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Marine

Project GuideBergen engine type C25:33A

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Marine Auxiliary Applications, C25:33Page 1 : 1

PROJECT GUIDE

FOR

MARINE AUXILIARY APPLICATIONS

BERGEN ENGINE TYPE C25:33A

FUEL OIL OPERATION

This project guide is intended as a tool to assist in project work for installations that include Bergen engines. Binding drawings and technical data will be submitted after receipt of orders.

Components and systems shown in this guide are not necessarily included in the Rolls-Royce scope of supply.

All copies of this document in hard and soft format are uncontrolled. To verify latest revision status contact [email protected].

NOTE The data and information, related to the engines given in this guide, are subject to change without notice.

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

Edition: May 2009 (Rev. 05. February 2016)

© Bergen Engines AS 2016 A Rolls-Royce Power Systems CompanyThe information in this document is the property of Bergen Engines AS, a Rolls-Royce Power Systems Company, and may not be copied, or communicated to a third party, or used, for any purpose other than that for which it is supplied without the express written consent of Bergen Engines AS.

Whilst the information is given in good faith based upon the latest information available to Bergen Engines AS, no warranty or representation is given concerning such information, which must be taken as establishing any contractual or other commitment binding upon Bergen Engines AS, its parent company or any of its subsidiaries or associated companies.

Bergen Engines ASP.O.Box 329 SentrumN-5804 BERGENNORWAYTel. +47 55 53 60 00Homepage: www.rolls-royce.comE-mail: [email protected] no. NO 997 016 238

A Rolls-Royce Power Systems Company

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Marine Auxiliary Applications, C25:33Page 1 :10509 C/A

Project Guide

Part

1.01 Standard and optional engine design / Selection chart1.04 Technical data1.05 Fuel oil specification1.06 Starting, loading and low load operation1.07 Fuel oil consumption1.08 Noise level measurement

2.02 Starting and control air system2.03 Charge air and exhaust gas system2.03.1 Turbocharger - water washing system2.04 Combustion air system2.06 Diesel oil system2.07 HFO system and MDO stand-by/flushing system2.07.1 Fuel injection pump - cleaning system2.08 Nozzle temp. control system2.09 Cooling water system2.10 Lubricating oil system2.10.1 Lubricant guide for MDO/HFO engines2.20 Transportation, packing, handlig and care of engine

Lifting arrangements of engine

3.01 Standard and optional generator design3.03 Flexible mounting for generating set3.04 Engine installation:

Pipe connections, engine-alternator connections andmain dimensions

4.01 Safety, control and monitoring

5.01 Service and maintenance:Minimum measures for piston and cylinder unit withdrawalRoutine maintenance schedule, draw. no. 528/66

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Marine Auxiliary Applications, C25:33 Standard and optional engine design.Page 1 : 6

Part 1.01

0116 C/AP

STANDARD AND OPTIONAL ENGINE DESIGN.

This description is in general related to standard engine design and standard engine fitted auxiliary equipment.In addition optional engine design and optional engine fitted equipment are described. For ancillary engine systems with equipment not fitted on engine, see relevant parts in the manual.

The description is based on engine ratings forstandard equipped engines.

Bergen type C- is a 4-stroke engine built in in-line versions with 250 mm bore and 330 mm stroke. The engines are turbocharged and are equipped with 2-stage intercoolers. The engines are supplied as propulsion engines type C25:33L-6, -8, -9P or as generator engines C25:33L-6, -8, -9A. The engine may be operated on Diesel oil or heavy fuel oil of viscosity up to 700 cSt at 50°C (IF700), with a suitable fuel supply system, see Chpt. 2. All engines in the C-series have identical components as far as this is possible and practical. Customers using Bergen main engines and Gen.sets have thereby the advantage of “uniform machinery” with fewer spare parts to keep in stock.The construction of the “C” engine is highly mod-ular, of assemblies with different integrated func-tions. This reduces the number of parts, improves the reliability and makes servicing easier.

Direction of engine rotationAll standard engines are rotating clockwise, as seen towards the flywheel, but anti-clockwise ro-tation can also be provided.

Engine block Crankcase/cylinder block is a monoblock structure of nodular cast iron. The engines have underslung crankshafts. Main bearing caps areretained by studs with hydraulically tensioned nuts. Horizontal bolts running across the crank-case, clamp the main bearing caps against side-ways movement. Large doors on each side of the crankcase give easy access for maintenance work.

The engines are fitted with necessary relief valves in the crankcase doors.

Crankshaft The crankshaft is a forging of chromium-molyb-denum steel. It has bolted-on counter-weights to balance inertia forces. A torsional vibration damp-er and / or rotating mass is mounted at the free end of the crankshaft, when found necessary, and power take-off can also be arranged. (100% for In-line versions).For maintenance work the crankshaft can be turned by a barring gear.

Main and big end bearingsMain- and big end bearings are thin-wall steel shells, lined with special tin-aluminium bearing material. The bearings are precision made and require no special adjustment when fitting new shells. Main bearing shells can be removed with-out lowering the crankshaft. Big end bearing shells can be removed without piston withdrawal, and must not be opened when a piston is being pulled (see Connecting Rod).

Cylinder unit On the “C” engine, the power-producing compo-nents, i.e. the Cylinder head, Cylinder liner, Piston and Connecting rod are held together by the Water jacket as one unit, the “Cylinder unit”. This can be easily withdrawn as one assembly to facilitate quick and easy servicing of the main wearing components, which both reduces down-time and improves quality and reliability by exchange of pre-assembled and controlled units.However, the engine can also be serviced, component by component, in the conventional way, if preferred.

Connecting rod and big end bearingThe connecting rod is drop-forged of special steel. It is of 3-piece design and of ample dimensions. The Shank part is attached to the Big End part with a stiff flange and 4 bolts, the Big End bearing cap is split horizontally and retained by 2 bolts. All bolts are made of special steel, have roll-formed threads and are tensioned hydraulically.

Standard and optional engine design.Page 2 : 6

Part 1.01

Marine Auxiliary Applications, C25:330116 C/AP

PistonsThe pistons are of the composite type, with nodu-lar cast iron skirts and forged steel crowns.They are cooled by oil from the main lubr. oil system, which is led to the pistons through the connection rods. The gudgeon pin bearing has a “stepped” design that gives a large bearing sur-face in direction of the firing load.Each piston has two compression rings and one spring- loaded oil control ring, all especially adapted for a controlled lubr. oil consumption. The piston rings are chromium plated, the 1st ring with a special chrome-ceramic coating for extra wear resistance. All piston rings are located in the crown part, to ensure the best lubrication of the piston skirt.

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

Carbon cutting ringAll engines are equipped with a “carbon-cutting ring” in each cylinder liner.The carbon-cutting rings prevent build-up of carbon on the upper land of the piston crowns, and thereby reduce the polishing and wear of the cylinder liners, which again reduces the lubr. oil consumption.

Cylinder heads The cylinder heads are of alloyed compacted cast iron (CGI), and are secured to the engine block by 4 studs with hydraulically tensioned nuts.The bottom section of the cylinder head is heavily built to withstand high firing pressures, and it has cooling bores for good temperature control.Each head has two inlet- and two exhaust valves, a combined safety- and indicator valve and a fuel injection valve.Valve seats and valve guides for inlet- and ex-haust valves are cast of special alloy cast iron, and are shrink-fitted.The exhaust valve seats are cooled by the jacket water and have special seat armouring. The inlet valves are of SiCr alloy valve steel with “STELLITE 12” hard seat facing, whereas exhaust valves are of “NIMONIC” with

“DELORO” seat armouring for best resistance aggressive attacks from heavy fuel deposits.All valves are equipped with low-mounted valve rotators.The fuel injection valve is located in a water-cooled tube in the centre of the cylinder head, and the fuel nozzle is temperature controlled by means of the engine lubr. oil. One combined safety- and indicator valve is fitted outside the cylinder head cover.There is a separate rocker cover for each cylinder head.

CamshaftThe camshaft is driven by gearwheels from the flywheel end of the crankshaft. The camshaft is built up of two sections per cylinder, bolted together, and which can be easily dismantled sec-tion by section. The fuel injection cam section is common with the large bearing part, and is made of special case hardened steel to withstand very high rolling pressure. The valve cam section is of induction-hardened steel. The whole camshaft can be installed and taken out in one piece through the end of the engine block (tunnel-type design).

VVT (Variable Valve Timing)In the VVT arrangement, the hinged end of the swing-arms for air valves are fitted to an eccentric part of a longitudinal shaft along the engine. This shaft is controlled by an pneumatic cylinder, enabling rotation of the shaft, and hence controlled translation of the swing-arms. This arrangement makes it possible to have two predetermined values for the timing of the air-cam. One for high load and one for low-load operation.

The design facilitates changing of air-valve tim-ing in ordinary operation of the engine. When the engine load increases past a certain part load, the control shaft is rotated quickly (less than one second), from low load position to high load (i.e. Miller) position. The process is reversed when the load decreases.

Part 1.01

Marine Auxiliary Applications, C25:33 Standard and optional engine design.Page 3 : 60116 C/AP

Fuel systemThe fuel system has separate injection pump for each cylinder, connected to a common control shaft.The control arms are spring loaded, so that if the control arm for one of the pumps gets stuck, the control shaft can still move freely and control the remaining pumps. Each pump has a built-in emer-gency stop cylinder.The fuel injection equipment is developed for heavy fuel operation. The pumps have through-flow passages for fuel oil re-circulation, also when the engine has been stopped.A standard engine for diesel oil duty has an en-gine driven fuel booster pump. The injection pump plungers have special coating for reduced wear and safety against seizure.Fuel oil leaking along the pump plungers, is drained through a collector pipe to waste oil tank together with overflow from the injectors.

The high-pressure pipes to the nozzles are shielded, with drain to waste oil tank via an alarm sensor. Large covers enclose the fuel injection system completely for safety reasons, in case of any leakage and to keep it well tempered.

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

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

Cooling water systemThe standard cooling water system contains separate HT (jacket water) and LT cooling water systems. Separate HT and LT coolers and thermo-static valves are then arranged in the Engine room In this case, the engine is equipped with one engine driven pump (jacket water-, HT) and can either be equipped with engine-driven or electric LT water pump.A module for heating the cooling water for hot stand-by can be delivered.

Option:Optionally the engine can be delivered with a cooling water system of the “mixing type”, where part of the LT water is mixed into the HT system and fed back into the LT system again before the central cooler.The jacket water pump is engine driven and of centrifugal type, not self-priming. The pump housing is of nodular cast iron, impeller of bronze and shaft of stainless steel.


Part 1.01


Engine-driven sea/low temp. fresh-water pump is standard, while electrically driven is an option for auxiliary engine.

Main lubricating oil systemThe main lubr. oil system is as standard based on wet sump and is completely mounted on the en-gine. The lubr. oil pump is engine driven by a gear train from the crankshaft in the front end of the engine. A manually adjustable pressure regu-lating valve is placed just down-stream of the pump, with a pressure feed-back from the aft end of the engine.The valve gear is lubricated from the main lubr. oil system via a pressure reduction valve.A duplex full-flow dept-type cartridge filter with manual change-over valve is as standard fitted off engine. The filter is a separate cartridge filter for the oil supply to the Turbocharger.A centrifugal filter is as standard fitted on all en-gines.An electrically driven priming pump are normally fitted on gen.set engines.

Option: Dry sump for propulsion engines, with drain to tank at lower level.

Exhaust gas NOx emissionsThe revised MARPOL ANNEX VI and NOx Technical Code 2008 (2009 edition) includes regulations to restrict the emissions of NOx (ni-trogen oxides) in the exhaust gas from marine diesel engine installations. These regulations are intended to cover all new engine installations, above 130 kW, installed from year 2000.Bergen Engines AS qualifies its engines to the requirements of the ANNEX VI and NOx Techn-ical Code 2008. The engines meet the Tier II re-quirements that apply from 2011.

Governing

Propulsion engines:C25:33L_P engines are equipped either with con-ventional governors (centrifugal flyweight type) with hydraulic actuator and pneumatic speed set-ting.

Or:electronic governors with hydraulic actuator and electronic speed setting.

Gen.set engines:C25:33L_A are as standard equipped with electronic governors with hydraulic actuators with own oil supply

Option:Automatic synchronizer type SPM-A.

Load limiter and overspeed tripThe engines are equipped wih automatic load lim-iting during the starting sequence. Depending on type of governor the limiter is built into the governor, or arranged by means of a pneumatic cylinder acting on the control shaft for fuel injection pumps, and controlled by a time relay.

The engines are further equipped with a pneumat-ically operated overspeed trip, built into each fuel injection pump.

Instruments on engineAs standard an instrument panel, resiliently mounted, is fitted on the engine.

Sequencing, monitoring and safety system As standard the engine has a junction box for connection of engine fitted sensors and actuators to externally installed sequencing and safety control equipment.The engines are as standard presumed to be con-trolled by a sequencing and safety system PLC.For further details, please see in part 4.

Engine foundation

Propulsion engines:• Rigidly mounted as standard• Resiliently mounted as option

Gen.set engines:• Resiliently mounted as standard• Rigidly mounted as option

Part 1.01

Marine Auxiliary Applications, C25:33 Standard and optional engine design.Page 5 : 60116 C/AP

Power output / Propeller designPropeller design depends upon vessel type and duty.If the fixed propeller solution is chosen, it should be designed so that it absorbs 85% of the maxi-mum continuous output of the engine at normal

speed when the ship is on sea trial, at specified speed and load.For ships intended for towing (TUGS), the propeller can be designed for 95% of MCR of the engine at nominal speed for bollard pull or at towing speed.

Direction of rotation and cylinder numbering:

Bergen C-engine

Free end/pump end

1 2 3 4 5 6

Flywheel end

Clockwiserotation

This side: Manoeuvre side Other side: Manifold side


Part 1.01


Standard and optional engine design.

Speed range:Propulsion engine C25:33L_P & Generatorengine C25:33L_A. 900, 1000 RPM

Engine typeC25:33L

Standard & Optional spec.built on the engine

Generator Propulsion

6 8 9 6 8 9

Wet sump, lubr. oil

1 1 1 1 1 1

Lubr. oil filter 2 2 2 2 2 2

High temp. cool-ing water pump

1 1 1 1 1 1

Low. temp. cool-ing water pump

1 1 1 1 1 1

Lubr. oil priming pump

2 2 2 2 2 2

Lubr. oil cooler 2 2 2 2 2 2

Power take-out, free end

2 2 2 2 2 2

Turbocharger, free end

1 1 1 1 1 1

Anticlockwise direction of rota-tion seen from fly-wheel end

2 2 2 2 2 2

Clockwise direc-tion of rotation seen from fly-wheel end

1 1 1 1 1 1

Hydraulic gover-nor, Europa with pneum. speedset-ting

- - - 2 2 2

Electronic gover-nor

1 1 1 1 1 1

Rigidly mounted 1 1 1 1 1 1

Resiliently mounted

2 2 2 2 2 2

1. Standard2. Option

Marine Auxiliary Applications, C25:33 Technical dataPage 1 : 6

Part 1.04

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Part 1.04


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Marine Auxiliary Applications, C25:33 Fuel oil specificationsPage 1 : 4

Part 1.05

0613 BC/AP

FUEL OIL SPECIFICATIONS

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

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

Diesel oil (MDO)Marine Diesel Oil can be used as fuel oil for the engine, provided that the oil is fairly homogene-ous, i.e. it does not contain a large amount of heavy residues, especially with respect to crack-ing and very bituminous residues. It is often diffi-cult to judge the quality of the oil from the supplied analysis data.The specific gravity will depend on the origin of the oil, and also on the mixing ratio between re-sidual oil and distillate. An East Indian fuel oil of a certain grade may therefore have a higher spe-cific gravity than the corresponding Persian oil.The oil viscosity is of importance for the injection pressure, but generally it is not significant for the quality of the fuel.

