-ation hours), the engine should therefore be run in again, starting from the output level, at which it has been operated, in accordance with Figure 2-9, Page 2-14 and Figure 2-10, Page 2-14.

(52)

02 01 -04 01P A. fm

Please also refer to the notes in Chapter 2.1.7 "Load application", Page 2-18.

Note!

For additional information, the after-sales serv-ice department of MAN B&W Diesel or of the li-cense will be at your disposal.

Figure 2-9 Standard running-in program for engine 32/40 (constant speed)

A Engine speed n_M

B Engine output (specified range)

D Running-in period [h] E Engine speed and output [%]

Figure 2-10 Standard running-in program for engine 48/60 (constant speed)

A Engine speed n_M

B Engine output (specified range)

D Running-in period [h] E Engine speed and output [%]

(53)

02 01 -05 01P A. fm

2.1.5 Acceleration times

PDS: 230 110

Figure 2-11 Running-up and loading times, lube oil 20°C, engine cooling water 20°C

Minimum temperatures required Lube oil

Engine cooling water °C 20

Running–up and loading times

- Engine start and acceleration up

to 100% engine speed

- Loading gradually up to 30% load

- Warming up engine:

Lube oil up to 40°C Cooling water up to 60°C

- Warming up engine to operating temperature - Loading gradually up to 100% min min min min min min 1 - 3 5 5 - 10 5 - 10 5 - 10 5 - 10

Time since engine start min 26-48

(54)

02 01 -05 01P A. fm

Figure 2-12 Running–up and loading times, lube oil 40°C, engine cooling water 60°C

Minimum temperatures required Lube oil

Engine cooling water °C

40 60

Running–up and loading times

- Engine start and acceleration up

to 100% engine speed

- Warming up engine to operating temperature - Loading gradually up to 100% load min min min min 1 - 3 5 - 10 5 - 10 5 - 10

Time since engine start min 16 - 33

(55)

02 01 -05 02P A. fm

2.1.6 Standard reference conditions

Available outputs

Notes:

(1) Blocking of the output is made at 110% of the maximum continuous output.

Output greater than the max. continuous output at site may only be run for a short time for the governing pur-poses.

Please see also sheet “Power adjustment for ambient conditions at site for stationary power plants” on page 25..

(2) Consultation with MAN B&W Diesel AG is required (3) Permissible total running time according to DIN6280

1000h/a.

General definition of Diesel engine rating

(according to ISO 15550: 2002; ISO 3046-1 : 2002)

ISO reference conditions No de-rating required in case of

Air temperature T_r (t_r) 298 K (25°C) _≤308 K (35°C)

Air pressure pr 100 kPa (1bar) 95,5 kPa (0,955 bar)

Cooling water temperature upstream of charge air

cooler Tcr (tcr)

298 K (25°C) ≤ 315 K (42°C)

Realtive humidity 30% ≤ 50%

Exhaust gas overpressure after turbine pEx ≤ 3 kPa ≤ 3 kPa

Available outputs/ related

reference conditions Nominal output according to Project Guide Fuel stop power Other conditions

% % -

Stationary power plnats

32/40, 48/60, 100 110 (1)

Emergency generating sets

32/40, 48/60 100 110 (1)(2)(3)

Auxiliary engines for off-shore application

(56)

02 01 -06 01P A. fm

2.1.7 Load application

PDS: 230 110

Load application from 0% to 100% rating (ISO 8528-5 requirements)

For applications in the range from 0% to 100% of the site rating, the requirements according to Section 9 and Figure 6 of ISO 8528-5: 1993 ap-ply. Please also refer the figure below.

Depending on the mean effective pressure of the engines a load application from 0 to 100% re-sults in the number of load steps an their per-centages given in the table below.

Figure 2-13 Load application in steps as per ISO 8528-5

Table 2-1 Mean effective pressures and application loads according to ISO 8528-5

The percentage of the load steps referring to a bmep of 24.8bar in the diagram.

