P a x m a n V P 18 5 H ig h S p e e d E n g in in e Paxman
P a x m a n V P 18 5
General Description
The VP185 range of 12 and 18 cylinde r high s pe ed diesel engines combine high po wer output with a light weight and compact de s ign to me et the ne eds of ma rine, indus trial, rail and off-roa d app lications world-wide . The top of the range 18VP185 produc es powers up to 4000 kWb (5365 bhp) at a spe ed of 1950 r/min. The 18VP185 is pe rfec tly suited for installations whe re weight and space are at a pre mium and high po wer outp ut is essential. The simple de s ign allows for ease of ma intena nc e rout ine service and inspe ction. Add to this the low fuel and lubrica ting oil cons ump tion, long periods be twe en ove rhauls, low exha us t emissions and high reliability and the cus tome r has a pa ckag e ideal for all as pe cts of po wer ge ne rat ion and ma rine propulsion.
Crankcase
Connecting Rods
Cylinder Heads
This is cast in high strength sp heroidalgraphite iron, and is a robust an d light w eight design. In the low er portion of the cran kcase the underslung cran kshaft is sup ported by m ain bearing cap s w hich are d ou ble cross bolted to the d eep side faces o f the casting. In addition the verticalm ain bearing studs are hyd raulically tensioned and the en tire arran gem en t provides a strong an d stiff core for the engine. G enerously sized crankcase doors are provided to give access to the co nn ecting rods and cran kshaft for insitu servicing. The crankcase sup ports the rem aind er of the en gine’ s com ponen ts to provide a self contained pow er un it.
S ide by side co nn ecting rod s are m ade from high strength forged steel. The rods are fully m ac hined to give strength and w eight consistency b etw een individualrods. A fter m achining they are ferritic nitro-carburised. The large end is obliquely sp lit to allow the rod to p ass throug h the liner for assem bly and overhau l. This perm its rod and piston rem ovalfrom the top of the engine w ithout the need to rem ove the eng ine from its m oun ts.
The cylind er heads are m anufactured from high strength co m pacted grap hite iron an d have an internalconfiguration that ensures m axim um flam e face stiffness and high cooling efficiency.They are m ounted individually and can b e rem oved for m aintenance w itho ut disturbing ad jacen t heads. The air and exhaust ports have been op tim ised aerodynam ically to m axim ise the efficiency o f cylinder charging and scaven ging . E ach cylinder head ca rries tw o inlet and tw o exhaust valves, and a c entrally located unit pum p injector.
Piston & Liner Th e p iston is a m on ob loc k design m anufactured from sp heroidalgraphite iron. P iston cooling is achieved using a lubricating oilcooled gallery und er the crow n, behind the co m pression ring groo ve and m uch of the second ring groove. The oil feed is via accurately aligned stan ding jets m ounted in the cran kcase . The p istons run in w et liners m ad e of centrifugally cast high grade cast iron. E ach liner has a top flan ge w hich sits o n the flat top deck of the crankc ase. The liner is h eld betw een the crankcase and the cylinder head at the liner flan ge. The low er sup port for the liner is a rranged to be high in the crankca se and inco rporates tw o ‘ O ’ring seals and a large ‘ w ed g e’ ring.
Crankshaft The cranksh aft is a fully m achined steelforging, gas nitrided for m axim um stren gth and long w ea r life. C oun terbalance w eights are bolted to the cran kshaft on every throw to red uce the ou t of balance c aused by the co nn ecting rods. The generou s overlap betw een crankp in and m ain b earing journalprovides a high degree of stiffness. Torsional dam ping is by m eans of either a tuned dam per (18V P 185), or a viscous dam per (12V P 185), fitted to the free end and totally en closed w ithin the free en d casing .
Camshaft & Valve Train A single cam shaft located in the centre of the en gine vee provides the actuation for all valves an d unit pum p injectors. T he 90° vee engine configuration allow s the cam shaft gear to m esh directly w ith the crankshaft gear, so elim inating the n eed for an idler gear and providing a very stiff drive to the fuelinjection equipm ent. Large b ase circle cam s coupled to high rates o f lift give the essential characteristics for good com bustion and low em ission levels. The cam follow er, push rod and rocker lever feature m axim ised stiffness co nsistent w ith m inim ised associated m ass.
