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Diesel Technology SeminarDiesel Technology Seminar
© MAN Diesel
East Asia November 20081
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Diesel Technology SeminarEast Asia November 2008East Asia – November 2008
DAY 2
09:00 Lesson 9 Vendors
09:30 Lesson 10 Classes and MD
13:30 Lesson 13 Shop test
14:15 Lesson 14 Service experience
10:30 Break Coffee
10:45 Lesson 11 Cleanliness
p
14:45 Break Coffee
15:00 Lesson 15 Alpha Lubricator System
11:00 Lesson 12 Main engine alignment
12:00 Break Lunch
15:30 Lesson 16 Communication
16:00 FINISH Summary and conclusionE l ti f th iEvaluation of the seminar
© MAN Diesel 2
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LecturerLecturer
MAN DieselTeglholmsgade 41g g2450 Copenhagen SVDenmark
Phone +45 33 85 11 00Direct +45 33 85 14 41Telefax +45 33 85 10 30Telefax +45 33 85 10 30Mobile +45 24 24 81 19
O @
Torben OxvingMarine Engineer
Superintendent Test Engineer
Operation
Marine Low Speed , Engineering
© MAN Diesel <3>3
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Marine Engine Programme 2008Preferred for Tier II compliancePreferred for Tier II compliance
Two-stroke Propulsion
Mechanical control
However, all engines in the Tier I programme can be made Tier II compliant
© MAN Diesel 3335621.2008.05.22 (OG/LS) 4 4
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Marine Engine Programme 2008Preferred for Tier II CompliancePreferred for Tier II Compliance
Two-stroke Propulsion
Electronical control
However, all engines in the Tier I programme can be made Tier II compliant
© MAN Diesel 3335609.2008.05.14 (LS/OG)
However, all engines in the Tier I programme can be made Tier II compliant
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Layout Diagram Limitation LinesLayout Diagram – Limitation Lines
L1
Power
High mean
High peak
High meanLoading ofbearings
L3
Layout diagram is defined by the power and
d bi ti ithi L1 L2 L3 d L4g p
Loading ofBearings
(Low inertialMass forces
L2
speed combinations within L1, L2, L3 and L4
With L1 as the Nominal Maximum Continuous
Rating
Compared toGas pressure
forces)
Engine speed
L4
© MAN Diesel L/7681-7.0/0701 (3250/BGJ)
g p
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Layout DiagramReference Point A of Load DiagramReference Point A of Load Diagram
Point A of load diagramLine 1: Propeller curve through
optimising point (O)Line 2: Constant power line through
ifi d MCR (M) Power
L1
specified MCR (M)Point A: Intersection between
line 1 and 7
Power
L3
L2Any combination of speed and power within the
layout diagram may be used for selecting the
Specified MCR and the Optimising point.
Engine speed
L4
© MAN Diesel L/7608-9.0/0701 (3250/BGJ) 7
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Engine LayoutEngine Layout
Load diagram Engine shaft power, % A
Line 1: Propeller curve through optimising point (”O”) –lay-out curve for engine
Line 2: Heavy propeller curve –
110
100
90
A 100% reference pointM Specified engine MCR
O Optimising point
Line 2: Heavy propeller curve fouled hull and/or heavy sea
Line 3: Speed limitLine 4: Torque/speed limitLine 5: Mean effective pressure limitLine 6: Light propeller curve – clean
90
80
70Line 6: Light propeller curve – cleanhull and calm weather – layoutcurve for propeller
Line7: Power limit for continuous runningLine 8: Overload limitLine 9: Sea trial speed limit
70
60
Line 9: Sea trial speed limit
50
6040
65 70 75 80 85 90 95 100 105Engine speed, % A
© MAN Diesel
L/5483-0.0/0999
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Load Diagram Light Propeller CurveLoad Diagram – Light Propeller Curve
Propeller design conditions: Engine shaft power % APropeller design conditions:Clean hull
Calm weather
Engine shaft power, % A
110
100
Light propeller curve
100
90
80g p pwhere the propeller
is optimised 70
6060
50
40
60 65 70 75 80 85 90 95 100 105
© MAN Diesel
L/7861-5.0/0701 (3250/BGJ)
Engine speed, % A
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Load Diagram Torque/Speed LimitLoad Diagram – Torque/Speed Limit
Engine shaft power, % AEngine shaft power, % A
110
100
80
100
90
75
6060
50
4060 65 70 75 80 85 90 95 100 105
© MAN Diesel
L/7856-8.0/0701 (3250/BGJ)
Engine speed, % A
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Load Diagram Heavy Propeller RunningLoad Diagram – Heavy Propeller Running
F l d h ll d Engine shaft power % AFouled hull andVery heavy sea
110
100
Engine shaft power, % A
Heavy propeller curveWhere the engine is
90
80
optimised70
6060
50
4040
60 65 70 75 80 85 90 95 100 105
© MAN Diesel
L/7855-6.0/0701 (3250/BGJ)
Engine speed, % A
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Load Diagram Speed Limit for Continuous RunningSpeed Limit for Continuous Running
Engine shaft power % A
110
100
Engine shaft power, % A
100
90
80
70
6060
50
40
60 65 70 75 80 85 90 95 100 105
© MAN Diesel
Engine speed, % A
L/7859-3.0/0701 (3250/BGJ)
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Scavenging air limiterScavenging air limiter
S i i li itScavenging air lim it
120
130
140
80
90
100
110
x
40
50
60
70
Inde
x
0
10
20
30
0.00 0.50 1.00 1.50 2.00 2.50 3.00Pscav