If a fuel oil that is not a pure distillate is used, i.e. most grades of Marine Diesel Oil and some grades of Gas Oil (Light Marine Diesel Oil), it is abso-lutely recommended to separate the fuel.

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

Additional Limits On Residual Fuel Characteristics

Characteristics Unit Limit Value Test Method

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

16,012,0

ISO 3104

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

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

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

Additional Limits On Distillate Fuel Characteristics

Characteristics Unit Limit Value Test Method

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

Kinematic viscosity at engine inlet mm2/s min. 1,9 ISO 3104

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

Fuel temperature at engine inlet °C min. 20

Lubricity µm max. 460,0 ISO 12156-1

Fuel oil specificationsPage 2 : 4

Part 1.05

Marine Auxiliary Application, C25:330613 BC/AP

Specific energy(Extract of ISO 8217)Specific energy is not controlled in the manufac-ture of fuel except in a secondary manner by the specification of other properties. However, the specific energy can be calculated with a degree of accuracy acceptable for normal purposes from the following equations:

Specific energy (net) = A·B+C (MJ/kg)

A= 46.704 - 8.802 2·10-6+3.167· 10-3

B= 1 - 0.01(x+y+s)C= 0.01(9.420s - 2.449x)

where

is the density at 15°C, in kilograms per cubicmetre.

x is the water content, expressed as a percent-age by mass.y is the ash content, expressed as a percentage

by mass.s is the sulphur content, expressed as a percent-

age by mass.

Specific fuel oil consumption is based on MDOwith a net cal. value of 42.7 MJ/kg.

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

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

The designation for residual type fuel is not con-sistent and the following designations are in use:• Marine Fuel Oil, Bunker Fuel Oil, Bunker C,

Bunker C Fuel Oil, Intermediate Fuel (IF), Intermediate Fuel Oil (IFO), Light Marine Fuel Oil (LMFO), Thin Fuel Oil, Mazout Lourd.

Heavy fuel oils, or more correctly, Intermediate Fuels (IF) are produced by diluting a high viscos-ity residual oil with a distillate, normally Marine Diesel Oil, to the desired viscosity.The quantity of distillate needed to attain a certain viscosity will always be relatively small. Thus the percentage of impurities is hardly altered by re-ducing the viscosity. Viscosity is therefore no measure of quality.The quality of a heavy fuel is primarily dependent upon the origin of the crude oil and the refining process used. This means that the quality of the fuel oil can vary greatly from place to place and from time to time, irrespective of the viscosity.It is a requirement to separate the heavy fuel oil.

Fuel standardsThe heavy fuel oil should satisfy the requirements of the international standard ISO 8217.The standards give no indications of the fuel qual-ity with regard to ignition, combustion and pre-treatment, as no reliable measurement criteria exist.

Part 1.05

Marine Auxiliary Application, C25:33 Fuel oil specificationsPage 3 : 40613 BC/AP

Fuel viscosityThe viscosity of heavy fuels at the injection pump inlet should be:2.2°E (min. 2.0°E max. 2.5°E)14 cSt (min. 12cSt max. 16.5 cSt)65 s.RW1 (min. 58 s.RW1 max. 74 s.RW1)

To attain the above viscosity the fuel oil will re-quire heating. The heating should be controlled

by a viscometer, adjusted to allow for heat loss between the viscometer and engine. Drawing no. L 757/02 shows the temperature required to ob-tain a given viscosity for certain fuel grades. This diagram is only a guide as the viscosity-tempera-ture relationship may vary for different heavy fu-els.

Drawing No. L 757/02. Viscosity / Temperaturecurves of some typical fuels.

Fuel oil specificationsPage 4 : 4

Part 1.05

Marine Auxiliary Application, C25:330613 BC/AP

Heavy fuel oil - operating problemsA table is given below which describes problems the various constituents of modern heavy fuel can

cause, together with recommendations for avoid-ing or at least minimizing these problems

Item Problem area Action

Density Pretreatment/ removal of water Ensure separator settings are correct

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

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

Viscosity Pretreatment/preheating to correct injection viscosity.

Ensure temperature is correct for required viscosity.

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

Increase inlet air and coolant tempera-ture at low load.

Vanadium High temperature corrosion of exhaust valves.Deposit formation.

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

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

See under “water” (below)

Water (usually seawater) Corrosion, corrosive wear, deposit for-mation.

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

Ignition and combustion.Problems are rare today, but might appear more frequently for fuels pro-duced from secondary refining pro-cesses, particularly at low load.

Wear, deposit formation, damage to piston and rings.

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

Aluminium, silicates. Abrasive wear of fuel system equip-ment, liners and rings.

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

Compatability(Mixing with other oils.)

Pretreatment Avoid mixing with other oils wherever possible.

Marine Auxiliary Applications, C25:33 Starting, loading and low load operationPage 1 : 2

Part 1.06

0303 BC/AP

STARTING, LOADING AND LOW LOAD OPERATION

Introduction.Rolls-Royce Marine, Engines Bergen have experi-ence from applications at outdoor ambient air temperatures from +50°C in tropical areas to -30°C in arctic areas.Special precautions have to be taken in relevant ancillary systems for ambient air temperatures be-yond the standard rating reference temperature range, which is engine room temp. between 0°C and 55°C, according to classification rules.

For engine air inlet max. allowable temp. is 45°C, and max. air humidity is 60%.

Definitions.Warm standby starting.• I.e. starting of the engine with an engine tem-

perature (jacket cooling water temperature) of minimum + 50°C.

• Applicable for diesel oil and heavy fuel oil operation.

• With the engine in warm standby, and with the fuel oil heated to correct injection viscos-ity and circulating to the engine, it can be started on heavy fuel oil.

Additional requirements for heavy fuel oil opera-tion:• Minimum nozzle oil temperature +80 ±5°C.• The temperature of the heavy fuel oil has to

be as required for the fuel oil injection viscos-ity.

Cold starting:• I.e. starting of engine with an engine tempera-

ture below + 50°C and down to minimum 0°C.

• Applicable for diesel oil operation only.

Emergency cold starting:• I.e. starting of engine with an engine tempera-

ture below 0°C.Applicable for diesel oil operation only.If the ignition does not take place within 12-15 sec. the starting procedure has to be interrupt-ed. This is to prevent admitting too much fuel

into the cylinders and the exhaust system.Ref. engine service manual.The propulsion engines must always be primed with lubricating oil before starting. (Exeption for emergency start)

Loading.An engine which has gone through a "warm standby start", is ready for instant loading to 100%.

An engine which has gone through a "cold start" has to be loaded gradually until a min. jacket wa-ter temperature of +50°C is reached.

Low load/part load operation.Operation on diesel oil.• The engines may be operated for 8-10 hours

at zero load.• The engines may be operated for 100 hours at

10% load.

After above extreme low load operations the en-gines have to be loaded to minimum 50% for a pe-riod of 15 minutes before a new low load period takes place.

Operation on heavy fuel oil.Recommended minimum low load operation in % of nominal full load as a function of operating time is shown on the diagram L 750/44 (See next page).The diagram is only for engines equipped with two-stage charge air coolers .

Starting, loading and low load operationPage 2 : 2

Part 1.06

Marine Auxiliary Applications, C25:330303 BC/AP

Marine Auxiliary Applications, C25:33 Fuel oil consumption diagrams.Page 1 : 2

Part 1.07

1010 C/A

FUEL OIL CONSUMPTION DIAGRAMS.

Rev. 00 SHH 26.10.2010

Specific fuel oil consumption. ISO 3046, without pumps!"!#$$!%&'(

175

180

185

190

195

200

205

210

215

220

225

230

235

240

245

250

255

260

265

270

275

280

285

290

295

10 % 20 % 30 % 40 % 50 % 60 % 70 % 80 % 90 % 100 %

Engine Load

SF

OC

(g

/kW

h)

C25:33L.900rpm.

Rev. 00 SHH 26.10.2010

Specific fuel oil consumption. ISO 3046, without pumps!"!#$$$!%&'(

175

180

185

190

195

200

205

210

215

220

225

230

235

240

245

250

255

260

265

270

275

280

285

290

295

10 % 20 % 30 % 40 % 50 % 60 % 70 % 80 % 90 % 100 %

Engine Load

SF

OC

(g

/kW

h)

C25:33L.1000rpm.

Fuel oil consumption diagrams.Page 2 : 2

Part 1.07


Part 1.08

Marine Auxiliary Applications, C25:33 Noise level measurement.Page 1 : 3
0215 C/AP
NOISE LEVEL MEASUREMENT.

ENGINE MAKE: BERGEN

ENGINE TYPE: CR-6 ENGINE NO: 12000 SPEED (RPM): 900 B.M.E.P. (BAR): 23,9 INSTRUMENT: B&K 2230 DATE: 29.03.01 SIGN: S.V.G.

MEASURING POINTS: READING (Db) > 1 2 3 4 5 6 7 8

CENTRE FREQ:

LINEAR LEVEL: 106 106 106 106 104 105 106 106

W. NETWORK A: 106 106 106 105 104 104 105 105

31.5 HZ 83 86 81 85 80 84 86 84

63.0 HZ 87 89 84 90 85 86 88 87

125 HZ 92 90 89 90 87 88 89 91

250 HZ 91 91 92 92 91 90 90 90

500 HZ 94 95 97 94 97 95 100 96

1000 HZ 94 95 98 97 96 96 97 95

2000 HZ 94 95 96 95 95 95 95 94

4000 HZ 106 104 103 102 101 101 101 102

8000 HZ 98 97 96 94 93 94 94 97

16000 HZ 89 89 87 84 84 84 85 89

Noize level measurements were taken at 8 different point, all located on the same

level as the cylinder heads, and at 1 meter distance from the engine.

Part 1.08

Engines - Bergen

o:\lab\skjemaer\lydmålingsmaler\c25-33 l9p nr13003.doc 18.12.2002 tos

Noise level measurement

Engine type: Engine nr.: Speed (rpm): B.M.E.P. (bar): Location-object:Period: Instruments/ Sertificate No.:

Carried out by:

C25:33 L9P 1300390024,7 Stand 4 17.12.2002

-B&K 2230 / -B&K 1625 / -B&K 4230 /

TOS

Reading RMS Load % / point no.Leq (dB) 1 2 3 4 5 6 7 8

Linear level 106,8 107,5 107,7 108,7 107,4 108,2 106,9 W. network-A 104,2 104,3 105,8 107,4 105,2 105,9 104,4 W. network-C 106,5 107,4 107,5 108,5 107,1 108,1 106,5 Reading lin. lev. RMS Leq (dB)

Centre freq. 31.5 Hz 84,5 90,1 86,2 86,8 88,3 89,7 87,1 63 Hz 97,9 98,2 97,7 97,1 95,8 96,6 97,9

125 Hz 98,1 101,2 96,5 96,6 97,5 97,3 97,8 250 Hz 98,4 98,9 99,9 99,3 97,2 98,9 97,6 500 Hz 98,8 98,8 99,8 100,4 102,0 103,7 100,8 1000 Hz 99,6 99,7 102,2 103,8 100,8 101,4 99,4 2000 Hz 98,7 99,2 99,9 102,1 99,3 99,0 98,6 4000 Hz 91,6 92,4 92,6 92,1 91,5 91,7 90,9 8000 Hz 91,7 89,5 91,0 89,6 87,5 87,9 87,7

16000 Hz 90,5 82,6 85,1 81,6 82,2 80,5 82,4

Noise level measurement.Page 2 : 3


Part 1.08

C25:33

Estimated unsilenced exhaust noise spectrum from RR C25:33L @ 1,0 m fromedge of the exhaust opening.

Estimated exhaust noise data without silencer.

HzLp

dB(A)

31,5 97

63 114

125 125

250 129

500 128

1000 126

2000 118

4000 113

8000 104

Total 134

Marine Auxiliary Applications, C25:33 Noise level measurement.Page 3 : 30215 C/AP

Marine Auxiliary Applications, C25:33 Starting and control air systemPage 1 : 5

Part 2.02

0216 C/AP

STARTING AND CONTROL AIR SYSTEM

IntroductionCompressed air is used for starting and control of the C-diesel engine. The starting arrangement is based on air-driven starter motor acting on a replaceable ring gear on the flywheel.In the control air system, dry and clean air is re-quired for problem-free operation of oil mist de-tector, I/P-converters and various solenoid valves.

Starting airThe C-engine is equipped with a displacement starter (32SA) and 30 bar starting air is led straight to the starter motor assembly. Start is performed either by the remote start or a local/emergency start valve. Remote start is performed by an electric signal to the solenoid valve (74SA), which opens for 30 bar air to the starter motor. The local/emergency start is performed by a push button valve (73SA), which opens for 30 bar air to the starter motor.

Maximum starting air pressure is:........30 bar gMinimum starting air pressure is depending onengine application and number of cylinders; see figure 1.

Starting air capacityStarting air volume and compressor capacity are to be sized according to the classification societies requirements.

Air compressors and capacitiesInstalled air compressor capacity should be sufficient to charge the starting air receivers from atmospheric - to max. pressure in 60 minutes.

Total required compressor capacity Q is:

, Nm3/h

where

p2 = Maximum starting air pressure = 31 bar ap0 = Atmospheric pressure in bar aJ = Total starting air receiver capacity in m3

t = Compressor operating time in minutess = Safety factor, normally 1,2Nm3/h = cubic meter normal (at 1 bar/0°C)

Due to redundancy requirement, minimum two air compressors are normally installed, each with a capacity of 50% of total required capacity.

Be aware of requirement for compressor deratingdue to ambient air temperature.

The air compressors are normally electrically driven and automatically started at a starting air pressure of 20 bar g.

Required time t for recharging from 20 bar g to30 bar g, with one of two compressors is:

, minutes

where

p1 = Initial pressure in starting air receiver, 20 barQ = Compressor capacity in Nm3/h

Option:One diesel engine driven air compressor.

Qp2

p0----- J 60

t------ s=

tp 2 p1 J 60 min –

p0 Q 2----------------------------------------------------------=

Starting and control air systemPage 2 : 5

Part 2.02


Starting air receivers and capacitiesRef. technical data sheets in part no. 1.04. Data applies for engines in warm standby status, i.e. with a cooling water temperature of min. 50 °C.

The starting air receivers used by Bergen Engines have standard volumes of 125, 250, 500, 750 and 1000 litres, see drawing L 1004/21. The starting air receivers are delivered with valve head and equipment as shown in system drawing. Required starting air receiver volume Vf may be calculated according to the following formula:

, m3

where

N = Required number of starts N>2Vns = Air consumption per start (Nm³)Pmax = Max. pressure in starting air receiver (bar)Pmin = Min. pressure for start (bar)

For multi-engine plants with simultaneous starts, pipes must be sized accordingly.

Water separationGenerally the starting air is to be dry and clean. One oil/water separator after each starting air compressor is strongly recommended. Water accumulated in the starting air receivers during compression has therefore to be drained at regular intervals. In addition, depending on operating conditions, water traps also are to be installed in the piping system between the starting air receiver(s) and the engine(s). The piping to slope towards the traps.

Vf

N 1– Vns

Pmax Pmin–----------------------------=

Application Engine Cylinders Enginespeed

Start airconsumption

Minimum pressure

Vol. for3 starts

Number of starts

RPM Nm3/start bar litres 250 l. 500 l.

Auxilliary C 5 900 0,9 15 120 5,2 9,3

C 6 900 1,1 16 157 4,2 7,4

C 8 900 1,4 18,5 243 3,1 5,1

C 9 900 1,5 20 300 2,7 4,3

Propulsion C 6 900/1000 0,75 15 100 6,0 11,0

C 8 900/1000 0,9 18 150 4,3 7,7

C 9 900/1000 1 20 200 3,5 6,0

Fig. 1. Start air consumption for engines with displacement starter type.