Incom ing charge air passes through the low pressure co m presso rs an d is relayed The V P 18 5 has a p assive to the air intercooler(s). The tw o-stag e turboch arging air is then taken to the high system w ith intercooling an d pressure com pressors, aftercooling. N o valves or through the air aftercooler electronic controls are and o n to the eng ine. T he need ed thereb y m aintaining air aftercooler is of passive the e ng ine’ s centralthem e o f split circuit construction, and sim plicity and reliability. is d esigned to m aintain air m an ifold tem perature at part A llof the exhaust m an ifolds load and prevent ignition are contained in w ater delay. co oled gas tight casings. The turbochargers are A ir filter panels are on-engine m ounted direc tly into the m ounted. A lternatively,a side w allof w ater cooled ducted air intake m ay b e turbocharger ho using s. The arranged if required. turbine side of the turboch argers an d all Lubrica ting Oil System exha ust ductw ork are co ntained w ithin the w ater The engine is of the w et co oled ho using . T he total sum p design w ith a gear arrangem ent of m anifolds, turbochargers and ho using s gives the en gine a gas tight system w ith coo lexp osed surfaces, an im portan t safety feature.
Exhaust System & Turbocharging
The turbochargers are of cartridge type and m ay b e readily rep laced w he n required. T he oilfeed and drain lie w ithin the turbocharger housing , avo iding the need for external pipew ork. The turbochargers are arran ged in group s o f three co m prising one high pressu re and tw o low pressure m ach ines. E xhau st gas from the engine is relayed to the high pressure turbines. The exha ust from each high pressure turbine sp lits and drives tw o low pressure turbines before passing to the engine exhau st outlet.
driven externally accessible oilpu m p. Fo r the 12 V P 18 5 tw in elem ent filters are stan dard for m arine applications. The industrial engine m ay b e o ffered w ith either a S im plex filter or an off-engine m ou nted D up lex system . O n the 18V P 185 a triple elem ent filter is fitted as standard on allapplications. The oilis cooled by a plate typ e oilcooler sim ilar in co nstruction to the heat exc ha ng er, the tem perature being c ontrolled by a bypass therm ostat. Fo r m ost applications the oilcooler is m oun ted o n engine providing a co m plete engine pow er un it an d avo iding the use o f co nnections to off engine eq uipm ent. S om e flexibility in system design is
how ever available to suit custom er’ s special req uirem en ts.
Gear Train The gear train com prises carburise hardened and groun d gears located in a lightw eight cast alum inium casing at the free en d of the en gine . The crankshaft gear m eshes d irectly w ith the cam shaft gear. A dditional drives are arranged for the gea r driven oiland co olan t pum ps, and for the governor actua tor. The fuellift pum p is m ou nted on , and driven throug h, the oilpum p.
P a x m a n V P 18 5
Key to Main Components 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
O ilFilter(s) H igh P ressure Turbo chargers Low P ressure Turbochargers A ftercooler O verspeed A ir S hutdow n Valve Exhaust M anifold C harge A ir Inlet M anifold C ylinder H ead C rankcase P ressure R elief Valve A c cess D o ors C a m shaft Interco olers (x3) C o olan tP u m p L ub O ilP u m p an d FuelLift P um p O ilC ooler/H eat Exchanger
2
1
12
11
15
13
Key Data
Weight
12VP 185 18VP 185
12V P 185 (@ 1 95 0 r/m in ) 1 8V P 1 8 5
Po wer
Dime ns ions (H /L/W )
1 2V P 1 85 18V P 185
7.87 tonnes (dry) 10.20 tonnes (dry) up to 261 0 kW b u p to 40 0 0 kW b 2 17 5/2 97 1/1 66 0m m 2178/3798/1450m m
14
4 3 3
2
5
6
8
7
Design Features
9 10
S im ple, un co m plicated and u serfriendly: low co m ponent co un t Ligh tw eigh t, com pact and rob ust A llm ajor ancillaries engine-m ounted Lo w rad iant heat H igh pow er to w eight ratio 2-stag e turboch arging A utom otive-type turbochargers
Environmental
Low N o x em issions Lo w lub oilco nsu m ption U nit injectors im prove co m bustion
In Service
O ver 360,000* operationalho urs Long service intervals S ho rt service d ow n tim es: –Individually m ounted cylinder head s –P istons rem ovable through liners C om prehensive service and spares sup po rt *At July 2000
P a x m a n V P 18 5
Fuel Injection System A com bined fuelpum p and injector, know n as a unit pum p injector offers a m inim um trapp ed volum e w ith an a sso ciated high rate of pressure rise. T he m axim um injection p ressu re of 1400 bar, co up led w ith a high injection rate g ives goo d com bustion characteristics w ith low em ission s an d low fuel consum ption . The unit injector avoids the use of any exposed high pressure pipes and joints, and this is a distinct safety feature inhe ren t in the V P 185 design. The unit injectors are rack controlled via a linkage o perated by the engine m ou nted actuator.