Engine b_mep 1st step 2nd step 3rd step 4th step

bar % % % %

32/40 21.9 ... 24.9

33 23 18 26

(57)

02 01 -06 01P A. fm

Load application from any basic load (ISO 8528-5 requirements)

Based on ISO 8528-5 requirements, the applica-tion rates shown in the following figure are re-quired for load application from any basic load:

Figure 2-14 Load application depending on the current load according to ISO 8528-5

(58)

02 01 -06 01P A. fm

Load application allowed by MAN B&W Die-sel

As a standard MAN B&W Diesel allows higher load application than required by ISO 8528-5, see the figure below.

Figure 2-15 Load application depending on the current load allowed by MAN B&W Diesel AG

Requirements for plant design

• Load application according to Table 2-1,

Page 2-18, and Table 2-14, Page 2-19, must be taken into consideration for the plant de-sign.

• Running-up and loading times have to be in

accordance with Chapter 2.1.4 "Engine Run-ning-in", Page 2-12.

• For the design of a plant with isolated

electri-cal systems take Chapter 2.1.10 "Generator plants in isolated operation", Page 2-30, into consideration.

Jet-Assist

For power plants, jet-assist is necessary if load application >25% of the engine output is

re-quired.

Important

It is absolutely necessary that all questions re-garding the dynamical behaviour of the engines are clarified prior to contract conclusion and for all customer requirements and MAN B&W Diesel AG confirmations are fixed in writing in the deliv-ery contract.

Load reduction

Sudden load throw-off

The sudden load throw-off represents a rather exceptional situation and corresponds to open-ing the generator switch of a Diesel-electric plant.

Care is to be taken that, after a sudden load throw-off, the system circuits remain in opera-tion at least 5 min. to 10 min. in order to dissi-pate the residual engine heat.

(59)

02 01 -06 01P A. fm

Recommended load reduction / stopping the engine

• Unloading the engine

In principle, there are no regulations with re-gard to unloading the engine. However, a

minimum of 1 min. is recommended for

un-loading the engine from 100% P_Nominal to ap-prox. 25% P_Nominal.

• Engine stop

As from 25% P_Nominal, further engine unload-ing is possible, without interruption, and af-terwards the engine can be stopped.

• Run-down cooling

In order to dissipate the residual engine heat, the system circuits should be kept in opera-tion for a minimum of 5 min.

Part-load operation

Definition

Generally the following load conditions are dif-ferentiated:

• Over-load (for regulation):

>100% of full load output

• Full-load: 100% of full load output

• Part-load: <100% of full load output • Low-load: <25% of full load output

Correlations

The ideal operating conditions for the engine prevail under even loading at 60% to 90% of the full-load output. Engine control and rating of all systems are based on the full-load output. In the idling mode or during low-load engine op-eration, combustion in the cylinders is not ideal. Deposits may form in the combustion chamber, which result in a higher soot emission and an in-crease of cylinder contamination.

Moreover, in low-load operation the cooling wa-ter temperatures cannot be regulated optimally

high for all load conditions which, however is of particular importance during operation on heavy fuel oil.

Better conditions

Engines are genuinely better equipped for low-load operation

• if they have a two-stage charge-air cooler, the

second stage of which can be switched off in order to improve the operating data or

• if they have a two-stage charge-air cooler

and switch-over from HT to LT has been pro-vided for, permitting the admission of HT wa-ter to the LT stage.

HT: High temperature LT: Low temperature

Operation on heavy fuel oil

Because of the aforementioned reasons, low-load operation <20% of full low-load on heavy fuel oil is subjected to certain limitations. According to Figure 2-16, Page 2-22, the engine must, after a phase of part-load operation, either be switched over to Diesel operation or be operat-ed at high load (>70% of full load output) for a certain period of time in order to reduce the de-posits in the cylinder and exhaust gas turbo-charger again.

In case the engine is to be operated at low-load for a period exceeding that shown in Figure 2-16, Page 2-22, the engine is to be switched over to Diesel oil operation beforehand.

For continuous heavy fuel oil operation at part loads in the range <25% of the full engine out-put, co-ordination with MAN B&W Diesel is ab-solutely necessary.

(60)

02 01 -06 01P A. fm

Operation on Diesel fuel

For low-load operation on Diesel fuel oil, the fol-lowing rules apply:

• A continuous operation below 15% of full

load is to be avoided, if possible.