Fig. 2 Starting air receivers. L 1004/21

Part 2.02

Marine Auxiliary Applications, C25:33 Starting and control air systemPage 3 : 50216 C/AP

Control airDry and clean air is required for problem-free operation of oil mist detector, I/P-converters and solenoid valves in the control air system. From the start air receiver(s), 30 bar air is reduced to 7 bar in the control air unit (95SA). Also called pressure reducing station; see figure 3.The control air unit is of a double type, located between start air receiver(s) and the engine(s). It is equipped with a filter and a rod for manual draining of condensed water.

The capacity is: ........................1100 nl/minute,provided 30 bar inlet air pressure, adjusted outletpressure 7 bar and system pressure 6 bar.

The capacity is: ......................... 670 nl/minute,if inlet pressure is 20 bar, under equal conditions.

Particle size:…. .......................max. 1.0 micron

Normal control air consumption per engine including pneumatic operated valves and oil mistdetector, is approx ..... .……………. 2,5 Nm3/h

If there is other control air consumers in the system, control air unit capacity must be checked accordingly.

An air dryer (96SA) for control air is recommended in humid areas and if pneumatic valves are installed.

Control air requirements according toISO 8573-1:Particle size: max:............................1,0 micronDew point: ..................................... 3 °C (7 bar)Particle density: ............................ 1,0 mg/Nm3

Oil content: max: .......................... 1,0 mg/Nm3

Pressure:......................................... 7 ± 0,5 bargTemperature:.......................................20-50 °C

Pipe materialsSteel pipes according to the classification <societies requirements are used in the starting and control air system.

The piping system is to be designed for an operating pressure of minimum 30 bar.

Fig. 3. Control air unit.

(Pressure reducing station).

Starting and control air systemPage 4 : 5

Part 2.02


Propulsion

Part 2.02

Marine Auxiliary Applications, C25:33 Starting and control air systemPage 5 : 50216 C/AP

Auxiliary

Marine Auxiliary Applications, C25:33 Charge air & exhaust gas systemPage 1 : 5

Part 2.03

0216 C/A

CHARGE AIR & EXHAUST GAS SYSTEM

Design of the systemThe following must be taken into consideration:• Total pressure loss in the piping system.• Thermal expansion.• Exhaust pipe fixation to prevent vibration.• Insulation with respect to max. allowed

surface temperature.• Required exhaust gas noise attenuation.• Drain pockets to avoid water coming into

the engine.We do supply compensator(s) for the engine exhaust-gas outlet. The compensator shall be mounted directly onto the turbocharger. After the compensator a diffuser must be made to match the diameter of the exhaust-gas pipe. The diffuser should have a taper angle of max. 40o.

Exhaust from one engine should not be mixed with the exhaust from other engines. When this is not possible, silencers and sealed closing valves must be mounted in front of the mixing point. This will prevent oscillation between engines and feedback with carbon build-up in engines not running.

Recommended maximum exhaust gas velocity is 45 m/s, and with this velocity the pressure loss through our standard silencer is 120 mm WG(water gauge).

Pressure losses with exhaust gas velocity of 45 m/s:

Dimensioning of exhaust pipe and exhaust gas silencer.The size of the exhaust pipe and silencer is deter-mined from the following calculation formula:

• Exhaust volume flow, see data sheet for the specific engine.

• Flow area in pipe, see table above.

• Choose an exhaust pipe dimension that gives a velocity close to the limit of 45 m/s.

• Notice should be paid to ensure that back pressure from the total exhaust pipe arrangement does not exceed 300 mm WG.

• The silencer is chosen from table (next pages) based on inlet/outlet information, attenuation and engine type. Note that pipe dimension and inlet/outlet dimension for the silencer may be different.

SilencerOur standard silencer is of the reactive, absorptive type with spark arrester, and it can be installed in any position, but preferably in vertical position.It is equipped with a soot collector and a water drain, but is without mounting brackets and insulation. The noise attenuation of the standard silencer is 25 - or 35 dB(A).

Exhaust gas boilerEach engine should have a separate exhaust gas boiler, alternatively a separate section of a com-mon boiler.Exhaust gas flow and temperature found in “Technical data” are used for dimensioning the boiler. Regarding pressure drop through the exhaust gas boiler, see separate instructions from supplier.

Pipe diameter:

Pressure loss in mm WG per

meter pipe:

Pressure loss for a 90° bend

correspond to:

ND 300 - 400 approx. 4.0 approx. 4.5 m pipe



ND 800 approx. 2.0 approx. 12.0

Exhaust gas flow (m3/s)

--------------------------------- = Exhaust gas velocity (m/s)

Flow area in pipe (m2)

DN (pipe diam. 400 450 500 (550)

Flow area (m2) 0.1257 0.1590 0.1963 0.2376

DN (pipe diam. 600 700 800

low area (m2) 0.2827 0.3849 0.5027

Charge air & exhaust gas systemPage 2 : 5

Part 2.03


Part 2.03

Marine Auxiliary Applications, C25:33 Charge air & exhaust gas systemPage 3 : 50216 C/A

Charge air & exhaust gas systemPage 4 : 5

Part 2.03


Part 2.03

Marine Auxiliary Applications, C25:33 Charge air & exhaust gas systemPage 5 : 50216 C/A

[ BLANK ]

Marine Auxiliary Applications, C25:33 Water washing systems for turbochargerPage 1 : 2

Part 2.03.1

1202 BC/AP

WATER WASHING SYSTEMS FOR TURBO-CHARGER

Introduction.All engines are equipped with a cleaning system for the compressor of the turbocharger.In addition engines running on heavy fuel oil, they are also equipped with a cleaning system for the turbine of the turbocharger, as the heavy fuel will cause deposits and soot.

Water Washing of Compressor.See drawing below.Observe that the engine must be running at full load during washing. When the correct amount of water is filled into the vessel (3), the cleaning is done by pressing the valve lever (2) on the side of the tank towards its spring for about 10 sec. Air for water injection is taken from the charge air system.

Employ clean water only when washing.Use of diesel oil, thin lubr. oil or other solvents,might cause an explosion.

See table “Routine Maintenance”, Part 6 forcleaning intervals.

1. Screw.2. Valve handle.3. Vessel.4. Line for compressed air.5. Line for water.

Water Washing of Turbine.See drawing L 566/06.An engine running on intermediate fuel (heavy fu-el) should have the turbocharger’s turbine water-cleaned at intervals of 100 - 200 service hours.Reduce the engine load until the air receiver pres-sure is 0,3 bar. The engine should run at normal speed.Keep the engine at this load/speed for 5 minutes before the washing starts.

See “Service Manual” for cleaning procedure.

Draw. No. L 566/06

1. Gas inlet casing on turbocharger2. Exhaust pipe3. Water injection valve4. Manometer5. Water pressure regulator6. Rapid coupling7. Water hose8. Drain cockDistributor pipe

Water washing systems for turbochargerPage 2 : 2

Part 2.03.1


Marine Auxiliary Applications, C25:33 Combustion air systemPage 1 : 2

Part 2.04

1202 BC/AP

COMBUSTION AIR SYSTEM

Usually there is a filter silencer on the turbocharg-er, and combustion air is drawn from the engine room.According to DnV rules all components are to be designed to operate under the following environ-mental conditions:• Ambient air temperature in the machinery

space between 0°C and 55°C (for engine air inlet max. 45°C).

• Relative humidity of air in machinery space up to 96% (for engine air inlet max. 60%).

• Sea water temperature up to 32°C.

As a result of the above requirements all our en-gines are now designed to operate with intake air temperature down to 0°C, without any charge air blow-off arrangement.If expected intake air temperature is lower than 0°C, the engine must have a charge air blow-off system, which shall come into action at 10°C.

Ducted combustion air intakeWhen it is required to draw combustion air from outside of machinery space the turbocharger will be equipped with an air suction branch.

In design of the system, the following must be taken into consideration:

Total pressure loss in the system must not exceed 100 mm WG.

The ducting must be acid washed and completely clean inside, preferably made of acid proof steel. It must not be possible for any particles whatsoev-er to enter the turbochargers compressor. At the end of the ducting (air intake) it must be fitted a fabric filter with a mesh less than 1 mm to prevent entry of foreign particles.

The ducting must contain a baffler designed for required noise level at combustion air intake.

Drain pockets should be fitted to prevent water from coming into the engine.

We do supply compensator(s) for the engine com-bustion air intake. The compensator shall be mounted directly onto the turbocharger. A straight piece of duct must be inserted immediately before the compensator, the passage cross-section of which at 2-2 must be at least 20% greater than at 3-3 (see fig. below).The straight piece of duct must have a minimum length L of 2 x D2-2 (see fig. below).

Engine room ventilationRegarding the air flow required for combustion as well as the radiated heat from engine/generator, see “Technical data”.The ventilaton duct from outside shall enter the engine room as close as possible to the turbo-chargers, to avoid that the engines draw heated air.However the ventilation duct systems can include dampers to direct the air a bit away from the tur-bochargers when operating in cold areas.

The ventilation fans shall be able to maintain an overpressure of about 5 mm WG in the engine room in all running conditions.

Combustion air systemPage 2 : 2

Part 2.04


Marine Auxiliary Applications, C25:33 Diesel oil systemPage 1 : 4

Part 2.06

0915 C/AP

DIESEL OIL SYSTEM

IntroductionAn engine driven diesel oil booster pump (30DO) supplies fuel to the injection pumps through a duplex filter (53DO). See enclosed drawings for components fitted on the engine.

Pumps and CapacitiesThe booster pump is of the gear wheel type.The pressure control valve, which can be adjusted from 2 to 7 bar, is normally set to 7 bar.The pressure at the fuel booster pump (30DO) inlet to be 0 - 0.4 bar at 100% engine power.

OptionElectrically driven diesel oil booster pump, installed in the engine room. The capacity of the optional booster pump shouldbe approx. 4 x Consumption (m3/h) at full load.The working pressure of the optional booster pumpshould be: .................................................7 bar.

Feeder PumpIf the dynamic pressure will be less than 0 bar at fuel booster pump inlet (30DO), an additional electric feeder pump (32DO) is required. see requirement for day tank.The capacity of the feeder pump shouldbe:........1,15 x consumption (m3/h) at full load.

See “Technical Data”, part 1, for other pump capacities.

Flowmeter

OptionIf a flowmeter is installed, an additional electrical feeder pump is required.

Pipe Materials / Velocities and Pressure LossesSteel pipes are to be used in the diesel oil system. In order to prevent excessive pressure losses and also to minimize possible pressure pulses in the piping system, the diesel oil velocity should not exceed:• 0.5 m/s in a suction pipe.• 0.5 m/s in a pressure pipe.

Being a gear pump, the engine driven diesel oil booster pump has poor suction capability.For further info see “Notes” on the following system drawings.

FiltrationThe engine has a duplex diesel oil filter with filtercartridges of: .............................. 7 - 10 micron.In the suction pipe from the day tank it should befitted a strainer of: ...................... 0,5 mm mesh.An optional flowmeter has to be protected by astrainer of: ................................. 50-100 micron depending on flowmeter make.

Diesel Oil HeaterIn order to prevent cold corrosion of fuel injection nozzles and wax formation in the diesel oil, which may clog the filters, the diesel oil temperature should be kept above 20 °C.For this purpose a standard diesel oil heater can optionally be supplied for fitting in diesel oil return pipe from the engine.Heat is transferred from low temp. cooling water or sea water that is circulated through the diesel oil heater.

NoteMDO heat emission in • C25:33 series engines - 2,0 kW/ cylinder.

Fire safetyIn multi-engine installations, means of isolating fuel supply to individual engines must be provided. This must not affect the operation of the other engines. According to SOLAS requirements.

Diesel oil systemPage 2 : 4

Part 2.06


Tanks

Day tankA day tank capacity for 24 hours full load consumption is required for automatic operation together with level switches with alarms for high and low level. The day tank shall be located so that the diesel oilcan be gravity fed to the engine under all conditions. also under max. constant heel or trim.Normally this requires that the day tank is locatedso that low level is minimum:..............5 meters above the crankshaft centre.

Leakage oilThe leakage diesel oil from injection pumps andinjectors amounts to:...................... approx. 1 % of the consumption.

The leakage oil may be centrifuged and trans-ferred to the bunker tank.

Sludge tankLeakage diesel oil from collector trays on engine is drained to a separate tank. The amount of sludge from the engine(s) is insignificant, how-ever, most of the sludge from an engine plant will come from the separators for lubricating oil and fuel oil. It is normally practical to have one sludge tank for all sludge from separators and engine(s).The sludge tank shall be equipped with level switch and high level alarm.

PurificationSeparating of the diesel oil is strongly recom-mended, also for gas oil, in order to remove water.The flow rate calculation is to be based on the specific fuel oil consumption of the engine, and the following basic formula may be employed:

Where:N = maximum continuous rating in kW.

b = specific fuel consumption specified in kg/kWh by engine supplier, plus 18% for non-ISO conditions, wear, fuel contamina-tion etc.

d = fuel oil density = 0,85 for MDO and 0,83 for Gas Oil.

T = continuous operating time (number of hours per 24 hour day).

Based on the calculated required flow rate (Q) and the actual diesel oil viscosity, the separator model can then be selected from the capacitytables for separators.

The recommended separation temperature for diesel oil is about 40°C.

QN b 24

d T------------------------- liter h =

Part 2.06

Marine Auxiliary Applications, C25:33 Diesel oil systemPage 3 : 40915 C/AP

Diesel oil systemPage 4 : 4

Part 2.06


Marine Auxiliary Applications, C25:33 Heavy fuel oil system and diesel oil stand-by/flushing systemPage 1 : 6

Part 2.07

0606 BC/AP

HEAVY FUEL OIL SYSTEM AND DIESEL OIL STAND-BY/FLUSHING SYSTEM

IntroductionEngines for HFO operation have to be equipped

accordingly, see Part 1 engine performance.

The HFO system is shown with 1 engine. In prin-

ciple, however, the system drawing is applicable

also for 2 engines or more.

The diesel oil system shown is for stand-by and

for flushing of the HFO system. Observe that

heavy fuel oil engines are equipped with separate-

ly mounted diesel oil booster pump and filter.

The HFO system shown is a pressurized system,

designed for operating with a fuel oil viscosity up to

55 cSt/100°C (700 cSt/ 50°C), and all temperatures

indicated in tanks etc are applicable for this viscos-

ity.

Heavy fuel oil is fed to the engines by a feeder-

booster module, where the fuel oil is heated to

correct injection viscosity, led through an auto-

matic discharge filter, and finally supplied to the

engines through a duplex fine filter.

All pipes and tanks for heated fuel oil are to be

insulated and heat traced.

Pumps and CapacitiesFeeder pumps and booster pumps are electrically

driven and located on the feeder-booster module.

The feeder pumps are for pressurizing purpose of

the total system, with the intention to prevent va-

pourization of heated high viscosity fuel oil, and

thereby avoid vapour lock and loss of fuel vapour

to atmosphere.

The feeder pressure, which is adjusted by a pres-

sure control valve over the feeder pumps, is nor-

mally set to:..........................................3 - 4 bar

The booster pressure, which is adjusted by a pres-

sure control valve in the piping system, is normally

set to: ....................................................5 - 7 bar

If the HFO viscosity is 25 cSt/100°C (180 cSt/50°C)

or lower, the feeder pump may be omitted, and the

booster pressure is set to 5 - 7 bar.

The feeder part of the module has 2 identical feed-

er pumps, and one pump is running while the oth-

er one is kept in autostart stand-by.

The capacity of each feeder pump should be:

• 1,5 x Consumption (m3/h) of all engines at

full load.

The booster part of the module has 2 identical

booster pumps, and one pump is running while the

other one is kept in autostart stand-by.

The capacity of each booster pump should be:

• Approx. 3 x Consumption (m3/h) of all

engines at full load.

