Wartsila O E RT Flex96C B MIM Part 2 of 2

RT-flex96C-B Marine Installation Manual

17. Engine Automation


Developments in Automation & Controls at Wrtsil are focussed on the latest trends in ship automation that tend to still higher integration levels. The standard electrical interface, designated DENIS-9520 (Diesel Engine CoNtrol and optImizing Specification), assures a perfect match with approved remote control systems, while the WECS-9520 takes care of all RT-flex-specific control functions. All those systems provide data bus connection to the ship automation to facilitate installation and make specific data available wherever required. Complete ship automation systems provided by one of the leading suppliers approved by Wrtsil offer the degree of integration demanded in modern shipbuilding while being perfectly adapted to the engines requirements. Applying a single supplier strategy for the entire ship automation shows many other advantages in terms of full responsibility, ease in operation and maintenance. DENIS ................. The DENIS family contains specifications for the engine management systems of allmodern types of Wrtsil two-stroke marine diesel engines. The diesel engine interface specification applicable is DENIS-9520.

WECS-9520 ........ Under the designation of WECS-9520, Wrtsil Switzerland Ltd. provides a computerised control system for all RT-flex functions. As such it is a component of the RTflex system and includes all necessary interfaces to the engine as well as to the remote control and electronic speed control system.

17.1 DENIS-952017.1.1 ConceptThe concept of DENIS-9520 meets the requirements of increased flexibility and higher integration in modern ship automation and provides the following advantages for shipowners, shipyards and engine builders: Clear interface definition The well defined and documented interface results in a clear separation of the responsibilities between engine builder and automation supplier. It allows authorised suppliers to adapt their systems to the RT-flex engines with reduced engineering effort. The clear signal exchange simplifies troubleshooting. Approved propulsion control systems Propulsion control systems including remote control, speed control, safety and telegraph systems are available from suppliers approved by Wrtsil Switzerland Ltd. This cooperation ensures that these systems fully comply with the specifications of the engine designer. Easy integration in ship management system Providing data bus communication between WECS-9520, the propulsion control and the vessels alarm and monitoring system enables an easy integration of the different systems. The man-machine interface (MMI) of the vessels automation can therefore also handle the additional MMI functions attributed to the WECS-9520.

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17. Engine Automation Ship automation from one supplier - integrated solution


Automation suppliers approved by Wrtsil Switzerland Ltd. can handle all ship board automation tasks. Complete automation systems from one supplier show advantages like easier engineering, standardisation, easier operation, less training, fewer spare parts, etc. The WECS-9520 is well suited to support this integrated automation concept by providing redundant data bus lines that deliver all necessary information for propulsion control, alarm / monitoring system and man-machine interface. The MMI of the WECS-9520 can provide additional features when using such an integrated solution. Ship automation from different suppliers - split solution In case the propulsion control and alarm / monitoring systems are from different suppliers, the WECS-9520 also supports such a split solution by providing two separate redundant data bus lines, one each for the propulsion control and the alarm / monitoring system. In that case the MMI functions are also split within propulsion control and alarm / monitoring system. DENIS-9520 describes the signal interface between the RT-flex engine including its flex engine control system (WECS-9520) and the ship automation. The DENIS-9520 specification does not include any hardware. It summarises all the data exchanged and defines the control functions required by the engine. The DENIS-9520 specification is presented in two sets of documents: DENIS-9520 engine specification This file contains the specification of the signal interface on the engine and is made available to engine builders and shipyards. It consists basically of the control diagram of the engine, the signal list including a minimum of functional requirements, and gives all information related to the electrical wiring on the engine It lists also the necessary alarm and display functions to be realised in the vessels alarm and monitoring system. The DENIS-9520 engine specification covers the engine-built components for control, alarm and indication. With the replacement of the previous camshaft controlled function by the WECS-9520, the engine-built control components are reduced to a minimum. Instrumentation is based on the conventional RTA engine with RT-flex-specific components added. DENIS-9520 remote control specification This file contains the detailed functional specification of the remote control system. The intellectual property on this remote control specification remains with Wrtsil Switzerland Ltd. Therefore this file is licensed to remote control partners of Wrtsil Switzerland Ltd. only. The companies offer systems which are built exactly according to the engine designers specifications, tested and approved by Wrtsil Switzerland Ltd.

17.1.2 Propulsion control systemThe propulsion control system is divided in the following sub-systems: Remote control system Safety system Electronic speed control system Telegraph system.

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The safety and the telegraph systems work independently and are fully operative even with the remote control system out of order. Approved propulsion control systems Wrtsil Switzerland Ltd. has an agreement with each of the following marine automation suppliers concerning the development, production, sales and servicing of remote control, electronic speed control and safety systems for their engines. All approved propulsion control systems listed below comprise the same functionality specified by Wrtsil.Supplier / company Kongsberg Maritime Kongsberg Maritime AS P.O. Box 1009 N-3194 Horten Norway NABTESCO Corporation NABTESCO corp., Marine Control Systems Company Tel. +81 78 967 5361 1617-1, Fukuyoshi-dai 1-chome Fax +81 78 967 5362 Nishi-ku Kobe, 651-22413 Japan SAM Electronics GmbH / Lyngs Marine SAM Electronics GmbH Behringstrasse 120 D-22763 Hamburg Germany Lyngs Marine AS 2, Lyngs All DK-2970 Hrsholm Denmark Tel. +49 40 88 25 0000 Fax +49 40 88 25 4116 DMS2100i Tel. +45 45 16 62 00 Fax +45 45 16 62 62 EGS2000RTf [email protected] Tel. +47 81 57 37 00 Fax +47 85 02 80 28 AutoChief C20 Remote Electronic control sys- speed control tem system

DGS C20

M-800-III

MG-800 FLEX

Table 17.1: Suppliers of remote control systems and electronic speed control systems Modern remote control systems consist of electronic modules and operator panels for display and order input for engine control room and bridge. The different items normally communicate via serial bus connections. The engine signals described in the DENIS-9520 specification are usually connected via the terminal boxes on the engine to the electronic modules placed in the engine control room. These electronic modules are in most cases built to be located either inside the ECR console or in a separate cabinet to be located in the ECR. The operator panels are to be inserted in the ECR consoles surface. Kongsberg Maritime has designed the electronic modules of the AutoChief C20 propulsion control system in a way that they can be mounted directly on the main engine. In this case the electronic modules for remote control, safety and speed control system are located in the same boxes used as terminal boxes for any other propulsion control system. This facilitates commissioning and testing of the complete propulsion control system on the engine makers testbed. The wiring at the shipyard is then limited to a few power cables and bus communication wires, whereas the conventional arrangement requires more cables between the terminal boxes on the engine and the electronic modules of the remote control system in the engine control room. These boxes with the electronic modules are part of the scope of supply of the propulsion control system and shall be delivered to the engine builder for mounting on the engine.

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Figure 17.1: DENIS-9520 remote control system layout

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17.1.3 Functions of the propulsion control systemApproved propulsion control systems comprise the following independent sub-systems: Remote control systemMain functions:

Start, stop, reversing. Cylinder pre-/post-lubrication. Automatic slow turning. Auxiliary blower control. Control transfer. Speed setting. Automatic speed program. Load-dependent cylinder lubrication (Pulse Lubricating System).

Indications:

The remote control system is delivered with control panels for local,control room and bridge control, including all necessary order input elements and indications, e.g. push buttons/switches and indication lamps or alternatively a respective display.

The following instruments for remote indication in the control room arespecified in the DENIS-9520 standard as a minimum:

-

Starting air pressure. Engine speed. Revolution counter. Running hour counter. Load indicator. Turbocharger speed. Scavenge air pressure in air receiver.

The following instruments for remote indication on the bridge arespecified in the DENIS-9520 standard as a minimum:

-

Starting air pressure. Engine speed. In addition to these indications common for RTA and RTflex engines, the remote control system applied to the RTflex engine includes displaying of the most important values of the flex engine control system (WECS-9520), like fuel pressure, servo oil pressure, etc.