Should this be absolutely necessary, MAN B&W Diesel has to be consulted for special

arrangements (e.g. the use of part-load injec-tion nozzles).

• A no-load operation, especially at nominal

speed (generator operation) is only permitted for a maximum period of 1...2 hours

No limitations are required for loads above 15% of full load, as long as the specified operating data of the engine will not be exceeded.

Figure 2-16 Time limits for part-load operation on heavy fuel oil (on the left), duration of “relieving operation“(on the right)

P Full load output [%] t Operating period [h]

Explanations

• Figure on the left:

Time limits for part-load operation on heavy fuel oil

• Figure on the right:

Necessary operation time at >70% of

full-load output after part-full-load operation on heavy fuel oil. Acceleration time from present output to 70% of full-load output not less than 15 minutes.

Example Line a:

At 10% of full-load output, HFO operation is permissible for maximum 19 hours, then switch over to Diesel fuel oil, or

Line b:

Operate the engine for approx. 1.2 hours at not less than 70% of full-load output to burn away the deposits that have formed. Subsequently, part-load operation on heavy fuel oil can be con-tinued.

(61)

02 01 -07 01P A. fm

2.1.8 Adjustment of output and power

PDS: 230 110

Available outputs - dependent on frequency deviations

General

Generating sets, which are integrated in an elec-tricity supply system, are subjected to the fre-quency fluctuations of the mains. Depending on the severity of the frequency fluctuations, output and operation respectively have to be restricted. Frequency adjustment range

According to DIN ISO 8528–5: 1997–11, operat-ing limits of >2.5% are specified for the lower

and upper frequency adjustment range. Operating range

Depending on the prevailing local ambient con-ditions, a maximum useful continuous rating will be available.

In the output/speed and frequency diagrams, a range has specifically been marked with “No

continuous operation allowed in this area”.

Op-eration in this range is only permissible for a short period of time, i.e. for less than 2 minutes.

If necessary, a continuous rating is permissible if the standard frequency is exceeded by 3%. In this connection.

For the engine outputs and speeds see "Out-puts, speeds and designations" of the respec-tive engine in Chapter 2 "Engine", Page 2-1. Limiting parameters

Max. torque – In case the frequency decreases, the available output is limited by the maximum permissible torque of the generating set.

Max. speed for continuous rating – An increase in frequency, resulting in a speed that is higher than the maximum speed admissible for contin-uous operation, is only permissible for a short period of time, i.e. for less than 2 minutes. For engine–specific information see "Outputs, speeds and designations" of the respective en-gine in Chapter 2 "Enen-gine", Page 2-1.

Overload

For generating sets, overload is generally not permissible!

(62)

02 01 -07 01P A. fm

Behaviour in case the limiting parameters are ex-ceeded

• Maximum torque

If, in case of a frequency decrease, the output demand is higher than admissible according to the diagram (i.e. the maximum permissible torque of the generating set is exceeded), the power management has to reduce the output of the generating set until the working point is again within the admissible operating range. Note:

For small electricity supply systems, where this might result in a breakdown of the mains, a time lag of two minutes after indication of the alarm message “Attention! Generating set overloaded! Output reduction in two minutes’ time” can be granted. This is only admissible in case the output demand is lower than the maximum possible load at nominal frequen-cy.

• Maximum speed for continuous operation

If a frequency increase of the electricity sup-ply system results in speeds higher than the maximum speed admissible for continuous operation, the engine has to be disconnected from the mains after two minutes at the latest or, in case of very small electric systems, the setpoint for the engine speed has to be re-duced continuously until the frequency is again within the permissible range.

(63)

02 01 -07 02P A. fm

Power adjustment for ambient conditions at site for stationary power plants

The nominal output of Diesel engines for station-ary power plants is defined for the standard ref-erence conditions given in Table 2-2, Page 2-25. Also see "Outputs, speeds and designations"of the respective engine in Chapter 2 "Engine", Page 2-1.