© MAN Diesel 13
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Torque limiterTorque limiter
T li itTorque limit
130
140
100
110
120
70
80
90
Inde
x
40
50
60
10
20
30
© MAN Diesel
0
0 10 20 30 40 50 60 70 80 90 100 110 120
RPM
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10K98MC C & 6S35MC on the same testbed10K98MC-C & 6S35MC on the same testbed
© MAN Diesel L/74236-1.0/0402 (3000/OG) 15
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MAN DieselMAN Diesel
Shop Test Performance:Engine Running-in
•Safety check
•Running-in engine component especially cylinder liner and piston rings
•Confirmation of various engine components
•Check of engine timing and T/C matching
•Adjustment of engine timing as necessaryj g g y
Confirmation test:
•Confirmation of the engine performance parameters
•Engine performance check at 25 50 75 90 100 and 110% load•Engine performance check at 25, 50, 75, 90, 100 and 110% load
•NOx Measurement
Official Shop test:
D t t th i f f Cl d O•Demonstrate the engine performance for Class and Owner
•Demonstration of various safety equipment
•NOx Measurements (Combustion chamber and fuel gear equipment)
© MAN Diesel
•Shop test report including relevant reference curves.
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Engine Performance curves:Engine Performance curves:
Engine (shop test)
performance curveperformance curve
© MAN Diesel 17
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IMO Annex VI of Marpol 73/78IMO - Annex VI of Marpol 73/78
NOx and SOx regulation into force from May 19th 2005
NOx SOxOnly for ships with keel laying after
January 1st 2000Max. Sulphur content in fuel 4.5 %
Maximum Allowable NOx Emission for Marine
Later the HFO sulphur content will be reduced to max. 1.5% in restricted
areas SECA ( Baltic Sea )
Diesel Engines
13.0
14.015.0
16.017.0
18.0
x (g
/kW
h)
areas SECA ( Baltic Sea ) 10.011.0
12.0
0 50 100 150 200 250 300 350
Rated engine speed (RPM)
NO
x
© MAN Diesel xxxxxx.2005.04.04 (4100/PHP) 18
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Two types of technical filesTwo types of technical files
U ifi d t h i l filUnified technical file Technical file based on adjustments
Check of components
Measure performance values
Check of components
Check of adjustment of engine
MAN Diesel has developed the NOxfunction which is embedded in a spread sheet, whereby you easily can document
Even if components and adjustment are within the tolerances the engine may not
be in compliance.compliance.
© MAN Diesel xxxxxx.2005.04.04 (4100/PHP) 19
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IMO Procedure for Annex VI approvalIMO - Procedure for Annex VI approval
Owner’s responsibilities for Annex VI approvalDecide to use the MAN B&W Diesel unified technical file.
Maintain the engine in accordance with the instruction books and IMO requirements
Keep and update the on board Record BookKeep and update the on board Record Book
Calibrate sensors and gauges used in the survey
Survey the engine on board and apply for future certificates
Licensee’s responsibilities for EIAPP CertificateMarking of components in accordance with MAN B&W Diesel specifications
Performance testing of all engines to verify compliance with IMO Annex VI and emission testing of parent engines on test bed under survey conditions
Preparing the technical file for an EIAPP certificate
Yard’s responsibilities for IAPP Certificate:Assist or perform the initial engine survey on board
© MAN Diesel xxxxxx.2005.04.04 (4100/PHP)
p g y
Apply for the vessel certificate ( IAPP )
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IMO - Annex VI of Marpol 73/78On board performance checkOn board performance check
On-board surveyTable 1: Input Measured data
Load (%)Date: 93 75 0 0Date: 93 75 0 0Ambient pressure mbar 999 999Compression pressure bar 129 107.4Maximum pressure bar 141.1 125.4Compressor inlet temperature °C 28.2 27.5Scavenging air temperature °C 37 33Sea water inlet temperature °C 28 26Turbine back pressure mmWC 180 70Scavenging air pressure bar 2.78 1.99Power kW 19500 15740Engine speed r/min 110 100.1Turbocharger speed r/min 13548 12069
Table 2: Output Load (%)Table 2: Output Load (%)Measured values 100 75 50 25Pscav @ ISO ambient barabs 3.06Pmax @ ISO ambient barabs 143.6 127.4Pcomp @ ISO ambient barabs 140.7 110.1Tscav °C 38.4 33.0Pback mmWC 213.1 70ΔPower % 0.2Limit valuesPmax, maximum barabs 144.0 133.0Pcomp, minimum barabs 132.0 102.0Tscav, maximum °C 54 46.0Pback, maximum mmWC 450 340.0ΔP i (f id l ) % 5ΔPower, maximum (for guidance only) % 5CompliancePmax yes yesPcomp yes yesTscav yes yesPback yes yesPower deviation < 5%
© MAN Diesel xxxxxx.2005.04.04 (4100/PHP)
Power deviation < 5%IMO NOx E3 cycle valueEstimated NOx - On-board Survey g/kWh 11.79 13.57 13.72 12.73 12.98Parent engine ISO corr. NOx g/kWh 13.35 15.37 15.53 14.41 14.75ISO NOx at max tolerances g/kWh 14.45 16.41 16.56 15.41 15.80
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IMO Annex VI of Marpol 73/78Unified technical file (UTF)Unified technical file (UTF)
Advantages:g
Technical files equal for all licensees. Required by ship-owners.