The large overcapacity of the booster pump is

necessary to ensure sufficient flow of recirculated

fuel oil for cooling of the injection pumps.

Flowmeter

Option:

The HFO feeder-booster module as well as the

diesel oil system can be equipped with a flowme-

ter.

Pipe Materials/Velocities and Pressure LossesSteel pipes are to be used in the heavy fuel oil sys-

tem.

In order to prevent excessive pressure losses and

also to minimize possible pressure pulses in the

piping system, the heavy fuel oil velocity in pipes

between the HFO feeder booster module and the

engine should not exceed approx.:

• 0.5 m/s in the pressure pipe, and

• 0.5 m/s in the suction pipe.

FiltrationAt inlet to the feeder pumps are installed strainers

of: ...................................400 micron (absolute)

At inlet to the viscosimeter is installed an automat-

ic discharge filter with manual by-pass

and filtration of: ...............................32 micron.

At outlet from the feeder-booster module is in-

stalled a duplex fine filter of::

.....................................7 - 10 micron (nominal)

Temperature ControlIn order to ensure correct injection viscosity of 12

- 16 cSt, the heaters are controlled by a viscosime-

ter.

Heavy fuel oil system and diesel oil stand-by/flushing systemPage 2 : 6

Part 2.07


Heavy Fuel Oil HeatersThe booster module has 2 identical steam or elec-

tric heaters.

Each heater has sufficient capacity for heating of

the fuel oil to all engines at full load, and one

heater can therefore be overhauled while the other

one is in service.

Heat Tracing and InsulationAll pipes and filters on the feeder-booster module

have steam or electric heat tracing, and are well

insulated in order to minimize heat losses.

Heat tracing and insulation lagging are also re-

quired for the piping system between the day tank

and the feeder-booster module, and between the

module and the engines.

Fire safetyIn multi-engine installations, means of isolating

fuel supply to individual engines must be provid-

ed. This must not affect the operation of the other

engines. According to SOLAS requirements.

Day tank.A day tank capacity for 24 hours full load con-

sumption is required for automatic operation to-

gether with level switches with alarms for high

and low level.

The fuel oil in the day tank should be kept at ap-

prox. 60°C, and usually the temperature is higher

due to hot fuel oil discharged from the separator.

Heating coils should nevertheless be installed in

the day tank for starting-up purposes.

The day tank should be lagged with insulation

material and be equipped for drainage.

Settling tankDue to increased density of low grade fuel, the

role of the settling tank has changed. It acts now

as a buffer that provides homogeneous fuel at

constant temperature to the separator, rather than

as a device for gravitation settling of water and

sediment.

Homogeneous fuel is obtained because hot recir-

culated fuel from the separator is mixed with un-

separated fuel in the settling tank (overflow from

day tank).

The settling tank should be well insulated.

Heating coils are required in the settling tank, in

order to keep an operating temperature of approx.

80° C.

Water and impurities should be drained at regular

intervals from the bottom of the settling tank.

Bunker tank(s)Heating coils are required in the bunker tank(s) in

order to keep a temperature of approx. 50°C, or

well above the required pumping temperature.

Water and sludge should be drained at regular in-

tervals from the bottom of the bunker tank(s).

Waste oil tankFor capacity see “Leakage oil“ Diesel Oil System.

Heating coils are required in the tank.

Sludge tankThe sludge tank shall be arranged as described

under Diesel Oil System.

In addition heating coils are required in the tank.

Sludge treatmentThe sludge is normally to be transported to an ap-

proved depository for hazardous waste or to be

burnt in an incenerator.

Approx. 80% of the sludge is contaminated water.

With the intention to reduce the disposal costs it

may therefore be profitable to install a sludge sep-

arator.

PurificationContinuous separating of the heavy fuel oil is a

must in order to remove water and solid particles.

The heavy fuel oil separator has to be of the self-

cleaning type with automatic sludge discharge.

The flow rate calculation is to be based on the

specific fuel oil onsumption of the engine(s), and

the following basic formula may be employed:

where

Q = separator booster pump capacity

N = maximum continuous rating in kW.

QN b× 24×

d T×------------------------- liter( ) h⁄( )=

Part 2.07

Marine Auxiliary Applications, C25:33 Heavy fuel oil system and diesel oil stand-by/flushing systemPage 3 : 60606 BC/AP

b = specific fuel consumption specified in kg/

kWh.by engine supplier plus 18 % for non-ISO

conditions, wear, fuel contamination etc.

d = fuel density = (0,991 for 700 cSt/50°C

heavy fuel oil.)

T = continuous operating time (number of hours

per 24 hour day.)

Based on the calculated flow rate (Q) and the ac-

tual heavy fuel oil viscosity, the separator model

and heater can then be selected from separator ca-

pacity tables.

The recommended separation temperature for

heavy fuel oil is 98°C.

Heavy Fuel Oil ModuleThe HFO feeder-booster module is a complete

fuel treatment plant with steam or electric heat-

ers.

The heater capacity is calculated from the follow-

ing formula:

E = v x dt x p x cp x (1+n) x 1/860 (kW)

where

E = power in kW

v = flow in l/h

dt = increase of oil temperature °C

p = density in kg/dm3

cp = specific heat for oil in kcal/kg °C

n = safety margin

The capacity for the module depends on specifi-

cations, supplier and engine plant.

Change-over HFO/Diesel OilWith the engine in warm standby, i.e. with the

jacket water heated to 50°C, and with the fuel oil

heated to correct injection viscosity and circulat-

ing to the engine, it can be started on heavy fuel

oil.

Prior to a long period of standstill, as for instance

a major overhaul, the engine should be flushed

with (run on) diesel oil for 30 minutes in order to

clean pipes, pumps and valves.

The HFO/MDO change-over module can be oper-

ated manually, and it is also equipped for elec-

tropneumatic remote control.

If the shipyard supplies HFO module, the system

must comply with Rolls-Royce requirements,

which are as follows:

The HFO system must have two (2) filters, i.e.:

1. One automatic discharge filter of max. 32

micron filtration, with manual by-pass.

2. One duplex filter of disposable paper car-

tridge type, with max. 10 micron filter fine-

ness.

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Heavy fuel oil system and diesel oil stand-by/flushing systemPage 6 : 6

Part 2.07


Marine Auxiliary Applications, C25:33 Fuel injection pump control sleeve/rack cleaning systemPage 1 : 2

Part 2.07.1

1202 BC/AP

FUEL INJECTION PUMP CONTROL SLEEVE/RACK CLEANING SYSTEM

IntroductionEngines running on heavy fuel oil, are equipped with a cleaning system for the fuel injection pumps. The control sleeves/racks are washed with light marine diesel oil at regular intervals to pre-vent sticking, in order to ensure good governor control of the engines.Each engine has a separate cleaning system.The standard cleaning system is shown on draw-ingL 756/20. The pump (8), solenoid valve (7) etc., are modulized (13).See also drawing L 736/69.The module is to be installed close to the engine.The tank (3), which may be common for all en-gines of a multi engine plant, is as standard not in-cluded in the Bergen Engines supply.

The tank (3) for a single engine plant, is as stand-ard supplied as part of the cleaning module (13). See drawing L 740/33.

Functional Description and Data.Diesel oil is supplied from a tank by gravity feed to an air driven pump, which operates at regular intervals controlled by a twin stage cyclic timer, and pumps the diesel oil via a non-return valve to an orifice on each fuel injection pump.

Control air pressure of 7 bar is supplied via an airpressure regulator to the pump, and working pres-sure is set to:..........................................3,0 bar.

The capacity of the diesel oil tank is per engine approx. (as part of module):................ 35 liters.Supply voltage for the twin stage cyclic timer is:.....................................24 VDC.

L 756/201. Air filter (See starting and control air sys-

tem.)2. Shutoff valve. (Not included in the Bergen

Engine supply)3. Tank, D.O., approx. 35 l per engine. (Not

included in the Bergen Engine supply.)4. Orifice.5. Fuel inj. pump.6. Air pressure regulator incl. pres. gauge.7. Solenoid valve.8. Double diaphragm pump.9. Twin stage cyclic timer in switchboard, PLC

cabinet.10. Pressure gauge.11. Plate filter.12. Non-return valve, 1,0 bar.13. Cleaning module.14. Hose (flexibly mounted engine only).15. Pressure gauge.16. Engine.17. Control air supply, 6 - 10 bar.

Fuel injection pump control sleeve/rack cleaning systemPage 2 : 2

Part 2.07.1


Terminals in switchboard, cabinet, PLC etc.

Standard module for fuel injection pump cleaning system L 736/69

Optional module w. tank for fuel injection pump cleaning system L 740/33

Marine Auxiliary Applications, C25:33 Nozzle temperature control systemPage 1 : 4

Part 2.08

0907 C/AP

NOZZLE TEMPERATURE CONTROL SYS-TEM

IntroductionAll engines are equipped with a nozzle tempera-ture control system.

The objective is to maintain a nozzle tip tempera-ture low enough to avoid “trumpet formation” that interferes with the combustion, and high enough to avoid cold corrosion at low load.

For nozzle cooling engine lubr. oil is used from the engine main system. All components of the nozzle temp. control system are fitted on the en-gine.During normal operation, engine lubr. oil with the correct temperature circulates through the injec-tion nozzles and flows back to the system again through the cylinder heads. Heat is transferred to the nozzle oil from the jacket water by means of a built-on heat exchanger.

Nozzle tem

perature control systemP

age 2 : 4

Part 2.08

Marine A

uxiliary Applications, C

25:330907 C

/AP

Part 2.08

Marine A

uxiliary Applications, C

25:33N

ozzle temperature control system

Page 3 : 4

0907 C/A

P

Nozzle temperature control systemPage 4 : 4

Part 2.08


Marine Auxiliary Applications, C25:33 Cooling water systemsPage 1 : 24

Part 2.09

0915 C/AP

COOLING WATER SYSTEMS

IntroductionThe cooling water system is divided into 2 main systems, LT and HT.

LT: Low temperature cooling water system, fresh-water, is cooling the low temp. stage of the charge air cooler, 52LT, the lubr. oil cooler 50LO, the generator cooler, and the HT - system, etc. Auxiliary engines and other general equipment may also be cooled by the LT – system, but prefer-ably supplied by separate electrical pumps.As an option box-coolers can be used as a central cooler.The LT - system is cooled by sea water.

HT: High temperature cooling water system, freshwater, is cooling the high temp. stage of the charge air cooler 52HT, and the cylinder block. HT cooling water is also known as jacket cooling water. The HT cooling water, directed for cooling in the central cooler, may be utilized in a heat re-covery system.

Pumps and capacitiesEngine driven or electrically driven centrifugal pumps are to be used depending on the system layout. Normal pressure rise over engine driven pumps is 3.0-3.5 bar, depending on what the re-quired water flow is and the corresponding pump curve.In order to avoid salt incrustation in the sea waterpiping system,the sea water temperature after lastcooler should not exceed:........................48 °C.See “Technical Data” in part 1 for pump capaci-ties, temperatures and required heat dissipation.

Option.A jacket water heater module (90HT), with electrically driven circulating pump and electric heater, can be supplied for the purpose of keeping the engine warm in standby duty.

Heater modules supplied for C25:33L engines have a rating of 18kW. The heater is normally op-erating on 380-415V/50Hz, 440-480V/60Hz or 690V/60Hz, depending on the plant voltage.

Pipe materials/Velocities and pressure lossesSteel pipes are normally used for the fresh water systems and aluminum-brass for the sea water systems.Types and materials of standard coolers are, based on fresh water, as follows:

Jacket water cooler, plate type:................................... ......Plates of stainless steel.Lubr. oil cooler, plate type:................................... ......Plates of stainless steel.Charge air cooler, tubular type:................................... ...................Tubes of CuNi.Gear oil cooler:........Type and material according to supplier spec.Central cooler, plate type:................................Plates of titanium (sea water).

In order to prevent excessive pressure losses and erosion in the piping systems the water velocities should not exceed the following: Fresh water systems w. steel pipes: ...... 4.0 m/s(Closed system)Sea water systems with aluminum-brass pipes:............................... (in a pressure pipe) 3.0 m/s................................. (in a suction pipe) 2.0 m/s

Very low water velocity may cause deposits in the piping system.The velocity in fresh water as well as in sea watersystems should not be lower than: ........ 1.0 m/s

Normal pressure losses are:0.40 bar in the high temp stage of charge air cooler (including the orifice 74HT).0.20 bar in the engine‘s water jacket.

Very low pressure may cause pitting in the engine‘s water jacket. Jacket water pressureshould not be lower than: ......................1.5 bar.

0.4 bar in low temp. stage of charge air cooler including the orifice (74SW. alt.74LT)0.4 - 0.6 bar in lubr. oil cooler.0.3 - 0.4 bar in jacket water cooler.

For pressure losses in the different coolers, the suppliers have to be consulted.

Cooling water systemsPage 2 : 24

Part 2.09


Expansion tank and system ventingFor satisfactory operation of the cooling water system and preventing cavitation of the water pump, the jacket water system and the closed part of the integrated cooling system must be equipped with an adequate deaeration. For this purpose a vent pipe, from the highest point of the system, to an expansion tank is required.The pipe should be connected to the bottom of the tank as far as possible from the expansion tank header pipe.The vent pipe connection to the system should be equipped with some sort of device able to collect the air, for example a saddel fitting (72LT).The header pipe should be connected as close as possible to the suction side of the water pump. The expansion tank should also be arranged to make it possible to insert water treatment agents into the cooling water.

Observe that the expansion tank should be located with its bottom min. 3 meters and max. 10 meters above top of engine. On request the expansion tank can be located as much as 20 meters above top of engine.

Thermostatic valves, high temperature systemIn the high temperature cooling water system, a thermostatic valve (65HT) is being used. This is a diverting application where the valve directs the water either to cooling or returnal to the suction side of the built on HT cooling water pump.

The Bergen Engine standard is a valve of the wax element type.

The wax element valve type has a temperature range of: ............................................82 - 91 °CFor good temperature control,the pressureloss in the valve should be:.......... 0.14 - 0.5 bar

As an option, we have a electrical/pneumatical valve with a temperature sensor on the engine and a control unit. This valve is being regulated by a control unit that reads temperature from the sen-sor on the engine, has a programable set-point, and works to keep the temperature stable at 90 °C.

Thermostatic valves, low temperature systemRecirculation of the the low temperature fresh water with a thermostatic control, is important in order to obtain a good combustion and also to prevent water condensation in charge air coolers at low engine load.

For the low temperature cooling water system there is a mixing application where the valve mix-es cooled water from the fresh water cooler (cen-tral cooler) with by-pass water to make the inlet temperature to the engine suction side fixed.

In the low temperature cooling water system, a thermostatic valve (65LT) is being used.

The Bergen Engine standard is a valve of the wax element type.

The wax element type valve has a temperaturerange of: ........................................... 29 - 41 °C

As an option, we can supply a electrical/pneumat-ical valve with a temperature sensor after the valve itself and a control unit.

The electrical/pneumatical valve is being regulat-ed by a control unit that reads temperature from the sensor on the pipeline, has a programable set-point, and works to keep the temperature stable at max. 37 °C.

Charge air coolerThe engines have two-stage charge air coolers, i. e. one high temp. stage cooled by high temp. fresh water or jacket water, and one low temp. stage cooled with low temp. fresh water or sea water.

The charge air temperature is detemined by the charge air pressure. A pressure sensor on the en-gine (21CA) gives a signal to the PLC. In the PLC there is a preset curve that ensures a temperature of max. 37 °C at low load and increases up to 55 °C on maximal load due to a linear curve. A sig-nal from the PLC is then sent to a control unit that controls a 3-way valve (73LT) for this purpose.

Part 2.09

Marine Auxiliary Applications, C25:33 Cooling water systemsPage 3 : 240915 C/AP

Nozzle oil coolerA standard heat exchanger is used for all engines. See also part 2.08 - Nozzle temp. control system.

