DOOSAN RETROFIT SERVICEmariness.co.kr/02_business/Doosan Retrofit Service.pdfEngine Hours) 0.05 /...

99
Part Sales & Technical Service Team DOOSAN RETROFIT SERVICE Rev. 7

Transcript of DOOSAN RETROFIT SERVICEmariness.co.kr/02_business/Doosan Retrofit Service.pdfEngine Hours) 0.05 /...

Part Sales & Technical Service Team

DOOSAN RETROFIT SERVICE

Rev. 7

1

Retrofit Service Items

Alpha Lubricator System 1

DOOSAN BWM System 2

DOOSAN WIO System 3

Temperature Monitoring System 4

Turbo-charger Cut out System 5

Approved Method Files 6

2

ADAPTIVE CYLINDER OIL CONTROL SYSTEM

The Ultimate Lubrication System

3

Contents

1. What is Alpha Lubricator ?

2. Layout

3. Main components

4. How to retrofit ?

5. Benefits of Alpha Lubricator

6. Reference list

4

1. What is Alpha Lubricator ?

High pressure injection directly into the piston ring pack

Very Precise Injection Timing ( Electronically )

Optimal Utilization of the Oil with minimum of loss

Pre-lubrication of the cylinder before start of the engine

Very Easy and Precise control of the feed rate

5

1. What is Alpha Lubricator ?

Description Mechanical Type Alpha Lubricator

Feed Rate 1.2 g/kwh (K/L)

1.5 g/kwh (S) S % x 0.26 g/kwh

Oil Consumption RPM dependent LOAD dependent

Adjustment of Feed Rate Pump Stroke

(Adjusting Bolt)

Injection Frequency

(in HMI)

Pump Stroke Adjustable Fixed

Injection Frequency 1 / 1 revolution ( fixed ) Adjustable

Injection Pump Pressure 4 – 5 bar 40 – 50 bar

Oil Actuating Power Camshaft Rotation Booster Oil Pressure

Operating Method Mechanic Electronic

Mechanical Type VS Alpha Lubricator

6

2. Layout

1)System layout

7

2. Layout

2) System connection

PUMP STATION

ALCU

• PUMP STATION

Build up oil pressure(40-50 bar)

• LUBRICATOR UNIT

Oil Injection

• ALCU

(Alpha Lubricator Cont. Unit)

Master Control Unit

Back Up Control Unit

• HMI PANEL

(Human Machine Interface)

Remote Control & Display

• LOAD TRANSMITTER

• ANGLE ENCODER

• BACK UP TRIGGER

TANK

HMI

CYLINDER

LUBRICATOR LOAD

TRANSMITTER ANGLE

ENCODER BACK UP TRIGGER SYSTEM

24V DC

440 V, 3 ph

220 V

Electrical Connection

Piping System

8

3. Main components

1) PUMP STATION AND STARTER PANEL

Build up oil pressure (40-50 bar)

Consist of two pumps, Heater, Filters, Suction

Tank and Pressure/Temperature sensor.

One pump is for Stand-by

Cylinder Lube Oil Pressure Cylinder Lube Oil Temperature

Normal service Value 40-50 bar Normal Service Value 30-60 ˚C

Alarm min. 35 bar Alarm max 70˚C

Alarm max. 60 bar

9

3. Main components

2) LUBRICATOR UNITS

Oil Injection

- One Lubricator for below 60 bore Engines, Two Lubricators for 70 – 98 bore

Engines

- Consist of inlet nitrogen accumulator ( 25-30 bar ) and outlet

accumulator (1.5bar )

10

3. Main components

3) ALCU & LOAD TRANSMITTER

ALCU - Master Control Unit (MCU) - Switch Board Unit (SBU)

- Backup Control Unit (BCU)

LOAD TRANSMITTER - Calibration with Engine load - FUEL INDEX MCU

11

3. Main components

4) ANGLE ENCODER & PICK UP UNIT

ANGLE ENCODER

- Installed at Crankshaft Fore End

- TDC & Trigger signal MCU

PICK UP UNIT

- Installed at Turning Wheel

- Consist of two pick-up sensors

- TDC signal MCU & BCU

12

3. Main components

5) HMI & UPS PANEL

Control & Display Interface - Adjustment of Feed Rate

- Display of Engine Speed,

Fuel Index, Oil Pressure,

Oil Temperature and Alarm

UPS Panel

- Uninterruptible Power

Supply for Alpha System

13

4. How to retrofit ?

MODIFICATION PARTS FOR ALPHA

1) CYLINDER LINER

※ in case of previous design

- Drilling of Oil Hole ( Φ 4 -> Φ 9 )

