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Engine
Power Plant
stationary dual fuel (diesel / gas )
HALBERSTADT (12 VDS 48/42 )
 
 
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1.
General technical description
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The engine power plant is a unit with gas and diesel
fired engine of the type 12 VDS 48/42. The engine is directly connected
with a self-starting, brushless three-phase alternator. The offer includes
the complete power plant, consisting of the one dual fuel diesel / gas
engine of the aforementioned type with the belonging alternators, the
motor control boxes and speed control units, the foundation documents,
spring elements, the specification of important parts, the nozzle
heating modules, the elastic connecting elements
between engines and pipe systems, engineering as well as deliveries of
components concerning the lubricating oil system to be specified in
detail.
The engine 12 VDS 48/42 AL works with diesel and gas.
The fuel oil used in diesel operation is light fuel or
diesel oil. It is supplied to the engine from a storage tank by means of
fuel oil system units.,
For reasons of operating safety, the engine unit have a
own cooling system. The heat resulting from the cooling of the engine,
jacket cooling water and charge air cooling 1st stage
(intercooler), are carried away to the hot water system.
Moreover, the unit
have its own lubricating oil system, with a pump supplying
lubricating oil to the engine from a separate circulation tank.
The tank should be installed at a lower level nearby
the engine. Filters for the cleaning of the oil should be installed
between pump and engine.
The emissions contained in the engine exhaust gas
(pollutants and noise) must not be released uncontrolled to the
environment. The pollutants, above all nitrogen oxides and carbon monoxide
are therefore reduced in a SCR-catalyzer with oxidation number.
Depending on the site, noise emissions have to be
reduced to permissible values through an exhaust gas silencer and
constructional project measures.
The exhaust gas is carried off through a chimney.
Compressed air (30 bar/10 bar) start the engine.
The total plant is controlled and regulated by a
central process control technique which is in the scope of supply. The
control system includes the engine protection and alternator protection.
In case of emergency stop, the fuel supply to the engines will be cut off
and the alternator switch will be opened.
The maximum output depends on the conditions on
site. All data of engine and alternator referred to are based on standard
conditions.
2.
Description of the scope of supply
MBH Engine-Generator Sets
Consisting of a MBH Engine 12 VDS 48/42
and a synchronous alternator.
Length:
8.5 m
Height:
5.5 m
Height with concrete block:
8.0 m
Width:
4.0 m
Engine
and alternator coupled directly. Both, engine and alternator will be
mounted with separate base frames on the top of a concrete block.
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2.1
MBH
Engine
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3
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engines
12-cylinder,
4-stroke-system, V-engine, with direct fuel injection, exhaust gas
turbo charger and 2-stage charge air cooling, equipped for operation
with gas and oil.
Maximum
nominal output:
5300 kW
Nominal
speed:
500 1/min const.
Cylinder
bore:
420 mm
Piston
stroke:
480 mm
Configuration:...........
V-type engine
Piston
capacity:
66,5 litre per cylinder
Mean
effective pressure:
15,9 bar
Mean
piston speed:
8 m/s
Weight:
ca. 90 t
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2.2 Alternator
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3
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Synchronous
Alternators
Apparent output:
6400 kVA
Effective output:
5120 kW
Power factor:
cos phi = 0,8
Frequency:
50 Hz
Voltage:
10,5 kV
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2.3 Description
of systems
2.3.1
Foundation work
The
foundation consists of the static foundation (sub-foundation), the
elastically bedded vibrating foundation, the foundation base frame –
separate for engine and alternator - spring elements and fasteners. The
engine/alternator set is screwed up on the vibrating foundation. In order
to avoid the spreading of impact sound, the vibrating foundation is
elastically bedded on spring elements. Dynamic forces are not passed on to
the sub-foundation.
2.3.2 Lubricating oil
system
The
lubricating oil system supplies lubricating oil to the engine and passes
the heat of the engine contained in the oil on to the cooling water
system.
It is required to use
lubricating oil of the SAE class 40 with a maximum operating temperature
of about 70°C behind the engine and a working pressure of about 4,5 bar
before the engine. The lubricating oil pressure and temperature are being
monitored.
The lubrication oil system of
the engine is a circuit from the lubricating oil circulation tank over
lubricating oil pump, lubricating oil cooler, lubricating oil automatic
filter and indicating filter to the engine and back to the lubricating oil
circulation tank.