Electronic speed control system Keeps engine speed at the setpoint given by the remote control system. Sends fuel command to the WECS-9520. Limits fuel amount in function of charge air and measured speed for proper engine protection. Wrtsil Switzerland Ltd. recommends to apply remote control systems and speed control systems of the same supplier, in order to avoid compatibility problems and increased engineering efforts. Traditionally the electronic speed control system was considered as part of the main engine and was therefore usually delivered together with the engine. With the

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RT-flex96C-B Marine Installation Manual introduction of WECS-9520 and DENIS-9520 , the electronic speed control system is assigned to the propulsion control system and shall therefore be delivered together with the corresponding remote control system and other components of the propulsion control package by the party responsible for the complete propulsion control system, i.e. in most cases the shipyard.

The details concerning system layout, mechanical dimensions of components as well as information regarding electrical connections have to be gathered from the technical documentation of the respective supplier. Safety system Main functions: Emergency stop functions. Overspeed protection. Automatic shut-down functions. Automatic slow-down functions. Telegraph system Order communication between different control locations. ECR manual control panel A manual control panel delivered together with the propulsion control system and fitted in the ECR console allows operating the engine manually and independently of the remote control system. The functions of the ECR manual control are equal to the control functions on the local control panel at the engine side. Local manual control Local manual control of the engine is performed from a control panel located on the engine. This panel includes elements for manual order input and indication for safety system, telegraph system and WECS-9520. The local control box with the local manual control panel is included in the package delivered by approved remote control system suppliers. Options Bridge wing control. Order recorder.

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17.1.4 Recommended manoeuvring characteristicsRecommended values for the manoeuvring positions are given in figure 17.2.

Figure 17.2: Recommended manoeuvring characteristics

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17.1.5 Interface to alarm and monitoring systemsGeneral layout - operator interface (OPI) In order to monitor RT-flex-specific circuits of the engine, sensors with hardwired connections are fitted. In addition to that, the flex engine control system (WECS-9520) provides alarm values and analogue indications via data bus connection to the ships alarm and monitoring system as part of the operator interface of the RT-flex engine. Connection from WECS-9520 to engine automation can be made in two ways. Integrated solution Propulsion control system and alarm / monitoring system from same supplier: This allows connecting both the propulsion control system and the alarm / monitoring system through one redundant bus line only (CANopen or Modbus, depending on automation maker) to the WECS-9520. With the integrated solution an extended presentation of relevant parameters is possible, as well as comfortable access to changeable user parameters, taking full profit of the graphical user interface functions available in the alarm / monitoring system. A further integration step is possible when using a DataChief C20 alarm / monitoring system of Kongsberg Maritime. In this case also all the conventional sensors and the additional flex sensors can be connected via data bus lines. The design allows mounting the data acquisition units straight on the engine in the same boxes used as terminal boxes for any other alarm / monitoring system. These boxes, which are part of the alarm / monitoring system usually provided by the shipyard, have to be delivered to the engine builder for mounting on the engine and connecting to the sensors. Commissioning and testing of the complete set of alarm signals already on the engine makers testbed is thus facilitated, and the wiring at the shipyard is limited to a few power cables and bus communication. Split solution Propulsion control system and alarm / monitoring system from different suppliers: The propulsion control system is connected through one redundant bus line (CANopen or Modbus, depending on automation maker) to the WECS-9520. For the separate alarm / monitoring system an additional redundant Modbus connection is available. Also the operator interface is split in this case: Changing of parameters accessible to the operator and display of parameters relevant for engine operation is included in the remote control system. The alarm / monitoring system must include the display of: some flex system indications, like fuel pressure, servo oil pressure, etc. the flex system alarms provided by the WECS-9520.

Wrtsil Switzerland Ltd. provides modbus lists specifying the display values and alarm conditions as part of the DENIS-9520 engine specification. Requirements for any alarm / monitoring system to be fulfilled in a split solution: Possibility to read values from a redundant Modbus line according to standard Modbus RTU protocol. Ability to display analogue flex system values (typically 20 values) and add alarm values provided from WECS-9520 to the standard alarm list (100-200 alarms depending on engine type and number of cylinders).

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17.1.6 Alarm sensors and safety functionsThe classification societies require different alarm and safety functions, depending on the class of the vessel and its degree of automation. These requirements are listed together with a set of sensors defined by Wrtsil Switzerland Ltd. in the tables below. The time delays for the slow-down and shut-down functions given in tables below are maximum values. They may be reduced at any time according to operational requirements. When decreasing the values for the slow-down delay times, the delay times for the respective shut-down functions are to be adjusted accordingly. The delay values are not to be increased without written consent of Wrtsil Switzerland Ltd. Included in the standard scope of supply are the minimum of safety sensors as required by Wrtsil Switzerland Ltd. for attended machinery space (AMS). If the option of unattended machinery space (UMS) was chosen, the respective sensors have to be added according to the requirements issued by Wrtsil Switzerland Ltd. There are also some additional sensors defined for the monitoring of flex system-specific engine circuits. The extent of delivery of alarm and safety sensors has to cover the requirements of the respective classification society, Wrtsil Switzerland Ltd., the shipyard and the owner. The sensors delivered with the engine are basically connected to terminal boxes mounted on the engine. Signal processing has to be performed in a separate alarm and monitoring system usually provided by the shipyard.

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17. Engine Automation Alarm sensors and safety functions (part 1)Alarm and safety functions Medium Phys. Value Location


Values Signal No. Function Level Setting Delay [s]

Cylinder cooling water PT1101A PS1101S Engine Inlet Temperature Outlet each cyl. TE1111A TE1121-34A ALM SLD SHD ALM ALM SLD L L L L H H 3.0 bar 2.8 bar 2.5 bar 70 C 95 C 97 C 0 60 60 0 0 60

Pressure

Engine Inlet

Scavenge air cooling water Pressure Fresh water singlestage Temperature Inlet cooler Inlet cooler Outlet cooler PT1361A TE1371A TE1381-84A PT1301A ALM ALM ALM ALM SLD ALM SLD L L H L L H H 2.0 bar 25 C 80 C 3.0 bar 2.5 bar 120 C 125 C 0 0 0 0 60 0 60

HT, inlet cooler 2-stage HT circuit ad- Pressure ditional for WHR (waste heat recovery) application Temperature HT, outlet cooler Main bearing oil

PT1331-34A

Pressure

Supply

PT2001A PS2002S

ALM SLD SHD ALM SLD ALM SLD

L L L H H H H

4.8 bar 4.6 bar 4.1 bar 50 C 55 C 65 C 70 C

0 60 10 0 60 0 60

Temperature Supply

TE2011A

Temperature Oultet Bearing 2-17 Servo oil Pressure Pressure Leakage Flow Failure Leakage monitoring Control oil Leakage monitoring Pressure Level Supply unit Supply unit Level Pump inlet Automat. filter Supply unit Pump inlet Pulse lubrication Free/driving end

TE2102-17A

PT2051A PT2041/42A PT2046/47A FS2061-66A XS2053A LS2055A

ALM ALM ALM ALM ALM ALM ALM

L H L H L F H

3.8 bar 70 bar 40 bar 10 bar no flow -max.

0 3 3 0 0 0 0

PT2083A LS2085A

ALM ALM

H H

50 bar max.

0 0

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Alarm and safety functions Medium Thrust bearing pads Fore/aft side Temperature Fore/aft side *1) Fore side Aft side Thrust bearing oil Outlet Thrust rad. bearing Crank bearing oil Temperature Outlet Crosshead bearing oil Temperature Outlet Bearing 1-14 TE2301-14A ALM SLD ALM SLD H H L L TE2201-14A ALM SLD H H TE2101A ALM SLD H H TE4521/22A ALM SLD ALM SLD SHD SHD H H H H H H Phys. Value Location Signal No. Function Level

Values Setting Delay [s]

75 C 80 C 75 C 80 C 90 C 90 C

0 60 0 60 60 60

TE4526/27A TS4521S TS4522S

65 C 70 C

0 60

65 C 70 C

0 60

65 C 70 C 10 bar 9 bar

0 60 0 60

Pressure Oil mist concentration Concentration Failure Piston cooling oil

Supply

PT2021A

Crankcase Detection unit

AS2401A AS2401S XS2411A

ALM SLD ALM

H H F

----

0 60 0

Temperature Outlet each cyl. Flow Diff. pressure

TE2501-14A FS2521S-34S PS2541-54S

ALM SLD SHD SHD

H H L H

80 C 85 C no flow 0.6 bar

0 60 15 15

Inlet each cyl.