Onboard survey by engine performance readings and component y y g p g pcheck.
Remarks:
Some engine builders have in the past used a component setting tolerance method instead of engine performance. If the operator adjust the engine, the
engine might be out of compliance using this method.g g p g
The ship owner should check the supplied TF for Component ID numbers. If the UTF is not followed – it will be much more difficult for the owners to purchase
t i th f t d till b i li ith A VIspare parts in the future and still be in compliance with Annex VI
We suggest that all owners check the TF and contact MAN B&W Diesel to clarify any problems.
© MAN Diesel xxxxxx.2005.04.04 (4100/PHP)
a y p ob e s
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Shop test preperation for ME-Engine (FAT)Shop test preperation for ME-Engine (FAT)
Programme for Factory Acceptance Test
MAN B&W ME Engine Control System
Engine type: MAN B&W MEEngine type: MAN B&W ME
Participants:
Owner
Shipyard
Class
Engine builder
MAN B&W Copenhagen
© MAN Diesel 23
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Shop test preperation for ME-Engine (FAT)Shop test preperation for ME-Engine (FAT)
FAT1. Confirm adjustment of hydraulic pressure safety valve
2. Manual test of system by-pass valve via MOP (fixed driven pumps only)
3. Test of cylinder lube slow down sensor
Lube oil level *
4. Test of HPS shut down sensors
Large oil leakage
Low inlet oil pressure
5 T t f h d li i 5. Test of hydraulic main pumps
Pump response test
6. Test of hydraulic start up pumps
Pressure build up time with one pump running
Pressure build up time with both pumps running
7. Test of double pipe (50 - 60 - 70 ME engines)
Version with test valve 333
Version without test valveVersion without test valve
8. Test of double pipe (80 - 90 - 98 ME engines)
Version with test valve 333
Version without test valve
© MAN Diesel
*) If actual plant is fitted with lube oil flow sensor this test is omitted.
Each test case is described in the following tables:
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Shop test preperation for ME-Engine (FAT)Shop test preperation for ME Engine (FAT)
© MAN Diesel 25
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Shop test preperation for ME-Engine (FAT)Shop test preperation for ME-Engine (FAT)
© MAN Diesel 26
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Shop test preperation for ME-Engine (FAT)Shop test preperation for ME-Engine (FAT)
© MAN Diesel 27
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Shop test preperation for ME-Engine (FAT)Shop test preperation for ME-Engine (FAT)
© MAN Diesel 28
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Shop test perperation for ME Engine (FAT)Shop test perperation for ME-Engine (FAT)
© MAN Diesel 29
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MAN DieselMAN Diesel
Performance
Observation
Sheet
© MAN Diesel 30
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MAN DieselMAN Diesel
• Why is engine performance interesting ?
• Performance observations
• Performance Evaluation
• Conclusion
© MAN Diesel 31
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MAN DieselMAN Diesel
• Early discovery of problems
• Planning Maintenance
• Avoiding unscheduled stops
Leading to:
• Less Work
• Less Cost
© MAN Diesel 32
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MAN DieselMAN Diesel
• Time based
Calendar time
Running hours
• Observation basedObse at o based
• Breakdown
© MAN Diesel 33
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MAN DieselMAN Diesel
Examples:
• Calendar time: Inspection of bearings• Calendar time: Inspection of bearings
• Running hours: Overhaul of exhaust valve
• Observation: Fuel Pump cam
© MAN Diesel
Observation: Fuel Pump cam
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MAN DieselMAN Diesel
C t tlConstantly
Alarm, Slow down, Shut down
Daily
Basic Performance observations
Every Month
Full Performance, including
indicator cards
© MAN Diesel 35
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MAN DieselMAN Diesel
• Why is engine performance interesting ?Why is engine performance interesting ?