Heat recovery unitAll heat that normally is dissipated in the jacket water cooler can be recovered in a heat recovery unit, for instance a fresh water generator installed in the engine room.For different engine loads condition, see technical data (chapter 1.04). See technical data also for available heat and jacket water flow.A separate circulating pump for controlling the water flow to the heat recovery unit is required.

For larger heat recovery units (like fresh water generators), we can supply an electric/pneumatic valve with a temperature sensor on the pipeline and a control unit, in the high temperature cooling water system, to utilize most of the energy gener-ated in the HT-cooling system. The valve is locat-ed on the return line to the cooler/HT-system.

Please consult Rolls-Royce Marine for installa-tion of this unit.

Heat dissipation in HT-circuit:

0

20

40

60

80

100

120

0 50 80 100

Engine load (% mcr)

Hea

t d

issi

pat

ion

(%

of

max

.)

Cooling water quality and treatmentPage 4 : 24

Part 2.09


COOLING WATER QUALITY AND TREATMENT

IntroductionFresh water is used as cooling water medium in the “mixing system”.

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

Cooling water treatmentTo prevent corrosion, sediments and surfacegrowth in the cooling system, the cooling waterquality is very important. It is important to useinhibitors in the jacket water system both forfresh (hard) water and for distilled water. The water quality must satisfy the requirements in table 1.

De-icer fluidDe-icer fluid should satisfy British Standard BS 3151 1959. 30% ethyl glycol in the cooling water reduces the cooling effect with approx. 10%.If de-icer fluid is to be added to cooling water which contains other supplement substances then instructions require to be followed exactly in order to avoid unfortunate consequences.See table 2.

Plate heat exchangersTo prevent corrosion in the heat exchangers, the water quality is important.For freshwater Rolls-Royce Marine normally use heaters with plates made of stainless steel type AISI 304.If there is any doubt about the water quality we recommend stainless steel type AISI 316, and even higher qualities. In extreme cases titanium can be used.

For seawater Rolls-Royce Marine normally use heaters with plates made of titanium.

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

CAUTIONIf starting the treatment of cooling water, or afteroverhauls that might have contaminated the cooling water system, empty and flush the coolingsystem thoroughly before commencing treatmentto remove as much old rust as possible. If the system is exceptionally rusty it is advisable torepeat this procedure after the first week or two oftreatment.

Cooling water quality for the sea water systemIn order to prevent excessive fouling in the heatexchangers, algae growth inhibitors should be introduced through the sea chest.

Part 2.09

Marine Auxiliary Applications, C25:33 Cooling water quality and treatmentPage 5 : 240915 C/AP

Antifreeze and cooling water treatment

Table 1. COOLING WATER QUALITY

No. Item UnitFresh Water Sea

WaterSupply Water A B,C

1. PH at 25°C 6 to 8.5 8,3 to 10 8,3 to 10 -

2. Conductance at 25°C S/cm < 400 < 600 < 600 -

3. Chemical oxygen demand (COD) ppm(1) - - - *(2)

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

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

6. Chloride ion (Cl-) ppm < 50 < 50 < 50 > 10000

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

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

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

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

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

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

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

14. Total residue on ignition ppm * * * -

15. Dissolved oxygen ppm * * * -

16. Nitrite (inhibitor) as NO2 ppm - 1000 - 2400 1000 - 2400 -

Notes:A Jacket cooling water and closed circulating water system for radiators. It is very important to use inhibitors in the cooling system. See “Cooling water treatment”.B Open recirculating cooling water in the cooling tower or the pond. (Raw water system).C Straight through cooling water. (Raw water system). (1) ppm = mg/liter (2) Asterisk (*) in place of a value indicates an analysis item that must be considered in relation to all other items in water analysis.

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

PRODUCT MANUFACTURER

Engine Water Treatment 9-111ALNalfleet 2000Cooltreat AL

Wilhelmsen ship service Wilhelmsen ship service Wilhelmsen ship service

Havoline – Antifreeze XLCHavoline – Inhibitor XLI

TexacoTexaco

Glacelf Supra – AntifreezeCoolelf Supra – CoolantTotal WT Supra - Inhibitor

Total / ElfTotal / ElfTotal / Elf


Part 2.09


Part 2.09


Low temp. system option list.Standard front end module.Drawing C 992/48

Resiliently mounted:The engine is mounted on flexible elements to re-duce structural vibrations onboard the vessel, be-tween the engine foundation and the ship foundation. All pipe connections have flexible el-ements on the engine.

Rigidly mounted (Bergen standard solution):There are no flexible elements between the en-gine foundation and the ship foundation. Only the inlet and outlet from the built on HT & LT (if ap-plicable) cooling water pump has flexible ele-ments.

LT stand by pump:For the built on mechanical low temp cooling wa-ter pump on the engine there is a loose supplied electrical supplied stand by pump. It can be start-ed by a pressure sensor on the engine. This solu-tion is normally used on single engine applications.

Wax element thermostatic valve LT (Bergenstandard solution):This valve is our prefered solution with wax ele-ment valve type which has a temperature range from fully closed to fully open. It regulates with sufficient response time and gives a stable regula-tion.

El. Pneumatic thermostatic LT valve:This valve can be supplied along with a loose supplied temperature sensor and controller to reg-ulate the cooling and secure a fixed inlet tempera-ture to the engine of max. 37C. The valve has a low pressure drop and is being arranged as a mix-ing application. This solution is recommended when one common thermostatic valve is used on a multi engine application. The valve is then nor-mally fitted with manual override. The valve reg-ulates more rapidly and gives a stable regulation and it also keeps the temperature stable.

Electrical LT-pump.:This solution contains a electrical LT-pump in-stead of the built on mechanical LT-cooling water pump. The regular solution is one pump for each cooling water system and one in stand by that can be used for both systems.

Engine unit no.2:Used if more than one engine is connected to the freshwater/central cooler e.q. a 4-engine applica-tion it is common to split the cooling water sys-tem into two systems, where inner/outer or engines on same gear are on the same cooling wa-ter system.

Generator cooler:For generator sets the generator cooler is referred to as “external components” in the system draw-ing.


Part 2.09


Part 2.09


High temp. system option list.Standard front end module.Drawing C 992/49



HT stand by pump:For the built on mechanical high temp cooling water pump on the engine there is a loose sup-plied electrical stand by pump. It can be started by a pressure sensor on the engine. This solution is normally used on single engine applications.

Wax element thermostatic valve HT (Bergenstandard solution, built on engine):This valve is our prefered solution with wax ele-ment valve type which has a temperature range from fully closed to fully open. The valve is being arranged as a diverting application. It regulates with sufficient response time and gives a stable regulation.

El. Pneumatic thermostatic HT valve (built onengine):This valve can be supplied along with a built on temperature sensor and a loose supplied control-ler to regulate the HT cooling water temperature. The valve is being arranged as a diverting appli-cation. The valve is then normally fitted with manual override. The valve regulates more rapid-ly and gives a stable temperature.

Heat Recovery thermostatic valve:For larger heat recovery units like fresh water generators, we can supply a electrical/pneumati-cal valve with a temperature sensor on the pipe-line and a control unit in the high temperature cooling water system, or in the jacket water sys-tem part of the seawater cooling system, to utilize all the energy generated in the HT-cooling loop, due to the technical data for the engines. The valve is located on the return line to the cooler.




Part 2.09


Part 2.09


Cooling water system options list.Integrated front end module.Drawing C 927/15



HT stand by pump:For the built on mechanical high temp cooling water pump on the engine there is a loose sup-plied electrical stand by pump. It can be started by a pressure sensor on the engine. This solution is normally used on single engine applications.

LT stand by pump:For the built on mechanical low temp cooling wa-ter pump on the engine there is a loose supplied electrical supplied stand by pump. It can be start-ed by a pressure sensor on the engine. This solu-tion is normally used on single engine applications.

Wax element thermostatic valve HT (Bergenstandard solution, built on engine):This valve is our prefered solution with wax ele-ment valve type which has a temperature range from fully closed to fully open. The valve is being arranged as a diverting application. It regulates with sufficient response time and gives a stable regulation.

Wax element thermostatic valve LT (Bergenstandard solution):This valve is our prefered solution with wax ele-ment valve type which has a temperature range

from fully closed to fully open. The valve is being arranged as a mixing application. The valve is be-ing arranged as a mixing application. It regulates with sufficient response time and gives a stable regulation.

El. Pneumatic thermostatic HT valve (built onengine):This valve can be supplied along with a built on temperature sensor and a loose supplied control-ler to regulate the HT cooling water temperature. The valve is being arranged as a diverting appli-cation. The valve is then normally fitted with manual override. The valve regulates more rapid-ly and gives a stable temperature.

El. Pneumatic thermostatic LT valve:This valve can be supplied along with a loose supplied temperature sensor and controller to reg-ulate the cooling and secure a fixed inlet tempera-ture to the engine of max. 37C. The valve has a low pressure drop and is being arranged as a mix-ing application. This solution is recommended when one common thermostatic valve is used on a multi engine application. The valve is then nor-mally fitted with manual override. The valve reg-ulates more rapidly and gives a stable regulation and it also keeps the temperature stable.




Part 2.09


Marine Auxiliary Applications, C25:33 Lubricating oil systemPage 1 : 10

Part 2.10

0915 C/AP

LUBRICATING OIL SYSTEM

IntroductionThe engine type C 25:33 has one main lubr. oil system design, with separate branches to the turbo charger(s) and the nozzle oil system. Furthermore there is reduced oil pressure trough a pressure reduction valve to the valve gear.Components attached to the engine are shown on the enclosed system drawing C1090/29 Wet Sump, and C1090/30 Dry sump (for HFO only).

Pumps and CapacitiesEngine type C 25:33 has an engine driven gear type main lubr. oil pump with a built-in pressure relief valve set to 4.0 - 4.5 bar pressure.For the rocker arms the lubr. oil pressure is reduced to approx. 0.5 bar.

Priming pumpThe C25:33 engines are as standard equipped with an electrically driven priming pump 31LO. The pump has the following standard capacity which applies for both propulsion & auxiliary engines:

C25:33L6, L8 & L9: 11,8 m3/h at 5 bar outlet pressure, with electric motor of rating 6,6 kW 440 V/60 Hz.The electric motor can also adapt 380 V/50 Hz and 690 V/60 Hz power supply.

In case of a single propulsion engine installation hence required combined priming / stand by (full flow) el. driven lubr. oil pump, the pump must be mounted off engine. Capacity and electrical data are available upon request.See “Technical Data" in part 1.04 for other pump capacities.

Pipe Materials/Velocities and Pressure LossesSteel pipes are normally used in the lubricating oil system. In order to prevent excessive pressure losses in the piping system, we recommend that the lubr. oil velocity should not exceed:

• 1.0 m/s in a suction pipe.• 1.5-2.0 m/s in a pressure pipe.

Crankcase VentingThe vent pipe system (diam. and length) to be designed according to the following, applicable for engine types C25:33 L for fuel oil operation.Max. allowable back pressure: 15 mm WGGas flow (design flow): 0,5% of combustion air consumption.(See “Technical Data” in part 1.04).

The vent pipe should have a continuous upward gradient of minimum 15 degrees. Steel pipes are to be used in the vent system.The back pressure may be calculated according to the following formula:

whereL = Total pipe length, straight pipe (m)S = Density of gas = 1.0 (kg/m3)Q = Gas flow (m3/s)D = Inside diam. of pipe (m)

Elbows in the piping system are to be avoided, if possible. Equivalent length of straight pipe for various elbows, if required, to be found in literature.

dp 1 70 10 3– L S Q2D5

-------------------------- mmWG=

Lubricating oil systemPage 2 : 10

Part 2.10


FiltrationThe main lubricating oil filter for all Bergen engines is designed for full flow and is of the duplex type. Filter elements can be replaced during running of the engine, due to that each of

the filter columns are designed for full flow. The remaining operational parameters to be found in enclosed Table:

In addition to the above main filter, the engines are equipped with a partial flow centrifugal filter, with capacity of maximum 10 % of total lubr. oil flow.

Thermostatic ValveThe C25:33 engine are as standard equipped with thermostatic valve of the wax element type, with a fixed temperature range of 54 - 63°C for mixing application.For good temperature control, the pressure loss in the valve should be 0,14 - 0,5 bar.

The valve is normally operating in automatic mode, however in emergency cases each of the valve elements are fitted with a variable manual override which allows the valve to be progressively forced to full cooling position.

Pressure ControlAdjacent to the thermostatic valve is a pressure regulating valve fitted. The pressure regulating valve function is to keep the lubricating oil at a constant predescribed pres-sure at all engine speeds. It regulates the pressure in the system by returning oil from the duct just after the lubricating pump directly backto the oil sump. The valve is regulated by pilot lubricating oil pressure which is taken from the lubricating oil main distributor duct at the last cylinder.

There is also a regulating valve with a sensor which controls the pressure after the duplex filter.The valve should normally not be adjusted, i.e. the cause for change of lubricating oil pressure should be found before any adjustments are made. However if necessary please see the Service Manual for procedure.

Lubr. Oil CoolerA plate heat exchanger with stainless steel/titani-um plates is the standard lubr. oil cooler for fresh/ sea water respectively.Press. loss in such a cooler (FW / SW-side) is normally 0,3 - 0,5 bar and should be limited to0,6 bar.Max. pressure loss on lubr.oil side is 0.8 barThe lubr. oil cooler is designed for removing heat output from the engine.For other lubr.oil cooler parameters, please see Part 1 “Technical data”. Alternatively the lubr. oil cooler can be mounted off engine, in that case is a adapter plate fitted to the front module, connections to engine are made through flanges mounted on the adapter plate. When the engine is resiliently mounted, expan-sion bellow(s) are to be fitted between external pipes and engine.Please note that external pipes are to bethoroughly rust pickled, acid cleaned, and

Fluid type Lubricating oil - SAE 40

Lubricating oil minimum temperature ºC 15

Lubricating oil working temperature ºC 60

Lubricating Oil max. design temperature ºC 100

Filtration rating filter cartridge micron 15 nominal

Filtration Efficiency % 90% at > 16 µ and 98% at > 20 µ

Working pressure bar 5

Design pressure bar 10

Minimum test pressure filter housing bar 15

Part 2.10

Marine Auxiliary Applications, C25:33 Lubricating oil systemPage 3 : 100915 C/AP

kept completely sealed until finally installed onboard. Prior to initial start of engine,flushing of the external pipes are compulsory. Flushing procedure to be executed in accordance with RREB practice.

Lubr. Oil TanksThe engine has as standard a wet sump arrange-ment. The wet sump oil volume at maximum level is approx. 0.5 - 0.64 litre/kW for propulsion engines.Engines designed for dry sump are available on request. For heavy fuel oil operation the lubr. oil volume has to be increased to 1,36 litre/kW. An alternative to a dry sump arrangement is a wet sump with supplement tank for HFO operation.See drawing BC 953/54.

Centrifugal separationIn addition to the lubr. oil filters we recommend lubr. oil centrifugal separation for engines operat-ing on diesel oil. For engines operating on heavy fuel oil, lubr. oil separators are required.

For multi-engine plants operating on heavy fuel oil,one separator for each engine and “continuous separation” is recommended in order to preventspreading of contamination from one engine toanother. We can accept “intermittent separation”,where one separator is used for 2 engines or more,as long as its capacity is increased accordingly.

Sizing of the lubr. oil separatorThe amount of sludge to be removed from the lube oil is dependant on the engine output and the fuel used. Minimum separator booster pump capacity:

(l/h)

where k = Size factor according to fuelP = Maximum Continuous Rating in kW

Size factor "k":

Solid bowl separators, which are cleaned manually, can be used only when the fuel is gas oil or marine diesel oil (MDO).