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Alarm and safety functions Medium Turbocharger oil PT2611-14A *2) PS2611-14S Temperature Outlet TC TE2601-04A ALM SLD SHD ALM SLD ALM SLD SHD ALM SLD ALM SLD SHD ALM Temperature Outlet TC TE2601-04A SLD ALM Temperature Outlet TC TE2601-04A SLD ALM Inlet TC TE2621A SLD ALM TE2621A SLD ALM Inlet TC TE2621A SLD L L L H H L L L H H L L L H H H H H H H H H H Phys. Value Location Signal No. Function Level


1.0 bar 0.8 bar 0.6 bar 110 C 120 C 0.7 bar 0.6 bar 0.4 bar 85 C 90 C 1.3 bar 1.1 bar 0.9 bar 120 C 130 C 130 C 140 C 80 C 85 C 85 C 90 C 60 C 65 C

5 60 5 0 60 5 60 5 0 60 5 60 5 0 60 0 60 0 60 0 60 0 60

ME bearing oil supply ABB TPL-B ABB A100-L

Pressure

Inlet each TC

Pressure ME bearing oil supply MHI MET

Inlet each TC

PT2611-14A PS2611-14S

Temperature Outlet TC Separate TC lub. oil supply ABB TPL-B ABB A100-L Separate TC lub. oil supply ABB TPL-B Separate TC lub. oil supply ABB A100-L Additional requirement when separate TC lub. oil supply ABB TPL-B

TE2601-04A PT2611-14A *2) PS2611-14S

Pressure

Inlet each TC

Additional requirement when separate TC lub. Temperature Inlet TC oil supply ABB A100-L Additional requirement when separate TC lub. oil supply MHI MET Turbocharger overspeed Speed Geislinger damper oil Pressure Axial damper (detuner) oil Pressure Cylinder lubricating oil Flow Engine inlet Aft side Fore side Casing inlet TC casing

ST5201-04A

ALM

H

*7)

0

PT2711A

ALM

L

1.0 bar

0

PT2721A PT2722A

ALM ALM

L L

1.7 bar 1.7 bar

60 60

See WECS alarm list PS3121A

ALM SLD ALM

L L H

--0.5 bar

--0

Diff. pressure Oil filter

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Alarm and safety functions Medium Fuel oil Temperature Pump outlet *3) Viscosity Before supply unit TE3411A *4) PT3421A LS3426A LS3444/45A LS3446/47A TE3431-38A ALM ALM ALM ALM ALM ALM ALM ALM ALM D H L H L L H H H Phys. Value Location Signal No. Function Level


-30 C 17 cSt 13 cSt 50-160 C 20-130 C 7 bar max. max. max.

30 0 0 0 0 0 0 0 0

Temperature Before supply unit Pressure Supply unit Supply unit Leakage Level Rail unit DE/FE Fuel pipe DE/FE Exhaust gas

ALM Temperature After each cylinder TT3701-14A ALM SLD SLD Before each turbocharger Temperature After each turbocharger Scavenge air ALM After each cooler Temperature Each piston underside TE4081-94A TE4031-34A *5) ALM SLD ALM SLD ALM SLD ALM SLD TT3731-34A TT3721-24A ALM SLD ALM SLD

H D H D H H H H

515 C + 50 C 530 C + 70 C 515 C 530 C 480 C 500 C

0 0 60 60 0 60 0 60

L H H H H H H H H

25 C 60 C 70 C 80 C 120 C max. max. max. max.

0 0 60 0 60 0 60 0 60

Water separator Condensation water *6) Level Before water separator Starting air Pressure Air spring air Engine inlet

LS4071-74A

LS4075-78A

PT4301C

ALM

L

12.0 bar

0

ALM Pressure Distributor PT4341A ALM SLD PS4341S Leakage oil Level Exhaust valve air LS4351-52A SHD ALM

H L L L H

7.5 bar 5.5 bar 5.0 bar 4.5 bar max.

0 0 60 0 0

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Alarm and safety functions Medium Control air Normal supply Stand-by supply Fuel Actuator Failure Spply unit XS5046-49A ALM F Pressure Engine inlet PT4401A PT4411A PT4421A ALM ALM ALM L L L Phys. Value Location Signal No. Function Level


6.0 bar 5.5 bar 5.0 bar

0 0 0

-

-

WECS-9520 control system Power failure Power supply box Pulse Lubricating System Power failure Power supply box Engine Overspeed Speed Crankshaft ST5111-12S SHD H 110% 0 XS5058A ALM F XS5056A ALM F -

*1) Temperature of the bearing pads is measured. Optional sensors are: TE4522A, TE4526/27A, TS4522S. *2) The indicated alarm and slow-down values and the values indicated are minimum settings allowed by the TC maker. In order to achieve an earlier warning, the ALM and SLD values may be increased up to 0.4 bar below the minimum effective pressure measured within the entire engine operation range. The final ALM/SLD setting shall be determined during commisioning / sea trial of the vessel. *3) Deviation from median: Acts as "no flow" detection. ALM has to be suppressed at low load *4) ALM value depending on fuel viscosity. *5) For water separators made from plastic material the sensor must be placed right after the separator. *6) Alternatively, low temperature alarm or condensation water high level alarm. *7) ALM value depending on turbocharger type. Optional SLD for turbocharger available on customers request.

Table 17.2: Table of alarm sensors and safety functions (part 1)

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RT-flex96C-B Marine Installation Manual Alarm sensors and safety functions (part 2)Alarm and safety functions min. WCH requirements


Request of classification societies for UMS

Medium

Signal No.

add. add. to for flex Function AMS for IACS ABS BV CCS DNV GL KR LR MRS NK PRS RINA AMS sigUMS nals

Cylinder cooling water PT1101A PS1101S TE1111A TE1121-34A Scavenge air cooling water PT1361A fresh water single-stage additional for WHR (waste heat recovery) application TE1371A TE1381-84A PT1301A ALM ALM ALM ALM SLD ALM SLD ALM SLD SHD ALM ALM SLD

PT1331-34A

Main bearing oil PT2001A PS2002S TE2011A ALM SLD SHD ALM SLD ALM SLD A A A A A A A A A A A A

TE2102-17A Servo oil PT2051A PT2041/42A PT2046/47A FS2061-66A XS2053A LS2055A Control oil PT2083A LS2085A

ALM ALM ALM ALM ALM ALM ALM

ALM ALM

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Alarm and safety functions

min. WCH requirements


Medium

Signal No.


Thrust bearing pads TE4521/22A ALM SLD ALM SLD SHD SHD

TE4526/27A TS4521S TS4522S Thrust bearing oil TE2101A Crank bearing oil TE2201-14A Crosshead bearing oil TE2301-14A

ALM SLD

A

A

A

A

A A

A

A

A

A

A

A

ALM SLD

A

A

A

A

A A

A

A

A

A

A

A

ALM SLD ALM SLD

A

A

A

A

A A

A

A

A

A

A

A

PT2021A Oil mist concentration AS2401A AS2401S XS2411A Piston cooling oil TE2501-14A FS2521-34S PS2541-54S

ALM SLD ALM

B B

B B

B B

B B

B B

B B

B B

B B

B B

B B

B B

ALM SLD SHD SHD

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Medium

Signal No.


Turbocharger oil PT2611-14A PS2611-14S TE2601-04A ALM SLD SHD ALM SLD ALM SLD SHD ALM SLD ALM SLD SHD ALM TE2601-04A SLD ALM TE2601-04A SLD ALM SLD ALM SLD ALM SLD

ME bearing oil supply ABB TPL-B ABB A100-L

PT2611-14A ME bearing oil supply MHI MET PS2611-14S TE2601-04A Sep. lub. oil supply ABB TPL-B ABB A100-L Sep. lub. oil supply ABB TPL-B Sep. lub. oil supply ABB A100-L

PT2611-14A PS2611-14S

TE2621A Additional requirement when separate TC lub. oil supply

TE2621A

TE2621A Turbocharger overspeed ST5201-04A Geislinger damper oil PT2711A Axial damper (detuner) oil PT2721A PT2722A Cylinder lubricating oil See WECS alarm list PS3121A

ALM

ALM

ALM ALM

ALM SLD ALM

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Medium

Signal No.


