Julius C. Pates, PME

Chapter 1 Introduction
Energy is considered the life-blood of the economy. It is essential in achieving economic
growth but very critical in sustaining a nation’s progress. For some reasons, the rapid
increase in population and other growing interrelated demand of power. Currently system
load of Mindanao island or Mindanao grid requires 1,242 MW capacity in which the
known generation capacity is only 1,045 MW. A study according to the Mindanao Power
Monitoring Committee. These statistics create insufficiency of power which is equivalent
to 197 MW.
In view of the early projection, our company “ MINDANAO ENERGY SYSTEMS, INC.” was
formed. Despite of the current situation, in the late 1980’s Cagayan de Oro City had been
experiencing a power problem which resulted to power shading in the area. And in the
early 1990’s our company was established by CAGAYAN ELECTRIC POWER AND LIGHT
COMPANY, ALL ASIA CAPITAL AND TRUST COMPANY, ARM FORCES OF THE PHILIPINES
SAVINGS AND LOAN ASSOCIATION, INC. (AFPSLAI), ASIA POWER DEVELOPMENT LIMITED
OF NEW ZEALAND and ANGELES ELECTRIC as stake holders. Minergy, Inc. is the acronym
of our company the first private independent power producer in Mindanao duly accredited
by the Department of Energy.
Minergy, Inc. was started operating with three(3 ) units Sulzer diesel engine having an
electrical output of 6.3 MW each engine. Because of our commitment to the customer, to
provide electricity that conforms to their requirement and is also a mandate of the
demand, Minergy, Inc. had put up an additional of two(2) units Wartsila diesel engine
with 13.7 MW electrical capacity each engine. The plant was fully commercialized in
operation last January 25, 2012. And we believe this additional power mean significant
answer in improving power industry in Mindanao.
1
The total cost of the project which include mobilization cost, auxiliary equipment,
installation cost and consultancy is seven hundred seventy million pesos (Php
770,000,000). The cost is very low comparing to the rate of $1,000 per Kw because the
company is buying second hand equipment.
Minergy, Inc. is operating in load following or peaking load mode meaning it will only
operate when there is shortage of power in the Mindanao grid specially during peak
load interval. Load forecast is scheduled by our sole customer Cagayan Electric Power
and Light Company a power distribution utility.
Minergy, Inc. power plant is located within the City proper of Cagayande Oro in
Baranggay Tablon. It is with in the industrialized zone and from the heart of Cagayan
de Oro it is about 15 kilometers away going to Butuan City.
2
Chapter 2 Importance and Limitation
II.I Objective of the Report
The objective of this report is to document concepts, strategies, formulas, standards,
method and references relating to the design, installation, operation and maintenance of
our new diesel power plant. To also include the expertise of some private practioners that
was involved in the project, the contructors, minergy project monitoring team and most
specially the consultant that was trained by Wartsila.
II.II Significance of the Report
The report demonstates the value of our commiment to up hold professional excellence.
Second, it may served as a vital reference for the new comers in diesel power. And it could
also be a relevant guide to the students.
II.III Scope and limitation of the report
Ideas pertaining to this report limits only in the design, installations, operation and
maintenance of two(2) 13.7MW Wartsila 16V46 including the treament auxiliaries which
are necessary in operating a diesel power plant. It could also be a useful guide beyond our
concern of interest the study of geoanalytical analysis of subsurface condition of soil.
Chapter 3 Proposed Design, Installation, Operation and Maintenance of 13.7MW
Wartsila 16V46 Diesel Power Plant to include all Mechanical Component
To Complete the System for Mindanao Energy Systems, Inc., Tablon,
Cagayan de Oro City.
3
III.I Design and Specification of 13.7 MW 16V46 Wartsila Engine;
The expansion project has a total output of 27.4 MW consist of two(2) units 13.7 MW
16V46 Wartsila engine. Engine main and operational data are as follow;
III.Ia Engine Technical Data;
Engine Speed, RPM : 514
Cylider Bore, mm : 460
Stroke, mm : 580
Firing Pressure(max.), bar : 180
Mean effective pressure, bar : 21.9
Charge air pressure, bar : 2.8
Mean piston speed, m/sec : 9.9
III.Ib Engine Operating data;
Fuel oil nominal pressure before injection pumps, bar : 7
Fuel oil alarm pressure before injection pumps, bar : 4
Fuel oil temperature before injection pumps(max), °C : 130
Fuel oil viscosity before injection pumps(max) cSt : 12
Lube oil nominal pressure before engine, bar : 4
Lube oil alarm pressure before engine, bar : 3
Lube oil pressure engine stop, bar : 2
Lube oil nominal temperature before engine, °C : 63
Lube oil alarm temperature before engine, °C : 80
H.T. cooling water nominal pressure before engine, bar : 3.2
H.T. cooling water alarm pressure before engine, bar : 2
H.T. cooling water maximum pressure before engine, bar : 4
H.T. cooling water temperature before engine, °C : 78
4
H.T. cooling water nominal temperatur after jacket , °C : 83
L.T. cooling water nominal pressure before engine, bar : 3.2
L.T. cooling water alarm pressure before engine, bar : 2
L.T. cooling water maximum pressure before engine, bar : 4
L.T. cooling water nominal temperature before engine, °C : 32
L.T. cooling water maximum temperature before engine, °C : 38
Starting air nominal pressure, bar : 30
Starting air alarm pressure, bar : 18
Starting air comsumption per start, mᶟ : 7.8
Tolerance:
At an ambient temperature of 25°C and 100 % load, temperature is + - 10°C
III.II Heat Balance and Computations of Wartsila Engine;
Computations refer from the specication of low temperature(L.T.) turbo air cooler, high
temperature(H.T.) jacket water cooler and lube oil(L.O.) cooler in the template: 31%
exhaust gases and 5% losses taken from Wartsila manual.
5
III.IIa Determine heat rejected in turbo air cooler, 𝑸𝒍𝒕 in W;
𝑄𝑙𝑡 = AU∆tm where : A = 65.50 m² plates total area
U = 899 W/m² - ⁰C heat transfer coefficient
from Alfa Laval Manual
∆tm = logarithmic mean temperature
Determine logarithmic mean temperature, ∆tm in ⁰C;
∆tm = (t₄ - t₂) – (t₃ - t₁) / ln ((t₄ - t₂)/ (t₃ - t₁)) ; taken from page 531
where : t₄ = 46.1 ⁰C inlet LT water temp. Thermodynamics by V.M. Faires
t₂ = 38.7 ⁰C outlet raw water temp. and C. M. Simmang
t₃ = 38.0 ⁰C outlet LT water temp.
t₁ = 32.0 ⁰C inlet raw water temp.
∆tm = (46.1 – 38.7) – (38.0 – 32.0) / ln ((46.1 – 38.7)/(38.0 – 32.0))
∆tm = 7.4 – 6.0 / ln (7.4/6.0)
∆tm = 1.4 / ln 1.23
∆tm = 6.763 ⁰C
therefore:
𝑄𝑙𝑡 = 65.5 × 899 × 6.763 m² (W/m² - ⁰C ) ⁰C
𝑄𝑙𝑡 = 398,236 W or 398.236 KW
Percentage heat rejected;
% = Q/engine output × 100% where: engine output = 13,700 KW
% = 398.236/13700
% = 2.9
III.IIb Determine heat rejected in the engine jacket water, 𝑸𝒉𝒕 in KW;
𝑄ℎ𝑡 = AU∆tm where : A = 24.5 m² plates total area
6
∆tm = (t₄ - t₂) – (t₃ - t₁) / ln ((t₄ - t₂)/ (t₃ - t₁))
where : t₄ = 91.0 ⁰C inlet HT water temp.
t₂= 51.7 ⁰C outlet raw water temp.
t₃ = 75.4 ⁰C outlet HT water temp.
∆tm = (91.0 – 51.7) – (75.4 – 38.7) / ln ((91.0 – 51.7)/(75.4 – 38.7))
∆tm = 39.3 – 36.7 / ln (39.3/36.7)
∆tm = 2.6 / ln 1.07
∆tm = 38.43 ⁰C
therefore:
𝑄ℎ𝑡 = 24.5 × 899 × 38.43 m² (W/m² - ⁰C ) ⁰C
𝑄ℎ𝑡 = 846,400 W or 846.40 KW
% = Q/engine output × 100%
% = 846.40/13700
% = 6.18
III.IIc Determine heat rejected in lubrication oil due friction, 𝑸𝒍𝒐 in KW;
𝑄𝑙𝑜 = AU∆tm where : A = 97.34 m² plates total area
∆tm = (t₄- t₂) – (t₃ - t₁) / ln ((t₄ - t₂)/ (t₃ - t₁ ))
where : t₄ = 73.7 ⁰C inlet lube oil temp.
7
t₂ = 49.9 ⁰C outlet LT water temp.
t₃ = 63.0 ⁰C outlet lube oil temp.
t₁ = 46.0 ⁰C inlet LT water temp.
∆tm = (73.7 – 49.9) – (63.0 – 46.0) / ln ((73.7 – 49.9)/(63.0 – 46.0))
∆tm = 23.8 – 17.0 / ln (23.8/17.0)
∆tm = 6.8 / ln 1.4
∆tm = 20.21 ⁰C
therefore:
𝑄𝑙𝑜 = 97.34 × 899 × 20.21 m² (W/m² - ⁰C ) ⁰C
𝑄𝑙𝑜 = 1,768,550 W or 1,768.550 KW
% = 𝑄/engine output × 100%
% = 1,768.550/13700
% = 12.9
III.IId Solving engine thermal efficiency using actual fuel rate = 0.219 liters/𝑲𝑾𝒉 ;
thermal eff = 𝐾𝑊ℎ/𝑄𝑓 where: 𝑄𝑓 = 𝑤𝑓 × 𝐻𝑉
heat rate = 𝑄𝑓/𝐾𝑊ℎ 𝐻𝑉 = heating value of fuel from Shell
fuel rate = 𝑤𝑓/𝐾𝑊ℎ 𝐻𝑉 = 37,620.72 BTU/liter
Simplefy the equation; 𝑤𝑓 = mass flow, liters/sec
𝐾𝑊ℎ = 𝑤𝑓/fuel rate ; use this equation to heat rate
therefore;
heat rate = 𝑄𝑓/(𝑤𝑓/fuel rate)
heat rate = 𝑤𝑓 × 𝐻𝑉/(𝑤𝑓/fuel rate)
heat rate = 𝐻𝑉 × fuel rate
heat rate = 37,620.72 × 0.219 (BTU/liter) (liter/𝐾𝑊ℎ)
heat rate = 8,238.94 BTU/𝐾𝑊ℎ
8
Solving for thermal eff: a reciprocal of heat rate
thermal eff = 1/heat rate ; where: KWh = 3,412.2 BTU
thermal eff = 1/8,238.94
thermal eff = 0.000121375 𝐾𝑊ℎ/BTU × 3,412.2 BTU/𝐾𝑊ℎ
thermal eff = 0.4141 × 100%
thermal eff = 41.41 % almost the same in the figure above on the energy balance.
III.III Project Site Preparation and Soil Investigation;
A project implementation is usually prepared and started by plant lay outing to make sure
space is properly assigned. Follows the clearing of vegetation, construction of road
to have accessibility for the mobilization of the equipment in the site and lastly, the
removal of the soil surface which is usually treated as contaminated materials. Since
construction is site specific, it is very important to investigate the subsurface conditions
which often influenced the design of the project as well as its foundation. The uncertainty
in the design is particularly a big problem in geotechnical engineering. To determine it,
makes foundation design suitable to the area of interest. Physical exploration and
investigation of the ground by means of bore holes gives appropriate data needed for
the specific determined soil mitigation.
Geotechnical engineering is the study of ground soil analysis. In the project of 27.4 MW
Wartsila Diesel Power Plant this study is applied and conducted soil penetration test which
derived soil jet grouting in order to place the load to the depth where the soil description
is stable in terms of bearing capacity . Refer from the Field Log of Bore holes attached,
explains the making of the decision which was conducted by Peter Ground Improvement,
Inc. a foundation engineering and specialty contractors. The average total depth of the
boreholes in which there are traces of sandy and gravel description of soil is twenty one
(21) meters. Since it very deep the mitigation is jet grouting of concrete material with
9
reinforce bar of twenty three(23) mm diameter. Second purpose is to make sure that the
adjacent plant nearby will not be affected during construction. Most specially if the
adjacent plant is a power generating unit, their alignment between the generator and the
engine where taken into consideration. And also other delicate equipment alignment such
as high speed turbo charger. Finally, to ensure guaranteed safety in the establishments
nearby avoid huge intensity of vibration during construction such as hammering of pile
grout.
III.IV Field Log of Borehole and Soil Penetration Test Specific;
In soil penetration test the hammer weight should be 63.5 kgs. and the spoon length is
0.46m to 0.76m long. The dropping height of the hammer should be 0.75m. The number of
blows between thirty(30) to fifty(50) per foot characterized a compact dense soil. More
than that number of blows per foot consider hard compact soil. Pls. refer chart on the
following page.
10
11
12
13
14
15
There are six(6) bore holes that was evaluated but illustrate only the first and the last hole.
16
We see the number of N- blows column and their equivalent depth and characteristics of
the soil.
III.V Design and Installation of Foundation;
The ground under the foundation block shall be made of compacted sand and gravel,
having good carrying capacity, thus preventing any portion of the foundation block
from tilting, slipping or sinking. Before the construction of foundation block, concreted