The operation is monitored
through motor-acted control. Monitored values are temperature (max) and
pressure (min).
The lubricating oil is
cleaned in the main circuit by means of the automatic filter and the
indicator filter and in the bypass flow in a special circuit by means of
the separator. The plant is designed with a separator for each
engine/alternator set.
The residues resulting from
the separation are collected in the lubricating oil sludge tank of the
separator and pumped into the sludge tank of the fuel oil system.
From the joint lubricating
oil tank and pump unit, lubricating oil is transported to the respective
lubricating oil circulation tanks and to the internal cylinder lubrication
systems of the engine.
2.3.3
Cooling water
system
The
cooling water system of the engine plant takes care of the carrying off of
heat from the 2nd stage of the charge air cooler (intercooler)
and of the lubrication oil system.
The
secondary cooling water system is a closed circuit from the circulation
pump over the heat exchanger to the air cooler and back to the pump.
The
operation is monitored by motor control.
Monitored
values are temperature and pressure.
The
secondary cooling water system consists of the components circulation
pump, dry coolers, cooling water service tank with refill/pressure
maintaining pump and membrane expansion tank.
2.3.4
Charge air and exhaust gas system
The
exhaust gas and charge air system of the engine serves to supply the
engine with charge air and to carry off exhaust gases of the engine.
Through direct engine suction from the power
house, the charge air passes a silencer of the exhaust gas turbo charger.
As alternative and when required by the local conditions, the charge air
can be fetched through a filter, a silencer and a suction line from
outside the power house.
The heat of compression resulting from the
process of compression of the intake air in the exhaust gas turbo charger
is carried off to the cooling water system by means of a charge air cooler
(intercooler). The operation is monitored by motor control. Monitored
value is the temperature (max). This value is indicated through motor
control.
The
exhaust gas system consists of the pipes, the pipework equipment,
silencer, exhaust gas cleaning system, chimney and various fixing devices.
2.3.5
Compressed air system
The
compressed air system supplies the engine and the components of the plant
with the necessary control and working air.
Two
compressors fill two compressed-air bottles of 1000l each and with a
working pressure of 30 bar. The compressed air with 30 bar is used as
starting air for the diesel engines. In a second system, compressed air is
reduced to 10 bar which serves to the control and monitoring systems of
engine and plant components.
Compressors
and compressed-air bottles are integrated in one system unit for both
engine plant.
2.3.6
Ventilation system
The
ventilation of the power house has to be designed in a way that the
necessary charge air for the engines as well as the dissipation of the
radiant heat from the particular units and system components guarantee a
safe engine operation.
2.3.7
Measurement and control
system of the engine alternator set
The
engine control boxes, speed control (Heinzmann) as well as the cabling of
the engine control boxes – Heinzmann controller belongs to the scope of
supply .
Moreover,
for the total plant, there have to be dimensioned and specified:
- fire alarm system
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low voltage main distribution
- earthing and equipotential bonding
- For motor control:
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all necessary control boxes and systems to operate the motor control
(control, monitoring, 400V-drive distribution, etc.)
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SPS
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software for the monitoring and control of all engine systems
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emergency shutdown circuit motive power unit
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engine control (start, stop, charge, discharge, modification of
operational mode) and monitoring
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lubricating oil system, jacket cooling water system, fuel oil system,
charge air and exhaust gas system, hot and secondary cooling water system
with air cooler
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protection and automatic synchronisation of the alternator
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monitoring of the bearing temperature
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monitoring of the winding temperature
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differential protection
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monitoring stator earth
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monitoring overload (graduated)
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monitoring short circuit (graduated)
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directional circuit breaking
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monitoring of voltage (+/-)
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monitoring of frequency (+/-)
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monitoring of short interruption
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processing of the signals from the exciting unit
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measurement, display, counting of the electric values
- hardware locking circuit for engine protection
- 24V USV unit for engine plant
- 24V – supply for the motor control unit with
charging set and battery unit
- general control
all
necessary switch boxes and systems to operate the general system (control,
monitoring, 400V drive distribution, 24V-distribution etc.)