• Performance observations
• Performance Evaluation• Performance Evaluation
• Conclusion
© MAN Diesel 36
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MAN DieselMAN Diesel
Be very keen on getting All di• All readings
• Reliable readings
- Use local instruments- Check gauges against
Calibrated ones- U-tube Manometers to be
tighttight- Check Cocks/valves for flow
- Replace malfunctioninggauges andiinstruments
- No water in tube bends
© MAN Diesel 37
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MAN Diesel
Pressure drop overPressure drop over
turbocharger intake filter
© MAN Diesel 38
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MAN DieselMAN Diesel
Scavenging air temperature
© MAN Diesel 39
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MAN DieselMAN Diesel
Scavenging air and
exhaust receiver
pressures.
© MAN Diesel 40
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MAN DieselMAN Diesel
Pressure drop over S Ai C lScavenge Air Cooler
∆PCooler
© MAN Diesel 41
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MAN B&W Diesel A/SMAN B&W Diesel A/S
E h t t tExhaust gas temperatureafter Turbochager as
well back-pressuremeasurement.
© MAN Diesel 42
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MAN DieselMAN Diesel
Indicator Cock:
For taking
indicator cards
and/or using
PMI indicator
© MAN Diesel 43
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MAN DieselMAN Diesel
Charge air Cooler
Measure:
• Cooling Water inlet temp.Cooling Water inlet temp.
• Cooling Water outlet temp.
• Scav. Air temp. before Cooler
Scav Air temp after Cooler• Scav. Air temp. after Cooler
• Pressure drop over Cooler
To evaluate the performance of the air cooler the following 3 parameters must be evaluated:
1) Temp. diff. Air outlet and water inlet. A typical value is 10 deg. C.
2) Cooling Water Temperature Difference A typical value is 7 deg C
© MAN Diesel
2) Cooling Water Temperature Difference. A typical value is 7 deg. C
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MAN DieselMAN Diesel
Condensate Amount
Example:
91 % Load91 % Load
80 % Humidity
Tropical ConditionsTropical Conditions
68 tons condensate per day
© MAN Diesel 45
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MAN DieselMAN Diesel
• Why is engine performance interesting ?
• Performance observations
• Performance Evaluation
• Conclusion
© MAN Diesel 46
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MAN DieselMAN Diesel
I di C dIndicator Card
© MAN Diesel 47
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MAN DieselMAN Diesel
Mean Indicated Pressure
PA
P π/ D2 S n/ P 1/Pi =L • CS
Pe= π/4 • D2 • S • n/60 • Pe• 1/7355
A: Area from planimetering [mm2]
L: Length of indicator diagram [mm]
CS: Spring Constant [mm/bar]
D: Cylinder Diameter [m]
S: Stroke [m]
CS: Spring Constant [mm/bar]
Mean Effective pressure
Pe = k2 • n • pepressure
Pe = Pi - 1 bark2 = 2.3319 for S70MC
© MAN Diesel
Mechanical Losses
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Engine Performance DataEngine Performance Data
Engine data information's g
obtained from local readings
together with PMI
measurements.
© MAN Diesel 49
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Engine Performance ObservationEngine Performance Observation
Measured engine data corrected toMeasured engine data corrected to
ISO condition.
ISO Reference Ambient Conditions:• Air inlet temperature: 25 °C• Air inlet temperature: 25 C
• Cooling water inlet temp. 25 °C
Corrections:• Exhaust temperature after valvesExhaust temperature after valves
• Scavenging air pressure• Compression pressure
• Maximum pressure
© MAN Diesel 50
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Reference Performance curves:Reference Performance curves:
Engine (shoptest)
performance curveperformance curve
compared with sea trial
obtained PMI
measurements.
© MAN Diesel 51
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© MAN Diesel 52
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MAN DieselMAN Diesel
Specific Fuel ConsumptionExample
Engine Power Pe: 15600 bhp
Consumption Co: 7 125 m3 over 3 hoursConsumption Co: 7.125 m3 over 3 hours
Fuel, temp at measuring point: 119 °C
Fuel, Specific gravity at 15 °C: 0.9364 g/cm3
Fuel, Sulphur content: 3 %
Density at 119 °C : 0.9364-0.068 = 0.8684 g/cm3
SFOC =Co • ρ119 • 106
h • Pe=
7.125 • 0.8684 • 106
3 • 15600= 132.2 g/bhph
Correction for Calorific Value: 132.2 40,70042,707 = 126 g/bhph
Testbed value equal to 10 200 kcal/kg
© MAN Diesel
Testbed value equal to 10.200 kcal/kg
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MAN DieselMAN Diesel
Fuel Density correction for temperature
© MAN Diesel 54
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MAN DieselMAN Diesel
Calorific Value of Fuel
© MAN Diesel 55
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MAN DieselMAN Diesel
• Why is engine performance interesting ?
• Performance observations
• Performance EvaluationPerformance Evaluation
• Conclusion
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MAN DieselMAN Diesel
Action:
•Keep the MAN Diesel recommended maintenance schedule p
•Observe any abnormality by daily checks of engine parameters.