load distribution pad shall be made about 153mm thick to ensure load balance distribution
to the concentrated area of interest or to obtain the bearing area. The total equipment
and foundation weight is harmoniously set in this pad, other known as wall footing.
And this footing is reinforced under by twelve(12) structures of jet grouting pile so
arrange in two(2) column equally distanced. Jet grouting pile depth is about twenty
one(21) meters long as discussed in the site preparation and soil investigation chapter.
The reinforce bar of the jet grouting pile of twenty three(23)mm diameter is extended
above the distribution pad long enough to hold or connect to the reinforce bars of the
foundation structure.
III.VI Foundation Design and Load Computations;
Total weight of the equipment, 𝑊𝑒 𝑖𝑛 kgs
𝑊𝑒 = 355,000 kgs
Determine the dynamic weight of the foundation, 𝑊𝑑 𝑖𝑛 kgs
𝑊𝑑 = 𝑒 × 𝑊𝑒 × √𝑁 ; the empirical formula from PSME CODE section 2.4.2.C.3.D
𝑊𝑑 = 0.11 × 355,000 × √500 kgs. where: 𝑒 = 0.11 from table 2.2 same section
𝑊𝑑 = 873,184 kgs 𝑁 = 500 rpm
Determine the foundation total weight, 𝑊𝑓 𝑖𝑛 kgs ;
𝑊𝑓 = 𝑊𝑑 + 𝑊𝑒
17
𝑊𝑓 = 873,184 + 355,000 kgs;
𝑊𝑓 = 1,228,184 kgs
Determine if the foundation weight is safe, X𝑓
Wf = X𝑓 𝑊𝑒 where: X𝑓 = multiplier variable, the value is
X𝑓 = Wf ÷ We from three (3) to five (5) taken
X𝑓 = 1,228,184 ÷ 355,000 from PSME CODE section 2.4.1.B
X𝑓 = 3.5 safe
Determine the total load acting against the jet pile, 𝑊𝑡 𝑖𝑛 kgs ;
𝑊𝑡 = 𝑊𝑒 + 𝑊𝑓
𝑊𝑡 = 355,000 + 1,228,184 kgs
𝑊𝑡 = 1,583,184 kgs
Determine the total area of the foundation, 𝐴𝑓 𝑖𝑛 m²
𝐴𝑓 = 𝑙 × 𝑤 where: 𝑙 = 17.325 m, length of the foundation
𝐴𝑓 = 17.325 × 4.8 𝑤 = 4.80 m, width of the foundation
𝐴𝑓 = 83.16 m²
Determine foundation normal stress to the area, 𝑃𝑛 𝑖𝑛 kgs/m²
𝑃𝑛 = 𝑊𝑡/𝐴𝑓
𝑃𝑛 = 1,583,184 / 83.16
𝑃𝑛 = 19,037.8 kgs/m²
Factor of safety from soil bearing pressure over the foundation normal stress, 𝐹𝑆 ;
𝐹𝑆 = 𝑃𝑠𝑏/𝑃𝑛 where: 𝑃𝑠𝑏 = Soil bearing pressure 𝑖𝑛 kgs/m²
𝐹𝑆 = 98,000/19,037.8 = 98,000 kgs/m² taken from page 105 table
𝐹𝑆 = 5.1 4-5 of Power Plant Engineering by F.T. Morse
bore hole shows sand and gravel.
III.VII Foundation Surface Preparation, Installation and Gen-Set Coupling Alignment;
Pre-surface preparation of the foundation and anchor bolt pockets cleaning, mechanical
18
chipping or similar methods should be made. A rough surface will aid adhesion. This is
done before loading the equipment to the foundation. A minimum of ten(10) days
before the equipment should be mounted to the foundation as standard from section
2.4.2.C.3.A of the PSME CODE. Observed foundation elevation for any sinking
movement that is occurring over period of time after the generating unit was placed,
maybe three(3) weeks without movement will proceed. Final surface preparation in
the equipment’s foundation requires a standard from the manufacturer’s point of view.
The surface in contact with the engine fixing rail bed and the generator must be
well leveled. The tolerance of the top surface should be plus or minus 0.50 mm
smoothness. The difficulty of achieving the result requires more time using traditional
set up which uses concrete grouting material to the anchor bolts in the pocket and
engine fixing rail bed seat. Quick dry grouting epoxy is applied in the 27.4 MW
Wartsila project for it is more advantageous than the concrete. It has flowage
characteristic meaning gradual self-leveling deformation, ability to withstand higher
shock load, can be used in much thinner cross section, exhibits negligible shrinkage and
extremely high compressive tensile strength in a short period of time. The epoxy
grouting materials typically consists of base resins and a hardener that are mixed at the
job site immediately before placement. Foundation surface preparation and anchor
bolt pocket to which epoxy grout is applied will be carefully cleaned, leaving
surface free from all foreign materials, oil, grease and etc. If unsound concrete is
encountered, it will be necessary to chip back to sound concrete. When foundation
surfaces and anchor bolt pockets are ready as per checklist standard, level the
engine fixing rail bed through jack bolts leaving the grout clearance thickness
which is 50.8 mm and anchor bolts should be properly in place in the pocket. After
grouting activities wait until 28 hrs. and inspection will be conducted for any
unfavorable observations. If none then proceed to anchor bolts tightening in three
phases, first is 170 Nm, second is 350Nm and last is the final torque of 700 Nm
per Wartsila manual specifications. But before doing the tightening be sure all the
19
jack bolts where loosen. The reason of phasing the tightening is to avoid thermal
shock on the bolt caused by friction when tighten. Attached are the specific of fixing rail
bed leveling and anchor bolts grouting activities as seen in the following pages.
III.VIII Engine Fixing Rail Bed Leveling Before Grouting Specific
20
III.IX Anchor Bolt Specific;
21
III.X Foundation Anchor Bolt Pocket Specific;
Front View
Side View
22
23
III.XI Scheduling Form Before Grouting Anchor Bolt;
III.XII Anchor Bolt Grouting Specific;
24
III.XIII Anchor Bolts Second Tightening Torque Schedule and Tightening Sequence;
Note: Torque is equal to 350 Nm.
25
III.XIV Anchor Bolts Final Tightening Torque Schedule and Tightening Sequence;
Note: Torque is equal to 700 Nm.
When the engine is properly set and the grout is already cured, it is the time to adjust
the 304 pieces of 24mm bolt head engine rubber plate to a final torque of 170 Nm per
26
manual specification. Each side has 152 pieces and is adjusted gradually half turn each run
per bolt synchronized to its opposite pair in the other side of the engine. Attached is the
procedural checklist as shown in the next page. These rubber plates absorbs the vibration
of the engine during operation. When finished it means the engine is well balanced and
ready for coupling alignment activity. Engine total weight sets in these rubber plates.
III.XV Engine Rubber Plate Specific;
27
III.XVI Coupling Axial, Angular and Lateral Alignment;
Coupling alignment between the engine and the generator must be done patiently with
accuracy, referring to the manual alignment should be within the tolerable range. The
tools needed in aligning the coupling is the dial indicator and hydraulic jack enough to
move a very heavy equipment. Since the engine side is properly fixed this our reference
point deriving parallelism and axial alignment. Manual serves us a guide in determining
bit offset parallel alignment. Facing the engine at flywheel coupling end with clockwise
rotation of the engine, generator coupling center is offset to the right of up to 0.25mm
from the center of the engine coupling as shown in the drawing below. And the
generator coupling center must be lower than the engine coupling center at a range of
1~1.5 mm.
III.XVII Coupling Alignment Specific;
28
Figure above is the final coupling alignment of Wartsila engine # 2 and the generator.
There is main reason why alignment is offset to the right, the generator and lower a little
bit from the engine. First the generator is slightly offset to the right, it is because the
engine is the driver and it rotates clockwise. In this manner the coupling bolts that
holds the driven equipment when the engine started to run, the bolt face and bolt hole
face in the driven side is already seated tightly without clearance in order to avoid
tearing the bolt hole in the driven side cause by tremendous load impact during starting.
And the driven is a little bit lower than the driver because this engine sets on the
rubber plate as stated above. This rubber plate has compressibility than metal plate,
giving allowance to engine side for compressibility of the plate. When elastical
flywheel coupling finally aligned, electrical personnel took exciter and rotor air gap
clearance to ensure generator is well balance and side play or thrust clearance free of
movement equal to 0.57mm. Generator bearing clearance is 0.22mm. Upon inspection if
the results are recommendable. Then take crankshaft deflection measurement and
29
prepare again epoxy grouting material to fixed the generator side. From the experiences,
we learned that the best time to schedule grouting activity would be during night time,
to slowly cure the grouting material. If the grouting fiber settles gradually it makes the
structure more stronger.
III.XVIII Exciter and Rotor Air Gap Clearance Specific;
Figure above is taken from ABB generator # 2.
30
III.XIX Crankshaft Deflection Measurement Specific;
The difference between two(2) diametrically opposed reading must not exceed 0.30 mm
and the difference between corresponding adjacent cranks reading must not exceed
0.15mm as per manufacturer’s standard. Figure taken from Wartsila engine # 2.
31
III.XX Design and Installation of Exhaust Gas Pipe, Charge Air Pipe and Bellows;
Generating unit should be installed in its final position before any external pipes are
connected. In the installation of exhaust gas bellows after the turbo charger make sure
to put protection cover on the upper flange of the bellows in order to keep debris and
welding sparks from falling into the turbine side of the turbo charger. Set first straightly the
flexible bellows and adjust it to its correct length, L using threaded stud bolt support long
enough connecting both flange end of the bellows with an adjusting nut after the flanges.
Please refer to the table 1-0. And finally install it to counter flange of the turbo charger.
III.XXI Flange Maximum Straightness Tolerances;
Check straightness of the flanges, not acceptable if over 2mm
III.XXII Exhaust Gas Bellows Axial, Angular and Lateral Tolerances;
32
Right way and allowed tolerances for exhaust gas bellows
Right way and allowed tolerances for exhaust gas bellows
33
III.XXIII Exhaust Gas Double Bellows Table;
N = Number of bolt holes Working pressure : 0.5 bars above atmospheric
Fa = Axial rate Test pressure : 1.5 bars above atmospheric
FL = Lateral rate Working temp. : max. 450 ̊C
K = Bolt hole diamemter Material : bellows & sleeves, AISI 321
III.XXIV Charge Air Bellows Axial, Angular and Lateral Tolerances;
Charge air rectangular bellows installation is exactly the same procedures in exhaust gas
bellows mounting. It only defers on the allowed clearances recommended. See illustration
drawing;
Check straightness of the flanges, not accepted if over 2mm.
34
L2 – L1 ≤ 5 L2 – L1 ≤ 2
Right way and allowed tolerances for charge air bellows
35
III.XXV Design, Installation and Operation of Fuel Oil System;
III.XXV.I Designed and Installation Instructions;
When working with the fuel oil system, always observed the utmost cleanliness. Pipes,
tanks and fuel treatment equipment such as pumps, filters, heaters and viscometers
should be carefully cleaned before put into use. Fuel piping system before final
installation to the complete fuel oil system will undergo chemical acid pickling process for
four(4) to five(5 ) hours using ten(10) percent hydrochloric acid and ten(10) percent
formalin inhibitor. Inhibitor is alkaline base solution, to control or retard the strength of
acid reaction to the pipe. The very purpose of this process is to clean out all welding sludge
inside the pipe during fabrication stage in which metal sludge is dangerous to piston
and cylinder mating contact and other mating parts inside the engine. After pickling
the pipeline should be rinse with neutralizing solution of ten(10) percent caustic soda
and fifty(50) grams of trisodiophospate per liter of water at 40 ⁰C to 50 ⁰C temperature
for twenty(20) minutes making sure acid reaction during pickling is stop. And then rinse it
with hot water in few minutes. When all the fuel treatment auxiliaries and pipes are in
placed or installed ready for operation before the final connection to the generating
engine oil flushing should be conducted using recommended flushing oil. If possible