Table 2-2 Standard reference conditions

In case the ambient conditions prevailing at site deviate from the above-mentioned standard ref-erence conditions, the continuous rating appli-cable for the respective site is to be determined according to the following formula:

α ≤1 i.e. P_x≤ P_r

α Correction factor for power [-]

ηm Mechanical efficiency [-]

k Ratio of indicated power [-]

p_Ex Exhaust gas overpressure after turbine [kPa]

p_ra Substitute reference for total barometric pressure

= 95.5 [kPa]

px Ambient total air pressure at site [kPa]

P_r Nominal output acc. to table of ratings [kW]

Px Output at site [kW]

t_cx Charge air coolant temperature at site [°C]

t_Ex Correction temperature for exhaust pressure [°C]

t_x Ambient air temperature at site [°C]

Tcra Substitute reference for charge air coolant

thermodynamic temperature = 315 [K]

Tra Substitute reference for ambient air thermodynamic

temperature = 308 [K]

Output can be overloaded up to 10% for a short time for governing purposes (ISO 8528-1:1993).

Note:

An increased exhaust gas back pressure (>3kPa) raises the temperature level of the

en-gine and will be considered when calculating a required derating by reducing the ambient sub-stitute temperature (T_ra) by 2.5K for every 1kPa of the increased exhaust gas back pressure after the turbine.

p_Ex≤ 3kPa → t_Ex = 0

t_Ex> 3kPa → t_Ex = 2.5 × (p_Ex- 3)

ISO 3046–1: 2002.

Section 10.4: Types of power output

For engines for electrical power generation, the specifications given in ISO 8528-1:1993. 13.3, apply.

ISO 8528–1: 1993.

Section 13.3: Types of power output

For all types of power output, it is necessary to provide additional engine power for governing purposes only (e.g. transient load conditions and suddenly applied load). This additional en-gine power is usually 10% of the rated power of the generating set and should not be used for the supply of electrical consumers.

This additional power is not identical to the overload power for reciprocating internal com-bustion engines as defined in ISO 3046-1.

Reference Conditions:

ISO 3046-1: 2002; ISO 15550: 2002

Air temperature Tr K / °C 298/ 25

Air pressure p_r kPa 100

Relative humidity Φr % 30

Cooling water temperature before

charge air cooler t_cr

K / °C 298/ 25 P_x = P_r×α k px p_ra ---     0.7 T_ra 273 t+ _x ---     1.2 × _{273 t}Tcra cx + ---      × = k px 95.5 ---   0.7 308 t– Ex 273 t+ _x ---     1.2 × _{273 t}315 cx + ---    × = α k 0.7×(1 k– ) _η1 m --- 1–     × – =

(64)

02 01 -07 02P A. fm

(65)

02 01 -07 02P A. fm

(66)

02 01 -08 01A A.f m

2.1.9 Exhaust gas emissions

PDS: 230 110

Composition of exhaust gas of medium speed four-stroke Diesel engines

The exhaust gas of a medium speed four-stroke Diesel engine is composed of numerous of con-stituents. These are derived from either the combustion air and fuel oil and lube oil used, or they are reaction products, formed during the

combustion process. Only some of these are to be considered as harmful substances.

The table below show the typical composition of the exhaust gas of an MAN B&W Diesel four-stroke Diesel engine at full load and without any exhaust gas treatment devices

Table 2-3 Exhaust gas constituents (only for guidance)

Note : At rated power and without exhaust gas teatment

1) _{SOx according to ISO-8178 or US EPA method 6C, with a sulphur content in the fuel oil of 3% by weight}

2) _{NOx according to ISO-8178 or US EPA method 7E, total NOx emission calculated as NO}

2

3)_{CO according to ISO-8178 or US EPA method 10}

4) _{HC according to ISO-8178 or US EPA method 25A}

5) _{PM according to IVDI-2066, EN-13284,ISO-9096 or US EPA method 17}

6) _{Pure soot, without ash or any other particle-borne constituents}

7) _{Marine gas oil DM-A grade with ash content of the fuel oil of 0.01 % and an ash content of the lube oil of 1.5 %}

8) _{Heavy fuel oil RM-B grade with an ash content of the fuel oil of 0.1 % and an ash content of the lube oil of 4.0 %}

