Sulzer za40s

The Sulzer ZA40S engines (in-line and Vee–form having output of 750 kW/cyl and 720 kW/cyl) presented in this issue are forseen for marine applications only and have the following Maximum Continuous Rating (MCR) ranges:

– Power per cylinder: MCR 750 kW (1020 bhp), – Speed: 510 rpm (prop.) – Power per cylinder: MCR 750 kW (1020 bhp), – Speed: 514 rpm (60 Hz) – Power per cylinder: MCR 750 kW (1020 bhp), – Speed: 500 rpm (50 Hz) – Power per cylinder: MCR 720 kW (980 bhp), – Speed: 510 rpm (prop.) – Power per cylinder: MCR 720 kW (980 bhp), – Speed: 514 rpm (60 Hz) – Power per cylinder: MCR 720 kW (980 bhp), – Speed: 500 rpm (50 Hz)

This latest issue of the Engine Selection and Project Manual (ESPM) replaces the last GTD issue 1994. Please note that the complete document has been revised. Particular attention is drawn to the major changes: – The economy ratings of 660 kW/cyl and 600 kW/cyl are no longer available. – The inclusion of information referring to IMO regulations (chapter E). – The inclusion of information referring to the calculation program winGTD (chapter F) of which a CD-ROM is included inside the rear cover, containing winGTD version 1.23 for the ZA40S only, and EnSel version 3.22.

25.48.07.40 – Issue IX.99 – Rev. 0

Wärtsilä NSD Switzerland Ltd

ZA40S

Engine Selection and Project Manual

List of contents

A

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

A–1

B

Considerations on engine selection . . . . . . . . . . . . . . . . . . . . . .

B–1

B1 B1.1 B1.2 B1.3 B1.3.1 B1.3.2 B1.3.3 B1.3.4 B1.3.5 B1.3.5.1 B1.3.5.2

Load range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Remarks concerning the engine operating ranges A to D . . . . . . . . . . . . . . . . . . . . . . Engine equipment, acceleration and smoke behaviour . . . . . . . . . . . . . . . . . . . . . . . . Variable-speed engines driving a controllable-pitch propeller (CPP) . . . . . . . . . . . . . Constant-speed engines driving a controllable-pitch propeller (CPP) . . . . . . . . . . . . Constant-speed engines driving an electric generator . . . . . . . . . . . . . . . . . . . . . . . . . Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Control requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Controllable-pitch propeller (CPP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Marine power generation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

B–1 B–1 B–1 B–2 B–2 B–2 B–2 B–2 B–3 B–3 B–3

B2 B2.1 B2.2

Ambient temperature considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine air inlet temperature from 45°C down to 5°C . . . . . . . . . . . . . . . . . . . . . . . . . . Engine air inlet temperature below 5°C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

B–4 B–4 B–4

C

ZA40S engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

C–1

C1

Engine description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

C–1

C2 C2.1 C2.2 C2.3 C2.4 C2.5 C2.5.1 C2.5.2 C2.5.3 C2.5.4 C2.5.5 C2.5.5.1 C2.5.5.2 C2.5.5.3 C2.5.6 C2.5.7 C2.5.8

Engine data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Estimation of engine performance data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Reference conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Design conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ancillary system design parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Vibration aspects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Torsional vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Resilient mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . System dynamics: marine installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . System dynamics: diesel electric propulsion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Questionnaire about engine vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Forced torsional vibration calculation of gear driven propulsion applications . . . . . Forced torsional vibration calculation of diesel electric propulsion applications . . . Simulation of the engine speed deviation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Starting ability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Sudden loading behaviour . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Loading programme . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

C–7 C–7 C–7 C–7 C–7 C–9 C–9 C–9 C–10 C–10 C–14 C–14 C–15 C–16 C–17 C–17 C–18


a

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List of contents

C2.6 C2.7 C2.8 C2.9

Turbocharger and charge air cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Contents of water and oil in engine including engine mounted piping . . . . . . . . . . . . Pressure drops . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pressure and temperature ranges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

C–19 C–19 C–19 C–20

C3 C3.1 C3.2 C3.2.1 C3.2.1.1 C3.2.1.2 C3.2.1.3 C3.2.2 C3.2.2.1 C3.2.2.2 C3.2.2.3 C3.2.2.4 C3.3 C3.3.1 C3.3.1.1 C3.3.1.2 C3.3.2 C3.3.3 C3.3.4 C3.3.5 C3.3.6 C3.3.7 C3.3.8 C3.3.9 C3.3.10 C3.3.11 C3.4 C3.4.1 C3.4.2 C3.5 C3.5.1 C3.5.2 C3.5.3 C3.5.4 C3.6 C3.7 C3.7.1 C3.7.2 C3.7.3 C3.7.4

Installation data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Dimensions, masses and dismantling heights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Outline drawings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . In–line engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine outline 6ZAL40S . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine outline 8ZAL40S . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine outline 9ZAL40S . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Vee–form engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine outline 12ZAV40S . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine outline 14ZAV40S . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine outline 16ZAV40S . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine outline 18ZAV40S . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine seatings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rigidly–mouted engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Resilient–mouted engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rigidly mounted engine seating for In–line Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . Rigidly mounted engine seating for Vee–form Engines . . . . . . . . . . . . . . . . . . . . . . . . Resiliently mounted engine seating for In–line engines . . . . . . . . . . . . . . . . . . . . . . . . Resiliently mounted engine seating for Vee–form engines with TC VTR 354 . . . . . Resiliently mounted engine seating for Vee–form engines with TC VTR 454 . . . . . Resiliently mounted In–line generator set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Resiliently mounted Vee–form generator set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Epoxy resign chocking and drilling plan for In–line engines . . . . . . . . . . . . . . . . . . . . Epoxy resign chocking and drilling plan for Vee–form engines . . . . . . . . . . . . . . . . . Indication angles of ships at which engine running must be possible . . . . . . . . . . . . Engine Coupling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . In–line engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Vee–form engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pipe connection plans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pipe connection plan 6ZAL40S . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pipe connection plan 8 and 9ZAL40S . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pipe connection plan 12ZAV40S . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pipe connection plan 14–18ZAV40S . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cooling and ventilation air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Numbering synopsis and designations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . In–line engine numbering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Direction of rotation of In–line engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Vee–form engine numbering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Direction of rotation of Vee–form engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

C–21 C–21 C–25 C–25 C–25 C–28 C–31 C–34 C–34 C–37 C–40 C–43 C–47 C–47 C–47 C–47 C–48 C–49 C–50 C–51 C–52 C–53 C–54 C–55 C–61 C–68 C–69 C–69 C–70 C–71 C–71 C–73 C–81 C–85 C–95 C–96 C–96 C–96 C–97 C–97

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b


ZA40S


List of contents

C4 C4.1

Auxiliary power generation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

C–99 C–99

C5 C5.1 C5.1.1 C5.1.2 C5.1.3 C5.1.3.1 C5.1.3.2 C5.1.3.3 C5.1.3.4 C5.1.4 C5.1.5 C5.2 C5.2.1 C5.2.1.1 C5.2.2 C5.2.2.1 C5.2.2.2 C5.2.2.3 C5.2.3 C5.2.3.1 C5.2.3.2 C5.2.3.3 C5.2.4 C5.2.4.1 C5.2.5 C5.2.6 C5.2.7 C5.2.7.1 C5.2.8

Ancillary systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Part-load data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine-driven pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . High-temperature cooling water pump (HT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Low-temperature cooling water pump (LT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel oil booster pump (only for marine diesel oil) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lubricating oil pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Questionnaire for engine data (winGTD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . System design data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Piping systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cooling water systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pre-heating system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lubricating oil systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lubricating oil requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lubricating oil maintenance and treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel oil systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel oil requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel oil treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pressurized fuel oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Starting and control air system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Capacity of starting air receivers and compressors . . . . . . . . . . . . . . . . . . . . . . . . . . . Leakage collection system and washing devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tank capacities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Exhaust gas system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Determination of exhaust pipe diameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine air supply / Engine room ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

C–101 C–101 C–101 C–101 C–102 C–102 C–102 C–103 C–103 C–104 C–105 C–125 C–125 C–135 C–136 C–136 C–136 C–137 C–140 C–140 C–143 C–146 C–149 C–150 C–152 C–153 C–155 C–155 C–159

C6 C6.1 C6.2 C6.3 C6.4

Engine noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Surface sound pressure level at 1 m distance under free-field conditions . . . . . . . . Sound pressure level in suction pipe at turbocharger inlet . . . . . . . . . . . . . . . . . . . . . Sound pressure level in exhaust pipe at turbocharger outlet . . . . . . . . . . . . . . . . . . . Structure borne noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

C–161 C–161 C–161 C–162 C–162

D

Engine management systems . . . . . . . . . . . . . . . . . . . . . . . . . . .

D–1

D1

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

D–1

D2

DENIS family . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

D–2


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List of contents

D2.1 D2.2 D2.3 D2.4

DENIS specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Approved suppliers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Speed control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Alarm sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

D–2 D–4 D–4 D–4

D3 D3.1 D3.2 D3.3

MAPEX family . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAPEX-SM: Partnership agreement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAPEX-SM: Partnership agreement closes maintenance loop . . . . . . . . . . . . . . . . . MAPEX-SM: Your complete service package . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

D–7 D–8 D–9 D–10

Engine Emissions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

E–1

IMO regulations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IMO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Establishment of emission limits for ships . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Regulation regarding NOx emissions of diesel engines . . . . . . . . . . . . . . . . . . . . . . . Date of application of ANNEX VI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Procedure for certification of engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

E–1 E–1 E–1 E–1 E–1 E–2

winGTD – General Technical Data . . . . . . . . . . . . . . . . . . . . . . . .