- Grinding Oil Groove

2) NON RETURN VALVE - Adoption of New Non Return Valve

14

4. How to retrofit ?

1) CYLINDER LINER

15

4. How to retrofit ?

1) CYLINDER LINER

Modification of Lub. Quill

- Drilling and Grinding

16

4. How to retrofit ?

2) NON RETURN VALVE

17

4. How to retrofit ?

MODIFICATION TIME CHART

1 2 3 4 5 6 7

Cyl. Cover Dismounting & Assembly

Cyl. Liner Modified Lub. Oil Pocket

Booster Pump Unit

Piping & Lub. Unit

Control Unit

HMI Panel

Angle Encoder

Back up Trigger

Flushing & Cleaning

Supervision Commisioning of System

REMARK 8 WORKING PEOPLE

Replaced Non-return Valve

Electric Cabling

Installation of

Alpha

Component

PROCEDUREWORKING DAY

18

5. Benefits of Alpha Lubricator

1) Saving Cost

6S50MC-C 7S60MC 7S80MC 12K90MC

Kw 9,488 14,313 25,485 54,898

BHP 12,900 19,460 34,650 74,640

Kw 8,065 12,166 21,662 46,663

BHP 10,965 16,541 29,453 63,444

% 3.00 3.00 3.00 3.00

g/Kwh 1.50 1.50 1.50 1.20

g/BHPh 1.10 1.10 1.10 0.90

g/Kwh 0.78 0.78 0.78 0.78

g/BHPh 0.57 0.57 0.57 0.57

Hour 7,500 7,500 7,500 7,500

$/ton 1,700 1,700 1,700 1,700

$/year 74,096 111,776 199,025 266,941

Cylinder Lub. Oil price

Saving for Year

Running Hours/Year

Fuel oil sulphur content

Alpha with ACC

Specification

Layout SMCR

Load point (=85% SMCR)

Mech. Lubricator

Feed rate

19

5. Benefits of Alpha Lubricator

2) Cylinder Liner Condition

ENGINE : DOOSAN-MAN B&W 12K90MC OWNER : A.P.MOLLER

DEL. DATE : 2000.09.25

TEST DATE : 2001.12.08 ( at 8390 Running Hour )

12K90MC, 3th April 2002 at

10,543 engine hours and

2153 operating hours at

Alpha ACC = S% * 0.25 g/bhph

20

899,80

900,00

900,20

900,40

900,60

900,80

901,00

901,20

901,40

0 5000 10000 15000 20000 25000

Engine Hours

Max L

iner

Dia

mete

r (m

m)

0.05 / 1000 Hours (mm) Cyl No. 1A Cyl No. 2A Cyl No. 3A

Cyl No. 4A Cyl No. 6A Cyl No. 8A Cyl No. 9A

Cyl No. 1A Cyl No. 9A Cyl No. 10A Cyl No. 1A

Cyl No. 6A Cyl No. 7A Cyl No. 10A Cyl No. 12A

5. Benefits of Alpha Lubricator

3) Cylinder Liner Wear Down – 12K90MC-C

Average Wear down rate of Alpha Lubricator : 0.05 mm / 1000 Hours

Average Wear down rate of Mechanical Lubricator : 0.10 mm / 1000 Hours

21

6. Reference List

As of MARCH 2010

ENG.TYPE

RETROFIT WORK

(INCLUDING

MATERIAL)

MATERIAL SUPPLY

TOTAL

46MC/MC-C 3 3

50MC/MC-C 44 16 60

60MC/MC-C 22 19 41

70MC/MC-C 15 15

80MC/MC-C 13 13

90MC/MC-C 16 16

98MC/MC-C 3 3

TOTAL 116 35 151

Reference List of Alpha for Doosan Engine

22

BEARING WARNING AND CONTROL SYSTEM

An Ultimate Solution for the Bearing Safety

23

Contents

1. What is BWACS ?

2. Layout

3. Main components

4. System function

5. Specification

6. How to retrofit ?

24

1. What is BWACS ?

1) Introduction

BWACS, which is a BWM (Bearing Wear Monitoring) System, is specially developed

by Doosan as a engine builder and fully approved by MAN Diesel and classes.

