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Cimac Congress | Shanghai 2013 • Developing plant modification design package for the EDG replacement, • Completing the removal of the old EDGs and installation of the new EDGs, • Completing the EDG site testing. Achieving of programmable control and management for the emergency diesel generating sets in thermal power plant Chang Xi-yan, Henan Diesel Engine Industry Co, Ltd, China Yang Xun, Henan Diesel Engine Industry Co, Ltd, China This paper introduces an automatic system that takes HMI (human-machine-interface) and PLC (programmable logic controller) as the core for intellectualised control of the reserve emergency diesel gensets in thermal power plant. The system was constituted by <strong>net</strong>work communication electric power system process controlrelated technologies. Set diesel gensets the operation monitoring control protection measurement remote control for an organic whole, realise the emergency diesel gensets control system and the power plant in central control system of comprehensive management of the power system, provided good work independence with high reliability stable performance, strong practicability etc. characteristics, the application of electric power operation can greatly improve the quality and reduce maintenance costs. Monday May 13th / 13:30 – 15:00 Component and Maintenance Technology Bearings, Valves Room B New bearing concepts to fulfil application-related challenges for future engines Rainer Aufischer, Miba Bearing Group, Austria Oliver Feng, Miba Precision Components China, China Falko Langbein, Miba Bearing Group, Austria Leopold Harreither, Miba Bearing Group, Austria Jenny Qiang, Miba Precision Components (China) Co, Ltd, China Engine development is being driven by environmental considerations, tightening emission regulations, fuel economy and availability in combination with economical boundary conditions. It is within this framework that new approaches in bearing material, design and production are needed. New engine families with increased firing pressures are designed to fulfil these requirements. The change in bearing loading and rough running conditions can be met by tailor-made bearings with special performance characteristics. The high firing pressure in combination with a much wider pressure range for gaseous fuels in combination with misfiring will on the one hand change bearing hydrodynamic loading and on the other hand increase cyclic deformation of the bearing structure. Additional features like robustness of bearing types against disturbances as dirt contamination, oil starvation and corrosion are required in combination with extended oil drain intervals and bearing life. In two-stroke applications, dimensional growth leads to exceptional high dry turn loads in assembly and cross production limits of bearing production with standardised and robust production processes. In smaller bearings, a concept to combine different bearing layers is used. The whole multi-layer composite with the bearing back for improvement of the assembly situation, the lining material to gain higher fatigue strength without losing all the tribological properties and overlays for short term emergency conditions and to compensate for the loss of tribological performance in other layers was re-designed. This approach of combining difference performance criteria in different layers or areas is also applied in the patch work bearing for two-stroke engines. Not only to fulfil the demand for large bearings with standard material production processes, but also to combine different performance characteristics in different bearing areas, segments can be combined to larger and more robust bearings. For the mentioned bearing concepts the working principles are described and internal validation and base production principles are shown. According to the internal test results and the first engine results, the development targets have been met. Based on engineering and simulation, the bearings can be adapted to the special conditions in specific engine applications. Development and internal test results as well as engine experience will be presented along with possible bearing configuration. A study on surface protrusion of welding type Sn-Sb- Cu plain bearing for marine engine Jong-Hyun Hwang, Hyundai Heavy Industries, Co, Ltd, South Korea The typical plain bearing alloy, Sn-Sb-Cu alloy, is being overlaid on the carbon steel backing metal by either casting or welding. Overlay welding type bearing is a competitive alternative to casting type in terms of higher bond strength and lower cost. Surface protrusion phenomena at the running surface of welding type bearing were occasionally observed after engine operation. Occurrence of protrusion phenomena were simulated as a function of dehydrogenising treatment, preheating before welding and postheating after welding. It was found that the protrusion of the weld overlaid bearing surface was closely related to diffusion and build-up of hydrogen from the backing steel. Improving safety of engines in service by continuously monitoring big-end bearings temperatures Patrice Flot, CMR Group, France Alain Meslati, CMR Group, France In order to stay ahead of their competition, engine builders are permanently reducing manufacturing cost by various means, either by improving manufacturing processes through procurement efforts, or technically by using the latest design and calculation tools made available with the most advanced computer aided systems. Cost is mainly related to weight of the engine, where the sales price is related to mechanical power produced by the engine. The customer is effectively buying power output, when engine builder is paying