•Maintain full engine performance report every month
•Evaluate all obtained engine data carefully and compare with earlier data and shop•Evaluate all obtained engine data carefully and compare with earlier data and shop test data.
Benefits:Benefits:
•Safe and reliable engine.
•Low maintenances cost.
E i i f•Economic engine performance
© MAN Diesel 57
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AlwaysAlways bebe alertalertyy-- don’tdon’t waitwait forforthingsthings toto findfindthingsthings toto findfind
youyou! !
© MAN Diesel 58
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MAN DieselMAN Diesel
PMI System
© MAN Diesel 59
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MAN DieselMAN Diesel
I di C dIndicator Card
© MAN Diesel 60
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PMI SystemPMI System
© MAN Diesel 61
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PMI: Cylinder Pressure AnalyserPMI: Cylinder Pressure Analyser
User friendlyUser friendly
One person operated tool
Easy to use
© MAN Diesel L/3330100 0304/03 (2160/PZS) 62
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The Stationary PMI SystemThe Stationary PMI System
Designed for
© MAN Diesel
Two-stroke diesel engines
L/3330101 0304/03 (2160/PZS) 63
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PMI SystemPMI System
Portable Crankshaft Pick-upPortable Crankshaft Pick up
© MAN Diesel 64
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PMI SystemPMI System
Encoder arrangement In connection with
Alpha Lubricator and PMI
(Same signals)(Same signals)
© MAN Diesel 65
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PMI measurementPMI measurement
© MAN Diesel 66
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PMI System Output Adjustment SuggestionPMI System Output - Adjustment Suggestion
Recommendedload adjustment
Recommendedtiming adjustmentload adjustment timing adjustment
© MAN Diesel
L/70636-5.1/0400 (2443/SVK)
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PMI System Output: Cylinder BalancePMI System Output: Cylinder Balance
© MAN Diesel L/70635-3.1/0400 (2443/SVK) 68
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Cylinder balance PMICylinder balance PMI
© MAN Diesel 69
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PT diagramPT diagram
© MAN Diesel 70
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PT diagramg
© MAN Diesel 71
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PV diagramPV diagram
© MAN Diesel 72
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PMI System Output: Cylinder BalancePMI System Output: Cylinder Balance
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Mean values Pmax PcompMean values - Pmax, Pcomp
© MAN Diesel 74
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Mean values - PiMean values - Pi
© MAN Diesel 75
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Engine Performance DataEngine Performance Data
Engine data information g
obtained from local readings
together with PMI
measurements.
© MAN Diesel 76
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Engine Performance ObservationEngine Performance Observation
Measured engine data corrected toMeasured engine data corrected to
ISO condition.
ISO Reference Ambient Conditions:• Air inlet temperature: 25 °C• Air inlet temperature: 25 C
• Cooling water inlet temp. 25 °C
Corrections:• Exhaust temperature after valvesExhaust temperature after valves
• Scavenging air pressure• Compression pressure
• Maximum pressure
© MAN Diesel 77
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Reference Performance curves:Reference Performance curves:
Engine (shoptest)
performance curveperformance curve
compared with sea trial
obtained PMI
measurements.
© MAN Diesel 78
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Sea Trial ConfirmationSea Trial Confirmation
Sea trial engine performance:•Engine running-up program
•Check of various engine limitations integrated into vessel’s governor and safety system
•Engine starting attempts Ahead/Astern
•Crash stop manoeuvring
•Reference engine performance curves, at various engine loads. .
•Engine performance (Engine power contra vessel speed)
•Commissioning and check of other engine related components, such as
•Alpha Lubricator System
C li d•Cylinder cut-out system
•Axial Vibration Damper (AVD)
•Torsion Vibration Damper (TVD)
•PMI Equipment (0 diagrams and E diagrams)•PMI-Equipment (0-diagrams and E-diagrams)
•Engine top-bracing adjustment
•T/C wet and/or dry-cleaning
© MAN Diesel 79
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User interface: Exhaust valve adjustmentsUser interface: Exhaust valve adjustments
Adjustment of exhaustvalve closing time
Adjustment of exhaust valveopening time
© MAN Diesel 80
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Exhaust valve open/closeExhaust valve open/close
Exhaust valve movement
80
60
70
80
40
50
mm
Early closingLate closingEarly openingLate opening
10
20
30Late openingReference
0
10
90 110 130 150 170 190 210 230 250 270 290
Dg C A
© MAN Diesel
Dg. C. A.