Fuel oil TE3431-38A ALM ALM ALM TE3411A PT3421A LS3426A Leakage LS3444/45A LS3446/47A Exhaust gas ALM TT3701-14A ALM SLD SLD TT3721-24A ALM SLD ALM SLD E F G H ALM ALM ALM ALM ALM ALM C C C C C D D D D D D C C C C C C C C D D D D D D

TT3731-34A Scavenge air

ALM TE4031-34A ALM SLD TE4081-94A ALM SLD ALM SLD ALM SLD

I I I

I

I

K

K K

K

K

LS4071-74A Condensation water LS4075-78A Starting air PT4301C Air spring air

K

K

K

ALM

ALM PT4341A ALM SLD PS4341S Leakage oil LS4351-52A SHD ALM

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Medium

Signal No.


Control air normal supply stand-by supply Fuel actuator XS5046-49A ALM PT4401A PT4411A PT4421A ALM ALM ALM

WECS-9520 control system XS5056A Pulse Lubricating System XS5058A Engine Overspeed ST5111-12S SHD ALM ALM

Table 17.3: Table of alarm sensors and safety functions (part 2) Classification societiesIACS ABS BV CCS DNV GL KR LR MRS NK PRS RINA International Association of Classification Societies American Bureau of Shipping Bureau Veritas Chinese Classification Society Det Norske Veritas Germanischer Lloyd Korean Register Lloyds Register Maritime Register of Shipping (Russia) Nippon Kaiji Kyokai Polski Rejestr Statkow Registro Italiano Navale

Table 17.4: Classification societies

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17. Engine Automation Request of classification societies


Request of classification societies for UMS: AMS UMS Request Recommendation Attended machinery space Unattended machinery space A or B C or D E or F G or H I or K are requested alternatively

Special request for AMS: Request for AMS only Additional request to UMS for AMS

Table 17.5: Request of classification societies Functions and levelFunction: ALM SLD SHD Alarm Slow down Shut down H L D F Level: High Low Deviation Failure

Table 17.6: Functions and level

17.2 Drawings107.343.919 a 107.354.797 a Denis Interface Specification, Denis-9520 Content, 6-12RT-flex96C-B ................................................................................1-7 1 712 Denis Interface Specification, Denis-9520 Content, 6-12,14RT-flex96C-B ...........................................................................1-7 2 712

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Exec. code number200

Pos. code no.

Article number

Designation

Source of supply Mass kg/piece

Modification letter

Drawing number

Material and remarks

*

001

107.343.882.500 4-107.343.882 INTERFACE SPECIFICATION DENIS-9520 SIGNAL LIST

*

002

107.350.388.500 4-107.350.388 CONTROL SPECIFICATION PROJECT DATA WECS/DENIS-9520

a

*

003

107.343.886.500 4-107.343.886 ELECTRIC POWER DIAGRAM POWER SUPPLY

*

004

107.340.961.500 3-107.340.961 BLOCK DIAGRAM EXTERNAL CABLING

*

005

107.350.072.500 4-107.350.072 INTERFACE SPECIFICATION MODBUS TO AMS SPECIFICATION

a

*

006

107.350.078.500 4-107.350.078 INTERFACE SPECIFICATION MODBUS TO AMS SIGNAL LIST

a

DENIS INTERFACE SPECIFICATION DENIS-9520 CONTENT

Q-Code

X X X X X 24.06.04 15.11.04Replaced by: Substitute for:PC

a

7-29.783 7-30.138

RT-flex96C-BWrtsil Switzerland Ltd.

DENIS INTERFACE SPECIFICATIONDENIS-9520 CONTENT23.06.04

Group

4001

Drawn: H. Koschnitzke Verif:

4-107.343.919

H

1/1

ISO-Basic Document AD-T1-drawing-A4 / No.: AD-T1-25 / Rev. 1.0 / Created 15.02.01 H. Koschnitzke / 343_919a__INTFACE_SPEC_DENIS-9520_96C-B

Version a2

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Exec. code number200

Pos. code no.

Article number

Designation

Source of supply Mass kg/piece

Modification letter

Drawing number

Material and remarks

*

001

107.354.992.500 4-107.354.992 INTERFACE SPECIFICATION DENIS-9520 SIGNAL LIST

*

002

107.353.156.500 4-107.353.156 CONTROL SPECIFICATION PROJECT DATA WECS/DENIS-9520

*

003

107.353.157.500 4-107.353.157 ELECTRIC POWER DIAGRAM POWER SUPPLY

*

004

107.354.993.500 3-107.354.993 BLOCK DIAGRAM EXTERNAL CABLING

*

005

107.350.072.500 4-107.350.072 INTERFACE SPECIFICATION MODBUS TO AMS SPECIFICATION

*

006

107.362.824.500 4-107.362.824 INTERFACE SPECIFICATION MODBUS TO AMS SIGNAL LIST

a

DENIS INTERFACE SPECIFICATION DENIS-9520 CONTENT

DYNEXQ-Code

X X X X X 04.05.05 10.11.05Replaced by: Substitute for:PC

a

7-32.634 7-38.655

RT-flex96C-BWrtsil Switzerland Ltd.

DENIS INTERFACE SPECIFICATIONDENIS-9520 CONTENT04.05.05

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4001

Drawn: H. Koschnitzke Verif:

4-107.354.797

H

1/1

ISO-Basic Document AD-T1-drawing-A4 / No.: AD-T1-25 / Rev. 1.0 / Created 15.02.01 354_797a__INTFACE_SPEC_DENIS-9520_96C-B_DYNEX

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18. General Installation Aspects


The purpose of this chapter is to provide information to assist planning and installation of the engine. It is for guidance only and does not supersede current instructions. WARNING The illustrations in this chapter do not necessarily represent the actual configuration or the stage of development, nor the type of your engine. In order to have all the relevant and prevailing information available, please consult the section "drawings" in present chapter.

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18.1 Engine Dimensions and masses

Figure 18.1: Engine dimensions Number of cylinders A B Dimensions in mm with a tolerance of approx. 10 mm C D E F G Net engine mass (without oil/water) [tonnes] Minimum crane capacity [kg] 1,160 1,290 1,470 1,620 6 13,063 7 14,743 8 17,333 9 19,013 10 20,693 4,480 1,800 10,925 5,380 12,950 2,594 1,760 11,500 1,910 2,050 2,160 2,300 11 22,373 12 24,053 13 25,733 14 27,413

NOTICE F: Min. height to crane hook for vertical removal. Mass estimated according to nominal dimensions of drawings, including turbocharger and SAC, pipings and platforms (specified for R1 and ABB TPL turbochargers).

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18.1.1 Dimensions and masses of main componentsNumber of cylinders 6 7 8 9 10 11 12 13 14 Bedplate including bearing girders length mass Crankshaft length mass Flywheel length mass [m] [t] 6.45 6.90 7.80 4.17 7.20 6.45 [m] [t] 12.95 185.4 14.27 213.5 DE 8.96 FE 7.91 DE 132.5 FE 118.2 DE 8.96 FE 11.27 DE 12.32 DE 12.32 FE 9.59 FE 11.27 DE 13.99 FE 12.95 DE 214.6 FE 200.0 [m] [t] 11.5 114.7 13.18 129.0 DE 8.23 FE 7.53 DE 85.2 FE 68.5 DE 6.55 FE 10.89 DE 72.0 FE 94.7 DE 8.23 FE 10.89 DE 85.2 FE 94.7 DE 11.59 DE 11.59 FE 9.21 FE 10.89 DE 111.5 DE 111.5 FE 81.6 FE 94.7 DE 13.27 FE 12.6 DE 123.5 FE 107.5

DE 132.5 DE 187.0 DE 187.0 FE 172.1 FE 145.6 FE 171.9

Engine frame, complete (monoblock) length mass Tie rod length mass [m] [t] 9.55 1.22 [m] [t] DE 7.35 FE 10.71 DE 10.71 DE 10.71 FE 9.03 FE 10.71 DE 12.39 FE 12.39 DE 105 FE 106

DE 60.41 DE 85.40 DE 85.40 FE 85.30 FE 73.24 FE 85.51

Cylinder block, complete with studs length mass Cylinder liner length mass [m] [t] 3.24 9.62 [m] [t] 10.43 12.11 14.7 16.38 18.06 19.74 21.42 225.40 24.78 260.40

Cylinder cover, complete incl. starting and fuel valve and upper ring of water guide jacket length mass [m] [t] 2.66 10.25