MAN Diesel have adopted Bearing Wear Monitoring (BWM) system as standard

equipment for new vessel contracts signed after 1st March 2008.

By introducing BWACS, severe bearing damage resulting in consequential damage

to the crankshaft, bedplate and crossheads can be avoided, and long and costly

repair time can be minimised.

When installed, open-up inspections on a routine basis can be omitted or decreased

in frequency.

25

1. What is BWACS ?

1) Introduction

Open-up inspection is a main fact of bearing damage.

Bearing damages

Solution !

26

1. What is BWACS ?

2) Working principle

The principle of BWACS is to measure the change of BDC (Bottom Dead Center) level

relative to engine structure.

Measure how far the crosshead guide shoe comes down at BDC position of each cylinder.

Crosshead bearing

Crankpin bearing

Main bearing

Key Features

High accurate system of 10ųm degrees.

Simple and compact components.

User-friendly monitoring program.

27

2. Layout

1)System configuration

Main units for BWACS

SCU (Signal Capture Unit)

SAU (Signal Analysis Unit)

DMU (Data Monitoring Unit)

UPS

Power supply

SCU is consisted of two proximity sensors, a temperature sensor and a control module.

It can measure bearing wear value and send the measured data to SAU.

SAU analyzes the measured data and then send the analyzed data to DMU shows

operators the result of wear value and wear trend.

DMU displays real time wear value and trend graph.

UPS and Power supply unit supply the electric power to SCU, SAU and DMU.

28

2. Layout

2) System configuration diagram

: Signal Flow

: Power Flow

Inside of Engine

Inside of Console at ECR SAU UPS Power supply

DMU

SCU SCU SCU

….. SCU

Mount of Console at ECR

29

2. Layout

3) Mechanical installation diagram

ENGINE OUTSIDE

ENGINE INSIDE

ENGINE CONTROL ROOM

220V AC

POWER SUPPLY UPS SAU

DMU

SCU

To AMS

JUNCTION

BOX

Cable Gland

Guide shoe

1 2 3 4 5 6

Engine Wall

RS485 Cable

Power Cable RS485 Cable

24V DC

Power Supply & Communication Line

30

2. Layout

4) System connection diagram

31

3. Main components

1) SCU (Signal Capture Unit)

Installed inside of each all cylinders in engine

Measure crosshead level at BDC

Provide self diagnostic function using internal temp sensor

Two proximity sensors and one temperature sensor

Easy installation and maintenance

32

3. Main components

2) SAU (Signal Analysis Unit)

3) DMU (Data Monitoring Unit)

Installed inside console of ECR (Engine Control Room)

Communicate with SCUs to analyze the measured data

Provide an early bearing warning, alarm and slowdown

Possible to connect up to 20 SCUs by one unit

Mounted in ECR console

Real time monitoring

Display wear trend and system status

Touch screen PC with UPS

33

4. System function

1) Wear value and deviation monitoring

B-WACS shows the Filtered wear value from two sensors of all cylinders in real time

wear values are displayed as graphs.

Sensor Deviation shows designated the difference between the individual sensor and the

average of all sensors.

34

4. System function

2) Wear trend monitoring

BWACS is to show trend of wear value in real time, short term and long term.

Real Time : It shows the filtered values for the period, which is between 50 sec’ to 10 min’.

Short term : It continuously displays the filtered values for the latest 24 hours.

Long term : It shows average, maximum, and minimum of Filtered Wear Value at the

interval of 6 hours. It is possible to set up monitoring time.

35

4. System function

3) Alarm list

Alarm list contains all Alarms happening

after the start of the B-WACS system.

±0.25 mm Pre warning limit, sensor deviation

±0.5 mm Slow down limit, sensor deviation

±0.7 mm Slow down limit, filtered sensor value

±0.3 mm Alarm limit. cylinder deviation

±0.4 mm Alarm limit, sensor deviation

±0.5 mm Alarm limit, filtered sensor value

Wear Value Description

4) Alarm limits

Standard alarm limits presented by MAN Diesel.

The limits are changeable as needed.