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User interface: Engine > OperationUser interface: Engine > Operation
© MAN Diesel 82
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User interface:Process Information > Speed ControlProcess Information > Speed Control
© MAN Diesel 83
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User interface: Fuel index adjustmentUser interface: Fuel index adjustment
Index offset at 100 % load
Index offset at 0 % load
Individual Chief limiterIndividual Chief limiter
© MAN Diesel 84
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User interface:Adjustment of maximum pressureAdjustment of maximum pressure
Timing of fuel injection
(corresponding to VIT adjustment on the MC(corresponding to VIT adjustment on the MC engine)
© MAN Diesel 85
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User interface: Exhaust valve adjustmentsUser interface: Exhaust valve adjustments
Adjustment of exhaust valveclosing time
Adjustment of exhaust valveopening time
© MAN Diesel 86
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User interface:Adj t t f li d il l b i tiAdjustment of cylinder oil lubrication
© MAN Diesel 87
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User interface:Maintenance > System View I/O TestMaintenance > System View, I/O Test
© MAN Diesel 88
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User interface:Maintenance > System View I/O TestMaintenance > System View, I/O Test
© MAN Diesel 89
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User interface: Maintenance -System View I/O Test > ECU A Channel 32System View, I/O Test > ECU-A, Channel-32
© MAN Diesel 90
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Low Load OperationLow Load Operation
© MAN Diesel 9191
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Low Container Ship Speeds
Wh ?
Low Container Ship Speeds
Why?Rising fuel prices (HFO currently $600/t)
Bunker fuel price
Reduced fuel consumption
Reduced emissions
Why not?Increased sailing timeIncreased sailing time
© MAN Diesel
Brent Crude price
9292
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Relative Propulsion Power Needed for a Large Container Vessel Shown as a Function of Ship SpeedContainer Vessel Shown as a Function of Ship Speed
How slow?
Relative propulsion power needed
120%
110
25 knots refers to 100% relative propulsion power
A reduction of 5 knots will result in 41%
110
100
90A reduction of 5 knots, will result in 41% propulsion power requirement 80
70
60
50
26 knot25242322212019
40
1830
© MAN Diesel
Ship speed
9393
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Reduced Fuel Consumption at Low Load Operation for Large Container VesselsOperation for Large Container Vessels
MC/MC-C and ME/ME-C EnginesRelative fuel consumption/costs per n mile%
100
90
MC/MC-C engines i 2h d
70
80
MC/MC-C
require 2hrs per day at least 75% load
ME/ME-C engines
60 ME/ME-C
ME/ME-C engines require 2hrs per week at least 75% l d
40
50load
© MAN Diesel
Ship speedknot21 23 2519
4017 18 20 22 24
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Methods of Engine Applicationfor a reduced Service Speedfor a reduced Service Speed
Method Advantage Disadvantage1 Ch l Ch i iti l i t t Li it d f ti1. Choose a less powerful engine
Cheaper initial investment Limits speed for entire ship life
2. Derate a new Significant SFOC reduction Typically limits speed for engine
g yp y pentire ship life
3. Part load optimised Lower SFOC at part load; Ship is able to sail at
Not available on some enginesShip is able to sail at
increased speed if requiredengines
4. Apply a ”Low Load” Can be applied in service; Not available on some mode possible for continuous
operation <20% SMCR with precautions
engines
© MAN Diesel
p
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Engine ApplicationEngine Application
Power
MP
2 Heavypropeller curve- Engine margin
Sea margin(15% of PD)
SP 2 Heavy propeller curve hull and heavy weather
6 Light propeller curve - hull and calm weather
MP S ifi d l i MCR i t
fouled
clean PD́
g g(10% of MP)
MP: Specified propulsion MCR pointSP: Service propulsion pointPD: Propeller design pointPD̀: Alternative propeller design point
PD
Engine speed
2 6LR: Light running factorHR: Heavy running HR
© MAN Diesel 9696
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1 Choosing a Less Powerful engine1. Choosing a Less Powerful engine
= SMCR point
Power
= SMCR pointA = 100% SpeedB = 92% Speed ~80% SMCR
L1
= Engine 1
L2
L3
L1
= Engine 2
L4L3
Smaller engine, reduced installation space
Reduced initial investment
L4
L2Reduced initial investment
Permanent solution, limited to lower design speed for entire
© MAN Diesel
Engine Speed
A
lower design speed for entire ship life
B9797
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Methods of Engine Applicationfor a reduced Service Speedfor a reduced Service Speed
Method Advantage Disadvantage1 Ch l Ch i iti l i t t Li it d f ti1. Choose a less powerful engine
Cheaper initial investment Limits speed for entire ship life
2. Derate a new Significant SFOC* Typically limits speed for engine
greduction
yp y pentire ship life
3. Part load optimised Lower SFOC at part load; Ship is able to sail at
Not available on some enginesShip is able to sail at
increased speed if requiredengines
4. Apply a ”Low Load” Can be applied in service; Not available on some mode possible for continuous
operation <20% SMCR with precautions
engines* Specific Fuel Oil Consumption in g/kWh
© MAN Diesel
pg/kWh
9898
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2 Derate a New Engine2. Derate a New Engine