Connecting rod, complete length mass [m] [t] 4.17 7.9

Crosshead, complete with guide shoes length mass [m] [t] 1.43 7.42

Piston, complete with rod length mass [m] [t] 4.12 5.45

Scavenge air receiver, complete with valves and covers length mass [m] [t] 14.73 25.48 17.2 30.67 18.09 31.87 21.45 36.15

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Number of cylinders Exhaust valve, complete length mass Rail unit length mass Supply unit length mass [m] [t] [m] [t] [m] [t]

6

7

8

9

10

11

12

13

14

2.55 3.15

10.48 9.91

12.16 11.42

DE 7.13 FE 7.12 13.56

DE 5.45 FE 10.48 15.07

DE 7.13 FE 10.48 16.60

DE 10.49 DE 10.49 FE 8.80 FE 10.48 18.06 19.57

DE 12.17 FE 12.16 22.58

2.08 2.86

2.53 2.93

2.88 3.36

DE : refers to section on driving end FE : refers to section on free end

Table 18.1: Dimensions and masses of main components

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18.1.2 Thermal expansion at the turbocharger expansion jointBefore making expansion pieces, enabling connections between the engine and external engine services, the thermal expansion of the engine has to be taken into account. The expansions are defined (from ambiant temperature [T = 20C] to service temperature [T = 55C]) as follows (see also fig. 18.2):Distance from

Transverse expansion (X): ........ crankshaft centerline to the centre of gas outlet flange Vertical expansion (Y): .............. bottom edge of the bedplate to the centre of gas outlet flange Longitudinal expansion (Z): ...... engine bedplate aft edge to the centre of gas outlet flange

Figure 18.2: Thermal expansion, dim. X, Y, Z

Examples of expected thermal expansion figures at turbocharger gas outletNo. of cyl. 6 7 8 9 10 11 12 13 14 No 4 1.8 3.6 9.3 No 2 No 2 No 3 No 3 No 3 No 3 1.8 1.8 1.8 1.8 1.8 1.8 3.6 3.6 3.6 3.6 3.6 1.8 4.3 5.3 6.0 6.7 6.7 1.8 Turbochargers Location x [mm] Thermal expansion y [mm] z [mm]

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18.1.3 Contents of fluid in the engineNo. of cyl. 6 7 8 9 10 11 12 13 14 Lubricating oil [kg] 5,630 6,420 7,480 8,450 9,240 10,030 10,820 11,530 12,490 Freshwater in Total of water and oil Cylinder cooling water scavenge air cooler(s) in engine *2) *1) [kg] 3,350 3,620 4,050 4,450 4,670 5,430 5,600 6,210 6,900 [kg] 1,240 1,240 1,240 1,240 1,880 1,880 1,880 1,880 2,520 [kg] 10,220 11,280 12,770 14,140 15,790 17,340 18,300 19,620 21,910

Table 18.2: Fluid quantities in the engine NOTICE *1) The given water content is approximate. *2) These quantities include engine piping except piping of scavenge air cooling.

18.1.4 Crane requirements An overhead travelling crane of 11,500 kg minimum is to be provided for normal engine maintenance. The crane is to conform to the requirements of the classification society. As a general guide Wrtsil Switzerland Ltd. recommends a two-speed hoist with pendent control, allowing to select high or low speed, i.e. high 6.0 m/minute, low 0.6-1.5 m/minute.

18.1.5 Piston and tie rod dismantling heightsPiston dismantling heights For the possibility of reducing the standard piston dismantling height applying special tools and/or tilted piston position please ask Wrtsil Switzerland Ltd. These dimensions are for guidance only and may vary depending on the crane dimension, handling tools and dismantling tolerances. These dimensions are absolutely not binding. However, please contact Wrtsil Switzerland Ltd. or any of its representatives if these values cannot be maintained or more detailed information is required. Please see section "Drawings" in present chapter. Drawings 107.340.675 Dismantling Dimensions Piston/Liner, 6-14RT-flex96C-B ...................1-888 8--1118

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18.1.6 Dismantling of scavenge air coolerIn order to facilitate dismantling of the scavenge air coolers, an adequate lifting facility may be provided.

18.2 Outlines18.2.1 Drawings107.355.455 b 107.356.294 a 107.362.617 107.387.026 107.398.767 107.403.047 a 107.404.830 a 107.405.728 107.405.833 107.405.834 107.405.835 a 107.406.485 a 107.407.833 107.430.632 a DAAD012656 107.428.745 a DAAD020572 DAAD021978 Engine Outline View, 11RT-flex96C-B ..................................................1-880 8 -111 Engine Outline View, 8RT-flex96C-B ....................................................1-881 8 -111 Engine Outline View, 10RT-flex96C-B ..................................................1-882 8 -111 Engine Outline View, 7RT-flex96C-B ....................................................1-883 8 -111 Engine Outline View, 9RT-flex96C-B ....................................................1-884 8 -111 Engine Outline View, 10RT-flex96C-B ..................................................1-885 8 -111 Engine Outline View, 7RT-flex96C-B ....................................................1-886 8 -111 Engine Outline View, 12RT-flex96C-B ..................................................1-887 8 -111 Engine Outline View, 11RT-flex96C-B ..................................................1-888 8 -111 Engine Outline View, 12-12,14RT-flex96C-B .......................................1-889 8 -111 Engine Outline View, With LLT, 14RT-flex96C-B ..................................1-880 8 -112 Engine Outline View, With LLT, 12RT-flex96C-B ..................................1-881 8 -112 Engine Outline View, With LLT, 10,11RT-flex96C-B .............................1-882 8 -112 Engine Outline View, (With LLT), 8RT-flex96C-B ..................................1-883 8 -112 Engine Outline View, 12RT-flex96C-B ..................................................1-884 8 -112 Engine Outline View, (With LLT), 10RT-flex96C-B ................................1-885 8 -112 Engine Outline View, 10RT-flex96C-B ..................................................1-886 8 -112 Engine Outline View, 14RT-flex96C-B ..................................................1-887 8 -112

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18.3 Platform arrangements18.3.1 Drawings107.354.976 107.355.475 107.356.450 107.362.702 107.387.092 107.406.074 107.433.272 DAAD013317 Platform Platform Platform Platform Platform Platform Platform Platform Outline Outline Outline Outline Outline Outline Outline Outline View, View, View, View, View, View, View, View, 12RT-flex96C-B ...............................................1-889 8 -112 11RT-flex96C-B ...............................................1-880 8 -113 8RT-flex96C-B .................................................1-881 8 -113 10RT-flex96C-B ...............................................1-882 8 -113 7RT-flex96C-B .................................................1-883 8 -113 12RT-flex96C-B ...............................................1-884 8 -113 8RT-flex96C-B .................................................1-885 8 -113 12RT-flex96C-B ...............................................1-886 8 -113

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18.4 Engine seatingThe engine seating is integral with the double-bottom structure and has to be of sufficient strength to support the weight of the engine, transmit the propeller thrust, withstand external couples and stresses related to propeller and engine resonance. The longitudinal beams situated under the engine are to extend forward of the engine room bulkhead by at least half the length of the engine, and aft as far as possible. The maximum allowable rake is 3 to the horizontal. Before any engine seating work can be performed, make sure the engine is aligned with the intermediate propeller shaft.