36

5. Specification

1.SCU

1) Proximity Sensor

- Input Voltage : 10 - 30V DC

- Current Consumption : 4 - 20 mA

- Sensing Range : 1 - 7 mm

- Accuracy : ± 10

- Housing Material : Chrome-plated brass

- Operating Temperature : 25 - 70

2) Control module

- Input Voltage : 15 V to 34 V DC

- Current Consumption @24V : 150mA average

- Operating Temperature : -20 top 70

2.SAU

- Input Voltage : 15 V to 34 V dc

- Current Consumption @24V : 150mA average

- Internal Nonvolatile Memory : 16GBytes

- Operating Temperature : -20 top 70

3.DMU

- Input Voltage : DC 24V +15%/-20%

- Power Consumption : 30W

- Touch Screen : Analogue Resistive 8.4”, 800 x 600

- IP Rating : IP60

- Vibration : 0.7g

- Operating Temperature : 0˚C to + 60˚C / 32˚F to 140˚F

4.UPS

- Input Voltage : 24VDC

- Output Voltage : 24VDC

- Power : 1150VA/770Watt

- Interface : USB, Serial Port

5. Power supply

- Input Voltage : 100 – 240VAC

- Input fuse : 6.3A

- Input frequency : 45 – 65 Hz

- Output Voltage : 24VDC

37

6. How to retrofit?

1) Installation of SM (Sensing Module)

SCU

38

6. How to retrofit?

2) Fixation of cable

Engine inside

Engine outside

39

6. How to retrofit?

3) Tuning of gap between sensor and crosshead

4mm shim for tuning

4) Installation of SAU

5) Installation of DMU

40

6. How to retrofit?

Engine side

ECR

Junction Box

#1 #2 #3 #5 #4

Crosshead

Liner

DMU

SAU

SCU

41

MODIFICATION TIME CHART

1 2 3 4 5 6

Signal Capture Unit

UPS & Power Supply

Signal Analysis Unit

Data Monitoring Unit

Cleaning

Supervision Commisioning of System

REMARK 5 WORKING PEOPLE

Retrofit Schedule for BWM System ( Below 8 cyl')

Electric Cabling

Installation of

BWM

Component

PROCEDUREWORKING DAY

6. How to retrofit?

42

MODIFICATION TIME CHART

1 2 3 4 5 6

Signal Capture Unit

UPS & Power Supply

Signal Analysis Unit

Data Monitoring Unit

Cleaning

Supervision Commisioning of System

REMARK 7 WORKING PEOPLE

Retrofit Schedule for BWM System ( Over 9 cyl')

Electric Cabling

Installation of

BWM

Component

PROCEDUREWORKING DAY

6. How to retrofit?

43

OIL WARNING AND CONTROL SYSTEM

The Best Solution for Water in Oil Monitoring

44

Contents

1.What is OWACS ?

2.Layout

3.Main components

5.Specification

6.How to retrofit ?

7.Scope of supply

4.System function

45

1. What is OWACS ?

1) Background

Water in oil is a major contributor to a poor bearing

condition, and worst for crosshead bearings having

a lead-based overlayer featuring a nickel interlayer.

The rapid wear from corrosion due to water in

lubricating oil can lead to scuffing between the pin

and the nickel-interlayer, which can lead to steel to

steel contact in a matter of hours.

These problems can be prevented by OWACS.

Bearing Metal Worn Out

46

1. What is OWACS ?

2) Introduction of OWACS

OWACS is a WIO (water in oil) system for measuring water contents in the lubricating oil,

which is designed by Doosan Engine as engine builder and approved by MAN Diesel and

classes.

Control unit

Sensor unit

Key Features

Measurement of Water Activity and

temperature.

Three relay for alarm output.

Built in modbus protocol RS485-based.

Save log data (Max30years).

Fully integrating with BWACS (option).

47

2. Layout

1)System layout

DMU

Main L.O Inlet Pipe

Water Sensor

Junction Box Controller

Terminal Block in

console

Alram Monitoring system

Engine side Engine control room

48

2. Layout

2) System interconnection

DMU

Terminal Block Controller Box

Ship’s

Alarm

Monitoring

System

RS485

Twisted pair

screened

Junction Box

Sensor

Multicore

12 twisted

pair screened

Main L.O Inlet Pipe

Multicore

12 twisted

pair screened

Multicore

6 twisted

pair screened

1X1

screened per

sensor

Engine side Engine control room

49

3. Main components

1) Sensor unit

Sensor unit is attached at main inlet pipe and measures

water content in lubricating oil by humidity sensor.

High accuracy (including nonlinearity, 0.02[aw])

Maximum Operating Pressure: 10bar

Housing: Stainless Steel

2) Control unit

Installed on engine for analysing of data from sensor unit.