T i ll i lkW
Typically involves increasing the number of cylinders or choosing a
75,000
70,000
74,760 kW
12K98ME7
Engine layout diagrams
ated
higher mark number, and then reducing the shaft power output by various
70,000
65,000
12K98ME7
11K98ME7
68,530 kW
62 300 kW
Der
a
p p ymeans
60,00010K98ME7
62,300 kW
= de-rating with same FPP to reduce engine speed to 91.3rpm
55,000 90 r/min 97 r/min
reduce engine speed to 91.3rpm
= de-rating with different FPP to maintain engine speed
Complete engine system designed around de-rated engine
Typically a permanent solution
© MAN Diesel
More engine installation space required (if increasing number of cylinders)
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SFOC Reduction by Derating a K98ME7 EngineSFOC Reduction by Derating a K98ME7 Engine
SFOC curvesg/kWhSFOC curves for 10, 11, and
12 cylinder versions of the K98 175
170Nominal
SMCR = 62,300 kW x 97 r/minMatching point = 100% SMCRLCV = 42,700 kJ/kg
engine shown for SMCRTotal saving of 5.8g/kWh
equates to an annual fuel cost
165Derated
Derated10K98ME7
equates to an annual fuel cost saving of $1M/yr
16012K98ME7
11K98ME7
15530 40 90 100 % SMCR50 60 70 8020
© MAN Diesel 100100
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Methods of Engine Applicationfor a reduced Service Speedfor a reduced Service Speed
Method Advantage Disadvantage1 Ch l Ch i iti l i t t Li it d f ti1. Choose a less powerful engine
Cheaper initial investment Limits speed for entire ship life
2. Derate a new Significant SFOC reduction Typically limits speed for engine
g yp y pentire ship life
3. Part load optimised Lower SFOC at part load; Ship is able to sail at
Not available on some enginesShip is able to sail at
increased speed if requiredengines
4. Apply a ”Low Load” Can be applied in service; Not available on some mode possible for continuous
operation <20% SMCR with precautions
engines
© MAN Diesel
p
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3 Part Load Optimisation3. Part Load Optimisation
Optimising/Matching point to b l t d id i thbe selected considering the average ship service speed
Involves TC matching, compression volume (shims), exhaust gas valve timing, and
© MAN Diesel 102
g g,fuel injection
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De-rating / part load optimisingDe rating / part load optimising
© MAN Diesel 103103
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•Turbo charger cut out•Turbo charger cut out
© MAN Diesel 104104
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Reduced SFOC for Part Load Optimisation of ME/ME-C Engines when Operating in Economy Mode
174
MC/MC-C 100% SMCR optimised
Economy mode:S = Continuous Service Rating:
168FO
C
ME/ME-C 100% SMCR optimised
MC/MC C 100% SMCR optimised
ME/ME-C Part load optimised
3-4g/kWh
3-4g/kWh
Service Rating:
SME is 70% of Optimising Point for
SF SMC
SME
p gME engines
SMC is 80% of 162
20 30 40 50 60 70 80 90 100 110 % SMCR
Engine shaft power
Optimising Point for MC engines
Increase in SFOC reduction when operating below ~70% engine power
© MAN Diesel 105105
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Methods of Engine Applicationfor a reduced Service Speedfor a reduced Service Speed
Method Advantage Disadvantage1 Ch l Ch i iti l i t t Li it d f ti1. Choose a less powerful engine
Cheaper initial investment Limits speed for entire ship life
2. Derate a new Significant SFOC reduction Typically limits speed for engine
g yp y pentire ship life
3. Part load optimised Lower SFOC at part load; Ship is able to sail at
Not available on some enginesShip is able to sail at
increased speed if requiredengines
4. Future possibility to Could be applied in Would not available on apply a ”Low Load” mode
service; possible for continuous operation <20% SMCR with
some engines
© MAN Diesel
precautions
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4 Application of Low Load Mode4. Application of Low Load Mode
= SMCR pointpA = 100% Speed
B = 70% Speed (~30% = Low Load area
Power
L1
L2L3
SMCR)
Would only be available on electronically controlled
L4
electronically controlled engines (ME/ME-C)
Could be applied in servicepp
Changes injection timings and exhaust gas valve actuation for specific Low Load area
Not yet confirmed by
© MAN Diesel
Engine Speed
AB
Not yet confirmed by Classification
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Reduced SFOC for Low Load Mode of ME/ME-C Enginesof ME/ME-C Engines
Further increase in SFOC reduction when operating in low load areasp g
Typically 1-2g/kWh reduction for low load area
Increased SFOC when operating at high loads; 1-2g/kWh increase at
174
Increased SFOC when operating at high loads; 1 2g/kWh increase at 100% SMCR
C
ME/ME-C Economy modeME/ME-C Low load mode
1-2g/kWh
1-2g/kWh
168
SFO
C
16220 30 40 50 60 70 80 90 100 110 % SMCR
© MAN Diesel
Engine shaft power
108108
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Part Load Optimisation & Low Load ModePart Load Optimisation & Low Load Mode
Combined effect of a part load optimised engine and p p gutilisation of a low load mode
Gives a total SFOC reduction in low load areas of 4-6g/kWh
© MAN Diesel 109109
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Reduced Fuel Consumption at Low Load Operation for Large Container VesselsOperation for Large Container Vessels
12K98MC C6 d 12K98ME C6 SMCR 68 520 kW t 104 / i12K98MC-C6 and 12K98ME-C6, SMCR = 68,520 kW at 104 r/min
© MAN Diesel 110110
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Considerations regarding boiler typesConsiderations regarding boiler types