pressure of the circulating flushing oil should be at least 1.5 times the working pressure to
ensure proper final cleaning along the system. The higher the pressure to cause turbulent
flow of the flushing medium the better. Before the flushing oil goes into the flushing tank,
it should be provided with filter easy to inspect for monitoring purposes. When starting
the oil flushing bigger mesh of the filter is used until it will become smaller if observed
foreign dirt is already fine. When the oil flushing is observed clean the final filter 30
microns mesh is installed for final circulation for couples of hour depending on the
appearance of the flushing oil filter. In the system where fuel final filter casing is
already installed during flushing, the 20 microns mesh filter will be inserted when flushing
filter before the flushing tank is observed clean as stated above for final oil flushing
36
circulation and it is also clean periodically same thing on the filter at end of the circulation
before the flushing tank. When the flushing oil is observed clean it is the time to connect
the fuel auxiliary system to the engine. The auxiliary boiler should be in function for heat
source of the flushing oil temperature as required per manual recommendation. Flushing
medium temperature equal to the operating temperature of the system is enough.
III.XXV.Ia Fuel Oil Purifier Unit;
Heavy Fuel Oil Purifier will purify fuel by centrifugal process meaning the denser the object
moves outward from the center of the bowl to separate from the fuel of lesser density.
The heavier object is thrown to the sealing water inside the bowl located in the
perimeter circumference of the bowl’s inside diameter. And lighter fuel oil remain in the
center of the bowl passing through a set of disks so design for filtering and collected by a
paring disc out from separator to the service tank ready for use.
37
Make : HFO Separator FOPX 613 Working Temperature : 85⁰C to 90 ⁰C
Capacity : 6,700 liters/hour Working Pressure : 2.0 bars
III.XXV.Ib Heavy Fuel Oil Separator Single Line Diagram;
38
III.XXV.Ic Heavy Fuel Oil and Light fuel Oil Feeder Pump Unit;
Heavy Fuel Oil Feeder Unit - 2 units Light Fuel Oil feeder Unit - 1 unit
Make : IMO ACG 045K5/ITBP Make : IMO ACG 045K5/IVBP
Capacity : 13,100 liters/hour Capacity : 12,400 liters/hour
Working Viscosity : 75 cSt Working Viscosity : 7 cSt
39
Working Pressure : 4.0 bars Working Pressure : 4.0 bars
III.XXV.Id Heavy Fuel Oil and Light fuel Oil Feeder Pump Single Line Diagram;
40
III.XXV.Ie Fuel Oil Conditioning Booster Unit;
Pump - 2-units Booster Unit
Make : IMO ACE 038N2/NTPB Make : AMB-C 15000 SS
Capacity : 9,310 liters/hour
41
Working Viscosity : 16 cSt
Working Pressure : 4.0 bars to 8.0 bars
III.XXV.If Fuel Conditioning Booster Single Line Diagram;
42
III.XXV.Ig Fuel Oil Duplex Final Filter Unit;
Make : Duplex Filter TYP 2.06.5.4.265.500
Capacity : 2 × 32 liters
Filter Fineness Nominal : 20 microns
Filter Fineness Maximum : 35 microns
Working Temperature : 150 ⁰C
Working Pressure Filter : 10 bars
Heating Temperature : 200 ⁰C
Heating Pressure : 14 bars
43
III.XXV.Ih Flexible Fuel Hose Installation Specific;
44
First to fastened is the engine side with high temperature resistance gasket in between
flanges. Tighten the fixed bolts in crosswise sequence until hand tight. And then connect
the free end of the isolating hose to external piping of the engine. The hose shall be bend
to 500 mm length as shown in the diagram. Anchor the pipe near the flange rigidly to
prevent bursting of hose cause by engine vibration. Most common cause of bursting is
poor clamping. Purpose of the hose is to isolate engine vibration to external pipe.
III.XXV.Ii Main Injection Valves and Pilot Injection Valves Unit;
45
The pressure gauge 1 on the instrument panel and a pressure sensor 2 connected to
the fuel oil supply line indicate the fuel oil pressure before the engine. The pressure
sensor 2 is fitted for remote indication and alarms. Leaking fuel oil from injection
system is collected in a leak fuel manifold 3 into the hot box and pump back to the
settling tank. Turning the pressure regulating valve 5 clockwise to achieve higher pressure
and counter-clockwise to lower. Pre-adjustment, raise the pressure in the fuel oil system
by closing the pressure regulating valve clockwise until booster pump pressure reaches 12
bar. Then finally adjust pressure regulating valve by opening counter-clockwise to level
of the operating pressure of fuel oil, 7.0 bar to 9.0 bar per WARTSILA MANUAL
recommendation in section 1.2.
III.XXV.Ij Retur Fuel Unit of Heavy Fuel Oil;
46
Return Pump
Make : IMO ACE 025 N2 NTBP
Type : Screw
Tank
Capacity : 250 liters
III.XXV.Ik Return Fuel Unit of Heavy Fuel Oil Single Line Diagram;
47
III.XXV.II Operation Instructions;
The engine is designed for continuous heavy fuel service. It can be started and stopped on
heavy fuel oil provided that the fuel is heated to the correct temperature and viscosity. For
medium speed engine as per recommendation taken from viscosity, temperature and type
of heavy fuel oil standard, the viscosity value will range from 10cSt to 12 cSt and the
temperature ranges from 110 ̊C to 130 ̊C. See attached table. This treatment occurred in
the fuel conditioning booster and includes pressure requirement with a range from
7 bars to 9 bars before the fuel injection valves. Fuel oil system starts from tank
farm and is conveyed by pumping into the settling tank where the first filtering is
occurred through settling process. It is heated 10 ̊C lesser than the flash point
temperature of Bunker C fuel to avoid ignition. The heavier density objects separate
from the fuel oil settling down to the bottom of the tank. From settling tank heavy fuel
oil is pump to the fuel oil purifier for purification by centrifugal process and goes through
the service tank where fuel is considered clean and ready for service. From the service
tank the fuel is pump to the fuel conditioning booster for treatment per former
discussions. The pressure of fuel is regulated here by installing a pressure regulating valve
at the end of the pipe fuel manifold of the fuel conditioning booster and before the
return fuel line going through the settling tank, it ranges from 3.0 bars to 4.0 bars. The
pressure can be adjusted by installing a by-pass line on the fuel manifold before the
pressure regulating valve with a valve connecting to the return line after the said regulating
valve. Passing to the fuel conditioning booster the fuel is then pump to the final filter and
up through the distribution pipe manifold of the fuel injection valve before per cylinders.
The fuel in the manifold is regulated again by putting a non-return regulating valve at the
end of the return line manifold after the fuel injection valves before going back to
the fuel conditioning unit as discussed in item number V.I.I. Excess fuel from the
injection valve will return to fuel conditioning unit’s de-aerator tank for the purpose of
aerating gaseous matter.
48
When the generating unit is scheduled for long stand-by be sure to stop the engine after
operation with a diesoline fuel to prevent fuel line from clogging. Bunker C fuel when cold
is very viscos and can cause hard starting of the engine. And from long stand-by make sure
to start up the engine with diesoline again allowing to build up working temperature of the
mating parts to avoid thermal shock. Gradual loading of the engine should be arranged
giving all moving parts to expand properly due to temperature increase. Pre-start up guide
lines, make sure tanks level are checked. Before running the fuel conditioning booster, air
run the engine with the indicator or test cock open for the purpose of relieving impurities
inside the combustion chamber. At least heavy fuel oil is heated 85 °C per experienced
in Sulzer standard. This could be applied because the engines are using the same bunker
C, on that temperature it satisfy the viscosity. Make sure engine control mechanism such
as pump rack lever is free moving. The best way to do this is fill up the pre-start up
checklist before running the engine.
III.XXV.IIa Viscosity-Temperature Diagram;
Viscosity and temperature diagram is used in determining appropriate viscosity and
temperature of a certain fuel oil to feed to the fuel injection pump of the generating unit.
Viscosity is a measurement of flowage of a certain fluid, derives from how long the fluid
will pass through the standard orifice area at a certain degree of temperature, in mm²/sec
or centistoke. Looking in the viscosity - temperature diagram the ordinate is the
measurement of viscosity and the abscissa is the measurement of degree temperature in
degree centigrade. In the fuel oil system viscometer is installed in the fuel conditioning
after the heater. The heating element is programmed at a temperature range
recommended for medium speed engine. And the viscometer operation is constantly
vibrating inside the pipeline in which the intensity of vibration is controlled by the fuel oil
having identified viscosity from heating passing through it. When the fuel oil is viscos it will
slow down the intensity of vibration and this vibration measurement is converted
49
electronically into centistoke unit. The diagonal line inside the abscissa and the ordinate
specify the type of fuel the generating unit is used. The following page is the Viscosity –
Temperature diagram used in determining fuel oil treatment before the main fuel injection
valve. For guidance sample below the chart is provided.
50
III.XXVI Design, Installation and Operation of Lubrication Oil System;
III.XXVI.I Design and Installation Instructions;
Utmost cleanliness should be observed when treating the lubricating oil system. Dirt, metal
particles and similar that may cause serious damage in the bearing should be eliminated.
When installing pipes or other details from the lubricating system extra procedural care
should be followed. The same thing should be done as discussed in the installation of
fuel oil system like chemical de-scaling and acid pickling. During installation all openings
should be cover with blank gasket or tapes. When all pipes and auxiliaries are installed
the same thing is done, oil flushing will be conducted before final connection to the
generating system. What makes the difference are the final filter mesh used and the
temperature requirement during flushing. Lubrication oil system needs 60 microns mesh
and 70 ⁰C temperature. The following pages illustrate the lubrication oil treatment
auxiliaries installation. In the installation process there are several critical issues to be
discussed per manufacturer’s manual criteria. Like, before any external connection of
piping system the engine and the generator must be aligned to its final position. All these
standards have their own specific purposes.
III.XXVI.Ia Lube Oil Pump Unit;
51
Make : IMO ACE 038 N2 IVBP
Type : Screw
Working Pressure : 16 bars
52
III.XXVI.Ib Lube Oil Pump Unit Single Line Diagram;
53
III.XXVI.Ic Built-in Pump;
Lubricating oil pump is a gear pump double helical rotors and it is driven by the gear
mechanism at the free end of the generating unit. It is equipped with a pressure regulating
valve to keep the oil pressure constant in the lubrication oil feed pipe under variable
conditions; pressure changes after feed pump, pressure increase changes in the coolers
and filters etc. during operation due dirt accumulation. Pump circulation capacity is
280,000 liters/hour and working pressure = 8.0 bar. David Brown brand.
54
III.XXVI.Id Pre-Lubrication Pump Unit;
*Pre-lube pump provides lubrication oil during start up since built in pump is not running.
Make : LEISTRIZ L2N G 106
55
Type : Screw
Working Pressure : 4.0 bars
III.XXVI.Ie Lube Oil Thermostatic Valve Mixing Application;
56
Make : 6BOCB-145/63-01-00-AA
Valve Opening Set Point Temperature : 63 °C
Nominal diameter for pipe connection : 200 mm