Displays measured data and setting parameters

Supports serial communication [Modbus/RTU]

Supply three types of outputs

(RS485, Analog signal and digital relay signal)

50

3. Main components

2) Control unit

1

2

3

4

5

6

7

WIO

Se

ns

or

1X

1 s

cre

en

ed

per

sen

so

r

Alarm Monitoring System

Multicore 12 twisted pair screened

TR

X+

TR

X-

S.G

.

24V

DC

0V

DC

NO

1. H

HA

LA

RM

RS

48

5 In

terfa

ce

(Mo

db

us R

TU

/AS

CII)

NO

2. H

AL

AR

M

RE

AD

Y

TR

X+

TR

X-

S.G

.

24V

DC

0V

DC

NO

1. H

HA

LA

RM

RS

48

5 In

terfa

ce

(Mo

db

us R

TU

/AS

CII)

NO

2. H

AL

AR

M

RE

AD

Y

TR

X+

TR

X-

S.G

.

24V

DC

0V

DC

NO

1. H

HA

LA

RM

RS

48

5 In

terfa

ce

(Mo

db

us R

TU

/AS

CII)

NO

2. H

AL

AR

M

RE

AD

Y

TR

X+

TR

X-

S.G

.

24V

DC

0V

DC

NO

1. H

HA

LA

RM

RS

48

5 In

terfa

ce

(Mo

db

us

RT

U/A

SC

II)

NO

2. H

AL

AR

M

RE

AD

YA

nalo

g O

ut +

(Cu

rren

t)

An

alo

g O

ut -

Humidity range : 0 ~1 Water Activity (aw)

Accuracy : +0.02 ~ -0.02

Operating voltage : 18 ~ 36VDC

Relay output : 0.5A, 250VAC

Digital output : RS485

Analog output : 4 ~ 20mA

51

3. Main components

3) DMU (Data Monitoring Unit)

4) Software program

Mounted in ECR console

Real time oil condition monitoring

Display oil condition trend

Touch screen PC with UPS

Data Monitoring Unit is an option item !

Software program for Personal Computer

DMU can be substituted by this software program.

52

4. System function

1)Water activity and temperature monitoring

OWACS shows the water activity and

lub oil temperature in real time.

2) History function

Water activity and temperature data can be

stored at flash memory which is loaded

inside on the period set by users.

53

5. Specification

1.Water activity

- Measuring range : 0 ~ 1 aw

- Accuracy : ±0.02 aw, ±3.0 aw (≥0.90 aw)

- Response time with stainless steel filter at 20 ˚C : ≥ 10min in still oil

2.Temperature

- Working range : -50 ~ 200 ˚C

- Temperature sensor element : PT100 ohm (Tolerance class A)

- Accuracy : ±0.2 ˚C

3.Transmission Outputs

- Analogue outputs

Y2 : T(-50 ~ 250), 4 ~ 20mA, Load resistance ≤ 500 ohm

Y3 : aw(0.00 ~ 1.00), 4 ~ 20mA, Load resistance ≤ 500 ohm

4.Relay Outputs

- Three freely selectable relay outputs : three a contact

(normal state : ≤0.7aw, alarm state : ≥0.8aw, fault state : ≥ 1.0aw)

5.General

- Supply voltage : 15 ~ 32V DC

- Current consumption : 12 ~ 24 V DC

- Pressure range for tight probe : 0.01 ~ 20bar

- Cable grand : M24 (Aluminum)

54

6. How to retrofit?

1) Installation of Control unit

When installing diesel engine for a ship, install it by using L-bracket and vibration proof pad.

L-Bracket

Vibration proof pad

55

6. How to retrofit?

2) Installation of Sensor unit

When installed Sensor unit at oil pipe, it is recommended to install within 45 ˚ vertically.

Basically the sensing part of sensor unit should be sunk in the lubricating oil.

RECOMMENDED MOUNTING

POSITION RANGE

Sensor unit

Main LO inlet pipe

Main LO inlet pipe

56

MODIFICATION TIME CHART

1 2 3 4

Controller

Sensing Module

Supervision Commisioning of System

REMARK 2 WORKING PEOPLE

Retrofit Schedule for WIO System

Electric Cabling

Installation of

WIO

Component

PROCEDUREWORKING DAY

6. How to retrofit?

57

7. Scope of supply

1) Package 1 (Full package)

Doosan delivers material, installation work and commissioning.

AMS interface is optional.

DMU is an option item.