Fuel Filters In stan dard form the m arine propulsion and auxiliary engines are fitted w ith duplex fuelfilters in a position w hich affords easy access for m aintenance staff. The industrialengine has an o ption o f either sim plex or dup lex d ep ending on the application. Low pressure fueloilis d elivered via the fuelfilters to the unit injectors from a gear driven fuellift pum p.
The second ary circu it run s at a low er tem perature and is the key to achieving a sufficiently low lubricating oil and inlet air tem perature in ho t environm ents. The prim ary and seco nd ary coolant is circulated around the engine by en gine m ou nted ge ar driven centrifugal pum ps. In gen eral tw o basic co oling arran gem en ts are offered , design ated m arine and industrial, although sp ecialised arran gem en ts can be tailored to su it the particular requirem ents of the application.
Heat Exchanger A single plate typ e oil cooler/hea t exch an ger un it is fitted on m arine applications. Its close proxim ity to the resp ective p um ps m inim ises pipe runs an d allow s the engine to be su pplied as a finished pow er unit.
Governing Th e standard m arine engine is supplied w ith the R eg ulateu rs E uropa digital V iking 220 0 go verno r and the R eg ulateurs E uropa 2231 actuator w ith the option of ballhead back-up .
The system offers a high resp onse rate and close controlof the engine coup led w ith a range of other controlfunctions. For industrialapplications and m arine g en erators the W oodw ard U G 8 actuator and 2 30 1A speed controller are fitted as standard w ith the o ption of load share. A s an option industrialengines can alternatively b e fitted w ith R eg ulateurs E uropa or H einzm ann g overno rs. A ll go verning system s can be integrated into larger distributed controlschem es. The governor actua tor is located in the centre of the vee a t the free end of the en gine, an d is g ea r driven via the engine cam shaft. The actuator is co ntrolled by the off engine electronic co ntrolsystem .
governo r ind ep endent air shutdow n valves, w hich cut off the charge air supply to the cylinders. T his system w illprotect the engine in ap plications w here the ch arge air co ntains com bustible g asses. A larm and shutdo w n functions can be tailored to su it individualrequirem ents. A com prehensive data collection and m onitoring system can be sup plied w hich is capab le o f com m unicating w ith any ship co ntrol, D C S or central system as d esired . A s the range is so vast further details can be supplied on request.
Engine Protec tion The engine is fitted w ith alarm and shutdo w n sw itch es w hich operate in the event of low lubricating oilpressure and en gine overspeed. S hutdo w n o n o verspeed is effected not only b y closing the fuelracks, but also by
The information contained in this publication is typical only and does not form part of any contractual commitment. We reserve the right to make any changes in design considered necessary and therefore dimensions, specifications and performance data are subject to alteration without notice.
Cooling Circuit The co oling system is divided into tw o circuits designated prim ary and seco ndary. The prim ary circu it runs at relatively high tem peratures and is based on the engine housing w ater circuit, and provides hot w ater to keep the en gine w arm w hich helps to m aintain steady com bustion .
m m 8 7 1 2
3798mm
P a x m a n V P 18 5 H ig h S p e e d E n g in e
Mk1 09/2000
MAN B&W Diesel Ltd, Paxman H ythe H ill, C olchester, E ssex, C O 1 2H W E ng land Telepho ne: +4 4 120 6 795 15 1 Fax:+4 4 120 6 797 86 9 E -m ail: paxm an@ m anb w ltd.com
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Paxman