Mixing application is used to lubrication oil treatment system where mixing an oil
fluid of different temperature in the thermostatic valve, temperature from the valve is
being controlled. Oil fluid will start to mixed when the temperature reaches to 63 ⁰C. The
57
wax element which is very sensitive to temperature difference will expand at high
temperature and pushes the valve to open. When the temperature is lower than 63⁰C port
"C" is close and oil from port "B" will by-pass to port "A” until the temperature increases and
the valve will open.
III.XXVI.If Lube Oil Thermostatic Valve Verification Result;
58
59
Figure above is the actual calibration’s result of the wax element which was conducted by
Minergy, Inc. personnel. Taken from engine # 4 and # 5 respectively.
60
III.XXVI.Ig Lubrication Oil Cooler Unit;
Make : M15-FFM8 Alfa Laval
Design pressure : 6.0 bars
Plate material : AISI 316
Plate thickness : 0.50 mm
61
Heating surface : 97.34 m²
Lube oil inlet temperature : 73.7 ⁰C
Lube oil outlet temperature : 63.0 ⁰C
Water inlet temperature : 46.0 ⁰C
Water outlet temperature : 49.9 ⁰C
III.XXVI.Ih Lube Oil Cooler Design and Heat Rejection Computations;
Determine heat rejected in lubrication oil due friction, 𝑄 𝑖𝑛 KW;
𝑄 = 𝐴𝑈∆𝑡𝑚 where : A = 97.34 m² plates total area
𝑈 = 899 W/m² - ⁰C heat transfer coefficient
∆𝑡𝑚 = logarithmic mean temperature
Determine logarithmic mean temperature, ∆t𝑚 𝑖𝑛 ⁰C;
∆𝑡𝑚 = (𝑡₄ - 𝑡₂) – (𝑡₃ – 𝑡₁) / ln ((t₄ - t₂)/ (t₃ - t₁)) ; taken from page 531 Thermodynamics
where : 𝑡ₐᵢ ₄ = 73.7 ⁰C inlet lube oil temp. by V.M. Faires and C. M. Simmang
𝑡ₐₒ ₂ = 49.9 ⁰C outlet LT water temp.
𝑡ᵥₒ ₃ = 63.0 ⁰C outlet lube oil temp.
𝑡ᵥᵢ ₁= 46.0 ⁰C inlet LT water temp.
∆𝑡𝑚 = (73.7 – 49.9) – (63.0 – 46.0) / ln ((73.7 – 49.9)/(63.0 – 46.0))
∆𝑡𝑚 = 23.8 – 17.0 / ln (23.8/17.0)
∆𝑡𝑚 = 6.8 / ln 1.4
∆𝑡𝑚 = 20.21 ⁰C
therefore:
𝑄 = 97.34 × 899 × 20.21 m² (W/m² - ⁰C ) ⁰C
𝑄 = 1,768,550 W
62
III.XXVI.Ii Lubrication Oil Automatic Filter;
Working pressure : 8.0 bar Automatic filter nominal fineness : 20 microns
Working temperature : 60°C Automatic filter maximuml fineness: 35 microns
63
III.XXVI.Ij Lubrication Oil Indicating Duplex Final Filter;
Make : Duplex Filter TYP 2.05.5.420.750 Capacity : 2 × 126 mᶟ
64
Working pressure filter : 8.0 bar Working temperature : 60 ⁰C
Filter nominal fineness : 50 microns Heating temperature : 200 ⁰C
Filter maximum fineness : 60 microns Heating pressure : 14 bars
III.XXVI.Ik Lubrication Oil Centrifugal Filter;
The engine is provided with a centrifugal by-pass filter as complement to the main filter.
The very purpose of this is to indicate the quality of lubrication oil. The filter comprises a
housing containing a hardened steel spindle on which a dynamically balanced rotor is free
to rotate. The oil flows through the housing, up to the central spindle 2 into the rotor. The
65
rotor has two compartment, the cleaning and the driving chamber. The oil flows from the
central tube 13 into the upper part of the rotor subject to high centrifugal force and dirt is
thrown to the walls of the rotor. And the flow of clean oil through the nozzles provides a
driving torque to the rotor.
III.XXVI.I𝒍 Lubrication Oil Purifier;
Make : LFO separator LOPX 710 Working temperature : 80⁰C to 90 ⁰C
Capacity : 4,200 liters/hour Working pressure : 2.0 bars
66
III.XXVI.Im Lubrication Oil Purifier Single Line Diagram;
67
III.XXVI.II Operation Instructions;
The engine is lubricated by wet sump oil system where the oil is mainly treated outside the
engine by continuous purification and filtering. The main function for the oil lubrication
are preventing metal to metal contact at the bearing surface, heat transfer cause by
friction and cleaning. Various auxiliary devices guarantee that oil lubrication is first rate in
all circumstances. The built-in oil pump takes suction from the wet sump and discharge it
under pressure through a pressure regulating valve to the LO cooler, regulated oil pressure
range is 4~8 bars. On the discharge side of the cooler there is a mixing type thermostatic
valve which control the oil flow to the cooler. The oil will by-pass the oil cooler if the
temperature drops below the set point of the thermostatic valve which is equivalent to
63 ̊C. After the cooler the oil will pass through the automatic fine filter and indicating filter
or final filter to the distributing pipe of the engine. After coming to the distributing pipe
at the bottom of the oil sump the oil circuit will up through the hydraulic jacks going to the
main bearings of the engine, through the crank shaft and to the connecting rod
bearings. After the connecting rod bearings oil circuit continue to flow up through the
connecting rod going to the gudgeon pin bearings. And is led to the piston through a
bored passages in the gudgeon pin and the skirt through the special nozzles to the
cylinder liner forming an oil film between the piston and the cylinder liner surfaces.
From the cylinder liner oil gets back to the oil sump.
When starting up the engine make sure pre-lubrication pump is running. Check the
pressure if conform s to 4.0 bar and also other parameters standard. Start the engine and
wait until lube oil temperature reaches to 40°C for loading instruction of the engine.
III.XXVII Design, Installation and Operation of Jacket Water Cooling System;
III.XXVII.I Design and Installation instructions;
68
The engine is cooled in two(2) systems namely the high temperature circuit (H.T.) and the
low temperature(L.T.) circuit. In the installation of piping system after the fabrication
activity the cleaning of inside pipe through acid picking is not a requirement. Before
connection to the engine make sure the whole system will be flushed with water.
Observed the pipe discharge line if the flow is already clean. The H.T. and L.T tanks
should be located above the engine height with the specific requirement of 0.7 ~1.5 bar
static pressure for H.T. and L.T. intake line below before H.T. and L.T. pumps. The
same with other treatment auxiliaries the system is connected to the engine using
expansion bellows to isolate piping system from engine vibration.
Computation of height for Static Pressure = 0.8 bar within 0.7~1.5 bar
𝑃=ῤɡℎ where: ῤ = density of water
𝑃= 1,000 × 9.81× ℎ ῤ = 1,000 mᶟ/kg
ℎ = 𝑃/1,000× 9.81 N/ (mᶟ/kg)(m²/sec) 𝑔 = 9.81 m²/sec
ℎ= 100,000/9,810
ℎ = 8.2 m
In the installation of thermostatic valve it should be properly aligned to the pipe. The
connection is different from the L.O. thermostatic valve, the intake is only one(1) port at A
and two(2) discharge ports at B and C. It is exactly opposite to L.O. line. This will be explain
later in item III.XXVII.Ib. To check the alignment make sure before tightening, all fixed bolts
are free to move. Avoid forced alignment using chain block because thermostatic valve is
easily broken. It is made of cast iron.
III.XXVII.Ia L.T. and H.T. Expansion Tank;
69
H.T. and L.T. capacity : 1,000 liter
Medium filled : soft wate
70
III.XXVII.Ib L.T. and H.T. Thermostatic Valve Unit;
Diverting application is used in H.T. and L.T. cooling water system where the temperature
of the cooling medium coming from the engine goes into the thermostatic valve and
it is being controlled. The wax element which is very sensitive to temperature will expand
71
and pushes the valve to open. It will start opening at 78 ̊C for HT cooler and 27 ̊C
for LT cooler as per actual instrumentation evaluation, pls. see attached copy. For HT
system when the temperature of the cooling water is lower than 78 ̊ C the fluid will by-
pass to port “B” back to the engine until valve opens at high temperature and the water
temperature needs for treatment to the HT cooler. The same thing will happen to L.T.
cooling system.
III.XXVII.Ic L.T. and H.T. Thermostatic Valve Verification Result;
72
73
III.XXVII.Id L.T. Turbo Air Cooler Unit;
74
III.XXVII.Ie L.T. Cooler Design and Heat Rejection Computations;
Determine heat rejected in , 𝑄𝑙𝑡 𝑖𝑛 W;
𝑄𝑙𝑡 = 𝐴𝑈∆𝑡𝑚 where : A = 65.50 m² plates total area
∆tm = (t₄ - t₂) – (t₃ - t₁) / ln ((t₄ - t₂)/ (t₃ - t₁)) ; taken from page 531 Thermodynamics
where : t₄ = 46.1 ⁰C inlet LT water temp. by V.M. Faires and C. M. Simmang
t₂ = 38.7 ⁰C outlet raw water temp.
t₃ = 38.0 ⁰C outlet LT water temp.
∆𝑡𝑚 = (46.1 – 38.7) – (38.0 – 32.0) / ln ((46.1 – 38.7)/(38.0 – 32.0))
∆𝑡𝑚 = 7.4 – 6.0 / ln (7.4/6.0)
∆𝑡𝑚 = 1.4 / ln 1.23
∆𝑡𝑚 = 6.763 ⁰C
therefore:
𝑄𝑙𝑡 = 65.5 × 899 × 6.763 m² (W/m² - ⁰C ) ⁰C
𝑄𝑙𝑡 = 398,236 W
Make : AK20-FM Alfa Laval
Soft water Inlet temperature : 46.1 ⁰C
Soft water outlet temperature : 38.0 ⁰C
Raw water Inlet temperature : 32.0 ⁰C
75
Raw water outlet temperature : 38.7 ⁰C
Maximum temperature : 95.0 °C
III.XXVII.If H.T. Jacket Water Cooler Unit;
76
III.XXVII.Ig H.T. Cooler Design and Heat Rejection Computations;
Determine heat rejected in the engine jacket water, 𝑄 𝑖𝑛 KW;
𝑄ℎ𝑡 = 𝐴𝑈𝑡𝑚 where : A = 24.5 m² plates total area
𝑈 = 899 W/m² - ⁰C heat transfer coefficient
∆tm = (t₄ - t₂) – (t₃ - t₁) / ln ((t₄ - t₂)/ (t₃ - t₁)) ;
where : t₄ = 91.0 ⁰C inlet HT water temp.
t₂ = 51.7 ⁰C outlet raw water temp.
t₃ = 75.4 ⁰C outlet HT water temp.
∆𝑡𝑚 = (91.0 – 51.7) – (75.4 – 38.7) / ln ((91.0 – 51.7)/(75.4 – 38.7))
∆𝑡𝑚 = 39.3 – 36.7 / ln (39.3/36.7)
∆𝑡𝑚 = 2.6 / ln 1.07
∆𝑡𝑚 = 38.43 ⁰C
therefore:
𝑄ℎ𝑡 = 24.5 × 899 × 38.43 m² (W/m² - ⁰C ) ⁰C
𝑄ℎ𝑡 = 846,400 W
Make : AK20-FM Alfa Laval
Soft water inlet temperature : 91.0 ⁰C
Soft water outlet temperature : 75.4 ⁰C
Raw water inlet temperature : 38.7 ⁰C
77
Raw water outlet temperature : 51.7 ⁰C
Maximum temperature : 95.0 °C
III.XXVII.Ih Jacket Cooling Water Preheating Unit;
Working pressure maximum : 6.0 bar
78
Working temperature maximum : 95 °C
Heating capacity : 81 KW
Capacity : 66.0 liters
III.XXVII.II Operation Instructions;
The engine is cooled by close circuit fresh water system, divided into high temperature
circuit (HT) and the low temperature circuit (LT). Fresh water indicates treated soft water.
The HT-circuit cools the cylinders, cylinder heads, charge air and turbo chargers. From the
built in pump water flows under pressure to the distributing duct which is cast in the
engine block. From the distributing ducts, the water flows through the cooling water bores
in the cylinder liners and continues to cylinder heads. In the cylinder head water is force by
the intermediate deck to flow along the flame plate, around the valves to the exhaust valve
seats and up along the fuel injector sleeve. From the cylinder head assembly waters flows
out through a connection piece pipe to the collecting pipe. Parallel to the flow of water to
the cylinders, part of the water flows through the turbocharger. Both cooling water coming
out from the cylinder heads and turbo charger will goes to the air vent compartment. Part
of water coming in the air vent compartment flows to the HT expansion tank for venting
purposes, to avoid pressure build-up in the HT cooling system cause by expansion of water
due to heat absorption. And large fraction of this cooling water circulates to charge air
cooler then to system outside the engine for treatment. Discharge water from the engine
pass through the diverting type thermostatic valve. If the temperature of the cooling
water is low it will be diverted without temperature treatment to the cooler, thermostatic
valve port to the cooler is set to 80 ̊C. On the discharge side of the HT cooler the circuit
returns back to the built-in pump. And the fraction of water up through the expansion
tank is connected to the treatment circuit before the built-in pump. During start up of
engine wait until jacket water reaches to 70 °C, the engine can be loaded.
The low temperature circuit(LT) cools the charge air and the lube oil. Fresh water from the
79
built-in pump flows under pressure through the second stage of the charge air cooler then
to the outside circuit of the engine which is the lube oil cooler. It continues to the diverting
type thermostatic valve which by-pass if the cooling water temperature is low without