If “intermittent separation” is used, the booster pump capacity should be doubled for 2 engines, tripled for 3 engines etc.The recommended separation temperature is about 95°C and must be kept constant (±2°C).

Lubricating Oil Quality/Changing of Lubricating OilThe lubricating oil should be in accordance with Bergen Engines Lubricant Guide, which recom-mends viscosity SAE 40 with alkali content (TBN) dependant on the fuel oil used.

See part 2.10.1 for lubricant guide.

Q k P=

Fuel type

Partial discharge separator

Total discharge separator

Solid bowlseparator

HFO 0,23 0,24 1)

MDO 0,17 0,20 0,20

Dist.. 0,17 0,20 0,20


Part 2.10


Marine Auxiliary Application Lubricant guide for diesel enginesPage 1 : 4

Part 2.10.1

0216 C/AP

LUBRICANT GUIDE FOR DIESEL ENGINES

Description

Selection of lubricant in general.Selection of a suitable lubricant for engines may at times prove complicated and difficult, as a number of different factors have to be taken into consideration. This implies that only a general guidance can be given by the engine manufacturer, to which lubricating oil is suitable for their engines.

In engines burning fuels of various quality, the combustion characteristics of the fuel to a great extent dictates the necessary properties of the lubricant.

Different fuel qualities contain a varying degree of elements that will form acid compounds in the combustion process.An important function of the lubricating oil is to neutralize these acids in order to minimise corrosive wear.This is done by adding alkaline additives to the lubricant. The “Base Number” (BN) of an oil is a measure of the alkalinity or basicity of the oil and is expressed in milligrams of potassium hydroxide per gramme of oil (mg KOH/g).

The “Base Number” will for different engines fall at a varying rate, determined by the consumption of alkaline additives combined with refilling of new oil. Our list of recommended/approved lubricants shows the approximate BN value recommended to meet different fuel qualities.

It is inadvisable to use a lubricating oil of higheradditive content (BN) than required, as this maycause deposits in the combustion chamber (pistontop/cylinder head).

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

As the oil companies may change their productspecifications without previous notice, and withoutchanging the products name, the information givenin the lubricant guide is valid from the stated dateand until further notice. This list is given as a guide, and Rolls-Royce takesno responsibility for difficulties that may be causedby the lubricating oil.

Lubricant guide for diesel enginesPage 2 : 4

Part 2.10.1

Marine Auxiliary Applications0216 C/AP

Lubricant guide for diesel engines

Table 1

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

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

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

Intermediate Fuel 2.0 - 3.0% Sulphur ~ BN 30

Intermediate Fuel 3.0 - - % Sulphur ~ BN 40

Oil company Oil product BN VISC.

AGIP CLADIUM 120 SAE 40CLADIUM 300 SAE 40

12 30

SAE 40SAE 40

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

1512203040

SAE 40SAE 40SAE 40SAE 40SAE 40

CASTROL CASTROL HLX 40CASTROL MLCCASTROL MHP 154CASTROL MXD 154CASTROL TLX PLUS 204CASTROL TLX PLUS 304CASTROL TLX PLUS 404

121215

15,5203040

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

CENTURY CENTLUBE SUPERBCENTIMAR DX304

10,630

SAE 40SAE 40

CEPSA TRONCOIL 3040 PLUSTRONCOIL 4040 PLUS

3040

SAE 40SAE 40

CHEVRON(TEXACO, CALTEX)

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

9121216202030304040

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

TOTAL LUBMARINE DISOLA MT40 DISOLA M4015 DISOLA M4020 AURELIA XL4030AURELIA XL4040

1115203040


ENGEN GENMARINE EO 4015GENMARINE EO 4030

1530

SAE 40SAE 40

Part 2.10.1

Marine Auxiliary Applications Lubricant guide for diesel enginesPage 3 : 40216 C/AP

This list is given as a guide only, and Rolls-Royce takes no responsibility for difficulties that may be caused by the lubricant.Engines earlier specified with SAE 30, may still use same viscosity.If using brands equivalent to those listed here, the relevant manufacturer should be consulted about affinity between the products.

It is strongly recommended to send oil samplesto your lube.oil supplier at regular intervals foranalysis, as this gives valuable information about the performance both of the oil itself and the engine.

All inquiries should be addressed to [email protected].

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

30401212153040

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

IRVING OIL MARINE MLC 40MARINE MXD 154MARINE 220 MXDMARINE MXD 304MARINE MXD 404

1215223040


LUKOIL NAVIGIO TPEO 20/40NAVIGIO TPEO 30/40

2030

SAE 40SAE 40

PERTAMINA MEDRIPAL 412 12 SAE 40 1 12 SAE 40

PETROBRASDISTRIBUIDORA SA

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

1212203040


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

15203040

SAE 40SAE 40SAE 40SAE 40

SHELL GADINIA 40 *)GADINIA AL40ARGINA S40ARGINA T40ARIGNA X40

1115203040


STATOIL STATOIL DieselWay DD 40STATOIL MarWay 1040 STATOIL MarWay 1540STATOIL MarWay 3040

10101530

SAE 40SAE 40SAE 40SAE 40

*) Not to be used on propulsion engines prod. after 1992 (including diesel electric propulsion)

Oil company Oil product BN VISC.

Lubricant guide for diesel enginesPage 4 : 4

Part 2.10.1

Marine Auxiliary Applications0216 C/AP

Lubricant guide for governor

Oil company Oils for governor *)

BHARAT PETROLIUM Turbol 68 / Actuma Ultra Oil 30

BP Turbine / Engine oil

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

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

TOTAL LUBMARINE Turbine / engine oil

EXXON MOBIL Tro - Mar 68 / Turbine / engine oil

INDIAN OIL Turbine / engine oil

PERTO CANADA Turbine / engine oil

REPSOL Turbine / engine oil

SHELL Turbine / engine oil

STATOIL Statoil TurbWay 68, 77

CEPSA Turbine oil

*) For Hydraulic Governor with separate oil system.

Marine Auxiliary Engines, C25:33 Transportation of engine/generator.Page 1 : 2

Part 2.20

0715 C/A

TRANSPORTATION OF ENGINE/GENERATOR.

Important factors to be investigated as early as possible:• Available transport facilities• Road restrictions• Tunnels and bridges restrictions etc.

Packing.1. The engine sump is covered with preservation

oil that will be completely dissolved in the lubricating oil.

2. Dessicant bags are located at various places in engine/generator according to attached list.All bags will be removed by our service engineer before the engine is started.

3. All machined parts with gloss surfaces and parts with tolerances are sprayed with thin oil - like anticorrosive protectant.

Handling and care after arrival at yard.1. Possible transport damage shall be reported to

our service department not later than 10 days after discharge at port of destination, by CIP delivery.

2. Engine/generator must be stored indoors, preferably in a heated room, or with the generator‘s heating elements connected to the mains.

The packing is to remain on engine/generator as long as possible after installation, in order to ensure protection from work in engine room, such as welding, painting etc.

For lifting of generator set / engine, seedrawing on the next page.

Transportation of engine/generator.Page 2 : 2

Part 2.20

Marine Auxiliary Engines, C25:330715 C/A

Marine Auxiliary Applications, C25:33 Standard and optional generator designPage 1 : 2

Part 3.01

0410 BC/A

STANDARD AND OPTIONAL GENERATOR DESIGN

Three-phase alternating current synchronous gen-

erator normally of brushless type in accordance

with requirements of classification societies.

Damper windings for parallel operation.

Rating of diesel engine prime mover

For base load application

Max continuous rating (MCR), as defined in ISO

3046-1, plus 10% overload for 15 minutes accord-

ing to DNV Pt. 4, Ch. 2, Sec. 1 A 300.

Generator overload

50 % in excess of rated current for not less than 30

seconds, the voltage and frequency being main-

tained as near the rated values as possible.

Standard reference conditionsStandard reference conditions according to rules

of classification societies:

Ambient air temperature for air cooled generator

.......................................................max. + 45°C

......................................................... min. + 0°C

Sea water temperature.....................max. 32 °C

Relative humidity.........................60% at 45 °C

Generator nominal output expressed in kVA, and

rated output expressed in kW at Cos phi = 0.8

Insulation class/temp. rise in windingsInsulation class/temp. rise according to class F or

class H.

Limits of temp. rise in AC windings for air-cooled

generators. Resistance method.

Insulation class: F H

DNV: All kVA ratings 90 °C 115 °C

LRS: Rated power < 5000 kVA

95 °C 110 °C

Standard voltagesNormal voltages at standard frequencies:

50 Hz 60 Hz

Low voltage: 380 V 380V

400 V 400V

415 V 450V

Medium voltage: 3.3 kV 4.16 kV

6.3 kV 6.6 kV

11.0 kV 13.8 kV

Generator standard designDesign B16 according to DIN 42950 or IM 1305

according to IEC (EN) 60034-7, i.e. single bear-

ing design

w. bolted connection to engine (In-line engines).

Two bearing design - IM 1101, with flexible cou-

pling on the flywheel are required with Vee-

engines.

Option for in-line engines

Two bearing generator with the design B 20 or IM

1101, with flexible coupling to engine.

Sleeve bearing(s), self lubricated. The bearing de-

sign to allow for sufficient axial movement of ro-

tor shaft caused by thermal expansion of the shaft

system.

Air cooled design IC01 according to IEC (EN)

60034-6, i.e. self circulation, or air water cooled

design IC8A1W7.

Enclosure IP23 for air cooled, or IP44 for water

cooled.

Anti condensation heater.

Temp. alarm sensors in stator windings and bear-

ing(s) (Pt100).

Automatic voltage control equipment (AVR) for

mounting into switchboard.

Radio interference suppressionGenerator transient voltage, frequency and current

variations are not to cause malfunction of other

equipment on board, neither by conduction, in-

duction nor radiation.

Generator protectionGenerators shall be designed to supply a short cir-

cuit on the generator-terminals with at least 3

times nominal current for min. 2 sec.

This to ensure selectivity of protection devices.

Options• Automatic voltage control equipment (AVR)

mounted on the generator.

• Air filter for intake air. Note that the filter

gives a derating of the generator output.

Standard and optional generator designPage 2 : 2

Part 3.01

Marine Auxiliary Applications, C25:330410 BC/A

Marine Auxiliary Applications, C25:33 Flexible mounting for generating set.Page 1 : 4

Part 3.03

1202 BC/A

FLEXIBLE MOUNTING FOR GENERATING SET.

Mounting of flexible elements.See drawing No. B 590/74 on the next page.See also drawing: “Foundation for flexible mount-ing” (Installation manual).

1. The flexible elements must never be loaded before spacers and brackets are welded, spac-ers to the foundation and brackets to the spac-ers, - as this would damage the elements.

2. The generating set is preliminary mounted on 70 mm thick plankes and in correct position in relation to the foundation. See drawing.

3. The generating set is jacket up carefully by the supplied set of jacks. The jacks are oper-ated in turn by screwing the jack‘s nut 60° each time.Measure “A” should be minimum 25 mm. It is important that the load is shared as equally as possible on all jacks. (Screw thread and contact surfaces on the jacks are greased with “molycote” before use).

4. The plankes are removed.

5. Spacers are machined parallel to thickness

The dimension A is to be measured in the centre of the bracket. If the underside plane of the bracket and the top plane of the ship foun-dation are out of parallelism, the rubber ele-ment can absorb this.

6. The spacers and the brackets are preliminary welded, spacers to the foundation and brack-ets to the spacers, 5 x 100 mm at each end according to the drawing.

7. The generating set is lowered by operating the jacks in turn, screwing the jack‘s nut 60° each time. The jacks are removed.

8. Brackets and spacers are permanently welded as shown.

9. The flexible elements should be heated as lit-tle as possible during welding.

10. The flexible elements must be protected against welding sparks and oil.

11. Check the crankshaft deflection. If the deflec-tion isn‘t satisfactory, the spacers between the generator stator house and the generator base frame is to be adjusted. In this case, please contact Rolls-Royce.

Mounting of pipes, cables and floor plates.On the drawing “Foundation for flexible mount-ing” (Installation manual) it is shown a dotted line on each side of the generating set. Pipe cables and supports for floor plates must never be mounted between the generating set and the dotted line.

The main cables should be led to the generator with a loop to ensure a flexible connection.

Generally the minimum distance between the gen-erating set and fixed installations on board should not be less than 40 mm.

0,0

A -0,3

∆

Flexible mounting for generating set.Page 2 : 4

Part 3.03


Mounting Instruction. Drawing No. B 590/74

Part 3.03

Marine Auxiliary Applications, C25:33 Buffer for flexible mounting.Page 3 : 41202 BC/A

BUFFER FOR FLEXIBLE MOUNTING.

Mounting instruction.When mounting of the flexible elements are fin-ished (see mounting instructions), one buffer is to be fitted on each side of the diesel generator as shown on drawing: “Foundation for flexible mounting” (Installation manual).See also drawing B 590/75 on the next page. (Gen.set for shipping).

Place the brackets for foundation as shown on drawing “Foundation for flexible mounting”.Place the brackets for gen.set on the engine‘s foundation.

Adjust the brackets until the buffer clearances are as specified on drawing. The height clearance is approx. 30 mm, and the lateral distance is approx. 30 mm.Tack-weld bracket for foundation to the founda-tion.Remove bracket for gen.set and weld bracket for foundation to foundation 6 as shown.

Fit the bracket for gen.set and adjust it until the buffer clearances are correct and the height clear-ance is approx. 30 mm.Weld the bracket 8 as shown. Rubber part is to be protected during welding.

∆

∆

Mounting instruction, Drawing No. B 590/75. (Gen.set for shipping)

Buffer for flexible mounting.Page 4 : 4

Part 3.03


Marine Auxiliary Applications, C25:33 Engine installation.Page 1 : 6

Part 3.04

1014 C/A

ENGINE INSTALLATION.

Pipe Connections for resiliently mounted engine.

Drawing C 993/43 on page 2.

Engine and Alternator connection arr.

Drawing C 926/44 on page 3.

Main dimensions and weights.

Engine type C25:33L6A on page 4.Engine type C25:33L8A on page 5.Engine type C25:33L9A on page 6.

The following engine outline drawings are out ofscale.

Engine installation.Page 2 : 6

Part 3.04


Part 3.04

Marine Auxiliary Applications, C25:33 Engine installation.Page 3 : 61014 C/A


Part 3.04


Part 3.04

Marine Auxiliary Applications, C25:33 Engine installation.Page 5 : 61014 C/A


Part 3.04


Marine Auxiliary Applications, C25:33 Safety, Control and Monitoring System for Diesel EnginePage 1 : 10

Part 4.01

0309 BC/AP

SAFETY, CONTROL AND MONITORING SYSTEM FOR DIESEL ENGINE

Overview................................................ page 1

Governing .............................................. page 2

Engine control cabinet (ECC)................ page 3

Sequence control & safety functions ..... page 4

Monitoring system ................................. page 5

Overview - Block diagram

Back-up instrumentation ........................ page 6

Temperature control ............................... page 6

24 V distribution cabinet........................ page 7

Interface to other suppliers..................... page 8

Samples of standard panels .................... page 9

1. Local monitoring on the engine MMI (Man

Machine Interface). Panel with LCD display and

touch screen interface, indicating according to

classifications society and RREB requirements.

2. Control system:

2.1 Control PLC (Sequence control).

2.2 Governor* (only if applicable with digital

speed controller).

3. Safety PLC (Safety shut down system).

All alarm sensors to monitoring system via serial

line comunication (Modbus RTU slave, RS485).

Cables to be connected on wire terminals in junc-

tion box on engine and in ECC.

Engine control cabinet mounted off engine.

The system is a complete package approved by

DNV, and it is well suited for the demands of con-

dition based maintenance.