Main exhaust gas constituents approx. [% by volume] approx. [g/kWh]

Nitrogen N₂ 74.0 - 76.0 5020 - 5160

Oxygen O₂ 11.6 - 12.6 900 - 980

Carbon dioxide CO₂ 5.2 - 5.8 560 - 620

Steam H₂O 5.9 - 8.6 260 - 370

Inert gases Ar, Ne, He... 0.9 75

Total > 99.75 7000

Additional gaseous exhaust gas

con-stituents considered as pollutants approx. [% by volume] approx. [g/kWh]

Sulphur oxides SO_x 1) 0.08 12.0

Nitrogen oxides NO_x 2) 0.08 - 0.15 9.6 - 16.0

Carbon monoxide CO 3) 0.006 - 0.011 0.4 - 0.8

Hydrocarbons HC 4) 0.1 - 0.04 0.4 - 1.2

Total <0.25 26

Additionally suspended exhaust gas

constituents, PM 5) [mg/Nmapprox.3] [g/kWh]approx.

operating on operating on

MGO 7) HFO 8) MGO 7) HFO 8)

Soot (elemental carbon) 6) 50 50 0.3 0.3

Fuel ash 4 40 0.03 0.25

(67)

02 01 -08 01A A.f m Carbon dioxide CO₂

Carbon dioxide (CO2) is a product of combus-tion of all fossil fuels.

Among all internal combustion engines the Die-sel engine has the lowest specific CO2 emission based on the same fuel quality, due to its supe-rior efficiency.

Sulphur oxides SO_x

Sulphur oxides (SOx) are formed by the com-bustion of the sulphur contained in the fuel. Among all propulsion systems the Diesel proc-ess results in the lowest specific SOx emission based on the same fuel quality, due to its supe-rior efficiency.

Nitrogen oxides NO_x (NO + NO₂, )

The high temperatures prevailing in the combus-tion chamber of an internal combuscombus-tion engine cause the nitrogen contained in the combustion air and also that contained in some fuel grades to react with the oxygen of the combustion air to form nitrogen oxides (NOx).

Carbon monoxide CO:

Carbon monoxide (CO) is formed during incom-plete combustion.

In MAN B&W four-stroke Diesel engines, optimi-zation of mixture formation and turbocharging process successfully reduces the CO content of the exhaust gas to a very low level.

Hydrocarbons HC

The hydrocarbons (HC) contained in the exhaust gas are composed of a multitude of various or-ganic compounds as a result of incomplete combustion.

Due to the efficient combustion process, the HC content of exhaust gas of MAN B&W four-stroke Diesel engines is at a very low level.

Particulate Matter PM:

Particulate matter (PM) consists of soot (ele-mental carbon) and ash.

(68)

02 01 -09 01P A. fm

2.1.10 Generator plants in isolated operation

PDS: 230 110 Isolated operation

A power plant, as standalone power supplier for a consumer net, operates in isolated operation.

Plant layout

When planning such a plant, the possible failure of one generating unit must to be allowed for in order to avoid overloading the remaining en-gines, and thus risking a black-out. For maxi-mum allowed load application see Chapter 2.1.7 "Load application", Page 2-18.

Plant layout with Power Management System (PMS)

For power stations with several generating units, which are working in isolated operation, we ad-vise equipping with a Power Management Sys-tem.

This is the only way to ensure that the generating units can be operated in the maximum output

range and, in case one unit fails, that unimpor-tant users can be switched off by the Power Management System to avoid failure of the sys-tem.

Plant layout without Power Management System

In the case of plants in isolated operation with-out Power Management System, the generating unit output should be adjusted in such a way that, in case one unit fails, the sudden loss in output can be compensated for by the other en-gines in operation.

Taking into account the permissible load appli-cation (see Chapter 2.1.7 "Load appliappli-cation", Page 2-18), the recommended utilisation de-pending on the number of generating units run-ning can be stated as given in Table 2-4, Page 2-30

Table 2-4 Recommended utilisation dependent on generating units running

Load application in case one generating unit fails

In case one generating unit fails in isolated oper-ation, its output must transferred to the remain-ing generatremain-ing unit and/or the load must be reduced by switching off electric consumers. A generating unit’s capacity for immediate load transfer does not always correspond to its re-maining reserve capacity, but depends on the current base load.