temperature treatment to the cooler. Discharge side of the LT cooler returns back to the
built-in pump. The same with the HT system, a fraction of the LT cooling water after the
charge air cooler will pass through a vent compartment and goes up to the LT expansion
tank for the purpose same as stated in the HT circuit.
III.XXVIII Design, Installation, and Operation of Starting Air System;
III.XXVIII.I Design and Installation Instructions;
Like any other treatment auxiliaries piping installation of air system should be clean
thoroughly which needs acid pickling process. Because this medium will get inside the
combustion chamber like fuel and lube oil engaged on mating parts that are moving.
The air compressor equipment and the compressor tank should be installed and aligned
first before piping installation. Take note, a non return check valve should be properly
inspected if functioning good. Air tank should have a relief valve as per PSME Code
standard on pressure vessel which is 3% to 5% above the maximum working pressure.
Piping line is connected to the engine using flexible hose to isolate from vibration.
Design and computations on factor of safety:
𝑃 = (TS × t × E)/R × FS where: TS = ultimate tensile stress, N/mm²
FS = (TS × t × E)/RP TS = 482,500 kPa for mild steel.
FS = (482.5 × 15 × .7)/(560 × 3) From Design of Machine Members
FS = 3.1 by Doughtie and Vallance page 94
a factor of 2 to 3 for heavy shock load.
From PSME Code section 7.5.a.1 %
for double butt weld is 70%.
80
III.XXVIII.Ia Air Compressor Vessel;
81
III.XXVIII.Ib Starting air Compressor Flexible Hose;
82
III.XX.VIII.II Operations Instructions;
The engine is started with compressed air having a maximum pressure of thirty(30) bars
and minimum pressure required is fifteen(15) bars. A pressure gauge mounted on the
instrument panel indicates the pressure before the main starting valve. The inlet air pipe
from the starting air tank is provided with a non-return valve and the blow off valve
installed before the main starting valve or right after the non-return valve. The main
starting valve and slow turning valve are operated pneumatically via solenoid control
valves and by pushing the start button on the local instrument panel or by activating
solenoids from remote control. The slow turning valve is automatically activated for
two(2) revolutions if engine has been stopped for more than thirty(30) minutes. In slow
turning air will go to the slow turning valve through the pressure control valve, a non-
return valve in the slow turning line prevents from leaking out during the main start.
The shut-off valve prevents air from leaking out during slow turning. When the main
starting valve opens the air can go partly through the flame arrestors to the starting valve
on the cylinder head. Part of the air goes through the starting air distributor to open the
starting valve s on the cylinder head. The starting air distributor controls the opening time
and sequence of the starting valves. Blocking valve on turning gear are precautions to
prevent the engine from starting when turning gear is engaged.
III.XXIX Raw Water Line and Cooling Towers;
Raw water line is the external cooling water that cools the L.T. cooler and the H.T. cooler.
From the cooling tower basin cooled raw water flows to the strainer before it is pump to
The coolers. It passes through the L.T. cooler and then to the H.T. and going back to the
cooling tower distribution pipe wherein cooling process is occurred. Total heat absorb by
the raw water is equal to heat from L.T. and H.T. coming from the internal of the engine as
computed above in section III.XXVII.Ie and IIIXXVII.If, 𝑄𝑐𝑡 = 1,244,636 W.
83
Cooling Tower Specification by Wartsila
Engineering Item: Stand By Generator of Wartsila Vasa 2x16V46 Gen set
Project: Circularity FRP Cooling Tower.
Quantity: 2 Sets
Item Description Specification Remark
1. Type Revise flow of high temperature proof
2. Flow Rate 500 mᵌ /hr
3 Water inlet Temperature 55°C
4. Water out Temperature 32°C
5. Wet Bulb Temperature 29°C
6. Water Splash Rate 0.02 %
7. Noise 85 db (A) 1 M distance
8. Load of Wind 60 m / Sec
9. Power 400 V x 3 x 60 Hz
III.XXIX.Ia Cooling Tower Basic Mass Balance;
Make up rate = Evaporation rate + Windage rate + Blow down rate
84
M = make up rate, kg/sec
E = evaporation rate, kg/sec
W = windage rate, kg/sec
B = blow down rate, kg/sec
E = mcpΔt/HV where: m = 107 kg/sec
E = (107 × 4.184 × 19.7)/2260 cp = 4.184 KJ/kg-°C
E = 3.9 kg/sec Δt = 51.7 – 32 °C
HV = latent heat vaporization, KJ/kg
W=%W×m HV = 2260 KJ/kg
W = 0.002 × 107 % W = 0.2% ave
W = 0.214 kg/sec . C = cycle of concentration
C = 4 cycles actual from the plant.
C = M/(B + W)
M = C(B + W)
M = (4 × B) + (4 × 0.214)
M = 4B + 0.86
From eqn above;
M = E + W + B, substitute the value of M
4B + 0.86 = E + W + B
4B - B = 3.9 + 0.214 -0.86
3B = 3.254
B = 3.254/3
B = 1.085 kg/sec
Therefore;
M =E+W+B
M = 3.9 + 0.214 + 1.085
M = 5.198 kg/sec
85
III.XXX Design, Installation and Operation of Waste Heat Recovery Boiler;
III.XXX Design and Installation Instructions Waste Heat Recovery Boiler;
Waste heat recovery boiler is installed for the purpose of heating the bunker fuel and the
lubrication oil in the purification process. Looking through the steam heating system single
line diagram steam flows to the booster unit and in parallel connection to lubrication oil
purifier, HFO safety filter, HFO oil purifier, HFO buffer or service tank and settling tank.
As discussed above in fuel oil and lubrication oil system, heat treatment is necessary to
attain correct purification temperature and in the booster unit it conditions the required
viscosity of the fuel to the injection valve. After the heating element valves, strainer and
steam trap set up should be installed for maintenance and operation purposes as shown in
the diagram below. The same installation set up in the by pass line. Steam trap is used
to save steam and to make sure condensate should be taken out in the heat exchanger.
The presence of condensate in the steam line is dangerous, it will cause water hammer.
III.XXX.Ia Pipe Trapping Valves Specific;
86
III.XXX.Ib Waste Heat Recovery Boiler Specific;
87
88
Computations of boiler heat energy in KW:
Rated working pressure, P = 8.0 bar
Rated steam temperature, T = 175 °C
Rated steam capacity, m = 1,500 kg/hr
Water temperature, T = 20°C
From steam tables; @ 8.0 bar saturated steam temperature is equal to 170.43 °C;
Since boiler design has no super heater tubes, assumed saturated steam.
therefore:
ℎ𝑔 = 2769.1 KJ/kg @20°C ℎ𝑓 = 83.96 KJ/kg
solving for 𝑄 𝑖𝑛 KW:
𝑄 = m (ℎ𝑔 - ℎ𝑓) where: m = (1,500 kg/hr) × (hr/3600 sec)
𝑄 = 0.416(2769.1-83.96) m = 0.416 kg/sec
𝑄 = 1,117 KW
Percentage heat utilized from smokestack;
% = 1,117/13700
% = 8.1
III.XXX.II Operation Instructions;
The most important parameters to inspect before starting up the boiler are the water
drum level, by pass damper to be normally open to avoid abrupt heating of boiler tubes
and the main damper valve is normally closed. The same in the engine it should be
gradually heated until working temperature and working pressure are attained. Make sure
test cock is tested. Before loading all the heating element conduct condensate blowing
along steam line and blow down water drum to check for any sludge deposit. When
everything is normal finally adjust the main dumper to its operating position.
89
III.XXXI Periodic Maintenance of Engines and Auxiliaries;
Mindanao Energy Systems, Inc. has formulated its own documented periodic maintenance
schedule in accordance with the Manufacturer’s standard. So arrange in order to be user’s
friendly. Maintenance activities are also very critical job in the power plant industry. We
could just relate how huge the energy output the machine handles. That is why checklist is
very important and a requisites in every details of the work that the mechanic do during
periodic maintenance. And in so doing it promotes safety not only on the machine but as
will as the workers. Checklist is also design for traceability, one way of accounting the
technical knowledge of the worker. Below are details of the periodic maintenance
checklist. They are compose of four(4) main checklists which are to specify; the 3,000 PMS,
6,000 PMS, 9,000 PMS and the 12,000 PMS. Each of these checklists are also supported
with the very detailed checklists as provided below. Electrical activities are included in the
main checklist but the detail checklists are not included.
III.XXXI.I 3,000 Running Hours Preventive Maintenance Activity;
MINDANAO ENERGY SYSTEM, INC.
Tablon, Cagayan de Oro City FM-MMD-53 RO
3,000 PMS CHECKLIST FOR WARTSILA ENGINE NO. __ AND ITS AUXILIARIES
Engine Number:____________ WorK Order No:____________
Running Hours:_____________ Date: ____________________
ITEM ACTIVITIES
A. MECHANICAL
I CRANKSHAFT
1.1 * Measure crankshaft deflection at hot and cold conditions. Pls. refer to FM-
90
MMD-55 RO checklist.
II MAIN BEARINGS
2.1 * Visual inspection of main bearing nos. 1-9 for any sign of abnormality.
2.2 * Check main bearing studs & lateral studs/nuts by visual counting of threads and
compare with others or try to check loosening direction using tommy.
III CONNECTING ROD
3.1 * Visual inspection of connecting rod bearings for any sign of abnormality.
3.2 * Check studs & nuts by visual counting of threads and compare with others or try
to check loosening direction using tommy.
3.3 * Visual inspection of connecting rod shim between upper and lower part of
connecting rod for unbalance metal to metal contact.
IV PISTON & CYLINDER LINERS
4.1 * Visual inspection of skirts and liner running surfaces from the crankcase for any
sign of abnormality.
4.2 * Inspection for cooling water leak from cylinder heads.
V CYLINDER HEADS
5.1 * Visual inspection of valve gear bushes, pins, springs, lock-rings and rocker arms.
5.2 * Check tightness of studs/nuts for exhaust valve, starting valve, safety valve,
injector and valve gear body. Pls. refer to FM-MMD-56 RO and FM-MMD-59 RO
checklist.
5.3 * Check intake and exhaust valve tappet clearances. Pls. refer to FM-MMD-57 RO
checklist.
5.4 * Clean and check valve spring cage for any sign of abnormality.
VI CAMSHAFT
6.1 * Visual inspection of cams and cam case for any sign of abnormality such as metal
chips.
6.2 * Visual inspection of contact faces and tappet rollers.
6.3 * Visual inspection of camshaft bearing for any sign of abnormality.
VII TURBOCHARGER
7.1 * Inspect and clean turbocharger filter.
91
VIII FUEL INJECTION PUMPS AND FUEL INJECTOR VALVES
8.1 * Pull-out main injection valves and replace with reconditioned spares. Pls. refer to
FM-MMD-73 RO checklist.
8.2 * Clean and check freedom of movement of fuel injection pump regulating linkage.
8.3 * Check for fuel leak from the injection pumps and nozzles.
IX FLYWHEEL COUPLING ELASTICAL MOUNTING
9.1 * Visual inspection on thrust rubber element for any sign of critical crack and wear.
9.2 * Check alignment and tightness of the thrust rubber element, engine side bolts'
torque equal to 1,600Nm and generator side bolts' torque is 1,040Nm.
9.3 * Check dimensions for any significant changes. It measures 460mm from the face
of the coupling engine side and the engine block end. Pls. refer to fixing rail
installation plan.
X CONTROL MECHANISM
10.1 * Check for free movement of control mechanism, clean and lubricate.
XI EXHAUST PIPING
11.1 * Visual inspection of expansion bellows guide element, renew antiseize compound.
11.2 * Re-tightening of bolts.
11.3 * Inspect insulation box vibration damper element. Replace if necessary.
XII AUXILIARIES
12.1 * Clean cooling tower basin and check for any crack or leak.
12.2 * Check water distribution alignment and fixed bolts tightness.
12.3 * Inspection of fans alignment and check fixed bolts tightness.
12.4 * Clean centrifugal filter. Remember to open the valve before the filter when finish
cleaning.
12.5 * Inspection and cleaning of intake air filters.