18.4.1 Drawings107.367.553 107.367.085 a 107.367.505 107.367.147 107.246.413 107.367.070 a 107.366.972 c 107.366.970 a 107.246.418 107.367.119 a 107.367.109 107.366.973 a 107.246.882 107.246.411 107.246.420 107.246.421 107.246.422 107.246.423 107.368.773 b 107.367.506 107.246.884 107.367.507 107.246.886 107.367.508 107.338.543 107.246.888 107.246.412 107.246.424 107.246.425 107.246.426 Engine Seating/Foundation, Epoxy Resin Chocks With Fitt. Studs, 6-12,14RT-flex96C-B ...........................................................................1-889 8 -113 Engine Foundation, Section A-A, 6-12,14RT-flex96C-B .....................1-880 8 -114 Chocking and Drilling Plan, Section B-B For Fitted Studs, 6-12,14RT-flex96C-B ...........................................................................1-881 8 -114 Engine Holding Down Studs, Section C-C, D-D With Fitted Studs, 6-12,14RT-flex96C-B ...........................................................................1-882 8 -114 Round Nut, 6-14RT-flex96C-B .............................................................1-883 8 -114 Elastic Bolt, 6-12,14RT-flex96C-B .......................................................1-884 8 -114 Elastic Bolt, 6-12,14RT-flex96C-B .......................................................1-885 8 -114 Conical Socket, 6-12,14RT-flex96C-B .................................................1-886 8 -114 Spherical Round Nut, 6-12,14RT-flex96C-B .......................................1-887 8 -114 Sealing Piece, For Chocking Fast, 6-12,14RT-flex96C-B ....................1-888 8 -114 Pin, For Chocking Fast, 6-12,14RT-flex96C-B ....................................1-889 8 -114 Bush, 6-12,14RT-flex96C-B .................................................................1-880 8 -115 Engine Side Stopper, Arrangement With Welded , 6-12,14RT-flex96C-B ...........................................................................1-881 8 -115 Engine Side Stoppers, Execution 'Welded Type', 6-12,14RT-flex96C-B ...........................................................................1-882 8 -115 Flat Bar, To Engine Side Stopper, 6-12,14RT-flex96C-B .....................1-883 8 -115 Flat Bar, To Engine Side Stopper, 6-12,14RT-flex96C-B .....................1-884 8 -115 Flat Bar, To Engine Side Stopper, 6-12,14RT-flex96C-B .....................1-885 8 -115 Wedge, To Engine Side Stopper, 6-12,14RT-flex96C-B ......................1-886 8 -115 Fitting Instructions, To Engine Seating, 6-12,14RT-flex96C-B ............1-881 8 -116 Chocking and Drilling Plan, Section B-B For Fitted Studs, 6-12,14RT-flex96C-B ...........................................................................1-882 8 -116 Engine Side Stopper, Arrangement For Welted T, 6-12,14RT-flex96C-B ...........................................................................1-883 8 -116 Chocking and Drilling Plan, Section B-B For Fitted Studs, 6-12,14RT-flex96C-B ...........................................................................1-884 8 -116 Engine Side Stopper, Welded Type, 6-12,14RT-flex96C-B ..................1-885 8 -116 Chocking and Drilling Plan, Section B-B For Fitted Studs, 6-12,14RT-flex96C-B ...........................................................................1-886 8 -116 Engine Side Stopper, Arrangement For Welded Type, 6-12,14RT-flex96C-B ...........................................................................1-887 8 -116 Engine Side Stopper, Arrangement With Flame-C, 6-12,14RT-flex96C-B ...........................................................................1-888 8 -116 Engine Side Stoppers, Execution 'Flame Cut Typ, 6-12,14RT-flex96C-B ...........................................................................1-889 8 -116 Sheet Metal, To Engine Side Stopper, 6-12,14RT-flex96C-B ..............1-880 8 -117 Sheet Metal, To Engine Side Stopper, 6-12,14RT-flex96C-B ..............1-881 8 -117 Wedge, To Engine Side Stopper, 6-12,14RT-flex96C-B ......................1-882 8 -117

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18. General Installation Aspects 107.246.889 107.246.890 107.338.544 107.402.971 b 107.398.394 107.367.067 a 107.402.979 a 107.402.980 b 107.402.981 a 107.367.116 107.425.628 107.425.621 107.425.622 107.425.626 107.425.627 107.425.624 107.425.625 107.425.623 107.402.972 b 107.402.973 b 107.402.974 b 107.402.975 b 107.402.976 b 107.402.977 b 107.402.978 b

RT-flex96C-B Marine Installation Manual Engine Side Stopper, Arrangement For Flame-Cu, 6-12,14RT-flex96C-B ...........................................................................1-883 8 -117 Engine Side Stopper, Arrangement For Flame-Cu, 6-12,14RT-flex96C-B ...........................................................................1-884 8 -117 Engine Side Stopper, Arrangement For Flame Cut Type, 6-12,14RT-flex96C-B ...........................................................................1-885 8 -117 Engine Seating/Foundation, 6RT-flex96C-B ........................................1-888 8 -117 Epoxy Resin, 6-12,14RT-flex96C-B .....................................................1-889 8 -117 Bush, 6-12,14RT-flex96C-B .................................................................1-880 8 -118 Sleeve, 6-12,14RT-flex96C-B ..............................................................1-881 8 -118 Conical Socket, 6-12,14RT-flex96C-B .................................................1-882 8 -118 Conical Socket, 6-12,14RT-flex96C-B .................................................1-883 8 -118 Joint Disc, For Chocking Fast, 6-12,14RT-flex96C-B .........................1-884 8 -118 Side Stopper, Flame-Cut Type, 6-12,14RT-flex96C-B .........................1-885 8 -118 Foot, 6-12,14RT-flex96C-B ..................................................................1-886 8 -118 Foot, 6-12,14RT-flex96C-B ..................................................................1-887 8 -118 Key, 6-12,14RT-flex96C-B ...................................................................1-888 8 -118 Side Stopper, Welded Type, 6-12,14RT-flex96C-B ..............................1-889 8 -118 Flat Bar, 6-12,14RT-flex96C-B .............................................................1-880 8 -119 Flat Bar, 6-12,14RT-flex96C-B .............................................................1-881 8 -119 Rib, 6-12,14RT-flex96C-B ....................................................................1-882 8 -119 Engine Seating/Foundation, 7RT-flex96C-B ........................................1-885 8 -119 Engine Seating/Foundation, 8RT-flex96C-B ........................................1-888 8 -119 Engine Seating/Foundation, 9RT-flex96C-B ........................................1-880 8--1 111 Engine Seating/Foundation, 10RT-flex96C-B ......................................1-880 8--4 111 Engine Seating/Foundation, 11RT-flex96C-B ......................................1-880 8--7 111 Engine Seating/Foundation, 12RT-flex96C-B ......................................1-881 8--0 111 Engine Seating/Foundation, 14RT-flex96C-B ......................................1-881 8--3 111

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Fitting of the engine seating and holding-down studsfor engine seating with epoxy resin chocks 1. IntroductionApart from the normal, conventional engine holding-down stud used to fasten the engine to the tank top plate, a different design is to be applied for the propeller thrust transmission. The propeller thrust is transmitted from the engine thrust bearing to the bedplate and to the tank top plate which is part of the ships structure by means of the a) thrust sleeve or b) fitted stud located adjacent to the engine thrust bearing.

2. Thrust sleeve2.1 Fitting The thrust sleeve is fitted in the bottom plate of the engine bedplate and cast in the tank top plate. The diameter of the flame-cut or drilled hole for the thrust sleeve in the tank top plate is larger than the diameter of the sleeve to allow engine alignment without re-machining of the hole. The sleeve in the tank top plate hole is then fixed with epoxy resin material as used for the chocks. The engine holding-down stud is inserted in the sleeve and tightened in the same way as the normal holdingdown studs. This hydraulically tightened holding-down stud is of the same design, as the normal holding down stud used to fasten the engine to the tank top plate. Drilling and reaming of the holes in the engine bedplate is carried out by the engine manufacturer. The thrust sleeves with the final tolerance and the holding-down studs are supplied by the shipyard. 2.2 Drilling of the holes in the tank top plate The holes for the thrust sleeves must be drilled or flame-cut in the tank top plate before setting the engine in position. These holes are prepared while observing the dimensions given on the drawing Chocking and drilling plan, section B-B. The holes for the normal holding-down studs can be drilled or flame-cut either before or after setting the engine in position. 2.3 Chock thickness Since the chock thickness cannot be precisely determined before engine alignment is finalized, the standard design of the holding-down stud, thrust sleeve and conical washer allows for the application of chock thicknesses from 25 up to 60mm. An alternative design is prepared for a chock thickness from 50 up to 85mm. To avoid additional machining of the sleeve to adjust its length, the conical washer is provided with a larger bore compared to the sleeve's external diameter. The sleeve can protrude beyond the top plate more or less, the space in the washer allows for this variable. At the project stage, if chock thicknesses are foreseen to be more than 85 or less than 25mm, the length of the thrust sleeve and its corresponding holding-down stud as well as the length of the normal holding-down stud must be in- or decreased accordingly. Please note: In any case, if the minimum thickness is less than 25mm, the epoxy resin supplier must be consulted.