F–1

F1 F1.1 F1.2 F1.3

Installation of winGTD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . System requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Installing winGTD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Changes to previous versions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

F–1 F–1 F–1 F–1

F2 F2.1 F2.2 F2.3 F2.4 F2.5 F2.6

Using winGTD (ZA40S) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Main window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Four-stroke propulsion engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Results of the computation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Saving a project . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

F–2 F–2 F–2 F–2 F–3 F–3 F–4

E E1 E1.1 E1.2 E1.3 E1.4 E1.5

F

G

Appendix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–1

G1

Reference to other Wärtsilä NSD Switzerland documentation . . . . . . . . . . . . . . . . . .

G–1

G2

Piping symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

G–2

G3

SI dimensions for internal combustion engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

G–5

G4

Approximate conversion factors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

G–6

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G5 G5.1 G5.2 G5.3 G5.4 G5.5 G5.6

Wärtsilä NSD Corporation worldwide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Headquarters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Marine business . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Navy business . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Product companies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Corporation network . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Licensees . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

G–7 G–7 G–7 G–7 G–7 G–8 G–14

G6

Questionnaire order specification for ZA40S engines . . . . . . . . . . . . . . . . . . . . . . . . .

G–19

H

Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Index–1


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List of figures

Fig. A1 Fig. B2 Fig. B3 Fig. B4 Fig. C1 Fig. C2 Fig. C3 Fig. C4 Fig. C5 Fig. C6 Fig. C7 Fig. C8 Fig. C9 Fig. C10 Fig. C11 Fig. C12 Fig. C13 Fig. C14 Fig. C15 Fig. C16 Fig. C17 Fig. C18 Fig. C19 Fig. C20 Fig. C21 Fig. C22 Fig. C23 Fig. C24 Fig. C25 Fig. C26 Fig. C27 Fig. C28 Fig. C29 Fig. C30 Fig. C31 Fig. C32 Fig. C33 Fig. C34 Fig. C35 Fig. C36 Fig. C37 Fig. C38 Fig. C39 Fig. C40 Fig. C41

Power/speed range of Sulzer ZA engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Load range, for ZA40S engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Charge air system for arctic conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Blow-off effect at arctic conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Sulzer ZA40S cross section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Starting ability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Sudden load steps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Loading programme . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ZA40S In–line engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ZA40S Vee–form engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6ZAL40S Driving end . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6ZAL40S Exhaust side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6ZAL40S Top view . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8ZAL40S Driving end . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8ZAL40S Exhaust side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8ZAL40S Top view . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9ZAL40S Driving end . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9ZAL40S Exhaust side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9ZAL40S Top view . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12ZAV40S Driving end . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12ZAV40S Right side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12ZAV40S Top view . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14ZAV40S Driving end . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14ZAV40S Right side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14ZAV40S Top view . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16ZAV40S Driving end . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16ZAV40S Right side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16ZAV40S Top view . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18ZAV40S Driving end . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18ZAV40S Right side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18ZAV40S Top view . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rigidly mounted In–line engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rigidly mounted Vee–form engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Resiliently mounted In–line engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Resiliently mounted Vee–form engine with TC VTR 354 . . . . . . . . . . . . . . . . . . . . . . . Resiliently mounted Vee–form engine with TC VTR 454 . . . . . . . . . . . . . . . . . . . . . . . Resiliently mounted In–line generator set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Resiliently mounted Vee–form generator set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Epoxy resign chocking and drilling plan 6–8ZAL40S . . . . . . . . . . . . . . . . . . . . . . . . . . Epoxy resign chocking and drilling plan 9ZAL40S . . . . . . . . . . . . . . . . . . . . . . . . . . . . Detail C: Fitted foundation bolt M60 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Detail D: Foundation bolt M60 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Detail E: Jacking screw M39x3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Epoxy resign chocking and drilling plan 12–14ZAV40S . . . . . . . . . . . . . . . . . . . . . . . . Epoxy resign chocking and drilling plan 16–18ZAV40S . . . . . . . . . . . . . . . . . . . . . . . .


g

A–1 B–1 B–4 B–5 C–1 C–17 C–17 C–18 C–21 C–22 C–25 C–26 C–27 C–28 C–29 C–30 C–31 C–32 C–33 C–34 C–35 C–36 C–37 C–38 C–39 C–40 C–41 C–42 C–43 C–44 C–45 C–48 C–49 C–50 C–51 C–52 C–53 C–54 C–55 C–56 C–58 C–59 C–60 C–61 C–62

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Fig. C42 Detail C: Fitted foundation bolt M60 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–64 Fig. C43 Detail D: Foundation bolt M60 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–65 Fig. C44 Detail E: Jacking screw M39x3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–66 Fig. C45 Detail F: Sidestopper with wedge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–67 Fig. C46 Permissible loading of the coupling flanges on In–line engines . . . . . . . . . . . . . . . . . C–69 Fig. C47 Permissible loading of the coupling flanges on In–line engines diagram . . . . . . . . . C–69 Fig. C48 Permissible loading of the coupling flanges on Vee–form engines . . . . . . . . . . . . . . C–70 Fig. C49 Permissible loading of the coupling flanges on Vee–form engines diagram . . . . . . C–70 Fig. C50 Pipe connection plan 6ZAL40S with TC on Free End . . . . . . . . . . . . . . . . . . . . . . . . . C–71 Fig. C51 Pipe connection plan 6ZAL40S with TC on Driving End . . . . . . . . . . . . . . . . . . . . . . . C–72 Fig. C52 Pipe connection plan 8–9ZAL40S with TC on Free End . . . . . . . . . . . . . . . . . . . . . . . C–73 Fig. C53 Pipe connection plan 8–9ZAL40S with TC on Driving End . . . . . . . . . . . . . . . . . . . . . C–74 Fig. C54 Pipe connection plan 12ZAV40S with TC on Free End . . . . . . . . . . . . . . . . . . . . . . . . C–81 Fig. C55 Pipe connection plan 12ZAV40S with TC on Free End . . . . . . . . . . . . . . . . . . . . . . . . C–82 Fig. C56 Pipe connection plan 12ZAV40S with TC on Driving End . . . . . . . . . . . . . . . . . . . . . . C–83 Fig. C57 Pipe connection plan 12ZAV40S with TC on Driving End . . . . . . . . . . . . . . . . . . . . . . C–84 Fig. C58 Pipe connection plan 14–18ZAV40S with TC on Free End . . . . . . . . . . . . . . . . . . . . . C–85 Fig. C59 Pipe connection plan 14–18ZAV40S with TC on Free End . . . . . . . . . . . . . . . . . . . . . C–86 Fig. C60 Pipe connection plan 14–18ZAV40S with TC on Driving End . . . . . . . . . . . . . . . . . . . C–87 Fig. C61 Pipe connection plan 14–18ZAV40S with TC on Driving End . . . . . . . . . . . . . . . . . . . C–88 Fig. C62 In–line engine numbering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–96 Fig. C63 Direction of rotation of In–line engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–96 Fig. C64 Vee–form engine numbering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–97 Fig. C65 Direction of rotation of Vee–form engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–97 Fig. C66 Characteristics for In–line engines (HT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–102 Fig. C67 Characteristics for Vee–form engines (HT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–102 Fig. C68 Characteristics for In–line engines (LT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–102 Fig. C69 Characteristics for Vee–form engines (LT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–102 Fig. C70 Characteristics for ZA40S engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–103 Fig. C71 Characteristics for ZA40S engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–103 Fig. C72-C91 System design data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–105-C–124 Fig. C92 Central cooling water system (without heat recovery, with externally driven pumps) . . . . . . . . . . . . . . . . . . . . . . . . . C–126 Fig. C93 Central cooling water system (without heat recovery, with engine-driven pumps) . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–128 Fig. C94 Central cooling water system (with heat recovery, with externally driven pumps) . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–130 Fig. C95 Central cooling water system (with heat recovery, with engine-driven pumps) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–132 Fig. C96 Injection nozzle cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–134 Fig. C97 Engine pre-heating capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–135 Fig. C98 Lubricating oil system with externally driven pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . C–138 Fig. C99 Lubricating oil system with engine driven pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–139 Fig. C100 Fuel oil viscosity-temperature diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–141 Fig. C101 Heavy fuel oil treatment layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–144

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Fig. C102 Fig. C103 Fig. C105 Fig. C106 Fig. C107 Fig. C108 Fig. C109 Fig. C110 Fig. C111 Fig. C112 Fig. C113 Fig. D1 Fig. D2 Fig. D3 Fig. D4 Fig. E1 Fig. F1 Fig. F2 Fig. F3 Fig. F4 Fig. F5 Fig. G1 Fig. G2 Fig. G3

Pressurized fuel oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Starting and control air system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Leakage collection and washing system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Determination of exhaust pipe diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Estimation of exhaust gas density . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Estimation of exhaust pipe diameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Air filter size . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Sound pressure level at 1 m distance and 100% MCR . . . . . . . . . . . . . . . . . . . . . . . . Sound pressure level at turbocharger air inlet and 100% MCR . . . . . . . . . . . . . . . . . Sound pressure level at turbocharger exhaust outlet and 100% MCR . . . . . . . . . . . Structure borne noise at engine foot vertical, 100% MCR . . . . . . . . . . . . . . . . . . . . . . Intelligent engine-management comprising DENIS and MAPEX modules . . . . . . . . DENIS-40 remote control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAPEX communication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The maintenance circle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Speed dependent maximum average NOx emissions by engines . . . . . . . . . . . . . . . winGTD: Main window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . winGTD: Four-stroke engine propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . winGTD: Lubricating oil system layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . winGTD: Show results of the computation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . winGTD: Save as... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Piping symbols 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Piping symbols 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Piping symbols 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .


i

C–147 C–149 C–152 C–155 C–157 C–157 C–160 C–161 C–161 C–162 C–162 D–1 D–3 D–8 D–9 E–1 F–2 F–2 F–3 F–3 F–4 G–2 G–3 G–4

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ZA40S

List of figures

25.48.07.40 – Issue IX.99 – Rev. 0

j


ZA40S


List of tables

Table A1 Table C2 Table C3 Table C4 Table C5 Table C6 Table C7 Table C8 Table C9 Table C10 Table C11 Table C12 Table C13 Table C14 Table C15 Table C16 Table C17 Table C18 Table C19 Table C20 Table C21 Table C22 Table C23 Table C24 Table C25 Table C26 Table C27 Table C28 Table C29 Table C30 Table C31 Table C32 Table C33 Table C34 Table C35 Table C36

Primary engine data for ZA40S engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . External couples and torque variations for gear-driven propulsion applications . . . External couples and torque variations for generating set application (50 Hz) . . . . External couples and torque variations for generating set application (60 Hz) . . . . Turbocharger and charge air cooler selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Contents of water and oil in engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pressure drops according to the flow rate specified . . . . . . . . . . . . . . . . . . . . . . . . . . . Pressure and temperature ranges at continuous service rating . . . . . . . . . . . . . . . . . Dimensions, masses and dismantling heights of ZA40S In–line engines . . . . . . . . . Dimensions, masses and dismantling heights of ZA40S Vee–form engines . . . . . . Approximate masses of heaviest engine components of ZA40S engines . . . . . . . . ZAL40S chocking and drilling plan data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ZAV40S chocking and drilling plan data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Indication angles of ships . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . List of connections ZAL40S (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . List of connections ZAL40S (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . List of connections ZAL40S (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . List of connections ZAL40S (4) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . List of connections ZAL40S (5) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . List of connections ZAL40S (6) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . List of connections ZAV40S (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . List of connections ZAV40S (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . List of connections ZAV40S (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . List of connections ZAV40S (4) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . List of connections ZAV40S (5) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . List of connections ZAV40S (6) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . System design data for MCR 720 / 514 / generating set / without heat recovery / without waste gate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . System design data for MCR 720 / 514 / generating set / without heat recovery / with waste gate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . System design data for MCR 720 / 514 / generating set / with heat recovery / without waste gate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . System design data for MCR 720 / 514 / generating set / with heat recovery / with waste gate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . System design data for MCR 720 / 500 / generating set / without heat recovery / without waste gate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . System design data for MCR 720 / 500 / generating set / without heat recovery / with waste gate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . System design data for MCR 720 / 500 / generating set / with heat recovery / without waste gate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . System design data for MCR 720 / 500 / generating set / with heat recovery / with waste gate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . System design data for MCR 720 / 510 / propulsion / without heat recovery. . . . . . System design data for MCR 720 / 510 / propulsion / with heat recovery. . . . . . . . .


k

A–2 C–11 C–12 C–13 C–19 C–19 C–19 C–20 C–21 C–22 C–23 C–57 C–63 C–68 C–75 C–76 C–77 C–78 C–79 C–80 C–89 C–90 C–91 C–92 C–93 C–94 C–105 C–106 C–107 C–108 C–109 C–110 C–111 C–112 C–113 C–114

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List of tables

Table C37 System design data for MCR 750 / 514 / generating set / without heat recovery / without waste gate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table C38 System design data for MCR 750 / 514 / generating set / without heat recovery / with waste gate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table C39 System design data for MCR 750 / 514 / generating set / with heat recovery / without waste gate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table C40 System design data for MCR 750 / 514 / generating set / with heat recovery / with waste gate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table C41 System design data for MCR 750 / 500 / generating set / without heat recovery / without waste gate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table C42 System design data for MCR 750 / 514 / generating set / without heat recovery / with waste gate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table C43 System design data for MCR 750 / 500 / generating set / with heat recovery / without waste gate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table C44 System design data for MCR 750 / 500 / generating set / with heat recovery / with waste gate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table C45 System design data for MCR 750 / 510 / propulsion / without heat recovery. . . . . . Table C46 System design data for MCR 750 / 510 / propulsion / with heat recovery. . . . . . . . . Table C47 Lubricating oils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table C48 Fuel oil requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table C49 Starting air receiver volumes and compressor capacities for ZA40S engines . . . . . Table C50 Inertia of the ZA40S engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table C51 Tank capacities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table C52 Guidance for air filtration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table D1 DENIS specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table D2 Alarm and safety functions of marine diesel engines (1) . . . . . . . . . . . . . . . . . . . . . . . Table D3 Alarm and safety functions of marine diesel engines (2) . . . . . . . . . . . . . . . . . . . . . . . Table G1 SI dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table G2 Questionnaire 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table G3 Questionnaire 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table G4 Questionnaire 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table G5 Questionnaire 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table G6 Questionnaire 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table G7 Questionnaire 6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table G8 Questionnaire 7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table G9 Questionnaire 8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table G10 Questionnaire 9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table G11 Questionnaire 10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table G12 Questionnaire 11 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table G13 Questionnaire 12 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table G14 Questionnaire 13 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table G15 Questionnaire 14 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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l

C–115 C–116 C–117 C–118 C–119 C–120 C–121 C–122 C–123 C–124 C–137 C–140 C–150 C–150 C–153 C–159 D–3 D–5 D–6 G–5 G–20 G–21 G–22 G–23 G–24 G–25 G–26 G–27 G–28 G–29 G–30 G–31 G–32 G–33


ZA40S

A.


Introduction

The range of four-stroke medium-speed Sulzer ZA40S engines (see figure A1 and table A1) are designed for current and future marine and stationary applications and are available with the following options: 1. Power take off (free end) 2. Engine-driven pumps 3. MAPEX products for monitoring and maintenance performance enhancement. The purpose of this manual is to provide our clients with information enabling them to select the engine and options to meet the needs of their vessels and power plants.

F10.4520

Fig. A1

Power/speed range of Sulzer ZA engines

This book is intended to provide the information required for the layout of marine propulsion and power generation plants. Its content is subject to the understanding that any data and information herein has been prepared with care and to the best of our knowledge. We do not, however, assume any liability with regard to unforeseen variations in accuracy thereof or for any consequences arising therefrom.

Wärtsilä NSD Switzerland Ltd PO Box 414 CH-8401 Winterthur, Switzerland Telephone: +41 52 262 4922 Telefax: +41 52 212 4917 Telex: 896659 NSDL CH Direct Fax: +41 52 262 0707


A–1

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ZA40S

A.

Introduction

Engine power per cylinder

Power

[kW/cyl.]

750

750

750

720

720

720

[bhp/cyl.]

1020

1020

1020

980

980

980

Bore x stroke

[mm]

400 x 560

Engine power (MCR) 510 Propulsion

500 GenSet 50 [Hz]

514 GenSet 60 [Hz]

510 Propulsion

500 GenSet 50 [Hz]

514 GenSet 60 [Hz]

Power

Engine MCR

Engine MCR

Engine MCR

Engine MCR

Engine MCR

Engine MCR

Speed [rpm]

Number of cylinders 6 (In-line) (In line)

8 (In-line) (In line)

9 (In-line) (In line)

12 (Vee-form) (Vee form)



(Vee form) 18 (Vee-form)

[kW]

4 500

4 500

4 500

4 320

4 320

4 320

[bhp]

6 120

6 120

6 120

5 880

5 880

5 880

[kW]

6 000

6 000

6 000

5 760

5 760

5 760

[bhp]

8 160

8 160

8 160

7 840

7 840

7 840

[kW]

6 750

6 750

6 750

6 480

6 480

6 480

[bhp]

9 180

9 180

9 180

8 820

8 820

8 820

[kW]

9 000

9 000

9 000

8 640

8 640

8 640

[bhp]

12 240

12 240

12 240

11 760

11 760

11 760

[kW]

10 500

10 500

10 500

10 080

10 080

10 080

[bhp]

14 280

14 280

14 280

13 720

13 720

13 720

[kW]

12 000

12 000

12 000

11 520

11 520

11 520

[bhp]

16 320

16 320

16 320

15 680

15 680

15 680

[kW]

13 500

13 500

13 500

12 960

12 960

12 960

[bhp]

18 360

18 360

18 360

17 640

17 640

17 640

Brake specific fuel consumption *1) [g/kWh]

186

187

186

186

187

186

[g/bhph]

137

138

137

137

138

137

BSFC (Vee (Veeform)

[g/kWh]

185

186

185

185

186

185

[g/bhph]

136

137

136

136

137

136

mep

[bar]

25.07

25.58

24.89

24.07

24.56

23.89

BSFC (In-line) (In line)

Lubricating oil consumption (for fully run-in engines under normal operating conditions) 0.7–1.0 g/kWh *2)

Remark:

*1) For the fuel lower calorific value (LCV) of 42.7 MJ/kg and engine with waste gate. *2) This data is for guidance only, it may have to be increased as the actual cylinder lubricating oil consumption in service is dependent on a number of operational factors.

Table A1 Primary engine data for ZA40S engines

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T10.4600

A–2


ZA40S

B.


Considerations on engine selection

B1 B1.1

Load range B1.2

General

The limits of the load range for ZA40S engines for operating with controllable-pitch propellers are shown in the following load range diagram. They are the maximum engine speed at the right, the maximum mean effective pressure in the cylinders (max. torque) at the top and the maximum thermal loading at the left. All ZA40S propulsion engines are equipped with an exhaust waste gate and a charge air bypass.