- SPS
- software for monitoring and control of the following
systems
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medium voltage unit
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low voltage distribution
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24V USV-unit
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compressed air system with compressors
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emergency shutdown for the engine unit
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separator unit
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tank unit, fuel oil system units
2.3.8
Medium voltage unit 10,5 kV
Consisting
of:
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alternator feeding field
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cable outlet field
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cable outlet field to the existing unit
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cabling
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Trafo
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20 KV
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Trafo
:
400 V
3.
Consumption figures per
engine ( Diesel)
diesel
oil:
189g/kWh +5%
with maximum permanent output
(100%) – MCR
according to ISO 3046 conditions (100 kPa ambient air pressure, 25°C
ambient temperature, 30% relative air humidity;
25°C cooling water temperature at intercooler inlet)
and using a suitable fuel with a caloric value of HU
= 42 700kJ/kg (LCV) according to DIN 51603 measured at the MBH test bench.
Lubricating oil:
approx. 1,0 g/kWh +/-20%
according to ISO 3046
conditions, not included are some losses due to the lube oil separator,
lube oil automatic filter and changing intervalls
4.
Technical marginal conditions
4.1 Ambient conditions
4.1.1 Design data
air
intake temperature (power house, min.) 10 °C
air
intake temperature (power house, max.) 40
°C
Relative
humidity, normal
70 %
Installation
altitude < 500 m above M.S.L.
Dust
concentration in the air < 10 mg/m³
4.2
Process materials
4.2.1
Electrical Power
Network
AC
3-phase (3PNE)
Voltage
230/400V +/-2%
Frequency
50 Hz
4.2.2
Medium voltage
Type
3-conductors
Frequency
50 Hz
Voltage
10,5 KV
4.2.3
Fuel
4.2.3.1
Gas or diesel fuel oil
4.2.4
Lubricating oil
The
specification of the lubricating oil has to be specifically selected for
the prevailing engine operating conditions.
The
quality and type of the lubricating oil to be used are subject to prior
approval by MBH.
Viscosity
class
SAE 40
Viscosity
40°C ca.
145 cSt
100°C ca. 14.5 cSt
Density
at
15°C ca.
890
kg/m³
Flash
point > 220 °C
Pour
point
- 15
°C
TBN
diesel
oil
10 - 20
mg KOH/g
Ash
(as sulphatees) < 0.75
% w/w
Ash
(as oxides) < 0.02% w/w
Possible
suppliers:
Shell
Argina 40
Esso
Exmar 40
Texaco
Taro 40
Mobil
Mobilgard
Fina
Stellano
Castrol
Water
quality
according
to the special prescriptions of the tank manufacturer
4.2.5
Fresh water
Fresh
water is required for producing internal cooling water, for turbine
washing, in the separator etc.
Limits:
PH
(25°C)
6,5 – 7,5
Conductivity
25°C < 1000
mS/m
Total
hardness (Ca²+ , Mg²+) <
20 °dH
Silicate
(as SiO2) < 15
mg/l
Chloride
Cl- < 50 mg/l
Sulphate
(SO4
²-)
<
50 mg/l
Fe
<
0.02 mg/l
Apperance clear, colourless, free from undissolved matter
4.2.6
Cooling water / jacket cooling water
The
cooling water and jacket cooling water have to be treated according to the
below requirements.
The
cooling water system forms a closed circle together with the jacket
cooling water system.
This
cooling circuit must be treated with the corrosion preventive CWT
Diesel/QC2. Before using a different corrosion preventive, it is necessary
to consult the engine manufacturer.
Only
those reagents may be used, which prevent corrosion and cavitation during
the operation and stop period of the plant and which do not act upon
material and seals in the cooling system.
Water
quality
Water type : fresh water, free from solid foreign
substances
Total hardness :
max. 8 °dH
Permanent hardness:
max. 3 °dH
pH – value of the untreated water
at
20°C 7 – 8
pH – value of the water in the
cooling circuit at
20°C
8 – 9
level of chlorides and
sulphates
max. 50 mg/dm³
level of cilicic acid
max. 30
mg/dm³
5.
Documentation
The
following documents in German or English language are part of this plant
documentation:
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installation drawing engine
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Specifications of operating material and possible components (MBH scope
of supply)
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key plans and flow chart (proposal)
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foundation documents
YEAR
OF MACHINES: 1994 AND 1996
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