3

Fitted stud

3.1 Fitting The fitted stud is fitted in the bottom plate of the engine bedplate, the epoxy resin chock and the tank top plate. The holes in the bedplate and the top plate are reamed together when the engine is completely aligned. The fitted stud is then inserted and the chocks are poured. The engine bedplate is delivered with pre-drilled holes. The fitted studs with the final tolerance and the holding-down studs are supplied by the shipyard. 3.2 Drilling of the holes in the tank top plate The holes in the tank top plate for the fitted studs are to be pre-drilled when the engine is placed inPC

a 7-65.998 12.08.08 b 7-77.359 05.11.09 RT-flex96 RT96CWrtsil Switzerland Ltd.

Replaced by: Substitute for:

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position. Then drill out and ream the pre-drilled holes in the bedplate together with the holes in the tank top plate to the foreseen final diameter. The holes for the normal holding-down studs are to be drilled according to chocking and drilling plan. 3.3 Chock thickness Since the chock thickness cannot be precisely determined before the engine alignment is finalised, the standard design of the fitted stud allows for the application of chock thicknesses from 25 up to 60mm. At the project stage, if chock thicknesses are foreseen to be more than 60 or less than 25mm, the length of the fitted stud and also of the normal holding-down stud must be in- or decreased accordingly. Please note: In any case, if the minimum thickness is less than 25mm, the epoxy resin supplier must be consulted.

4. Pouring of the epoxy resin chocks4.1 Conditions before pouring Engine fully aligned All side stoppers welded in place, wedges not fitted When using thrust sleeves (see fig. 1): Thrust sleeves and their accompanying holding down studs inserted into the corresponding holes with the studs/nuts tightened by hand. The bush and the sponge rubber sealing fixed correctly under the tank top plate. Contact surface washer/top plate smeared with gasket sealant. When using fitted studs (see fig. 2): Fitted studs inserted into the corresponding holes and tightened by hand. The bush should be fixed correctly under the tank top plate. For normal holding-down studs (see fig. 3): Sponge rubber plugs or similar inserted into bedplate where normal studs are applied.

a

b

RT-flex96 RT96CWrtsil Switzerland Ltd.

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4.2 Pouring Pouring of the epoxy resin chocks together with its preparatory work must be carried out either by experts of the epoxy resin manufacturers or by their representatives. Their instructions must be strictly observed. In particular, no yard work on the engine foundation may proceed before completion of the curing period of the epoxy resin chocks. The filler material for the thrust sleeve holes is identical to that used for the chocks. The epoxy resin material applied for the chocking of the engine has to fulfill the following requirements: Approved by the major classification societies The following materials properties are met:

Properties Ultimate compression strength Compression yield point Compressive modulus of elasticity Deformation under load Load550 N / 70 C Load1100 N / 70 C Curing shrinkage Coefficient of thermal expansion (0-60 K) Coefficient of friction

Standard ASTM D695 ASTM D695 ASTM D695 ASTM D621

Values min. 130 MPa min. 100 MPa min. 3100 MPa

max. 0.10 % max. 0.15 % ASTM D2566 ASTM D696 normal max. 0.15 % max. 50 10-6 1/K min. 0.3

Required properties of epoxy resin material

5. Tightening the holding-down studsThe instructions of the epoxy resin manufacturers or their representatives concerning the curing period must be strictly observed before any work on the engine foundation may proceed. On completion of the curing period the supporting devices, i.e. jacking screws, jacking wedges, etc., must be removed before the holding-down studs are tightened. All engines holding-down studs are tightened by means of a hydraulic pre-tensioning jack. The tightening procedure begins at the driving end and continues alternating from side to side in the direction of the engine free end. After tightening all engine holding-down studs, fit the side stopper wedges.

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6. Table and figures6.1 Tightening pressures Engine type Pretension force per stud Fv [kN] *1) 650 Hydr. tightening pressure p [bar] 1000 Code-No. of hydr. pretensioning jack*2) 94145 -

RT-flex96 Remarks:

*1) Including an efficiency loss during tightening process *2) The hydraulic pre-tensioning jack is part of the engine builders tool kit

6.2 Figures

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18.5 Engine coupling18.5.1 Fitting of coupling boltsDrilling and reaming of the engine and shaft couplings is to be carried out using a computer controlled drilling machine or an accurately centred jig. Great care is to be taken in matching and machining mating flanges together. Fitted bolt hole tolerances are to be H7 and fitted bolts are to be available for inserting in the holes on completion of reaming. Each fitted bolt is to be stamped with its position in the coupling, with the same mark stamped adjacent to the hole. In the event of a pitch circle error leading to a misalignment of bolt holes, the situation has to be remedied by applying joint cylindrical reaming to an oversize hole and fitting an individually machined fitted bolt. Fitted bolts are to locate with a medium fit, but not requiring heavy hammer blows. If there is any doubt that a fitted bolt is too slack or too tight, refer to the classification society surveyor and a representative of the engine builder. The connection crankshaft/propeller shaft with bore, bolt and nut is part of the engine designers submission to the Classification Societies for Design Approval. When tightening the coupling bolts it is essential to work methodically, taking up the threads on opposite bolts to hand-tight, followed by sequential torque tightening. Mark each bolt head in turn, 1, 2, 3, etc., and tighten opposite nuts in turn to an angle of 55, making sure the bolt head is securely held and unable to rotate with the nut. Castellated nuts are to be locked according to the requirements of class with either locking wires or split pins. Use feeler gauges during the tightening process to ensure that the coupling faces are properly mated with no clearance. Drawings 107.298.385 a Connection Crank/Propeller Shaft, On Crankshaft, 6-14RT-flex96C-B ................................................................................1811 8185 181 ----

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18.6 Engine earthingElectric current flows when a potential difference exists between two materials. The creation of a potential difference is associated with thermoelectric by the application of heat, tribo-electric between interactive surfaces, electrochemical when an electrolytic solution exists, and electromagnetic induction when a conducting material passes through a magnetic field. Tracking or leakage currents are created in machinery by any of the above means and, if they are not adequately directed to earth, can lead to component failures or in some cases result in fires and interference with control and monitoring instrumentation.

18.6.1 Preventive actionUsing earthing brushes in contact with slip-rings and bonding the chassis by braided copper wire are common ways of protecting electric machines. Where operating loads and voltages are comparatively low, then the supply is isolated from the machine by an isolating transformer, often with handheld power tools. The build specification dictates the earthing procedure to be followed and the classification society is to approve the final installation. On vessels with star-wound alternators the neutral is considered to be earth, and electrical devices are protected by automatic fuses. Ensure that instrument wiring meets the building and classification society specifications and that it is shielded and isolated to prevent induced signal errors and short circuits. In certain cases large items of machinery are isolated from their foundations, and couplings are isolated to prevent current flow, e.g. when electric motors are connected to a common gear box. Retrospective fitting of earthing devices is not uncommon, but due consideration is to be given at the design stage to adequate shielding of control equipment and earthing protection where tracking and leakage currents are expected. Magnetic induction and polarisation are to be avoided and degaussing equipment incorporated if there is likely to be a problem.

18.6.2 Main shaft earthing systemThe figure 18.3 shows a typical shaft earthing system. The slip-ring (1) is supplied as matched halves to suit the shaft and secured by two tension bands (2) using clamps (12). The slip-ring mating faces are finished flush and butt jointed with solder. The brushes (4) are housed in the twin holder (3) clamped to a stainless steel spindle (6) and there is a monitoring brush (11) in a single holder (10) clamped to an insulated spindle (9). Both spindles are attached to the mounting bracket (8). The electric cables are connected as shown in figure 18.4 with the optional voltmeter. This instrument is at the discretion of the owner but it is useful to observe that the potential to earth does not rise above 100 mV. Different combinations of conducting material are available for the construction of the slip-rings. However, alloys with a high silver content are found to be efficient and hard wearing. Wrtsil Switzerland Ltd. recommends installing a shaft earthing device on the intermediate shafting as illustrated in figure 18.3.

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Figure 18.3: Shaft earthing arrangement View on A - Brush gear omitted 1 2 3 4 5 6 Slip ring Tension bands Twin holder Brushes Connection to the ships hull Steel spindle 7 8 9 10 11 12 Connection to the voltmeter Mounting bracket Insulated spindle Single holder Monitoring brush Clamps

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Figure 18.4: Shaft earthing with condition monitoring facility

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18.7 Engine staysThe engine seating is integral with the double-bottom structure and has to be of sufficient strength to support the weight of the engine, transmit the propeller thrust, withstand external couples and stresses related to propeller and engine resonance. The longitudinal beams situated under the engine are to extend forward of the engine room bulkhead by at least half the length of the engine, and aft as far as possible. The maximum allowable rake is 3 to the horizontal. Before any engine seating work can be performed, make sure the engine is aligned with the intermediate propeller shaft.