Remarks concerning the engine operating ranges A to D (see figure B2)

CMCR (Contract Maximum Continuous Rating): Any version of power / speed combination. All engines driving controllable-pitch propellers (CPP) are equipped with waste gate. Range A: Operating range without restrictions related to the selected CMCR at steady state operation. Range B: For intermittent operation in off-design conditions (e.g. acceleration of the ship, or operation in shallow water). Limitations are given by mechanical and thermal loading of the engine, depending on engine specification. Range C: Range with overspeed of 100 per cent to 104 per cent of CMCR speed, only permitted during trials to demonstrate the CMCR power in presence of authorized representatives of engine builder. Range D1: Operating range with clean hull, ideal weather and water conditions at steady state operation. For a controllable-pitch propeller (CPP) the operating range consists of a load-up (load-down) profile below 45 per cent power and an operating range above 45 per cent power.

F10.4160

Fig. B2

Range D2: Constant speed operation with generator drive.

Load range, for ZA40S engine showing controllable-pitch propeller operating range

In order to obtain an optimum propulsion plant, the various operating points for continuous and transient operation from idling to full load, must be taken into consideration.


B–1

This condition is for ships with diesel-electric power plants. A waste gate is not mandatory, however a waste gate might be of advantage for applications where large sudden power changes are expected.

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ZA40S

B.

B1.3

B1.3.2

Engine equipment, acceleration and smoke behaviour

As mentioned in chapter B1.1 all ZA40S propulsion engines are equipped with an exhaust waste gate and double stage charge air bypass. The exhaust waste gate provides more flexibility for manoeuvring and a more agile behaviour of the engine (the operating range ‘B’ for intermittent operation is wider). The double stage charge air bypass serves to match the charge air flow to the need of the engine at low load and to avoid turbocharger compressor surge.

B1.3.1


Constant-speed engines driving a controllable-pitch propeller (CPP)

This is for engines driving an auxiliary generator and a controllable-pitch propeller through a reduction gearbox, see figure B2 range ‘D1’.

B1.3.3

Constant-speed engines driving an electric generator

This condition is for ships with diesel-electric power plants, see figure B2 range ‘D2’.

Variable-speed engines driving a controllable-pitch propeller (CPP) through a reduction gearbox

B1.3.4

Limitations

Engine load must be limited to the operating range defined in figure B2. For correct limitation, two types of limiters are required:

This represents the normal design, see figure B2.

•

Although all of the operating range ‘A’ could be used by the controllable-pitch propeller, experience showed that a narrower range is beneficial particularly at loads below 50 per cent in order to reduce smoke emissions. Therefore a so-called load-up (load-down) profile was determined. If the pitch controller is programmed in such a way that the engine load/speed follows the indicated line then smoke emissions will be minimal.

•

Manifold air pressure fuel limiter (fuel limited depending on charge air pressure); Torque limiter (fuel limited depending on speed).

For the acceleration of the engine refer to the explanation item B1.2 range ‘B’.

As a general rule when loading the engine, the speed should be increased before increasing the pitch.

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ZA40S

B.



B1.3.5 B1.3.5.1

Control requirements B1.3.5.2

Controllable-pitch propeller (CPP):

The CPP control system must include a load control function taking care of engine limitations in automatic control mode. The load control must contain limiters in function of engine speed and power (charge air pressure). For manual operation (speed/pitch directly set), the speed control includes charge air pressure fuel limiter / torque limiter. These limiters have to be bypassed in automatic mode by an external order input from the control system. For overruling the charge air pressure fuel limiter in manual operation, a push-button has to be provided in the control console. Governor layout If the applied governor is not equipped with an integrated torque limiter, the limitations according to figure B2 must be guaranteed by an independent external device.

Marine power generation

In some modern ferries, passenger ships, icebreakers and shuttle tankers, the propeller is driven by an electric motor, which is powered by several generator sets synchronized on a common bus bar, i.e. these generators are working in parallel mode. The generators can be directly coupled to the engines (one-bearing generator) or coupled through an elastic coupling (two-bearing generator). This situation is similar to the one met in stationary power plants; the torsional vibration calculation has to be extended to the calculation of the electrical power swings, which is due to the parallel mode of operation of the generators. Power swings may become very large when one cylinder is not firing in one diesel engine. All data required for a torsional vibration and power swing calculation should be made available to the engine supplier at an early design stage (see ‘C2.5.5 Questionnaire about engine vibration’) in order to avoid any problem on the electrical side of the installation.

Engine dynamics For CPP’s the pitch schedule (pitch versus power) should be determined so that engine loading curves shown in chapter C2.5.7 are respected. Acceleration time from no load to full load depends on various factors. For special cases (emergency) and with engine and systems at stand-by temperatures, a minimum loading time of about 60 seconds must be respected.


B–3

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B2

Engine air inlet temperature from 45°C down to 5°C

Due to the high compression ratio, ZA40S series diesel engines do not require any special measure, such as pre-heating the air at low temperature, even when operating on heavy fuel oil at part load, idling and starting up. The only condition which must be fulfilled is that the water inlet temperature to the charge air cooler must not be lower than 25°C.


B2.2

Engine air inlet temperature below 5°C

If the combustion air is drawn directly from outside, these engines may operate over a wide range of ambient air temperatures between arctic and tropical conditions. Under arctic conditions the ambient air temperature may drop down to levels below –50°C. To avoid the need of an expensive combustion air preheater, a system has been developed that enables the engine to operate directly with cold air from outside.

This means:

•

B.

Ambient temperature considerations

B2.1

•

ZA40S

When combustion air is drawn directly from the engine room, no pre-heating of the combustion air is necessary. When the combustion air is ducted from outside the engine room and the suction air temperature does not fall below 5°C, no measures have to be taken.

If the air inlet temperature drops below 5°C, the air density increases to such an extent that the maximum permissible cylinder pressure is exceeded. This can be compensated by blowing off a certain mass of the charge air through a blow-off device as shown in figure B3.

The central fresh water cooling system permits the recovery of the engine’s dissipated heat and maintains the required charge air temperature after the charge air cooler by recirculating warm water to the charge air cooler. In the event of low power operation the charge air cooling water may require pre-heating, utilizing the jacket or lubricating oil cooling systems, to maintain the inlet temperature at 25°C. F10.1761

Fig. B3

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Charge air system for arctic conditions


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B.



There are up to three blow-off valves fitted on the charge air receiver. In the event that the air inlet temperature to the engine turbocharger is below 5°C the first blow-off valve vents. Each actuated blow-off valve has the effect of approx. 30°C higher suction air temperature. Figure B4 shows the effect of the blow-off valves to the air flow, the exhaust gas temperature after turbine and the firing pressure.

F10.1768

Fig. B4

Blow-off effect at arctic conditions


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ZA40S engine

C1

Engine description

The Sulzer ZA40S is a modern in-line and vee– form, four-stroke, medium-speed, non-reversible internal-combustion diesel engine. A result of continuous development of the well-proven Z40 and ZA40 engines, making full use of the technical advances and service experience gained with the Sulzer engines. The Sulzer ZA40S is designed for running on a wide range of fuels from marine diesel oil (MDO) to heavy fuel oils (HFO) of different qualities.

Mean effect. press.: 23.89 to 25.58 bar Engine power (MCR) / speed per cylinder: • 750 kW / cyl at 500, 510 and 514 rpm • 720 kW / cyl at 500, 510 and 514 rpm The requirement for a high economy focused on the following targets: • •

Main parameters (see also table A1) : Bore: 400 mm Stroke: 560 mm Stroke / bore ratio: 1.4 Cylinders in–line: 6, 8 and 9 Cylinders vee–form: 12, 14, 16 and 18

• •

High cylinder power through optimised turbocharger and engine design. Low specific fuel consumption by optimum selection of turbocharging, fuel injection, combustion and high stroke-to-bore ratio. Increased ability to burn lowest grade heavy fuel oils. Further improvements for easy servicing and prolonged overhaul intervals.

F10.4522

1 2 3 4 5 6 7

Engine housing Crankshaft Bearings Connecting rod Rotating piston Piston ring package Cylinder liner

Fig. C1

8 9 10 11 12 13 14

Cylinder head Valve drive Camshaft and camshaft drive Fuel injection pumps Fuel injectors Turbocharging Exhaust system

F10.4523

*Standard direction of rotation looking from the propeller or generator towards the engine

Sulzer ZA40S cross section


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Shaft coupling options:

Engine housing (1)

•

The engine housing is a rigid single-piece nodular cast iron design with integrated air receiver and camshaft space. A welded dry oil-sump is fitted below. The engine can be resiliently mounted without requiring an intermediate frame. The crankshaft is underslung. Large openings are provided for inspection and good accessibility to running gear and crankshaft bearings. Side covers are fitted with relief valves, opening automatically if the crankshaft space pressure exceeds the acceptable limit. The sealing of the cylinder liner in the engine housing is dry. The cooling water goes to the cylinder liner directly through a nodular cast iron water ring. Lubricating oil and cooling water are distributed through bored passage ways within the housing to reduce the external pipework.

•

•

Flexible coupling mounted directly on the flywheel to a reduction gearbox or a two-bearing generator. Intermediate shaft coupled directly to crankshaft; flywheel between intermediate shaft and crankshaft for marine applications. Rigidly connected generator coupled directly to crankshaft for single-bearing generator; flywheel between generator shaft and crankshaft.