XIII WASTE HEAT RECOVERY BOILER
13.1 * Conduct heat recovery boiler external and internal inspection. Pls. refer FM-
MMD-75 RO.
13.2 * Visual inspection of feed water tank and feed pump system for any leak.
92
B. OPERATIONS
XIV TURBOCHARGER
14.1 * Take oil sample from turbine and compressor for evaluation. Check for any sign
of abnormality (wear and tear).
14.2 * Change oil if necessary.
XV GOVERNOR
15.1 * Check oil level, add appropriate amount if necessary.
15.2 * Check for leak.
C. ELECTRICAL
XVI ALTERNATOR
16.1 * Visual inspection of alternator for any abnormalities or any signs of crack.
16.2 * Clean the alternator with dry rags and use vacuum cleaner for final cleaning.
16.3 * Clean, check and retighten mounting bolts on exciter diodes.
XVII MAGNETIC PICK-UP
17.1 * Clean and check magnetic pick-up clearance at turbo charger, 2.5mm.
17.2 * Clean and check magnetic pick-up clearance at engine flywheel, 2.5mm.
XVIII MOTORS
18.1 * Inspect, clean and test all motor controls.
18.2 * Inspect / clean all motor driving pumps.
XIX OIL MIST DETECTOR
19.1 * Servicing of oil mist detector.
19.2 * Inspect / clean oil mist detector piping and support.
XX WARNING AND TRIPPING SENSORS
20.1 * Simulation test of warning and tripping sensors. Pls. refer to FM-EMD-24 to FM-EMD-30.
D. OPERATIONS SHIFT ENGINEERS UNSCHEDULED REPAIR LOG
XXI ABNORMALITIES
21.0 * Rectify all abnormalities observed & recorded by Shift Engineers & Operators.
See separate list.
93
Checked by: ____________________ Confirmed by : ____________________
MMD / EMD Leadman / Jr. PMS Engr. MMD & EMD Sup. / PMS Engr.
Date:_____________________ Date:_____________________
Noted by:______________________
AVP- Diesel Power Division Head
Date:______________________
Remarks:
94
MINDANAO ENERGY SYSTEMS INC.
Tablon,Cagayan de Oro City FM-MMD-55 RO
WARTSILA CRANKSHAFT DEFLECTION CHECKLIST
Engine Number:____________ Work Order No:____________
Temperature @ cooled/hot condition:____________
95
Following limits of misalignment are stated for an engine at ambient temperature:
a.) On the same crank,the difference between two diametrically opposed readings must not exceed
0.30mm.Realignment is necessary if this limit is exceeded by more than 0.02mm.
b.) On two adjacent cranks, the difference between two corresponding readings must not
exceed 0.15mm realignment is necessary if this limit exceeded.
NOTE: In a hot engine the corresponding values must be based on experiences from the
particular installation.
Time started:____________________ DONE BY:____________________
Time finished:___________________ ____________________
Checked by:_____________________ Confirmed by:____________________
MMD Leadman MMD Supervisor
Date:_________________ Date:________________
Noted by:________________________
Date:______________________
Remarks:
96
MINDANAO ENERGY SYSTEMS, INC.
WARTSILA TIGHTENING CHECKLIST FOR CYLINDER HEAD STUD BOLT / NUT
Engine Number:____________ Work Order No: ________________
Running Hours:_____________ Date:_________________________
Pre-Tightening Final-Tightening Elongation
Measure "X" Pre-tensioning Measure "X1" Final "X1" - "X"
100 bar 430 bar
Cyl.
1 2 3 4 1 2 3 4 1 2 3 4
Head
L1
L2
L3
L4
L5
L6
L7
L8
R1
R2
R3
R4
R5
R6
R7
R8
97
Checked By:___________________ Confirmed By:__________________
MMD leadman MMD SUPERVISOR
Date:__________________ Date:________________
Noted by: _____________________
AVP-Diesel Power Division Head
Date:_____________________
Remarks:
98
WARTSILA TAPPET CLEARANCE CHECKLIST
Engine Number:____________________ Work Order No:____________________
Running Hours:_____________________ Date:_____________________________
CLEARANCE BEFORE ADJUSTMENT FINAL ADJUSTED CLEARANCE
Cyl.
no. INTAKE EXHAUST INTAKE EXHAUST DONE BY
R1
R2
R3
R4
R5
R6
R7
R8
L1
L2
L3
L4
L5
L6
L7
L8
NOTE: Nominal Valve Clearance at Cold Condition are, 1.00 mm for inlet and 1.5 mm for
nimonic exhaust valves.
99
Checked by:____________________ Confirmed by:___________________
Date:_________________ Date:__________________
Noted by:______________________
Date:_______________________
Remarks:
100
101
102
MAIN FUEL INJECTION VALVE REMOVAL AND INSTALLATION GUIDE CHECKLIST
Engine Number:_____ Work Order No:____________
Running Hours:__________ Date:____________________
ACTIVITIES Started Finished Done by
I Removing of main injection valve
1.1 Remove the rocker arm casing and the hot-box cover. _______ _______ _______
1.2 Remove the injection pipe by openning the nuts( 6) and _______ _______ _______
( 7) and the leak fuel connection( 8).
1.3 Loosen the sealing flange of the connection piece by _______ _______ _______
loosening the nuts(9) and unscrew the connection piece.
Protect the fuel holes.
1.4 Remove the fastening nuts( 26) of the injection valve. _______ _______ _______
1.5 Lift out the injection valve by using the eyebolt M12 _______ _______ _______
( 805001). If necessary, use extractor ( 837038). If too
much force has to be used, there is a risk of the stainless
sleeve of the cylinder head coming loose which, in such
a case, must be checked.
1.6 Protect the fuel inlet hole of the injection valve and the _______ _______ _______
bore in the cylinder head.
II Installation of main fuel injection valve
2.1 Check that the bottom of the stainless sleeve in the _______ _______ _______
cylinder head is clean. If necessary clean or lap the
surface.
2.2 Put new o-rings on the injection valve. Lubricate the _______ _______ _______
injection valve.
103
2.3 Fit the injection valve into the cylinder head bore. _______ _______ _______
2.4 Tighten the fastening nuts( 26) of the injection valve to _______ _______ _______
correct torque in step of 10…20 Nm.
2.5 Put new o-rings in the sealing flange on the connection _______ _______ _______
piece. Place the flange on the connection piece and
tighten the connection piece to 150 Nm. +/- 5 Nm.
2.6 Tighten the sealing flange fastening screws ( 9). _______ _______ _______
2.7 Mount the injection pipe and tighten the cap nuts to _______ _______ _______
600 Nm. +/- 15 Nm.
2.8 Mount the hot-box covers the rocker arm casing. _______ _______ _______
Pls. refer to Wartsila injection system manual.
Checked by:____________________ Confirmed by:____________________
MMD Leadman MMD Super visor
Date :_____________________ Date :___________________
Note by :______________________
AVP-Diesel Power Division Head
Date :____________________
Remarks:
104
WHR BOILER INSPECTION CHECKLIST
Engine Number:___________________ Work Order No:____________________
Running Hours:____________________ Date:____________________________
ACTIVITIES Started Finished Done by
1.0 Cool down boiler before inspection.
2.0 Check exhaust duct inlet and by-pass damper to close position ______ ______ _______
for safe inspection activities.
3.0 Good light maybe used during inspection to obtain best view ______ ______ _______
for any defective surfaces.
4.0 Open manholes and holes cover in a combustion furnace. ______ ______ _______
5.0 Clean outside boiler tube surface, fins, boiler casing wall and ______ ______ _______
ducting.
6.0 Visual inspection of any defective or corroded outside boiler ______ ______ _______
tubes surface, fins, boiler casing wall and ducting. Conduct
repair if necessary.
7.0 Check main damper blades for any defect or corrosion. ______ ______ _______
test for opening and closing of the blades.
8.0 Clean the peep sight glass. ______ ______ _______
9.0 Check the piping on the low water cut-off for corrosion and ______ ______ _______
scale build-up.
10.0 Check all valves for proper operation. ______ ______ _______
11.0 Before closing the manholes and hand holes thoroughly ______ ______ _______
check for tools, rags and other paraphernalia.
FM-MMD-75 RO
105
12.0 Open and drain out water from the boiler drum a certain ______ ______ _______
percentage enough to see upper end portion of the inside
tubes surface for any scale formation, corrosion and oil
presence. clean if necessary.
13.0 Conduct hydro testing of boiler 1.5 times the working ______ ______ _______
pressure, applicable when welding works is done on
the tubes.
14.0 Conduct safety relief valve testing during first start-up. ______ ______ _______
15.0 Check piping pressure of the feed water pump for ______ ______ _______
any irregularity.
Checked by:____________________ Confirmed by:____________________
Date :__________________ Date :__________________
Note by :_______________________
Date :_____________________
Remarks:
106
III.XXXI.II 6,000 Running Hours Preventive Maintenance Activities;
ITEM ACTIVITIES
A. MECHANICAL
I CRANKSHAFT
1.1 * Measure crankshaft deflection at hot conditions. Pls. refer to FM-MMD-55 RO
checklist.
II MAIN BEARINGS
2.2 * Remove main bearing no. "___ " (pull down lower bearing shell) and inspect its condition.
Pls. refer to FM-MMD-58 RO.
2.3 * Check main bearing studs & lateral studs/nuts by visual counting of threads and compare
with others or try to check loosening direction using tommy.
III CONNECTING ROD
3.2 * Check studs & nuts by visual counting of threads and compare with others or try to check
loosening direction using tommy.
3.3 * Visual inspection of connecting rod shim between upper and lower part of connecting rod
for unbalance metal to metal contact.
4.1 * Visual inspection of skirts and liner running surfaces from the crankcase for any sign of
abnormality.
107
4.3 * Visual inspection of anti polishing ring for any broken pieces.
V CYLINDER HEADS
5.2 * Check tightness of studs/nuts for exhaust valve, starting valve, safety valve, injector and
valve gear body. Pls. refer to FM-MMD-56 RO and FM-MMD-59 RO checklist.
5.3 * Check intake and exhaust valve tappet clearances. Pls. refer to FM-MMD-57 RO checklist.
5.5 * Inspect inlet and outlet valves for pitting and corrosion. If machine grinding is necessary,
promptly replace with ready, reconditioned spare cylinder head. Pls. refer to
FM-MMD-62 RO, FM-MMD-65 RO and FM-MMD-72 RO.
VI CAMSHAFT
6.1 * Visual inspection of cams and cam case for any sign of abnormality such as metal chips.
VII TURBOCHARGER
8.1 * Pull-out main injection valves and replace with reconditioned spares. Pls. refer to FM-
9.2 * Check alignment and tightness of the thrust rubber element, engine side bolts' torque
equal to 1,600Nm and generator side bolts' torque is 1,040Nm.
9.3 * Check dimensions for any significant changes. It measures 460mm from the face of the
coupling engine side and the engine block end. Pls. refer to fixing rail installation plan.
X CONTROL MECHANISM
108
10.2 * Check for wear in all connecting links between the governor and all injection pumps.
10.3 * Check the adjustment and function of the starting fuel limiter. Pls. refer to chapter 22 of
the Wartsila Manual.
XI EXHAUST PIPING
XII AUXILIARIES
cleaning.
13.1 * Conduct heat recovery boiler external and internal inspection. Pls. refer FM-MMD-75 RO.
B. OPERATIONS
XIV TURBOCHARGER
14.1 * Check turbo oil at turbine & compressor sides. Change oil if necessary.
14.2 * Inspect drained oil for any sign of abnormality (wear & tear).
XV GENERATOR BEARING
15.1 * Drain oil sample for evaluation and analysis. Change oil if necessary.
XVI L.O. AUTOBACKWASH FILTER
16.1 * Cleaning of sludge basket filter.
C. ELECTRICAL
XVII ALTERNATOR
17.1 * Conduct insulation resistance test before and after cleaning. Pls. refer to FM-EMD-09.
109
17.3 * Clean and check stator winding, rotating resistor, rotor winding, exciter's stator,exciter's
rotor for any sign of insulation brittleness and damage. Also check generator casing for
any chips recovered. Use vacumm cleaner, new paint brush and dry rags in cleaning.
17.4 * Check exciter's stator winding(field) supply wire and retighten loosen bolts and nuts.
17.5 * Clean and check terminal box, including CT's, PT's and booster. Use high dielectric
strength solvent in cleaning. Retighten loosen terminals, bolts and nuts.
17.6 * Prior to cover check for any tools, rugs and etc. left.
XVIII GENERATOR 'S SURGE PROTECTION EQUIPMENT