18.7.1 Drawings107.338.178 b 107.353.629 107.246.735 107.246.436 a 107.246.732 107.246.730 107.246.413 107.246.439 b 107.246.731 107.246.650 a 107.246.429 e 107.333.483 d 107.165.800 g 107.165.801 f 107.165.802 a 107.165.803 d 107.165.804 b 107.165.808 a 107.165.806 a 107.165.809 107.165.810 a 107.165.815 107.165.821 a 107.245.489 107.165.811 107.165.812 107.329.413 a 107.165.814 107.165.820 b 107.165.818 b 107.165.817 a 107.165.822 107.165.813 b DAAD006100 Engine Stays, 6-14RT-flex96C-B .........................................................1-882 8--0 111 Engine Stays/ Friction Type, Assembly Drawing, 6-14RT-flex96C-B ...1-882 8--1 111 Stay, To Engine Stays, Frictio, 6-14RT-flex96C-B ...............................1-882 8--2 111 Support, To Engine Stays, Frictio, 6-14RT-flex96C-B .........................1-882 8--3 111 Clamping Part, To Engine Stays, Frictio, 6-14RT-flex96C-B ...............1-882 8--4 111 Disc Spring, To Engine Stays, Frictio, 6-14RT-flex96C-B ....................1-882 8--5 111 Round Nut, 6-14RT-flex96C-B .............................................................1-882 8--6 111 Bolt, To Engine Stays, Frictio, 6-14RT-flex96C-B ................................1-882 8--7 111 Friction Shim, Ordering Drawing, 6-14RT-flex96C-B ..........................1-882 8--8 111 Centring Sleeve, To Engine Stays, Friction, 6-14RT-flex96C-B ...........1-882 8--9 111 Assembly Instructions, To Engine Stays Friction, 6-14RT-flex96C-B ...1-883 8--7 111 Engine Stays, 6-14RT-flex96C-B .........................................................1-883 8--8 111 Hydraulic Cylinder, To Engine Stays, 6-14RT-flex96C-B .....................1-883 8--9 111 Cylinder, 6-14RT-flex96C-B .................................................................1-884 8--0 111 Piston, 6-14RT-flex96C-B ....................................................................1-884 8--1 111 Cover, 6-14RT-flex96C-B .....................................................................1-884 8--2 111 Valve Spindle, 6-14RT-flex96C-B ........................................................1-884 8--3 111 Connecting Piece (Sw41), 6-14RT-flex96C-B ......................................1-884 8--4 111 Pointer, 6-14RT-flex96C-B ...................................................................1-884 8--5 111 Bearer, 6-14RT-flex96C-B ....................................................................1-884 8--6 111 Treaded Sleeve, Engine Stays, 6-14RT-flex96C-B ..............................1-884 8--7 111 Support, 6-14RT-flex96C-B .................................................................1-884 8--8 111 Ring, 6-14RT-flex96C-B .......................................................................1-884 8--9 111 Ball Valve, Order Drawing, 6-14RT-flex96C-B .....................................1-885 8--0 111 Piston Guide, Order Drwg., 6-14RT-flex96C-B ....................................1-885 8--1 111 Pressure Gauge, Order Dr., 6-14RT-flex96C-B ....................................1-885 8--2 111 Bladder Accumulator, Order Drawing, 6-14RT-flex96C-B ...................1-885 8--3 111 Plug, Order Drwg., 6-14RT-flex96C-B .................................................1-885 8--4 111 Hydraulic Lateral Device, For Main Engine, 6-14RT-flex96C-B ...........1-886 8--6 111 Testing and Filling Device, Order Drwg., 6-14RT-flex96C-B ................1-886 8--7 111 Instruction For Pressure Test, 250 Bar, 6-14RT-flex96C-B ..................1-886 8--8 111 Male Union, Order Drwg., 6-14RT-flex96C-B ......................................1-886 8--9 111 Prec. Seamless Pipe, Order Drwg., 6-14RT-flex96C-B .......................1-887 8--0 111 Round Bar, 6-14RT-flex96C-B .............................................................1-887 8--1 111

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Copyright Wrtsil. All rights reserved. By taking possession of the drawing, the recipient recognizes and honors these right s. Neither the whole nor any part of this drawing may be used in any way for construction, fabrication, marketing or any other purpose nor copied in any way nor made a ccessible to third parties without the previous written consent of Wrtsil.

1

IntroductionLateral and longitudinal stays are installed where countermeasures against dynamic effects are necessary (for indications refer to Marine Installation Manual, chapter Engine Dynamics). For stay arrangement and details refer also to the relevant installation drawings of the corresponding design group 9715. It is vital that the stays are fitted correctly to ensure proper operation and to prolong the lifetime of the components.

2

Description and functionThe stays are fitted between the engine and the ship hull. They transmit lateral, respectively longitudinal forces, from the engine via friction shims and sheet metal girders to the ship hull. The clamping force of the two clamping bolts is adjusted in such a way that during engine operation the engines pulsating forces are transmitted to the ship hull. During loading and unloading, the stay is able to adapt the deformations of the ships hull within its stroke. To reduce material stress in the stay itself and also in the attachment points, hinge pins are provided in the supports to allow movements in both vertical and longitudinal directions.S heet m eta l g irders w ith friction shim s

Support

Support

E ngine S ide

X S c ave nge a ir rec eiv er box or u pper platform s upport

C lam pin g B olts

D riv ing E nd

H ing e P in

D is c S pring s

H ing e P in

Figure 1: Principal stay arrangement

Substitute for:Modif

PC 19.11.2008 Drawn Date Product C EAAD082173 Number 04.08.2010 Drawn Date D EAAD082947 Number 13.05.2011 Drawn Date

Q-Code X

S hip S ideX X

X

X

B EAAD067959 Number

E EAAD083505 Number

16.12.2011 Drawn Date

RTMOTMade Chkd Appd

Assembly Instructionfor engine stays, friction typeMain Drw. Design Group Page Material ID

27.01.1998

T.Landert W.Wroblewski D.Strdecke

1/8Drawing ID

107.246.429Rev

9715

107.246.429

E

T_PC-Drawing_portrait | Author: Y. Keel, S. Knecht | Released by: K. Moor | First released: 29.07.2010 | Release: 1.2 (06.09.2010)

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Copyright Wrtsil. All rights reserved. By taking possession of the drawing, the recipient recognizes and honors these right s. Neither the whole nor any part of this drawing may be used in any way for construction, fabrication, marketing or any other purpose nor copied in any way nor made a ccessible to third parties without the previous written consent of Wrtsil.

For lateral application the stays are fixed on the engines exhaust side or fuel side, according to the arrangement shown on the main drawing of design group 9715. For longitudinal application the stays are fixed on engines free end. Examples of stay arrangements are provided in figure 2, figure 3 and figure 4. Which stay arrangement is applicable depends on the engine type and is specified by the corresponding drawing of design group 9715. As the design of the clamping bolts is similar to that applied for the engine holding down studs, the same hydraulic tool (design group 9411-06) can be used for pre-tensioning.Lateral arrangement with attachment on scavenge air receiver box Lateral arrangement with attachment on platform support Longitudinal arrangement with attachment on platform support

Figure 2

Figure 3

Figure 4

33.1

Fitting of the staysStarting conditionsBefore fitting the stays, the following conditions must be fulfilled: Ship afloat Engine aligned and chocked Engine coupled to intermediate shaft Engine holding down studs fully tightened Side stoppers fitted Engine preheated to starting condition Relevant installation drawings available

Substitute for:Modif

PC 19.11.2008 Drawn Date Product C EAAD082173 Number 04.08.2010 Drawn Date D EAAD082947 Number 13.05.2011 Drawn Date

Q-Code X

X

X

X

X

B EAAD067959 Number

E EAAD083505 Number

16.12.2011 Drawn Date

RTMOTMade Chkd Appd

Assembly Instructionfor engine stays, friction typeMain Drw. Design Group Page Material ID

27.01.1998

T.Landert W.Wroblewski

Wartsila O E RT Flex96C B MIM Part 2 of 2

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