Main features: •

•

•

•

• •

• •

•

•

The engine housings are of the monoblock design with underslung crankshaft providing high rigidity and mechanical safety. The completely bore-cooled combustion space surrounded by bore-cooled cylinder liner, cylinder head and piston crown, give both high mechanical safety and increased ability to burn lowest grade heavy fuel oils. Well-dimensioned crankshaft and connecting rods for the higher peak pressures. All main bolts are hydraulically tightened for safety and easy servicing. The rotating piston, a unique Z-type-engine feature, for the best possible running behaviour. The refined fuel injection system for the best thermodynamic engine performance. The ZA40S engine is provided with a high-efficiency series-4 turbocharger from ASEA Brown Boveri (ABB), or equivalent. Wastegate and bypass allow optimum turbocharging efficiency. The turbocharger / charge air cooler arrangement can be placed on either end of the engine. The charge air cooler is of the two-stage type having a condensate water separator at the air outlet. Reduced time for the dismantling of the main engine components.

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Crankshaft (2) The crankshaft is forged in one piece from alloy steel and machined all over. The balance weights are bolted onto the crankwebs to obtain favourable bearing loads and vibration-free running. Drillings in the crankshaft feed the lubricating and cooling oil, which enters at the main bearings and passes through the connecting rod and spherical bearing, into the piston crown. The rigid design of the crankshaft allows an optimum economic choice of the vibration damper, which is normally fitted at the free end of the shaft where auxiliary drives can also be accomodated. The flywheel and the turning gear are located at the driving end of the crankshaft. The main bearing next to the flywheel is integrated in the engine housing.

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ZA40S

C.


ZA40S engine

Bearings (3)

Piston ring package (6)

All bearing shells are of the AlSn-type (AluminiumTin). The two halves are easily accessible. The main bearing cap studs and the two horizontal tierods are hydraulically tightened and provide additional stiffness. The big end bearings are of the AlSn–type.

The profiled first piston ring has a chrome-ceramic running layer and chromium plated flanks whereas the second and third ring are rings with chromium plated running surface as are the running faces of the spring loaded oil scraper ring. Grooves for the compression rings are chromium plated.

Connecting rod (4)

Cylinder liner (7)

The connecting rods have a central bore to feed lubricating oil to the spherical bearing and cooling oil to the piston crown. The short connecting rod shaft with spherical head is connected to the big end by four hydraulically tightened studs. The big end of the connecting rod is assembled with two hydraulically tightened studs.

The cylinder liners are made of wear-resistant centrifugal cast iron and are bore-cooled at the upper part to provide a temperature level favourable for good running conditions and low wear rate.

Major advantages of this design are: • • • •

Lower withdrawal height for the piston; The piston can be withdrawn without dismantling the big end bearing; Large crankpin diameters can be accommodated to obtain low specific bearing loads; Good accessibility to the hydraulic studs of the shaft / big end connection.

Cylinder head (8) The cylinder heads are of the thick wall, borecooled type. This feature provides a very high degree of mechanical safety and permits ideal cooling conditions for the flame plate and valve seats. The high stiffness also provides good valve sealing behaviour. The nodular cast iron cylinder heads are held down by four studs which are hydraulically tightened simultaneously. The cylinder heads are equipped with:

Rotating piston (5)

•

The piston crowns are made from forged steel and are bore-cooled with combined shaker-oil and spray cooling. The nodular cast iron skirts have a profiled running surface at top and bottom edges and provide lubrication (inner lubrication). The rotating mechanism is similar to the type already well proven in the Z40 and ZA40 engines. Piston crown, upper spherical bearing shell, skirt and lower one-piece spherical bearing shell are assembled together with eight hydraulically tightened studs.

•


C–3

• • • •

Two inlet valves with valve rotators and uncooled seat rings; Two Nimonic exhaust valves with valve rotators and water-cooled seat rings; One central fuel injector; One starting-air valve*; One relief valve; One indicator valve.

* The non–reversible Vee–form engines are only fitted with starting valves on one row of cylinders.

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ZA40S engine

Valve drive (9)

Fuel injectors (12)

The valves are actuated from the cams of the camshaft via push rods and rocker arms. The valve gear is force–lubricated and enclosed by the light alloy covers.

The fuel injector consists of two main parts, the valve body and the water-cooled nozzle. The nozzle with fine spray holes has a spring-loaded needle. The needle opens under the high fuel pressure, whereupon the fuel atomizes in the combustion chamber. For keeping a residual pressure in the high-pressure line and to avoid cavitation in the fuel nozzle, a non-return valve is fitted in front of the cylinder head. The injection nozzle is water cooled by a separate cooling system.

Camshaft and camshaft drive (10) Placed along the side of the engine, the camshaft carries the inlet and exhaust valve cams, as well as the fuel injection cam for each cylinder. The cams are shrunk-on hydraulically and can be removed or repositioned with the aid of a hydraulic pump. This design results in a very rigid connection and allows simple adjustment of the timing. The camshaft is driven by a train of gear wheels, which also drive the governor and the overspeed device. The starting air distributor is fitted to the camshaft at the driving end. All of the ZA40S engines require a vibration damper at camshaft free end.

Turbocharging (13) The high efficiency turbocharger delivers compressed air through an air cooler to the cylinders. This turbocharger/charge air cooler arrangement can be placed on either end of the engine. The turbine gas outlet casing can be positioned to suit installation requirements. Additional heat recovery is possible from the twostage charge air cooler. When combustion air is drawn directly from the machinery space, no pre-heating of the combustion air is necessary provided the water temperature at the charge air cooler inlet is maintained at w 25°C. A water separator is placed after the charge air cooler.

Fuel injection pumps (11) The fuel injection pumps are helix-controlled, and deliver specific amounts of fuel to the injector at high pressure. Each cylinder has its own fuel pump, which can be cut off if required. For certain applications, variable injection timing (VIT) is incorporated.

Engine-driven pumps The pumps for the ancillary systems are normally driven by electric motors. If required, however, the following pumps, or any combination of the same can be fitted to the engines. • • • •

Cooling water pump, low-temp. circuit (LT); Cooling water pump, high-temp. circuit (HT); Lubricating oil pump; Fuel oil booster pump (only for MDO).

These pumps are driven mechanically by a spur gear fitted to the crankshaft flange at the free end.

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ZA40S engine

Power take off A power take off can be arranged at the free end of the crankshaft. The power to be taken depends on torsional vibration calculations. Speed control The engine is fitted with an electronic speed control system which keeps the engine speed to any desired value by positioning the fuel regulating linkage. Overspeed protection The engine is protected against overspeeding by: •

a mechanical overspeed safeguard fitted to the engine independent of any remote control or speed control system;

•

an electronic circuit actuating a pneumatic shutdown device on each fuel injection pump.


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ZA40S engine

C2

Engine data

C2.1


C2.3

Estimation of engine performance data

The engine performance data BSFC, BSEF and tEaT at max. power can be taken from table A1. The estimation of the performance data for any partial power will be done with the help of a computer program, the so-called winGTD program which is enclosed in this book in the form of a CDROM (see chapter F). If needed we offer a computerized information service to analyze the engine’s heat balance and determine main system data for any rating point within the engine layout field. For details of this service please refer to chapter C5.1.1 The installation of the winGTD and the hardware specification are explained in chapter F.

C2.2

Design conditions

The design data for the ancillary systems are based on standard design (tropical) conditions as shown below. It follows the IMO recommendations. • Air temperature before blower : 45°C • Engine ambient air temp. : 45°C • Coolant temperature before central cooler : 32°C for SW • Coolant temp. before CAC : 36°C for FW • Barometric pressure : 1000 mbar The reference value for the fuel lower calorific value (LCV) of 42.7 MJ/kg follows an international marine convention. The engine can be operated in the range between reference conditions and design (tropical) conditions without any restrictions.

Reference conditions

The engine performance data are based on reference conditions as shown below following the ISO Standard 3046–1: • Air temperature before blower : 25°C • Engine room ambient air temp. : 25°C • Coolant temperature before central cooler : 25°C for SW • Coolant temp. before CAC : 29°C for FW • Barometric pressure : 1000 mbar The reference value for the fuel lower calorific value (LCV) follows an international marine convention. The specified LCV of 42.7 MJ/kg differs from the ISO Standard.

C2.4

Ancillary system design parameters

The layout of the ancillary systems follows the typical engine specified design parameters which are interconnected to the engines performance behaviour. The given design parameters must be considered in the plant design to ensure a proper function of engine and ancillary systems. • • •

Cylinder water outlet temp. : 90°C Oil temperature before engine : 55°C Exhaust gas back pressure at rated power (nominal) : 350 mm WG

The engine specified design parameters remain independent from ambient conditions. The cylinder water outlet temperature and the oil temperature before engine are system internally controlled and have to remain at the specified level.


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C2.5

Vibration aspects

As a leading designer and licensor we are concerned that satisfactory vibration levels are obtained with our engine installations. The assessment and reduction of vibration is subject to continuing research and we have developed extensive computer software, analytical procedures and measuring techniques to deal with the subject.

C2.5.1

Torsional vibration

General This involves the whole shafting system comprising crankshaft, propulsion shafting, the propeller, engine running gear including camshaft, flexible couplings and power take off. Torsional vibrations are caused by gas and inertia forces as well as by the irregularities of the propeller torque. Reduction of torsional vibrations It is vitally important to limit torsional vibration in order to avoid damage to the shafting. If the vibration level (stresses, torques or amplitudes) at a critical speed is dangerous, the corresponding speed range has to be passed through rapidly (barred-speed range). However, barred-speed ranges can be reduced, shifted, and in some cases avoided by installing a heavy flywheel at the driving end and/or a torsional vibration damper at the free end of the crankshaft. Torsional vibration dampers of various designs are available to reduce different energy levels of vibration. Lower energy vibrations are absorbed by viscous dampers, e.g. Holset, Hasse & Wrede or STE type. It is important to check if an additional oil spray cooling is needed (in order to limit the thermal load).