2) Package 2 (Material package)

Doosan delivers below items.

A. Material

B. Quick installation guide

C. Software for personal computer

DMU is an option item.

58

1SET FOR PERSONAL COMPUTER SOFTWARE PROGRAM 10

7. Scope of supply

1EA OPTION ITEM DATA MONITORING UNIT 11

10EA M5 X 50 (SIZE 확인 요함.) HEX.SOCKET BOLT for CONTROL BOX 9

1SET 1SET = 50EA FERRULES 8

5EA 40 X 40 X 30 X 0.5 L-BRACKET 7

5EA A=11, B=30, L=15 VIBRATION RUBBER 6

50EA A-140 CABLE TIE 5

50EA A-W20 X 250 CABLE WITH BUCKLE 4

5EA 25W X 3T X 1000L FLAT BAR 3

100M 7 X 2 X 0.75 (RADOX MFH-S, TP) CABLE 2

CONTROLLER 1SET

SENSOR SENSOR & CONTROLLER SET 1

QUANTITY SPEC ITEM NO.

2) Package 2 (Material package)

Material list

59

The Best Solution for Temperature Monitoring

TEMPERATURE MONITORING SYSTEM

60

Contents

1.Why Bearing Temperature Monitoring?

2.What is DOOSAN Bearing Temperature Monitoring?

3.Why Liner wall Temp Monitoring?

5.Our Temperature Monitoring Solution

4.What is DOOSAN Liner wall Temp Monitoring?

61

1. Why Bearing Temperature Monitoring?

1) In 2-stroke engine, approx. 10% of all damages reported to classification

societies related to bearings.

It may result in repair periods counted in weeks or even months!

With crankshaft related failures, which can result in notations in the class book,

influence the market value of the vessel negatively!

62

1. Why Bearing Temperature Monitoring?

1 2 3 4 5 ( Min )

( oC ) 400 300 200 100

Main Bearing Temperature

Oil Mist

Cutting the oil supply

Alarm from oil mist Alarm from temperature sensor

Abstracts from report made by D.Paro, G. Liljenfeldt, T. Blomberg, Wârtsilä

BTM VS OMD

2) In most cases of oil mist detection, the slow down will be triggered too late to avoid

harm to the bearing journal.

Oil Mist Detection can not protect engine components from damages!

63

1. Why Bearing Temperature Monitoring?

3) Why DOOSAN temperature monitoring?

Offers real time temperature monitoring.

Can be integrated into any existing alarm and monitoring system.

Fast & reliable response from high quality sensors gives a higher level or safety.

64

2. What is DOOSAN Bearing Temperature Monitoring?

1) Sensing points

Main bearing sensing points

Cross head bearing sensing

position

Crank pin bearing sensing position

65

2. What is DOOSAN Bearing Temperature Monitoring?

Oil supply is the transmitter of bearing temperature to a temp sensor.

Sensor type : Main bearing ( Pt 100Ω )

Crank pin bearing ( Pt 100Ω )

Cross head bearing ( Base – Pt 100Ω , Optional – wireless sensor )

Alarm Monitoring System

Intermediate

Box

Cross head

Crank pin

Main BRG

2) What is DOOSAN bearing temperature monitoring ?

66

2. What is DOOSAN Bearing Temperature Monitoring?

3) Main bearing temperature monitoring

67

2. What is DOOSAN Bearing Temperature Monitoring?

4) Crank pin bearing temperature monitoring

Crank pin side ENG wall

Sensing element : PT100Ω

68

2. What is DOOSAN Bearing Temperature Monitoring?

5) Cross head bearing temperature monitoring

We can install two kinds of sensor at cross head bearing position.

Sensor Type : PT100Ω Sensor Type : Wireless

69

3. Why Liner Wall Temp Monitoring ?

1) In 2-stroke engine, approx. 6% of all damages reported to classification

societies related to cylinder liners.

• Main engine damage claim 1998-2004

• Total cost : USD 69.8 million

21% Various

4% Piston, Piston rod

5% Camshaft, Coupling

5% Fuel Pump, Gear

10% Journal, Bearing

5% Enablature, Stay bolts

6% Cylinder Liner

20% Crankshaft Con. Rod

24% Turbo Charger

Source : The Swedish Club Highlights, September 2005, Main engine damage.

70

3. Why Liner Wall Temp Monitoring ?

2) Why liner wall temp monitoring ?

Following symptoms can be monitored by liner wall temp system!