Engine Control Cabinet(ECC) off engine:

Local Monitoring

(MMI) 1

Governor *

2.2

Control PLC

2.1 Safety PLC

3

Conventional cable connection

CANopen node

CANopen

Conventional cabling

Actuators

Sensors

Bus Connection to monitoring system (Modbus RTU, RS 485)

Optional: Redundancy with 2 separate Bus lines.

Junction Box

Sensors

CANopen

Bus cable

Engine

Safety, Control and Monitoring System for Diesel EnginePage 2 : 10

Part 4.01


GoverningThe engine will be equipped either with an elec-

tronic governor or a mechanical-hydraulic gover-

nor.

The mechanical governor can be delivered with

either pneumatic or digital speedsetting. Most ap-

plications are delivered with pneumatic speedset-

ting which is RREBs recomended solution and

most cost effective.

In a single propulsion engine installation, with an

electronic governor, the engine will be equipped

with an hydraulic actuator with ball-head backup.

Depending on the application, engines delivered

with electronic governor will also be fitted with

an actuator of make Woodward or Regulateurs

Europa.

Mechanical governor:

Europa governor

Mechanical hydraulic governor will typically be

of make Regulateurs Europa and electronic gov-

ernor will typically be of make Woodward.

These governors will mainly handle:

• Engine speed control

• Load control:

Load sharing/balancing with other prime

movers (similar or different kind).

Torque limiting based on load limit and

charge air pressure.

Note!

Some applications will lead to limitations in the

choice of governors.

Electronic governor:

Woodward 723PLUS

Part 4.01

Marine Auxiliary Applications, C25:33 Safety, Control and Monitoring System for Diesel EnginePage 3 : 100309 BC/AP

Engine Control Cabinet (ECC)This cabinet includes Safety PLC, Control PLC ,

Electronic governor and Can IO interface to mon-

itoring system.

Cabinet measurements are in mm 1000/800/300

(h/w/d).

Environment class is IP54 and max ambient tem-

perature is 60 °C.

The cabinet is recommended placed in the control

room / air conditoned area.

The 24V distribution cabinet is recommended

placed as near as possible to the ECC.

Safety PLC Control PLC

Holes with rubber plates for external cable con-

nections in the bottom of the cabinet.

Customer connections.


Part 4.01


Sequence control (Control PLC)

Siemens Simatic S7-300

The functions incorporated in the Control PLC

are summarized in the following. The most com-

mon functions are included (these functions and

plant adaptations will be tested according to class

rules).

• Start/stop of engine, including start interlock

function

• Remote/control from power management

system(PMS). Not delivered by RREB.

• Start/stop of priming pump (lubrication)

• Start/stop of standby pumps (lubrication oil,

fuel, and cooling water)

• Start/stop of jacket water heater module

• Start/stop of nozzle oil heater module (HFO

engine)

• Injection pump cleaning (HFO)

• Control of change over valve HFO/MDO

• Clutch/breaker control, interface to deter-

mine correct dynamic settings in electronic

governor

• Injection pump lubrication

• Interface to PTO equipment in front of

engine (e.g. fire fighting pump)

• Air blow off valve control (Arctic specifica-

tion), based on air inlet temperature

• Variable valve timing (VVT).

• Automatic control of el. pneumatic valves

(PID)

• Overload indication

In addition: Transmit set point to charge air tem-

perature controller, based on charge air pressure

(engine load).

Note: Not all functions will be active/used in all

applications.

Safety functions (Safety PLC)

Siemens Simatic S7-300

The functions incorporated in the Safety PLC are

summarized in the following. The most common

functions are included.

• autostop engine overspeed.

• autostop high jacket water temperature (after

engine) (depending on class requirements).

• autostop low lubrication oil pressure (before

engine).

• autostop oil mist concentration high in crank-

case.

• autostop low gear oil pressure (external).

• autostop low oil pressure step-up gear (exter-

nal).

• autostop due to activated emergency stop

button, .

Should an autostop occur, this situation will be in-

dicated to the monitoring system.

Overspeed detection is based on a speed pick-up

of proximity switch type input to the PLC CPU

counter circuit. Jacket water temperature and lu-

brication oil pressure inputs are of analog (trans-

mitter type). All other inputs are of type digital

(potential free switch).

Wire break detection in Safety PLCBreak in the following loops will be detected and

indicated to the monitoring system:

• Pick-up failure.

• Emergency stop buttons.

• Jacket water temperature sensor and trans-

mitter.

• Lubrication oil pressure.

• Oil pressure gear.

• Oil pressure step-up gear.

Part 4.01


• Shutdown solenoid.

Power failure (Safety PLC, Control PLC and

Governor) is also indicated to the monitoring sys-

tem.

Note: Not all functions will be active/used in all

applications.

Monitoring system

Hardware:

The on-engine monitoring system can be split in

two:

• Graphical display on engine, including data

acquisition equipment.

• Back-up instrumentation for emergency

operation of the engine should the graphical

display fail.

Graphical display and data acquisition equipmentThe graphical display on the engine is based on

an industrial standard LCD display and touch

screen interface.

The user interface allows switching between sev-

eral screens using a menu selector.

Process variables are monitored using sensors

(pressure, temperature, level, speed and status).

These variables are input to the data acquisition

multiplexing cards located in the connection rails

in front of the engine and on the side of the

engine. Similarly there are two cards located in

the engine control cabinet .

A CAN bus (Controller Area Network) connects

all the input cards and the graphical display.

The Woodward 723PLUS governor (if applied)

sends status information to the monitoring system

using a serial link (Modbus on RS232). Commu-

nication on the CAN bus utilizes the CAN-open

protocol.

All CAN nodes on the engine are equipped with

galvanic isolation from the bus.The monitoring system on the engine will com-

municate with the monitoring system in the con-

trol room using :

• Modbus on a serial line (RS485)

Modbus :

Hardware connection: RS485

Baud rate: 19200

Data bits: 8

Stop bits: 2

Parity: None

Slave address: 1

Function code: 3

Modbus address range: 40000

Communication protocol: Modbus RTU

The main communication channel between the

engine and the monitoring system in the control

room will operate independently from the panel

on the engine. Thus, should the PC on the engine

fail to function, monitoring data will still be trans-

mitted to the engine control room.

Can node


Part 4.01


Back-up instrumentationThe back-up instrumentation consists of two ana-

log indicators (engine speed and lubrication oil

pressure), which are considered the absolute min-

imum for operation of the engine in an emergency

situation when the engine has to be operated man-

ually and the graphical display fails.

The engine speed indicator signal is driven by the

Safety PLC. The lubrication oil pressure indicator

signal is driven by a separate transmitter.

Back-up instrumentation including graphical

display.

Closed loop temperature control

Temperature control for charge air (CA)

Based on PID controllers mounted in the engine

room.

Set point to CA temperature is variable (generat-

ed in control PLC, as a function of CA pressure).

Sensor is a thermocouple type K (NiCrNiAl) con-

verted to 4-20 mA. Signals to control valves are

4-20 mA. At failure the valve will open for maxi-

mum cooling.

Temperature control for high temp. cooling

water (HT)

Based on wax elements. Optionally on PID con-

trollers mounted in the control room.

Sensor is a thermocouple type K (NiCrNiAl) con-

verted to 4-20 mA.

Signals to control valves are 4-20 mA. At failure

the valve will open for maximum cooling.

Temperature control for low temp. cooling wa-

ter (LT)

Based on wax elements. Optionally it is based on

a temp. sensor (PT100) and a PID controller in

the control PLC.

Signals to control valves are 4-20 mA. At failure

the valve will open for maximum cooling.

Part 4.01


24V distribution cabinetRREB delivers a 24V distribution cabinet. There

are 2 alternatives:

Alt1: Main 230V/24V DC with back-up 24V/24V

DC.

Alt 2: Main 230V/24V DC with back-up 230V/

24V DC.

The drawing C 976/57 below shows alt 1.

The cabinet will:

1. Secure stable redundant 24 Voltage DC to

RREB´s electrical equipment.

2. Separate RREB´s electrical equipment galvani-

cally from the 24 Voltage DC on board.


Part 4.01


Typical interface to other suppliers (hardwire).

Propulsion Electronic Governor (Woodward 723!"#$):

Propulsion Hydraulic Regulator (Regulateurs Europa):

Auxiliary Electronic Governor (Woodward 723):

Note: DO = Digital output (potential free contact)

AO = Analog output (galvanic isolated)

Propeller Control:

Clutch status signal

Clutch in order

Clutch out order

Remote speed setting

(DO)

(DO)

(DO)

(AO)

Engine Control Cabinet (Engines Bergen)

Command clutch out (DO)

Engine load (AO)

Engine speed (AO)

Main Gear:

Autostop gear oil pressure (DO)


Fifi step up gear:

Autostop step up gear (DO)


Ready for fifi/Engine running (DO)

Hour counting: Engine Control Cabinet (Engines Bergen)

Running status signal (DO)

Main switch board:

Breaker status signal(DO)


Propeller Control:

Remote speed setting (AO)


Engine load (AO)

Main Gear:

Autostop gear oil pressure (DO)


Fifi step up gear:

Autostop step up gear (DO)


Ready for fifi/Engine running (DO)

Hour counting: Engine Control Cabinet (Engines Bergen)Running status signal (DO)

Generator Control :

Grid/Bus tie break

Breaker status signal

Rpm up

Rpm down

Remote load setting

kW signal

(DO)

(DO)

(DO)

(DO)

(AO)

(AO)


Command generator breaker out (DO)

PMS:

Start from PMS

Stop from PMS

(DO)

(DO)

Engine Control Cabinet( Engines Bergen)

Start blocked to PMS (DO)


Local to PMS (DO)

Hour counting: Engine Control Cabinet (Engines Bergen)


Part 4.01


Samples of standard panels.

Bridge panel: (conventional propulsion only)

Function:

• Rpm indicator

• Emergency stop

• Ind. emergency stop

• Lamp test, light dimmer

• Auto stop/override (optional and applicable

if accepted by class requirements)

Control room panel:

Function:

• Rpm indicator

• Start

• Ind. running

• Stop

• Ind. stop

• Reset

• Ind. reset ind. start interlock

• Lamp test

• Connector for tuning of speed controller (if

applicable)

• Connector for PLC

• emergency stop (optional)

Load sharing panel: (conv. propulsion only)

This panel is used for two engines running on a

twin-input gear.

With help from the panel functions, the built-in

load sharing capability of the Woodward 723Plus

speed control comes to use.

This makes isochronous load sharing possible.

(i.e. load sharing at constant RPM)

Content:

• Switch for «ISOCH» or «DROOP»

• 2 switches for «RAISE LOWER» or

«REMOTE»

• 2 lamps for «LOCAL CONTROL» (lights on

if switch on engine is in Local)

• 2 rocker switches for «RAISE» and

«LOWER».

• 1 rocker switch for load control

• Load balance indicator


Part 4.01


Marine Auxiliary Applications, C25:33 Service and maintenancePage 1 : 3

Part 5.01

0514 C/AP

SERVICE AND MAINTENANCE

Time consumption, standard maintenance operationsIntroductionIn the following, some typical engine mainte-nance operations are listed. Several operations are of such nature that more than one person might be required to conduct the work involved in a safe and proper manner, and in accordance with the Rolls-Royce specifications and Quality Assurance standards applicable.The listing provides, as guidance only, the total man-hours of time consumption for the given operation, as well as the period of time the engine could be out of service while worked on. The numbers given reflect the performance of trained and experienced Rolls-Royce service engineers, whereas considerations to additional time consumption should be taken when employing less experienced personnel.

Cylinder headRemove and install (1) cylinder head on engine for inspection purposes only, readjust valve clearances.Persons required:............................................. 2Total time consumption: ....................... 4.0 hrs.Period disabled:..................................... 2.0 hrs.

Cylinder headRemove and install (1) cylinder head. Clean and overhaul, readjust valve clearances.Persons required:............................................. 2Total time consumption: ..................... 16.0 hrs.Period disabled:..................................... 9.0 hrs.

Piston and connecting rodRemove and install (1) cylinder head, and piston and connecting rod assembly. Clean and overhaul cylinder head, piston and connecting rod, and cylinder liner. Readjust valve clearances.Persons required:............................................. 2Total time consumption: ..................... 25.0 hrs.Period disabled:................................... 14.0 hrs.

PowerpackRemove and install powerpack (cylinder head, piston and connecting rod as one unit). Clean and overhaul cylinder head, piston and connecting rod, and cylinder liner. Readjust valve clearances.Persons required..............................................2Total time consumption: ..................... 23.0 hrs.Period disabled:................................... 12.0 hrs.

Main bearingRemove and install (1) set of main bearings.Persons required:.............................................2Total time consumption: ....................... 4.0 hrs.Period disabled:..................................... 2.0 hrs.

Crankshaft deflectionTake (1) complete set of warm or cold crankshaft deflection readings.Persons required:.............................................2Total time consumption: ....................... 2.0 hrs.Period disabled:..................................... 1.0 hrs.

Governor driveRemove and install governor drive. Clean and overhaul.Persons required:.............................................1Total time consumption: ....................... 4.5 hrs.Period disabled:..................................... 4.5 hrs.

Fuel injection pumpRemove and install (1) fuel injection pump. Clean and overhaul.Persons required:.............................................1Total time consumption: ....................... 5.0 hrs.Period disabled:..................................... 5.5 hrs.

Fuel injectorRemove and install (1) fuel injector.Clean, overhaul and adjust opening pressure.Persons required:.............................................1Total time consumption: ....................... 3.0 hrs.Period disabled:..................................... 3.0 hrs.

Service and maintenancePage 2 : 3

Part 5.01


Lubr. oil pumpRemove and install lubr. oil pump. Clean, overhaul and adjust pressure.Persons required: ............................................ 2Total time consumption: ..................... 12.0 hrs.Period disabled: .................................... 7.0 hrs.

Cooling water pump.Remove and install cooling water pump. Clean and overhaul.Persons required: ............................................ 2Total time consumption: ..................... 12.0 hrs.Period disabled: .................................... 7.0 hrs.

Turbocharger.Dismantle and reassemble turbocharger. Clean, inspect and replace bearings.Persons required: ............................................ 2Total time consumption: ..................... 20.0 hrs.Period disabled: .................................. 10.0 hrs.

Charge air cooler.Dismantle and reassemble charge air cooler. Clean and inspect.Persons required: ............................................ 2Total time consumption: ..................... 16.0 hrs.Period disabled: .................................... 8.0 hrs.