C–9

Higher energy vibrations are absorbed by a spring loaded damper type, e.g. Geislinger, Hasse & Wrede or Vulkan. In this case the damper is supplied with oil from the engine’s lubricating system and the heat dissipated can range from 10 kW to 50 kW depending on the size of the damper. Diesel-electric propulsion In some modern ferries, passenger ships, icebreakers and shuttle tankers, the propeller is driven by an electric motor, which is powered by several generator sets synchronized on a common bus bar, i.e. these generators are working in parallel mode. The generators can be directly coupled to the engines (single-bearing generator) or coupled through an elastic coupling (two-bearing generator). In this case, the maximum power swing between generators has to be checked when one cylinder is not firing, and discussed with the generator supplier.

C2.5.2

Resilient mounting

Resilient mounting is commonly used in passenger ships and ferries, where a high level of comfort has to be offered to the passengers. The purpose of these elastic elements, placed between the engine and the foundation, is to isolate the engine from the ship structure, i.e. to reduce the engine excitations (external couples and torque variations) transmitted to the ship structure as well as the transmitted noise. Without resilient mounting, the engine excitation given in table C2 will act directly on the engine foundation. With a normal design of resilient mounting, an isolation factor of at least 50 to 80 per cent is achieved.

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C.

C2.5.3

C2.5.4

System dynamics: marine installation

Modern marine propulsion plants may be composed of more than one diesel engine driving a controllable-pitch propeller (CPP) and one or more shaft generators. These elements are connected together by clutches, gears, shaft lines and elastic couplings. Under transient conditions, large perturbations due to changing the operating point, by setting either other speeds or pitch values, usually, the transfer from one operating point to a new operating point engine speed control and propeller speed control, loading or unloading generators, or engaging or disengaging a clutch, cause instantaneous dynamic disturbances which weaken after a certain time (a transient time). Simulation is an opportune method for analyzing the dynamic behaviour of a system subjected to large perturbations, or transient conditions. Mathematical models of several system components, like equivalent vibrating systems, clutch coupling, speed and pitch control have been determined and programmed as library blocs to be used with a simulation program. With this program, it is possible to check if an elastic coupling will be overloaded during engine start, or to optimize a clutch coupling characteristic (engine speed before clutching, slipping time, etc.), to adjust the speed control parameters. This kind of study is mainly requested at an early project stage in order to select suitable components and fulfill specifications regarding speed deviation and setting programs.

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ZA40S engine

System dynamics: diesel electric propulsion

The following factors influence the frequency and voltage behaviour of highly turbocharged fourstroke diesel generating sets which are suddenly loaded or unloaded (independent of engine design/manufacturer): • • • •

Charging system; Type of engine / generator control system Generator layout; Moment of inertia of the whole system.

As criterion for this behaviour, a maximum permissible frequency deviation is defined. This means that the loading of the engine must be done in several steps. The diagram figure C3 shows the recommendation for power steps depending on the power the engine is running at. Please note the following: For safety reasons and in order to avoid costly individual engine matching, we recommend as a guidance the application of the sudden loading steps according to the diagram (as a guide only). In addition, the following precautions should be taken: • •

•

C–10

Determination of the highest occurring step in load for a defined plant. If the sudden load step of the largest consumer exceeds the limits defined in the diagram, a second engine should run in parallel. It is recommended that such a loading programme should be submitted to the respective classification society, as well as to the client. It is essential that the engine builder and the plant designer are aware of the results connected with sudden loading at an early stage of the project.


ZA40S

C.


ZA40S engine

External couples and torque variations for gear driven propulsion applications

In-line engines Number of cylinders

6

Vee-form engines

8

9

12

14

16

18

External mass couples *1) MCR rating (at 510 rpm) M1V [±kNm]

0

0

114.8

0

51.4

0

175.7

M1H [±kNm]

0

0

86.1

0

32.0

0

112.2

M2V [±kNm]

0

0

65.3

0

75.4

0

84.8

M2H [±kNm]

0

0

0

0

41.9

0

47.1

Torque variations MCR rating (750 kW/cyl. / 510 rpm) Order

3

4

4.5

3

3.5

4

4.5

Full load DM [±kNm]

50.8

114.5

112.8

26.3

12.5

39.8

86.3

No load DM [±kNm]

75.0

17.7

26.5

38.8

2.8

6.1

20.3

Order

6

8

9

6

7

8

9


35.2

12.6

6.3

61.0

45.3

23.6

8.8

No load DM [±kNm]

9.3

4.9

3.8

16.1

13.6

9.2

5.4

MCR rating (720 kW/cyl. / 510 rpm) Order

3

4

4.5

3

3.5

4

4.5


44.5

110.9

110.2

23.0

12.1

38.5

84.3

No load DM [±kNm]

75.0

17.7

26.5

38.8

2.8

6.1

20.3

Order

6

8

9

6

7

8

9


35.4

14.0

8.0

61.3

46.9

26.3

11.3

No load DM [±kNm]

9.3

4.9

3.8

16.1

13.6

9.2

5.4

Remark:

*1) All resulting forces are zero M1V: M1H: M2V: M2H: DM:

free external mass couple 1st order vertical free external mass couple 1st order horizontal free external mass couple 2nd order vertical free external mass couple 2nd order horizontal torque varation

The free external mass couples for other engine speeds can be calculated as follows: Mx = M510 (Nx / N510)2 The torque variations for other engine ratings are available on request.

Table C2 External couples and torque variations for gear-driven propulsion applications


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External couples and torque variations for generating set application (50 Hz) In-line engines Number of cylinders

6

Vee-form engines

8

9

12

14

16

18

External mass couples *1) MCR rating (at 500 rpm) – 50 Hz – M1V [±kNm]

0

0

110.3

0

49.4

0

168.9

M1H [±kNm]

0

0

82.8

0

30.8

0

107.8

M2V [±kNm]

0

0

62.8

0

72.5

0

81.5

M2H [±kNm]

0

0

0

0

40.3

0

45.3

Torque variations MCR rating (750 kW/cyl. / 500 rpm) – 50 Hz – Order

3

4

4.5

3

3.5

4

4.5


56.6

116.4

113.7

29.3

12.7

40.4

87.0

No load DM [±kNm]

70.9

18.2

26.5

36.7

2.8

6.3

20.3

Order

6

8

9

6

7

8

9


31.5

11.8

5.4

60.7

44.3

22.2

7.6

No load DM [±kNm]

9.3

4.9

3.8

16.1

13.6

9.2

5.4

MCR rating (720 kW/cyl. / 500 rpm) – 50 Hz – Order

3

4

4.5

3

3.5

4

4.5


50.6

113.1

111.5

26.2

12.3

39.3

85.3

No load DM [±kNm]

70.9

18.2

26.5

36.7

2.8

6.3

20.3

Order

6

8

9

6

7

8

9


35.4

13.4

7.2

61.3

46.2

25.1

10.2

No load DM [±kNm]

9.3

4.9

3.8

16.1

13.6

9.2

5.4

Remark:



The free external mass couples for other engine speeds can be calculated as follows: For 60 Hz: Mx = M514 (Nx / N514)2 For 50 Hz: Mx = M500 (Nx / N500)2 The torque variations for other engine ratings are available on request.

Table C3 External couples and torque variations for generating set application (50 Hz)

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ZA40S engine

External couples and torque variations for generating set application (60 Hz) In-line engines Number of cylinders

6

Vee-form engines

8

9

12

14

16

18

External mass couples *1) MCR rating (at 514 rpm) – 60 Hz – M1V [±kNm]

0

0

116.6

0

52.2

0

178.5

M1H [±kNm]

0

0

87.5

0

32.5

0

114.0

M2V [±kNm]

0

0

66.3

0

76.6

0

86.1

M2H [±kNm]

0

0

0

0

42.6

0

47.8

Torque variations MCR rating (750 kW/cyl. / 514 rpm) – 60 Hz – Order

3

4

4.5

3

3.5

4

4.5


47.9

113.5

112.2

24.8

12.4

39.4

85.8

No load DM [±kNm]

76.7

17.5

26.5

39.7

2.8

6.1

20.3

Order

6

8

9

6

7

8

9


35.3

13.0

6.7

61.2

45.9

24.4

9.5

No load DM [±kNm]

9.3

4.9

3.8

16.1

13.6

9.2

5.4

MCR rating (720 kW/cyl. / 514 rpm) – 60 Hz – Order

3

4

4.5

3

3.5

4

4.5


42.2

110.1

109.7

21.9

12.0

38.2

84.0

No load DM [±kNm]

76.7

17.5

26.5

39.7

2.8

6.1

20.3

Order

6

8

9

6

7

8

9


35.4

14.2

8.3

61.3

47.1

26.7

11.7

No load DM [±kNm]

9.3

4.9

3.8

16.1

13.6

9.2

5.4

Remark:



The free external mass couples for other engine speeds can be calculated as follows: For 60 Hz: Mx = M514 (Nx / N514)2 For 50 Hz: Mx = M500 (Nx / N500)2 The torque variations for other engine ratings are available on request.

Table C4 External couples and torque variations for generating set application (60 Hz)


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C2.5.5

ZA40S engine

Questionnaire about engine vibration

To enable us to provide the most accurate information and advice on protecting the installation and vessel from the effects of engine/generator induced vibration, please photocopy this questionnaire and send us the completed copy.

C2.5.5.1

Forced torsional vibration calculation of gear driven propulsion applications

Client specification Client name Owner, yard, consultant, other: Address: Department, reference: Country:

Tel., telefax, telex:

Contact person: Project Type, size of vessel:

Owners name (if available):

Wärtsilä NSD Switzerland Ltd representative:

Engine specification Engine type: Sulzer

ZA40S

Engine speed [rpm]:

Engine power [kW]: Flywheel inertia

Engine rotation:

[kgm2]:

Engine driven pumps:

[clockwise] / [anticlockwise]

Flywheel drawing number: [Yes] / [No]

Barred speed range accepted:

[Yes] / [No]

Reduction gear specification Gear Manufacturer: Drawing number:

Clutches / elastic couplings: Propeller / interm. shaft: Drawing no.:

Type (description, code, ...): (detailed drawings with the gearwheel inertias and gear ratios to be encl.)