Insufficient cooling and lubrication.

Blow by on some of the piston rings.

Abnormal combustion condition.

Most 2-stroke engine cylinder liners have 2 holes predrilled for this system

71

4. What is DOOSAN liner wall temp monitoring ?

1) What is DOOSAN liner wall temp monitoring ?

Measuring the temperature in the upper part of the cylinder 5~6mm from the

inner surface.

Alarm, Slow down can be set on the AMS system.

Sensor spec.

• Type : Thermocouple

• Ambient temp : 0 ~ 70°c

• Circuit current : 4 ~ 20 mA

• Accuracy : ± 0.75 %

• Measuring range : 0 ~ 600 °c

• Power source : DC 24V

Components

Temperature sensor

Converter

72

4. What is DOOSAN liner wall temp monitoring ?

2) Install position

Alarm Monitoring System

sensor

Inside

Converter box

73

5. Our temperature monitoring system solution !

Liner wall

X-head bearing

Crank pin bearing

Main bearing

Alarm monitoring system

Converter box

Intermediate box

SYSTEM LAY OUT

74

Reducing Fuel oil consumption & Exhaust emissions

TURBOCHARGER CUT OUT SYSTEM

75

Contents

1. Why Turbocharger cut out ?

2. Benefits

3. Concept of Turbocharger cut out

4. How to retrofit ?

5. Approval of document after Turbocharger cut out

6. Service Experience

76

1. Why Turbocharger cut out ?

1)Purpose of T/C Cut out system

Reduce fuel oil consumption

Reduce exhaust emission

Optimize cargo capacity in fleet

Due to the current economical crisis, it is noticed that some ship-owners, have large

container vessels, are considering operating their vessels with slow speed in order to

reduce main-engine fuel consumption.

To meet this growing demand, turbocharger cut out system has been introduced to

Improve engine performance during low-load operation.

77

1. Why Turbocharger cut out ?

Fig.1 shows the relation between power

and speed for a typical modern large post

panamax container vessel.

According to Fig.1 reducing the ship speed

by e.g. 4knots reduces the power requirement

to some 50%.

26

Ship speed

knot25242322212019

Relative propulsion power needed

120

%

110

100

90

80

70

60

50

40

18

30

Relative propulsion power needed

25 knots refer to 100%

relative propulsion power

Fig.1 Ship speed

2) Relations between Ship speed and Power

78

1. Why Turbocharger cut out ?

3) Technical considerations of ship power reduction !

Operating at low speed in the 30-50% load area can create problems.

Depositing of soot particles in exhaust gas boiler

Build up of soot in turbocharger

Frequently cut in/out of auxiliary blowers

Increased heat load on components

79

2. Benefits

1) Benefits of T/C Cut out

Turbocharger cut out will improve scavenge air pressure during low load operation

Improve specific fuel oil consumption

Reduce the heat load on engine components

2) Compare with other methods

Method Advantage Disadvantage

1. Choose a less powerful engine Cheaper initial investment Limits speed for entire ship life

2. Derate a new engine Significant SFOC reduction Typically limits speed for entire ship

life

3. Increase scavenge air

pressure at low load

(Method of TC CUT OUT)

Improve SFOC and reduce heat load on

components in the 30-50% load area

Major modification with regard to

IMO regulations

80

2. Benefits

Fig. 2 SFOC versus Engine load

Approx. 5g/kwh reduction of SFOC and 0.33bar increase in scavenge air

pressure at 50% power. (1 T/C cut-out of 4 T/Cs)

Approx. 3g/kwh reduction of SFOC and 0.40bar increase in scavenge air

pressure at 75% power. (1 T/C cut-out of 4 T/Cs)

Engines with four turbochargers and one turbocharger cut-out enables

operation at loads from 20% to 70% MCR :

81

2. Benefits

Fig. 2 SFOC versus Engine load

An SFOC reduction of 1 to 3g/kwh in the power range of 25 to 35% can be

expected.

Engines with four turbochargers and one turbocharger cut-out enables

operation at loads from 10% to 35% MCR :

82

3. Concept of Turbocharger cut out

Manual swing gate valve

Case of operation :

Possible to switch between slow and high speed

by manual valve operation

Treatment of rotor shaft :

Remain unchanged

Sealing air line of T/C should be modified

Caution :

It is necessary to supply lub oil for cooling of

journal part of rotor (T-side).