18.2 * Clean and check surge, lighting arrester and enclosure box with rugs. Retighten loosen
terminals, bolts and nuts. Prior to cover check for any tools, rugs and etc. left.
XIX MAGNETIC PICK-UP
XX MOTORS
20.2 * Clean and check driving motors for any damage. Retighten loosen terminals, bolts and
nuts. Pls. refer to FM-EMD-03.
20.3 * Inspect, clean motor control magnetic contactors and retighten loosen terminals, bolts
and nuts in the MCC.
XXI OIL MIST DETECTOR
XXII WARNING AND TRIPPING SENSORS
XVIII SOLENOID VALVES
23.1 * Inspect / clean FOP's, LOP's and air system solenoid valves.
XIV ABNORMALITIES
110
24.1 * Rectify all abnormalities observed & recorded by Shift Engineers & Operators. See
separate list.
Date:_________________________ Date:____________________
Noted by:______________________
Date:______________________
Remarks:
111
112
113
114
115
III.XXXI.III 9,000 Running Hours Preventive Maintenance Activities;
Engine Number:____________ WorK Order No:____________
ITEM ACTIVITIES
A. MECHANICAL
I CRANKSHAFT
1.1 * Measure crankshaft deflection at hot and cold conditions. Pls. refer to FM-
II MAIN BEARINGS
2.2 * Check main bearing studs & lateral studs/nuts by visual counting of threads and
compare with others or try to check loosening direction using tommy.
III CONNECTING ROD
3.2 * Check studs & nuts by visual counting of threads and compare with others or try
to check loosening direction using tommy.
3.3 * Visual inspection of connecting rod shim between upper and lower part of
connecting rod for unbalance metal to metal contact.
4.1 * Visual inspection of skirts and liner running surfaces from the crankcase for any
sign of abnormality.
V CYLINDER HEADS
116
5.2 * Check tightness of studs/nuts for exhaust valve, starting valve, safety valve,
injector and valve gear body. Pls. refer to FM-MMD-56 RO and FM-MMD-59 RO
checklist.
5.3 * Check intake and exhaust valve tappet clearances. Pls. refer to FM-MMD-57 RO
checklist.
VI CAMSHAFT
6.1 * Visual inspection of cams and cam case for any sign of abnormality such as metal
chips.
VII TURBOCHARGER
7.2 * Dismantle completely turbocharger and thorough clean cooling water duct for any scale
deposit.
7.3 * Check bearings, replace if necessary. Assemble turbo charger as per FM-MMD-70 RO
checklist.
8.1 * Pull-out main injection valves and replace with reconditioned spares. Pls. refer to
FM-MMD-73 RO checklist.
9.2 * Check alignment and tightness of the thrust rubber element, engine side bolts'
torque equal to 1,600Nm and generator side bolts' torque is 1,040Nm.
9.3 * Check dimensions for any significant changes. It measures 460mm from the face
of the coupling engine side and the engine block end. Pls. refer to fixing rail
117
installation plan.
X CONTROL MECHANISM
XI EXHAUST PIPING
XII AUXILIARIES
cleaning.
13.1 * Conduct heat recovery boiler external and internal inspection. Pls. refer FM-
MMD-75 RO.
B. OPERATIONS
XIV TURBOCHARGER
14.1 * Take oil sample from turbine and compressor for evaluation. Check for any sign
of abnormality (wear and tear).
XV GOVERNOR
15.1 * Check oil level, add appropriate amount if necessary.
15.2 * Check for leak.
C. ELECTRICAL
XVI ALTERNATOR
16.2 * Clean the alternator with dry rags and use vacuum cleaner for final cleaning.
16.3 * Clean, check and retighten mounting bolts on exciter diodes.
118
XVII MAGNETIC PICK-UP
XVIII MOTORS
18.1 * Inspect, clean and test all motor controls.
18.2 * Inspect / clean all motor driving pumps.
XIX OIL MIST DETECTOR
XX WARNING AND TRIPPING SENSORS
XXI ABNORMALITIES
21.1 * Rectify all abnormalities observed & recorded by Shift Engineers & Operators.
See separate list.
Date:_____________________ Date:_____________________
Noted by:______________________
Date:______________________
Remarks:
119
120
III.XXXI.IV 12,000 Running Hours Preventive Maintenance Activities;
ITEM ACTIVITIES
A. MECHANICAL
I CRANKSHAFT
1.1 * Measure crankshaft deflection at hot conditions. Pls. refer to FM-MMD-55 RO
checklist.
1.2 * Measure deflection after checking of engine holding down bolts (anchor/foundation
bolts) or after PMS.
1.3 * Visual inspection of counterweights locking plate.
II MAIN BEARINGS
2.1 * Visual inspection of bearing nos. 1-9 for any sign of abnormality.
2.2 * Pull down lower bearing shell nos. 1 - 9. Inspect condition of bearing shells.
2.3 * Installation of main bearing nos. 1 - 9 (refer to tightening checklist)
2.4 *Inspect bearing studs & lateral studs/nuts by visual counting of threads and compare with
other or try to check loosening direction using tommy.
III CRANKSHAFT LOCATING BEARING
3.1 *Inspect condition of bearing shells and bearing ring halves (remove bearing shell).
3.2 * Check axial clearance. Pls. refer to checklist clearance .
3.3 * Installation of bearing shells. Pls. refer to manual.
IV CRANKCASE
4.1 * Check tightness of all bolted connections and locking devices.
121
4.2 * Check tightness of engine holding down bolts.
4.3 * Cleaning of crankcase. Observed for any metal
V BOTTOM END BEARING
5.1 * Visual inspection of bearing nos. 1-16 for any sign of abnormality.
5.2 * Check studs & nuts by visual counting of threads and compare with others or try to check
loosening direction using tommy.
5.3 * Pull down bearing shells nos. L1 - L8. Inspect bearing condition.
5.4 * Installation of bearing shell nos. L1 - L8. Pls. refer to FM-MMD- 66 RO.
VI CYLINDER LINERS
6.1 * Remove all cylinder liner 1-16.
6.2 * Reconditioning of cylinder liners. Pls. refer to FM-MMD-63 RO and FM-MMD-64 RO.
6.3 * Installation of cylinder liners.
VII CYLINDER HEADS
7.1 * Remove all accessories attaching to the cylinder heads. Fuel valve cooling fittings, starting
air line, exhaust and inlet flange, fuel pipes, valve gear cover and rocker arm assembly
7.2 * Pull out cylinder heads 1 - 16.
7.3 * Reconditioning of cylinder heads. Pls. refer to FM-MMD-62 and FM-MMD-65.
7.4 * Reconditioning of relief valves. Pls. refer to reconditioning checklist.
7.5 * Reconditioning of starting valves. Pls. refer to reconditioning checklist.
7.6 * Installation of cylinder heads.
VIII ROCKER ARMS
8.1 * Inspect bearing bushes and shafts and determine clearance. Pls. refer to FM-MMD-65.
checklist
8.2 * Installation of rocker arms.
IX HEAVY FUEL PIPES AND FUEL DELIVERY VALVES
9.1 * Overhaul of delivery valves. Pls. refer to checklist.
X INLET VALVES AND OUTLET VALVES
10.1 * Overhaul and machine grind where necessary. Renew if necessary.
XI CAMSHAFTS
11.1 * Inspect condition of cams.
122
11.2 * Remove some camshaft bearing at random for inspection. Two at left bank and two at
right bank.
11.4 * Check axial clearance.
XII TURNING GEAR
12.1 * Change oil.
XIII WORKING PISTON
13.1 * Remove all piston and overhaul.
13.2 * Overhauling of piston. Pls.r efer to checklist.
13.3 * Installation of piston. Pls. refer to tightening checklist.
XIV ENGINE BLOCK
14.1 * Checking for cracks.
14.2 * Cleaning of air space and cooling space.
14.3 * Retightening of bolts. Pls. mark paint on tightened bolts.
14.4 * Check studs for cylinder cover bottom sealant. Add silicon sealant if necessary.
XV CAMSHAFT DRIVE
15.1 * Inspect condition of gear teeth and check tooth backlash clearance. Pls. refer to
clearance checklist.
XVI AIR COOLER
16.1 * Pull out left bank and right bank air cooler.
16.2 * Installation left bank and right bank air cooler.
XVII MECHANICAL OVERSPEED
17.1 *Check function of over speed test.
XVIII FUEL INJECTION PUMPS
18.1 * Adjust pumps regulating rack nos. 1-16 on engine.
18.2 * Overhaul leaking control rack nos. R1 to R8 and L1 to L8.
XIX LUBRICATING OIL BUILT-IN PUMP.
19.1 * Inspect the drive gear wheel gear tooth profile.
19.2 * Overhauling of pumps. Pls. refer to checklist
XX CYLINDER COOLING WATER PUMPS
123
20.1 *Inspect the drive gear wheel gear tooth profile.
20.2 * Overhauling of pumps . Pls. refer to checklist
XXI EXHAUST PIPING
21.1 * Servicing of expansion bellows guide element, renew anti seize compound.
21.2 * Re-tightening of bolts. Mark bolt with paint immediately after retightened.
21.3 * Checked insulation box vibration damper limiting screw.
XXII AUXILIARIES
22.1 * Clean and inspect lube oil cooler.
22.2 * Clean and inspect L.T. and H.T. jacket water cooler.
22.3 * Check or overhauling of starting air compressor.
22.4 * Pop test starting air reservoir safety valve.
22.5 * Pop test starting compressor air line safety valve, 1st and 2nd stage.
22.6 *Overhauling of L.O. purifier.
XXIII WASTE HEAT RECOVERY BOILER
23.1 * Conduct waste heat recovery boiler for external and internal inspection, observed any
sign leakages. Pls. refer FM-MMD-75 RO.
23.3 * Conduct hydro test using feed pump and thorough inspect for any rags and tools left
before closing the furnace maintenance manhole.
B. OPERATIONS
XXIV TURBOCHARGER
24.1 * Check turbo oil at turbine & compressor sides. Change oil if necessary.
XXV GENERATOR BEARING
25.1 * Drain oil sample for evaluation and analysis. Change oil if necessary.
XXVI LUBE OIL AUTO BACKWASH FILTER AND FINAL FITERS
26.1 * Clean and inspect filters for any metal wear sludge. Metal wear recovered for
identification.
26.2 * Clean and check also filter mesh for any damage. Replace if necessary.
XXVII GOVERNOR ACTUATOR
124
27.1 * Inspect gear wheels.
27.2 * Conduct change oil.
XXVIII GENERATOR BEARING
28.1 *Check and clean generator bearing for any sign of damage.
C. ELECTRICAL
XXIX ALTERNATOR
29.3 * Clean and check stator winding, rotating resistor, rotor winding, exciter's stator, exciter's
rotor for any sign of insulation brittleness and damage. Also check generator casing for
any chips recovered. Use vacuum cleaner, new paint brush and dry rags in cleaning.
29.4 * Check exciter's stator winding(field) supply wire and retighten loosen bolts and nuts.
29.5 * Clean and check terminal box, including CT's, PT's and booster. Use high dielectric
strength solvent in cleaning. Retighten loosen terminals, bolts and nuts.
29.6 * Prior to cover check for any tools, rugs and etc. left.
XXX GENERATOR 'S SURGE PROTECTION EQUIPMENT
30.2 * Clean and check surge, lighting arrester and enclosure box with rugs. Retighten loosen
terminals, bolts and nuts. Prior to cover check for any tools, rugs and etc. left.
XXXI MAGNETIC PICK-UP
XXXII MOTORS
32.1 * Conduct insulation resistance test before and after overhaul. Pls. refer to FM-EMD-09.
32.2 * Check and replace driving motors bearings. Retighten loosen terminals, bolts and nuts.
Pls. refer to FM-EMD-03.
32.3 * Inspect, clean motor control magnetic contactors and retighten loosen terminals, bolts
and nuts in the MCC.
XXXIII OIL MIST DETECTOR
125
XXXIV WARNING AND TRIPPING SENSORS
XXXV SOLENOID VALVES
35.1 * Inspect / clean FOP's, LOP's and air system solenoid valves.
XXXVI ABNORMALITIES
36.1 * Rectify all abnormalities observed & recorded by Shift Engineers & Operators. See
separate list.
Date:_________________________ Date:____________________
Noted by:______________________
Date:______________________
Remarks:
126
127
128
129
130
131
IV Comments and recommendations;
Our station energy used in Sulzer operation without waste heat recovery boiler, equates to
five(5) percent of the gross generated power. For the two(2) Warstsila engines running
with waste heat recovery boiler the station energy used is only three(3) percent of the
gross generation. For reference, two(2) 13.0 MW Wartsila engines operating at 12.0
hours per day. Total energy generated is equal to 312,000 KWh per day. Three(3) percent
of that is 9,360 KWh. Assuming no heat recovery boiler is applied. So, five (5) percent of
the total energy generation per day is 15,600 KWh.
Savings for installing waste heat recovery boiler in KWh;
Savings in a day = 15,600 – 9,360 = 6,240 KWh per day
Savings in a year = 6,240 X 365 days
Savings in a year = 2,277,600 KWh if per KWh amounts to Php 8.35
Savings in a year = 2,277,600 X 8.35 Php
therefore:
Savings in a year = 19,017,960 Php per year
From the computations above I would highly recommend to steam trace
132
133