(det. inform. of type/manufacturer of all clutches and/or elastic coupl. used, to be encl.)

Material U. T. S. [N/mm2]:

(detailed inform. to be enclosed)

PTO-Generator Manufacturer:

Type:

Generator speed [rpm]:

Rated voltage [V]:

Rated apparent power [kVA]:

Power factor [cos ϕ]:

Rotor inertia [kgm2]:

Drawing number:

Grid frequency [Hz]:


Propeller Type: [fixed: FPP] / [controllable: CPP] Manufacturer:

Number of blades:

Drawing number:

Diameter [m]:

Mass [kg]:

Expanded area blade ratio:

Mean pitch [m]: Inertia without water [kgm2]:

Inertia with water [kgm2]:

General Order number:

Deadline:

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C2.5.5.2

Forced torsional vibration calculation of diesel electric propulsion applications







ZA40S

Engine speed [rpm]:

Engine power [kW]:

Engine rotation:

Flywheel inertia [kgm2]:

Flywheel drawing number:

Engine driven pumps:

[Yes] / [No]

[clockwise] / [anticlockwise]

Damper type (if known):

Power take off specification Gear Manufacturer:

Drawing number: (detailed drawings with the gearwheel inertias and gear ratios to be encl.)

Generator Manufacturer:

Type:


Rated voltage [V]:

Rated apparent power [kVA]:

Power factor [cos ϕ]:

Rotor inertia [kgm2]:

Drawing number:

Grid frequency [Hz]:


Fundamental machine constants (base power - rated apparent power): Reactances xd: x’d: x”d:

p.u. p.u. p.u.

Line (trafo react) xT:

p.u.

xq:

p.u.

x”q:

p.u.

T’d: T”d: T”q:

sec sec sec

Generator shaft arrangement drawing no.: Generator outline dimension on layout drawing no.:


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25.48.07.40 – Issue IX.99 – Rev. 0


ZA40S

C.

C2.5.5.3

ZA40S engine

Simulation of the engine speed deviation







ZA40S

Engine speed [rpm]:

Engine power [kW]:

Engine mep [bar]:

Engine inertia with damper or disc [kg/m2]:

Flywheel inertia [kg/m2]::

Generator Generator type: Generator inertia [kgm2] :


Propeller Propeller type (FPP/CPP): Propeller inertia [kgm2]:

Propeller speed Np [rpm]:

Turbocharger Turbocharger type: Suction air inlet temp [°C]:

Ambient air pressure [bar]:

Governor Governor type: Adjusted speed drop [%]:

Adjustment remarks (i.e. needle value):

Load characteristics Generator load (power / torque)

Propeller load

time (s) ..............

engine load (%) ..............

time (s) ..............

engine speed (%) ..............

engine speed (rpm) engine load (kW) .............. ..............

..............

..............

..............

..............

..............

..............

..............

..............

..............

..............

..............

..............

..............

..............

..............

..............

..............

..............

..............

..............

..............

..............

..............

..............

If necessary attach additional sheet or graph(s).

25.48.07.40 – Issue IX.99 – Rev. 0

C–16


ZA40S

C.


ZA40S engine

C2.5.6

Starting ability

F10.0214

Fig. C2

C2.5.7

Starting ability

Sudden loading behaviour

F10.4614

Fig. C3

Sudden load steps


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25.48.07.40 – Issue IX.99 – Rev. 0


ZA40S

C.

C2.5.8

ZA40S engine

Loading programme

F10.1763

Fig. C4

Loading programme

25.48.07.40 – Issue IX.99 – Rev. 0

C–18


ZA40S

C.


ZA40S engine

C2.6

Turbocharger and charge air cooler

Number of cylinders

Remark:

Engine rating

Turbocharger

Charge air cooler

Quantity

Type *1)

Quantity

Type

Max.air flow [kg/h]

6

MCR

1

VTR 354 P–11

1

CAC106

34 200

8

MCR

1

VTR 454 P–11

1

CAC108

54 000

9

MCR

1

VTR 454 P–11

1

CAC108

54 000

12

MCR

2

VTR 354 P–11

2

CAC106

68 400

14

MCR

2

VTR 454 P–11

2

CAC108

108 000

16

MCR

2

VTR 454 P–11

2

CAC108

108 000

18

MCR

2

VTR 454 P–11

2

CAC108

108 000

Min. water flow [m3/h]

see tables C27 to C46

*1) Other turbocharger models and makes are possible. Information will be made available upon request.

Table C5 Turbocharger and charge air cooler selection

C2.7

T10.4524

Contents of water and oil in engine including engine mounted piping In–line engine

Vee–form engine

6

8

9

12

14

16

18

Oil (engine in service)

[dm3]

320

470

520

640

790

960

1150

Jacket cooling water

[dm3]

690

980

1080

1270

1790

1810

2010

Nozzle cooling water

[dm3]

4

5.5

6

9

10

11

12

Two-stage charge air cooler, high-temperature circuit

[dm3]

60

82

82

120

164

164

164

Two-stage charge air cooler, low-temperature circuit

[dm3]

60

82

82

120

164

164

164

Table C6 Contents of water and oil in engine

C2.8

T10.4525

Pressure drops

System

Pressure drops [bar] *1)

Jacket cooling water system (pressure drop over engine with turbocharger)

0.9

Nozzle cooling water system (pressure drop over engine)

2.0

Charge air cooling water system two–stage high-temp. circuit (pressure drop over cooler)

0.3

Charge air cooling water system two–stage low-temp. circuit (pressure drop over cooler)

0.3

Remark:

*1) The pressure drop figures are approximate. The pressure drops apply to the engine only (engine inlet to engine outlet) and do not cover the piping on the installation side.

Table C7 Pressure drops according to the flow rate specified


C–19

T10.4526

25.48.07.40 – Issue IX.99 – Rev. 0


ZA40S

C.

C2.9

Pressure and temperature ranges

Table C8 represents a summary of the required pressure and temperature ranges at continuous service rating (CSR). The gauge pressures are measured at the engine instrument panel. The pump delivery head is obtained by adding the pres-

Medium

System (limits for alarm and shut-down)) (

High temperature cooling *2) High-temperature

sure losses in the piping system, filters, coolers, valves etc. and the vertical level pressure difference between pump suction and pressure gauge to the values indicated in the table below.

Location of measurement

Max.

Min.

Max.

4.0

5.0

75

–

Engine outlet

–

–

85

95

Lubricating oil

3.0

5.0

25

36

–

–

–

–

Inlet TC

–

–

–

–

–

–

–

90

Engine inlet

2.0

4.5

–

–

Engine outlet

–

–

60

70

4.0

7.0

50

60

Engine inlet Engine outlet

normal 5.0 –

max 10 max.10 approx. a rox. 5 *3) approx. a rox. 3

max.20 a 0

–

–

–

TC bearing

Refer to TC manual

–

–

–

110

–

Injection pump inlet

8.0

10.0

–

–

–

Feed pump

Feed pump outlet

3.0

5.0

–

–

–

Air filter / silencer on TC (adm. pressure drop)

–

100 mmWG *4)

–

–

–

Intake air system (adm. pressure drop)

–

200 mmWG *4)

–

–

–

Cooler Starting air Compressed air Co essed a

Control air

Exhaust gas

–

*5)

–

–

–

Cooler outlet

–

–

25

65

–

Engine inlet

7.0

25 or 30

–

–

–

6.0

8.0

–

–

–

–

–

–

–

–

*6)

–

Engine inlet

normal 7.0

Cylinder outlet

–

TC inlet

–

–

–

620

–

–

design 350 mmWG

–

–

–

–

fouled *5) 500 mmWG

–

–

–

Exhaust TC outlet tl t

*1) *2) *3) *4) *5) *6)

normal 55

Diff. *1)

Booster pump

Heavy fuel oil

Charge air

CAC inlet CAC outlet Outlet TC

TC cooling (integrated in high-temperature high temperature cooling)

Main a bea bearing g / piston s o coo cooling g

Temperature Limit values [° C]

Min.

Fresh water

Fuel nozzle cooling

Gauge pressure Limit values [bar]

Engine inlet

Low-temperature cooling *2)

Remark:

ZA40S engine

Approx. temperature rise at continuous service power. The water flow has to be within the prescribed limits. According to TC instructions. Max. value in fouled condition. The pressure drop under fouled condition is limited to an increase of 150 mmWG above the measured value at commissioning. Refer to commissioning results for normal values.

Table C8 Pressure and temperature ranges at continuous service rating (with/without heat recovery)

25.48.07.40 – Issue IX.99 – Rev. 0

C–20

T10.4161


ZA40S

C.


ZA40S engine

C3

Installation data

C3.1

Dimensions, masses and dismantling heights

F10.1423

Fig. C5

ZA40S In–line engines

Cylinder

TC - type

A [mm]

B [mm]

C [mm]

E [mm]

F [mm]

P *1) [mm]

Mass [tonnes]

6L

VTR354

4 920

7 014

7 768

1 436

3 378

2 800

59

8L

VTR454

6 320

8 734

9 310

1 454

3 747

2 800

78

9L

VTR454

7 020

9 434

10 010

1 454

3 747

2 800

86

Remark:

Min. crane capac. [tonnes] The minimum crane capacity for dismantling and maintenance works i based is b d on prescribed ib d ability to lift the cylinder head or camshaft or turbocharger depending which one is heavier. An appropriate margin has to be included.