Supplying sealing air from turbocharger in

operation is required. Fig. 4 T/C Cut out swing gate valve

83

3. Concept of Turbocharger cut out

Treatment

of

each flange

Gas inlet Swing Gate valve

Air outlet Swing Gate valve

Gas outlet No change

LO inlet No change

LO outlet No change

Air vent No change

Sealing air Necessary to be supplied

By T/C modification

Treatment of each flange

Scavenging air receiver

Cooler

Exhaust gas receiver

Cooler Cooler

84

4. How to retrofit ? (Swing gate Valves)

1) Install swing gate valve at turbine side.

85

4. How to retrofit ? (Swing gate Valves)

2) Install swing gate valve at compressor side.

86

4. How to retrofit ? (Swing gate Valves)

3) Install control panel and modify main air valve

87

4. How to retrofit ? (Swing gate Valves)

4) Install and modify T/C sealing air line

Fig. 5 Modify oil labyrinth

Fig. 6 Modify supporter

In case of MHI turbocharger

88

4. How to retrofit ? (Swing gate Valves)

5) Install indicator panel

89

5. Approval of document before T/C Cut out

1) In case of turbocharger cut off, it is considered as a major conversion in

accordance with Reg.13(2)(a) of MARPOL Annex Ⅵ.

2) Therefore the engine shall be carried out NOx emission test to ensure that

it still complies with the NOx emission limits contained in Reg.13 of MARPOL

Annex Ⅵ.

3) But if your engines are meet the following conditions, NOx emission test can

be omitted by common documentation.

Engine type is K98ME/ME-C, K98MC/MC-C

Three or four T/C

Only one T/C is cut out

Exhaust valve timing & Fuel injection timing is unchanged

90

6. Service Experience

Installed swing gate valve - Engine : Doosan MAN-B&W 12K98MC-C (T/C type : MET83MA x 4 sets)

- Test date : 2010.12.20 ( Sea trial )

15.86g/kwh reduction of SFOC at 50% load

* Need to go further for long term measurements

[Normal mode] [T/C Cut Out Mode]

* Yearly operating hours: 7,000 hrs

Reduction 4,085 ton/year

91

6. Service Experience

As of MARCH 2012

ENG.TYPE

T/C type

Owner

TOTAL

12K98ME-C MET83 x 4sets CSCL 2

12K98MC-C MET83 x 4sets CSCL 4

10K98MC-C MET83 x 3sets PIL 1

8K90MC-C MET66 x 3sets PIL 8

8K90MC-C TCA77 x 3set PIL 7

TOTAL 116 35 22

Reference List of T/C cut out

92

Approved Method File for Pre-2000 engines

The Best Solution for the Pre-2000 engines

93

Contents

1. Approved Method Files for MAN Engines

2. NOx Technical Code 2008

3. Benefits

AMF for MAN Engines consists of - Slide Fuel Valve with low-NOx nozzle - Engine Performance Adjustment

•AMF

Pre-2000

Engines

1990 2000 2011 2016

NOx (g/kwh)

17.0

14.3

3.4

Tier I Nox

Tech Code

1997

Tier II Nox

Tech Code

2008 Tier III

•NOx Limit Regulation

Approved Document in compliance with Tier I NOx limit for

Pre-2000 engines

1. Approved Method File for MAN Engines

The revised MARPOL Annex VI and NOx Technical Code 2008

Enter force on 1 July 2010.

The Engines should comply with IMO Tier I NOx limit.

Application (for example : 7S70MC)

Date of approval

- Marine Diesel Engines - Installed on a Ship Constructed, 1 JAN 1990 ~ 1 JAN 2000 - Power output of more than 5,000 kW - Cylinder displacement at or above 90 liters

1st Vessel

5 years

Last Vessel

1 years

Lead time Depending on certificate renewal date

(renewal survey)

5th. Oct. 2010 6th. Oct. 2011 6th. Oct. 2016

•AMF

2. Nox Technical Code 2008

Reducing

SFOC

Less

Smoke

Lower

NOx

emission

Compliance of

Regulation

Clean Gas Way

•AMF

3. Benefits

97

Contact Point

Kim, yunki

General manager

Tel: 82-55-260-6530

E-mail: [email protected]

Park, dong gyu

Tel : 82-55-260-6137

E-mail : [email protected]

Cho, doo hyeong

Tel : 82-55-260-6138

E-mail : [email protected]

Part Sales & Technical Service Team

www.doosanengine.com

98

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