Part 5.01

Marine Auxiliary Applications, C25:33 Service and maintenancePage 3 : 30514 C/AP

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Draw.no: 1012/00Instruction no: 2100Revision: November 2015 Rev B

Item No.Instr. No. a) 100

500

1000

1500

2000

2500

3000

3500

4000

4500

5000

6000

7000

8000

9000

1000

011

000

1200

013

000

1400

015

000

1600

017

000

1800

019

000

2000

021

000

2200

023

000

2400

025

000

2600

027

000

2800

029

000

3000

031

000

3200

033

000

3400

035

000

3600

037

000

3800

039

000

4000

041

000

4200

043

000

4400

045

000

4600

047

000

4800

049

000

5000

051

000

5200

053

000

5400

055

000

5600

057

000

5800

059

000

6000

0

1 CYLINDER HEADS 1101 5100 Cylinder head bolts: retighten approx. 100 hrs after refitting of cyl.head C C C C 101

102 5100 Cylinder head: max. firing pressure C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C 102

103 5100 Inlet and exhaust valve clearance. Also approx.100 hrs after refitting of cyl.head C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C 103

104 5110 Inlet and exhaust valves rotators (rotocaps) C C C C C C C C C R C C C C C C C C C R C C C C C C C C C R 104

105 5100 Valve gear system for inlet and exhaust valves S O S O S O 105

106 5110 Inlet and exhaust valves / valve seats: overhaul / replace according to wear R R R 106

107 5110 Inlet and exhaust valve guides C C C 107

108 5200 Indicator valves C C C 108

2 FUEL OIL SYSTEM 2201 7220 Fuel injection nozzle holders W W W O W W W O W W W O 201

202 7220 Fuel injection nozzles R R R R R R R R R R R R 202

203 7205 Fuel injection pump drive: alternating spot checks S S S O S S S O S S S O 203

204 7210 Fuel injection pump O O O 204

205 7210 Fuel injection pump: erosion plug S S R S S S R S S S R 205

206 7210 Fuel injection pump: auto stop cylinder emergency stop test Check monthly 206

207 7210 Fuel injection pump: fuel rack - lubricate and check every pump for signs of sticking Weekly and before start 207

208 7270 Fuel oil filter Replace every 6 months or at diff. pressure 208

209 7250 Fuel oil pulsation dampers in low pressure fuel system: open valve to check for leakage C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C 209

210 7250 Flexible fuel connections C C C C R C C C C R C C C C R 210

211 7260 Engine driven fuel oil booster pump O O O 211

212 - Fuel oil sample When bunkering 212

213 - High pressure pipe C C C C C C C C C C C C 213

3 CYLINDER LINERS 3301 4100 Honing: overhaul / replace according to wear O O O 301

302 4100 Remove liner / check water jacket / replace sealing O O O 302

303 4100 Carbon cutting ring C C R 303

4 PISTONS / CONNECTING RODS 4401 4200 Gudgeon pin bushing: replace when off limit C C R 401

402 4200 Gudgeon pin C C C 402

403 4200 Piston including piston ring grooves (gap / clearence): replace after 60.000 hrs C C R 403

404 4210 Piston rings: also replace after honing of cyl. liner R R R 404

405 4300 Big end bearing shells R R R 405

406 4300 Big end bearing assembly (ovality control and surface check) C C C 406

407 4200 Connecting rod shims R R R 407

5 CRANKSHAFT 5501 3120 Main bearings and thrust washers S R S 501

502 3300 Crankshaft deflection: check before and after every major overhaul / docking C C C C C C C C C C C C 502

503 b) Flexible couplings (not applicable to generators directly bolted to the flywheel) S S S S S S S S S S S S 503

504 3310 Flywheel ring gear teeth and start motor pinion (insert Molykote paste before use) C C C C C C C C C C C C 504

505 3320 O O 505

506 3320 Torsional vibration damper: fluid type (subsequent fluid samples to be taken according to supplier's indications) C 506

507 3330 Flexible gear wheel, pump drive (pump end) S S S S S S S O S S S S 507

6 CAMSHAFTS 6601 6100 Camshaft bearings and thrust washers S 601

602 6100 Fuel cams S S S S S S S S S S S S 602

603 6100 Inlet and exhaust cams S S S S S S S S S S S S 603

604 6110 Camshaft drive with gear wheels S S S S S S S S S S S S 604

605 6300 Governor drive S S S O S S S O S S S O 605

606 6200 Swing arms S S S C S S S C S S S C 606

607 6200 Eccentric shaft S S S S S S S S S S S S 607

608 6200 VVT Cylinder (optional) C C C C C C C C C C C C 608

7 LUBRICATING OIL 7701 - Clean lubr.oil tank / sump when changing lubr.oil W W W 701

702 1134 Lubr.oil analysis C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C 702

704 7310 Main lubricating oil pump O O 704

705 b) Lub. oil filters with paper elements: replace at least every 6 months or at diff. pressure R R R R R R R R R R R R R R R 705

706 b) Lub.oil filter with fibreglass elements See separate instructions 706

707 7330 Centrifugal separation filter lubr.oil: clean every 500 hrs, paper insert to be changed when required W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W 707

708 b) Lubricating oil priming pump (electrical) C C C C C C C C C C C C 708

709 b) Lubr.oil cooler: see section 9 - cooling water quality / parameters Clean when necessary 709

8 CHARGE AIR AND EXHAUST SYSTEM 8801 7100 Turbocharger bearings: see sign on turbo charger housing See separate instructions 801

802 7100 Turbocharger rotor: see sign on turbo charger housing See separate instructions 802

803 7100 Turbocharger air filters: clean when dirty See separate instructions 803

804 7110 Turbocharger - water washing of compressor: every 50 hrs See separate instructions 804

805 7120 Charge air cooler: clean when necessary See separate instructions 805

806 7130 Exhaust manifold bellows C C C C C C C C C C C C 806

807 7301 Exhaust manifold insulation C C C C C C C C C C C C 807

9 COOLING WATER 9901 1136 Cooling water quality and flow: check monthly C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C 901

902 7410 Cooling water pumps with drive (high and low temperature) S O S O S O 902

903 b) Jacket water cooler (optional): clean when necessary O O O 903

904 - Sea water pump with drive (optional) C O C O C O C O C O C O 904

10 ALARM / CONTROL SYSTEM - FUNCTION TEST INTERVALS 101001 2000 Auto stops According to classification requirements 1001

1002 2000 Interlocks According to classification requirements or at least once a year 1002

1003 2000 Emergency start Check monthly 1003

1004 2000 Alarm system communication Every year 1004

1005 2000 VVT function and alarms (optional) Every 3 months 1005

1006 2000 Oil mist detector See separate instructions 1006

1007 2000 Temperature PID controller Every 3 months 1007

1008 2000 Lubrication of fuel pumps Check weekly or at every start 1008

1009 2000 Control shaft linkages and fuel rack calibration Check weekly / lubricate 1009

1010 2000 Speed pick-up clearance and cleaning Check monthly 1010

1011 2000 Tightening of connectors and screw terminals Check once every 6 months 1011

1012 2000 Pressure transmitters and temperature sensors Every 3 months (according to classification requirements) 1012

1013 2000 Cleaning and visual checking of all electrical equipment Every 3 months 1013

1014 2000 Auxiliary equipment Every year 1014

1015 2000 Earth fault Check weekly 1015

11 MISCELLANEOUS 111101 3140 Resilient mounting of engine (optional): check for cracks / damages / loose bolts Every 6 months 1101

1102 - All flexible connections: hoses, bellows etc. Check every 2 months 1102

1103 b) Governor / actuator Change oil every 3 months R R 1103

1104 Governor control shaft with linkages and couplings Check / lubricate weekly 1104

1105 b) Start air motor See separate instructions 1105

1106 - Exhaust pipe insulation According to SOLAS regulations 1106

1107 - Screw and pipe connections - outside and inside on engine C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C 1107

Routine Maintenance Schedule 60.000 Valid for C25:33 Engines for MDO Operation, Marine Application

S = Spot Check, C = Check all, L= Lubricate, W= Clean / Adjust, O = Overhaul, R = Replace

Torsional vibration damper: spring type

a) See service

manual

instructions

b) See separate

instructions

The schedule is

only valid for

normal operating

conditions as

defined in the

contracts, service

agreements or

relevant technical

documentation

from Rolls-Royce

The intervals in

this schedule are

for guidance only

and are subject to

local ambient

conditions. The

schedule is

applicable to

engines with more

than 2000 annual

operating hrs

S = Dismantle /

inspect 1 item and

check condition

(leakage,

abnormal wear,

cracks,

contamination

etc.)

The schedule may

only be changed

by a service letter

from Rolls-Royce

Draw.no: 1012/02Instruction no: 2100Revision: November 2015 Rev B

Item No.Instr. No. a) 100

500

1000

1500

2000

2500

3000

3500

4000

4500

5000

6000

7000

8000

9000

1000

011

000

1200

013

000

1400

015

000

1600

017

000

1800

019

000

2000

021

000

2200

023

000

2400

025

000

2600

027

000

2800

029

000

3000

031

000

3200

033

000

3400

035

000

3600

037

000

3800

039

000

4000

041

000

4200

043

000

4400

045

000

4600

047

000

4800

049

000

5000

051

000

5200

053

000

5400

055

000

5600

057

000

5800

059

000

6000

0

1 CYLINDER HEADS 1101 5100 Cylinder head bolts: retighten approx. 100 hrs after refitting of cyl.head C C C C 101

102 5100 Cylinder head: max. firing pressure (ignition timing) C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C 102

103 5100 Inlet and exhaust valve clearance. Also approx.100 hrs after refitting of cyl.head C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C 103

104 5110 Inlet and exhaust valves rotators (rotocaps) C C C C C C C C C R C C C C C C C C C R C C C C C C C C C R 104

105 5100 Valve gear system for inlet and exhaust valves S O S O S O 105

106 5110 Inlet and exhaust valves / valve seats: overhaul / replace according to wear R R R 106

107 5110 Inlet and exhaust valve guides C C C 107

108 5200 Indicator valves C C C 108

2 FUEL OIL SYSTEM 2201 7220 Fuel injection nozzle holders W W W O W W W O W W W W 201

202 7220 Fuel injection nozzles R R R R R R R R R R R R 202

203 7205 Fuel injection pump drive: alternating spot checks S S S O S S S O S S S O 203

204 7210 Fuel injection pump O O O 204

205 7210 Fuel injection pump: erosion plug S S R S S S R S S S R 205

206 7210 Fuel injection pump: auto stop cylinder emergency stop test Check monthly 206

207 7210 Fuel injection pump: fuel rack - lubricate and check every pump for signs of sticking Weekly and before start 207

208 7270 Fuel oil filter Replace every 6 months or at diff. pressure 208

209 7250 Fuel oil pulsation dampers in low pressure fuel system: open valve to check for leakage C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C 209

210 7250 Flexible fuel connections C C R C C R C C R C C R C C R C C R 210

211 b) Heavy fuel oil module See separate instructions 211

212 b) Heavy fuel oil change-over valve See separate instructions 212

213 - Fuel oil sample When bunkering 213

214 - High pressure pipe C C C C C C C C C C C C 214

3 CYLINDER LINERS 3301 4100 Honing: overhaul / replace according to wear O O O 301

302 4100 Remove liner / check water jacket / replace sealing O O O 302

303 4100 Carbon cutting ring C C R 303

4 PISTONS / CONNECTING RODS 4401 4200 Gudgeon pin bushing: replace when off limit C C R 401

402 4200 Gudgeon pin C C C 402

403 4200 Piston including piston ring grooves (gap / clearence): replace after 60.000 hrs C C R 403

404 4210 Piston rings: also replace after honing of cyl. liner R R R 404

405 4300 Big end bearing shells R R R 405

406 4300 Big end bearing assembly (ovality control and surface check) C C C 406

407 4200 Connecting rod shims R R R 407

5 CRANKSHAFT 5501 3120 Main bearings and thrust washers S R S 501

502 3300 Crankshaft deflection: check before and after every major overhaul / docking C C C C C C C C C C C C 502

503 b) Flexible couplings (not applicable to generators directly bolted to the flywheel) S S S S S S S S S S S S 503

504 3310 Flywheel ring gear teeth and start motor pinion (insert Molykote paste before use) C C C C C C C C C C C C 504

505 3320 O O 505

506 3320 Torsional vibration damper: fluid type (subsequent fluid samples to be taken according to supplier's indications) C 506

507 3330 Flexible gear wheel, pump drive (pump end) S S S S S S S S S S S S 507

6 CAMSHAFTS 6601 6100 Camshaft bearings and thrust washers S 601

602 6100 Fuel cams S S S S S S S S S S S S 602

603 6100 Inlet and exhaust cams S S S S S S S S S S S S 603

604 6110 Camshaft drive with gear wheels S S S S S S S S S S S S 604

605 6300 Governor drive S S S O S S S O S S S O 605

606 6200 Swing arms S S S S S S S O S S S S 606

607 6200 Eccentric shaft S S S S S S S S S S S S 607

608 6200 VVT Cylinder (optional) C C C C C C C C C C C C 608

7 LUBRICATING OIL 7701 - Clean lubr.oil tank / sump when changing lubr.oil W W W 701

702 1134 Lubr.oil analysis C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C 702

704 7310 Main lubricating oil pump O O 704

705 b) Lub. oil filters with paper elements: replace at least every 6 months or at diff. Pressure R R R R R R R R R R R R R R R 705

706 b) Lub.oil filter with fibreglass elements See separate instructions 706

707 7330 Centrifugal separation filter lubr.oil: clean every 500 hrs, paper insert to be changed when required W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W 707

708 b) Lubricating oil priming pump (electrical) C C C C C C C C C C C C 708

709 b) Lubr.oil cooler: see section 9 - cooling water quality / parameters Clean when necessary 709

8 CHARGE AIR AND EXHAUST SYSTEM 8801 7100 Turbocharger bearings: see sign on turbo charger housing See separate instructions 801

802 7100 Turbocharger rotor: see sign on turbo charger housing See separate instructions 802

803 7100 Turbocharger air filters: clean when dirty See separate instructions 803

804 7110 Turbocharger - water washing of compressor: every 50 hrs See separate instructions 804

805 7120 Charge air cooler: clean when necessary See separate instructions 805

806 7130 Exhaust manifold bellows C C C C C C C C C C C C 806

807 7301 Exhaust manifold insulation C C C C C C C C C C C C 807

808 7110 Turbo charger - water washing of turbine: every 100 hrs See separate ABB manual 808

9 COOLING WATER 9901 1136 Cooling water quality and flow: check monthly C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C 901

902 7410 Cooling water pumps with drive (high and low temperature) S O S O S O 902

903 b) Jacket water cooler (optional): clean when necessary O O O 903

904 - Sea water pump with drive (optional) C O C O C O C O C O C O 904

10 ALARM / CONTROL SYSTEM - FUNCTION TEST INTERVALS 101001 2000 Auto stops According to classification requirements 1001

1002 2000 Interlocks According to classification requirements or at least once a year 1002

1003 2000 Emergency start Check monthly 1003

1004 2000 Alarm system communication Every year 1004

1005 2000 VVT function and alarms (optional) Every 3 months 1005

1006 2000 Oil mist detector See separate instructions 1006

1007 2000 Temperature PID controller Every 3 months 1007

1008 2000 Lubrication of fuel pumps Check weekly or at every start 1008

1009 2000 Washing of fuel pumps Weekly 1009

1010 2000 Control shaft linkages and fuel rack calibration Check weekly / lubricate 1010

1011 2000 Speed pick-up clearance and cleaning Check monthly 1011

1012 2000 Tightening of connectors and screw terminals Once every 6 months 1012

1013 2000 Pressure transmitters and temperature sensors Every 3 months (according to classification requirements) 1013

1014 2000 Cleaning and visual checking of all electrical equipment Every 3 months 1014

1015 2000 Auxiliary equipment Every year 1015

1016 2000 Earth fault Check weekly 1016

11 MISCELLANEOUS 111101 3140 Resilient mounting of engine (optional): check for cracks / damages / loose bolts Every 6 months 1101

1102 - All flexible connections: hoses, bellows etc. Check every 2 months 1102

1103 b) Governor / actuator Change oil every 3 months R R 1103

1104 Governor control shaft with linkages and couplings Check / lubricate weekly 1104

1105 b) Start air motor See separate instructions 1105

1106 - Exhaust pipe insulation According to SOLAS regulations 1106

1107 - Screw and pipe connections - outside and inside on engine C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C C 1107

Routine Maintenance Schedule 60.000 Valid for C25:33 Engines for HFO Operation, Marine Application

S = Spot Check, C = Check all, L= Lubricate, W= Clean / Adjust, O = Overhaul, R = Replace

Torsional vibration damper: spring type

a) See service

manual instructions

b) See separate

instructions

The schedule is

only valid for

normal operating

conditions as

defined in the

contracts, service

agreements or

relevant technical

documentation

from Rolls-Royce

The intervals in this

schedule are for

guidance only and

are subject to local

ambient conditions.

The schedule is

applicable to

engines with more

than 2000 annual

operating hrs

S = Dismantle /

inspect 1 item and

check condition

(leakage, abnormal

wear, cracks,

contamination etc.)

The schedule may

only be changed

by a service letter

from Rolls-Royce

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