Julius C. Pates, PME

Uploaded by

Document Information

Original Description:

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Julius C. Pates, PME

Uploaded by

Copyright:

Available Formats

Chapter 1 Introduction

Energy is considered the life-blood of the economy. It is essential in achieving economic

Monitoring Committee. These statistics create insufficiency of power which is equivalent

by the Department of Energy.

answer in improving power industry in Mindanao.

company is buying second hand equipment.

and Light Company a power distribution utility.

de Oro it is about 15 kilometers away going to Butuan City.

II.I Objective of the Report

The objective of this report is to document concepts, strategies, formulas, standards,

specially the consultant that was trained by Wartsila.

II.II Significance of the Report

also be a relevant guide to the students.

II.III Scope and limitation of the report

concern of interest the study of geoanalytical analysis of subsurface condition of soil.

Chapter 3 Proposed Design, Installation, Operation and Maintenance of 13.7MW

Wartsila 16V46 Diesel Power Plant to include all Mechanical Component

To Complete the System for Mindanao Energy Systems, Inc., Tablon,

Cagayan de Oro City.

III.Ia Engine Technical Data;

Engine Speed, RPM : 514

Cylider Bore, mm : 460

Firing Pressure(max.), bar : 180

Mean effective pressure, bar : 21.9

Charge air pressure, bar : 2.8

Mean piston speed, m/sec : 9.9

III.Ib Engine Operating data;

Fuel oil nominal pressure before injection pumps, bar : 7

Fuel oil alarm pressure before injection pumps, bar : 4

Fuel oil temperature before injection pumps(max), °C : 130

Fuel oil viscosity before injection pumps(max) cSt : 12

Lube oil nominal pressure before engine, bar : 4

Lube oil alarm pressure before engine, bar : 3

Lube oil pressure engine stop, bar : 2

Lube oil nominal temperature before engine, °C : 63

Lube oil alarm temperature before engine, °C : 80

H.T. cooling water nominal pressure before engine, bar : 3.2

H.T. cooling water alarm pressure before engine, bar : 2

H.T. cooling water maximum pressure before engine, bar : 4

H.T. cooling water temperature before engine, °C : 78

L.T. cooling water nominal pressure before engine, bar : 3.2

L.T. cooling water alarm pressure before engine, bar : 2

L.T. cooling water maximum pressure before engine, bar : 4

L.T. cooling water nominal temperature before engine, °C : 32

L.T. cooling water maximum temperature before engine, °C : 38

Starting air nominal pressure, bar : 30

Starting air alarm pressure, bar : 18

Starting air comsumption per start, mᶟ : 7.8

At an ambient temperature of 25°C and 100 % load, temperature is + - 10°C

III.II Heat Balance and Computations of Wartsila Engine;

exhaust gases and 5% losses taken from Wartsila manual.

𝑄𝑙𝑡 = AU∆tm where : A = 65.50 m² plates total area

U = 899 W/m² - ⁰C heat transfer coefficient

from Alfa Laval Manual

∆tm = logarithmic mean temperature

Determine logarithmic mean temperature, ∆tm in ⁰C;

where : t₄ = 46.1 ⁰C inlet LT water temp. Thermodynamics by V.M. Faires

t₂ = 38.7 ⁰C outlet raw water temp. and C. M. Simmang

t₃ = 38.0 ⁰C outlet LT water temp.

t₁ = 32.0 ⁰C inlet raw water temp.

∆tm = (46.1 – 38.7) – (38.0 – 32.0) / ln ((46.1 – 38.7)/(38.0 – 32.0))

∆tm = 7.4 – 6.0 / ln (7.4/6.0)

∆tm = 1.4 / ln 1.23