Smoke tube boilersSmoke tube boilersLimited soot deposits in the tubes
- High velosity of exhaust gas- High velosity of exhaust gas
- Smooth gas passage
Limited demand for cleaning
Water tube boiler with fins
- Limited demand for cleaning
More prone to soot deposits on fins and tubes
L l it f th h t- Low velosity of the exhaust gas
- Risk for boiler fires and melting down
Frequent soot blasting important
© MAN Diesel 111
- Frequent soot blasting important
111
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Technical ProblemsTechnical ProblemsOperating at low speed can createproblems, such as:p ,
Deposting of of soot particles in exhaustgas boiler resulting in burning/meltingtubestubes
Build up of soot in Turbocharger, requiring more frequent cleaning, orreduced efficiencyreduced efficiency
Cutting in/out of auxiliary blowers
© MAN Diesel 112112
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Exhaust valve spindels -Increased burn rate during ”Low Load”Increased burn rate during Low Load
In few cases has been observed increased burning rate in the bottom of the exhaust valve
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spindle after permanent ”low load” service
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Technical SolutionsTechnical Solutions
For MC engines:
Solenoid valveGroup 1
Solenoid valveGroup 2
Without cylinder cut-out
For MC engines:
Increase engine load to above 75% for 1hour, every 12hours
Air supply7 bar
Introduction of slides valves
Cylinder cut-out system for i b l 40% d With cylinder cut-outmanoeuvring below 40% speed
Exhaust gas boiler bypass for loads <40%<40%
For ME engines:
Increase engine load to above 75%Increase engine load to above 75% for 2hours, every week
Exhaust gas boiler bypass for loads
© MAN Diesel
g yp<40%
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Technical SolutionsTechnical Solutions
Fuel Valves
© MAN Diesel
Conventional fuel valveSac volume 1690 mm3
Mini-sac valveSac 520 mm3
Slide-type fuel valveSac volume 0 mm3
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Cylinder Oil Regulation at Low LoadCylinder Oil Regulation at Low Load
For engines with Alpha lubricator (lubrication as alubricator (lubrication as a function of engine load), significant savings can also be
d li d l b ilmade on cylinder lube oil consumption
80% MCR results in reduction80% MCR results in reduction of 50% ~$165,000/yr
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Service experience with low load operationService experience with low load operation
Test on a 9K98MEC engine with Slide Valves
Duration of the test was 7 days on 30% Load
Load up every 4’th day to >75 % Load
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Low load test on 9K98ME CLow load test on 9K98ME-C
Scavenge Air Receiver InspectionsScavenge Air Receiver Inspections
At sea after 4 days at 30% load At port after 7 days at 30 % and
© MAN Diesel
few hours at 47-50% load
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Low load test on 9K98ME CLow load test on 9K98ME-C
Economiser after 7 days 30 % load testy
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Service experience with low load operationService experience with low load operation
Test on a 12K90MC engine with Slide Valves
Duration of the test was 16 days on 20- 22 % Load
Load up every 2’nd day to >75 % Load
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Low Load Service
Normal Service 40-75 % Load Low Load Service 20-22 % Load
Inspection after normal service and then after 2 days ”low load” test
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p y
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Low Load Service
Normal Service 40-75 % Load
Low Load Service
Low Load Service 20-22 % Load
Inspection after normal service and then after 2 days ”low load” test
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Low Load Service
Normal Service 40-75 % Load Low Load Service 20-22 % Load
Low Load Service
Inspection after normal service and then after 2 days test
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p y
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Low Load Service
Normal Service 40-75 % Load
Low Load Service
Low Load Service 20-22 % Load
Inspection after normal service and then after 2 days test
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p y
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Low Load ServiceLow Load Service
Low Load Service 20-22 % LoadNormal Service 40-75 % Load Low Load Service 20-22 % LoadNormal Service 40-75 % Load
Inspection after normal service and then after 2 days ”low load” test
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Low Load Service
Normal Service 40-75 % Load Low Load Service 20-22 % Load
Low Load Service
Inspection after normal service and then after 2 days ”low load” test
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Low Load Service
Normal Service 40-75 % Load Low Load Service 20-22 % Load
Low Load Service
Inspection after normal service and then after 2 days ”low load” test
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Low Load Service
Normal Service 40-75 % Load Low Load Service 20-22 % Load
Low Load Service
Inspection after normal service and then after 2 days ”low load” test
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Low Load Service
Normal Service 40-75 % Load Low Load Service 20-22 % Load
Low Load Service
Inspection after normal service and then after 2 days ”low load” test
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