These permissible load applications can be gathered from Chapter 2.1.7 "Load application", Page 2-18.

Example

The isolated network consists of 4 generating units of 12V48/60 type with an output of 12,260kW electric each.

If the present system load is P₀ = 39,000, each generating unit runs with:

Number of generating units running 3 4 5 6 7 8 9 10

Recommended utilisation of gener-ating units’ capacity during system operation % of P_max 60 75 80 83 86 87.5 89 90 P_max = 4 12,260kW× = 49,040kW = 100 % 100% P0 P_max ---× 100 39,100 49,040 ---× 80% load = =

(69)

02 01 -09 01P A. fm

In case one unit suddenly fails, an immediate transfer of 20% engine output is possible ac-cording to Chapter 2.1.7 "Load application", Page 2-18, i.e. from 80% to 100% engine out-put.

100% generating unit output of the remaining 3 x 9L 58/64 is calculated as follows:

Consequently, an immediate load decrease from 39,100kW to 36,780kW is necessary, i.e. reduction of the consumers in the system by 2,320kW.

(70)

02 01 -10 01P A. fm

2.1.11 Turbo charger and charge air cooler

PDS: 10 20

MAN B&W Diesel uses a super-charging system and two-step charge-air cooling.

Generally, the following cleaning systems are available:

• for the turbine:

- wet cleaning - dry cleaning

• for the compressor:

- wet cleaning.

For further information see Chapter "Turbo charger" of the respective engine.

Figure 2-19 Typical charge air system

1 Intake casing 3 Turbocharger 4 Compressor 5 Turbine 6 Double diffuser 7 Diffuser housing 8 Charge air cooler 9 Charge pipe 16 Float valve 17 Overspill pipe 18 Exhaust pipe

B Lubrication oil for turbocharger C Turbine cleaning

D Waste water from turbine cleaning G Fresh air

H Charge air J Exhaust K Cooling water

L Condensed water discharge

LT Low temperatur cooling water circuit HT High temperatur cooling water circuit H Charge air

(71)

02 01 -10 02P A. fm

2.1.12 Jet Assist

General

Jet Assist is a system for the acceleration of the turbocharger. By means of nozzles in the turbo-charger, compressed air is directed to the com-pressor wheel resulting in its acceleration. This causes the turbocharger to adapt more rapidly to a new load condition and improves the re-sponse of the engine.

Air consumption

The air consumption for Jet Assist is, to a great extent, dependent on the load profile of the en-gine.

General data

Jet Assist air pressure (overpressure): Max. 5bar

Jet Assist activating time: Normally 3 sec to 10 sec. (5 sec. in average)

Activation below 50% load when fuel admission rises quickly.

Air supply

Generally, larger air bottles are to be provided for the air supply of the Jet Assist. If the planned load profile is expecting a high requirement of Jet Assist, it should be checked whether an air supply from the working air circuit, a separate air bottle or a specially adapted, separate com-pressed air system is necessary or reasonable. In each case the delivery capacity of the com-pressors is to be adapted to the expected Jet Assist requirement per unit of time.

Table 2-5 Guiding values for the number of Jet Assist manoeuvres dependent on application

Application No. of manoeuvres per hour /

Average duration

No. of manoeuvres, which take place in rapid succession, if necessary

Power plants (stationary) approx. 3 times, 5 sec

(in case of load application > 25%)

(72)

02 01 -10 02P A. fm

(73)

02 01 -10 03P A. fm

2.1.13 Condensate amount

Charge-air pipes, air vessels

Figure 2-20 Diagram condensate amount

The amount of condensation water precipitated from the air can be quite large, particularly in the tropics, and depends of the condition of the air drawn in, when the temperature of the charge air in the charge-air pipes drops below the dew point .

The volume of condensate in the air vessels is determined by means of the curve at the bottom right of the diagram, representing an operating pressure of 30bar.