for weight of materials needed to build the engine. This is why, for many years, engine designers have been increasing power density or the power-to-weight ratio. The typical methods for most of the engine builders to achieve higher power density is to increase power output of an existing engine, step by step, just by slightly modifying the engine. Power is a result of engine rotational speed and torque. But increasing rotational speed faces limitations on mean piston speed, plain bearing peripheral speed, inertia of pistons and connecting rods, and spring systems for valves, so limited progress has been made that way. Increasing torque or BMEP (brake mean effective pressure) has always been, and still is, preferred. There are existing methods to increase the flow of air and fuel, thanks to more efficient turbochargers, and modern fuel pumps delivering higher injection pressures, along with common rail technology. As a result of increased BMEP, the maximum combustion pressure and consequently the peak pressure on the bearings have been dramatically increased. By optimising the bearing design and using better materials for bearing shells, both engine builders and bearing shell manufacturers have been successful at managing bearing pressure increase and reduced oil film thickness. However, during engine service, the slightest maintenance mistake 6 SPECIAL Schiff&Hafen | Ship&Offshore | May 2013
Monday, May 13th Tuesday, May 14th Wednesday, May 15th Thursday, May 16th will result in much higher risk of catastrophic failures. Additionally, end users want to save time on maintenance, and to reduce skill requirements of their maintenance teams; all resulting in higher risk. Thus, to reduce maintenance constraints and mitigate associated risks, engine builders are looking for methods to monitor bearing conditions. Not only high-speed and medium-speed engine builders are concerned, but also low-speed engine builders (although low speed engines do, historically, show high reliability of their bearings). To satisfy this increasing demand, a new sensor, called TB3, has been designed for monitoring the temperatures of moving parts inside the engine, such as the connecting rod big end bearings. Design of the TB3 sensor boasts short response time, easy installation, simple maintenance and low cost in order to be standardised on series engines above 200mm bore. The TB3 sensor is based on the well-known SAW (surface acoustic waves) technology, which has been specifically engineered and patented for serving the purpose of measuring the temperature of moving parts inside engines. Compared with other commercially available protection devices, the TB3 sensor is a technological breakthrough allowing wireless signal transmission up to 1m distance inside the engine. The sensor system is made of several dynamic sensors fitted on the moving parts, and only one large antenna fixed to the crankcase wall inside each cylinder compartment. The large antennas are directly communicating with the ECU by simple connection to the CAN bus line existing on the engine, thus reducing the cost of wiring system outside the crankcase. The paper will review today’s bearing challenges and protection devices. After a quick look at wireless sensors, it will describe TB3 sensor hardware and software technologies, and expected advantages on industrial engines, in regards to installation design, service, and safety. inserat_visc_ship&offshore_183x125_e_Layout 1 13.02.2013 12:15 Seite 1 Future HFO/GI exhaust valve spindle Uffe D. Bihlet, MAn Diesel & Turbo SE, Denmark Harro A. Hoeg, MAn Diesel & Turbo SE, Denmark State of the art for exhaust valve spindles for large two-stroke heavy fuel diesel engines is currently either a fully forged Nimonic 80A version or a cost-effective version based on an austenitic valve steel weld coated by a specially hardened Inconel 718 seat hardfacing and Inconel 625 disc coating. These three alloys, originally developed more than 50 years ago for the gas turbine and process industry, show comparable corrosion resistance at usual heat load. The general trend in engine design is steadily pushing combustion chamber component temperatures towards higher levels and the hot corrosion resistance of these alloys is currently being tested to the limit. Furthermore, operation on LNG will bring new challenges. Indeed, it would appear that there is much room for improvement as no focused alloy development has been performed aimed at the special conditions found on the thermally and mechanically stressed parts of the exhaust valve spindle. In the present work, new coating alloys, meeting the requirements for the future valve spindle, have been developed by combining literature study, service experience, experimental data and numerical thermodynamic calculations. This paper describes the considerations and results of this alloy development as well as the details of a required new production technique for manufacturing a compound product by the hot isostatic pressing (HIP) technology, which has been developed with advanced finite element method (FEM) modelling. Viscosity controlling Heat Viscomaster MEASURE CONTROLLER Steam valve Density Measure, heat and control Aquametro your full-service manufacturer of flow meters, sensors and monitoring systems is proud to offer you the new and improved Viscomaster. The team of Viscomaster, Controller and Steam valve will manage the right viscosity for your engine. Whether there is fuel blending or pure fuel, our viscosity system keeps it at the preset viscosity. Visit us at the Norshipping Oslo B01-05 marine@aquametro.com www.aquametro.com < May 2013 | Schiff&Hafen | Ship&Offshore sPeCiaL 7
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