*1) For rigidly mounted engines. For resiliently mounted engines: P = 3 200 mm. *2) Cylinder liner.

Table C9 Dimensions, masses and dismantling heights of ZA40S In–line engines


C–21

T10.4180

25.48.07.40 – Issue IX.99 – Rev. 0


ZA40S

C.

ZA40S engine

F10.1425

Fig. C6

ZA40S Vee–form engines

Cylinder

TC type

A [mm]

B [mm]

C [mm]

E [mm]

F [mm]

P *1) [mm]

Mass [tonnes]

12 V

VTR354

5 740

7 650

7 960

3 464

4 008

3 850

102

14 V

VTR454

6 520

8 605

8 915

4 190

4 152

4 700

119

16 V

VTR454

7 300

9 385

9 695

4 190

4 152

4 700

132

18 V

VTR454

8 080

10 165

10 475

4 190

4 152

4 700

145

Remark:

Min. crane capac. [tonnes] The minimum crane capacity for dismantling and maintenance works is based on prescribed ability to lift the cylinder head or camshaft or turbocharger depending which one is heavier. An appropriate a ro riate margin h to b has be iincluded. l d d

*1) For rigidly mounted engines. For resiliently mounted engines: – (VTR354): P12 = 3 700 mm and – (VTR454): P14, 16+18 = 4 500 mm. *2) Cylinder liner. *3) Piston.

Table C10 Dimensions, masses and dismantling heights of ZA40S Vee–form engines

25.48.07.40 – Issue IX.99 – Rev. 0

C–22

T10.4181


ZA40S

C.


ZA40S engine

Engine component

Cylinder

Mass of engine component [tonnes]

Cylinder head (with valve drive and lifting device)

–

0.9

Camshaft

6

1.35

8

1.75

9

1.85

12 V

1.35

14 V

1.70

16 V

1.95

18 V

2.10

Turbocharger TC 354

1.90

for 6 and 12 cylinder engines TC 454

3.25

for 8,9,14,16 and 18 cylinder engines Charge air cooler CAC 106

1.54

for 6 and 12 cylinder engines CAC 108

1.70

for 8,9,14,16 end 18 cylinder engines

Table C11 Approximate masses of heaviest engine components of ZA40S engines


C–23

T10.4527

25.48.07.40 – Issue IX.99 – Rev. 0


ZA40S

C.

25.48.07.40 – Issue IX.99 – Rev. 0

C–24

ZA40S engine


ZA40S

C.


ZA40S engine

C3.2

Outline drawings

C3.2.1

In–line engines

C3.2.1.1

Engine outline 6ZAL40S

F10.4757

Fig. C7

6ZAL40S Driving end


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25.48.07.40 – Issue IX.99 – Rev. 0


ZA40S

C.

ZA40S engine

F10.4758

Fig. C8

6ZAL40S Exhaust side

25.48.07.40 – Issue IX.99 – Rev. 0

C–26


ZA40S

C.


ZA40S engine

F10.4759

Fig. C9

6ZAL40S Top view


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25.48.07.40 – Issue IX.99 – Rev. 0


ZA40S

C.

C3.2.1.2

ZA40S engine


F10.4760

Fig. C10 8ZAL40S Driving end

25.48.07.40 – Issue IX.99 – Rev. 0

C–28


ZA40S

C.


ZA40S engine

F10.4761

Fig. C11 8ZAL40S Exhaust side


C–29

25.48.07.40 – Issue IX.99 – Rev. 0


ZA40S

C.

ZA40S engine

F10.4762

Fig. C12 8ZAL40S Top view

25.48.07.40 – Issue IX.99 – Rev. 0

C–30


ZA40S

C.


ZA40S engine

C3.2.1.3


F10.4760

Fig. C13 9ZAL40S Driving end


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25.48.07.40 – Issue IX.99 – Rev. 0


ZA40S

C.

ZA40S engine

F10.4763

Fig. C14 9ZAL40S Exhaust side

25.48.07.40 – Issue IX.99 – Rev. 0

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ZA40S

C.


ZA40S engine

F10.4764

Fig. C15 9ZAL40S Top view


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ZA40S

C.

C3.2.2 C3.2.2.1

ZA40S engine

Vee–form engines Engine outline 12ZAV40S

F10.4765

Fig. C16 12ZAV40S Driving end

25.48.07.40 – Issue IX.99 – Rev. 0

C–34


ZA40S

C.


ZA40S engine

F10.4766

Fig. C17 12ZAV40S Right side


C–35

25.48.07.40 – Issue IX.99 – Rev. 0


ZA40S

C.

ZA40S engine

F10.4767

Fig. C18 12ZAV40S Top view

25.48.07.40 – Issue IX.99 – Rev. 0

C–36


ZA40S

C.


ZA40S engine

C3.2.2.2

Engine outline 14ZAV40S

F10.4768



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ZA40S

C.

ZA40S engine

F10.4769


25.48.07.40 – Issue IX.99 – Rev. 0

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ZA40S

C.


ZA40S engine

F10.4770



C–39

25.48.07.40 – Issue IX.99 – Rev. 0


ZA40S

C.

C3.2.2.3

ZA40S engine


F10.4768


25.48.07.40 – Issue IX.99 – Rev. 0

C–40


ZA40S

C.


ZA40S engine

F10.4771



C–41

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ZA40S

C.

ZA40S engine

F10.4772


25.48.07.40 – Issue IX.99 – Rev. 0

C–42


ZA40S

C.


ZA40S engine

C3.2.2.4


F10.4768



C–43

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ZA40S

C.

ZA40S engine

F10.4773


25.48.07.40 – Issue IX.99 – Rev. 0

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ZA40S

C.


ZA40S engine

F10.4774



C–45

25.48.07.40 – Issue IX.99 – Rev. 0


ZA40S

C.

25.48.07.40 – Issue IX.99 – Rev. 0

C–46

ZA40S engine


ZA40S

C.


ZA40S engine

C3.3

Engine seatings

C3.3.1 C3.3.1.1

Description Rigidly–mouted engine

Two types of resilient–mouting arrangement are available for ZA40S engines.

The engine seating is a fabricated box structure. It is integral with the double–bottom structure, and must be of sufficent stiffness to support the weight of the engine, to transmit the propeller thrust, to withstand the external couples from the engine and to avoid resonance with propeller or engine excitation. The engine is seated either on epoxy resin material, steel or cast iron chocks. When using epoxy resin material, the engine builder has to be informed and the instructions of the engine builder and resin supplier must be strictly observed. The engine is bolted down on its seating by means of hydraulically tightened bolts, one row on each engine side. The propeller thrust is transmitted to the foundation structure through either a separate thrust block or one built into the gear box. Position of the engine is ensured by means of fitted bolts located at the engine flywheel end. Apart from the holding–down bolts, side chocks must be fitted on both sides of the engine to resist the transverse inertia or collosion forces.

C3.3.1.2

Resilient–mouted engine

Passenger vessels require a high level of comfort; low noise levels and absence of vibration. Noise and vibration may originate in propellers, diesel engines, gearboxes and auxilary machinery. The diesel engine generates low–frequency vibration and high–frequency structure–borne noise. The solution for successfully reducing the noise and vibration is to seat the engine on resilient moutings.


One arrangement is mainly applied for propulsion engines. The engine only is bolted through chocks onto a welded sub–frame (raft). This is fitted to ship’s structure by means of standard rubber elements in a vee–form arrangement of 100 degrees. The engine is connected to a reduction gear through a flexible shaft coupling. The use of a sub– frame facilitates installation and ensures correct alignment of the engine. Four stoppers, two at each end of the sub–frame, are provided to limit the extreme movement of the resilient–mounting arrangement when the vessel is in heavy seas. The other resilient–mounting arrangement, with the same basic concept as for the propulsion engines, is applied for generator sets. This arrangement uses a common sub–frame for the diesel engine and the generator. The lub. oil tank is integral with common sub–frame and several of the installations components such as filters, pre–lubricating pumps, etc., can be mounted on the forward end of the common sub–frame. Depending on the number of cylinders, single bearing generators can be considered, in which case no flexible coupling would be required between the engine and the generator. For more information please contact WNSCH. The resilient–mounting used with ZA40S engines is the over–critical type (soft mounting). This means that the natural frequencies of the resilient– mounting are lower than the frequencies of the excitation generated by the diesel engine. This type of mounting offers the best solution with regard to the vibration isolation and structure–borne sound insulation.

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25.48.07.40 – Issue IX.99 – Rev. 0


ZA40S

C.

C3.3.2

ZA40S engine

Rigidly mounted engine seating for In–line Engines

F10.4164

Fig. C28 Rigidly mounted In–line engine

25.48.07.40 – Issue IX.99 – Rev. 0

C–48


ZA40S

C.


ZA40S engine

C3.3.3

Rigidly mounted engine seating for Vee–form Engines

F10.4167

Fig. C29 Rigidly mounted Vee–form engine


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25.48.07.40 – Issue IX.99 – Rev. 0


ZA40S

C.

C3.3.4

ZA40S engine

Resiliently mounted engine seating for In–line engines

F10.4270

Fig. C30 Resiliently mounted In–line engine

25.48.07.40 – Issue IX.99 – Rev. 0

C–50


ZA40S

C.


ZA40S engine

C3.3.5

Resiliently mounted engine seating for Vee–form engines with TC VTR 354

F10.4271

Fig. C31 Resiliently mounted Vee–form engine with TC VTR 354


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25.48.07.40 – Issue IX.99 – Rev. 0


ZA40S

C.

C3.3.6

ZA40S engine

Resiliently mounted engine seating for Vee–form engines with TC VTR 454

F10.4272

Fig. C32 Resiliently mounted Vee–form engine with TC VTR 454

25.48.07.40 – Issue IX.99 – Rev. 0

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ZA40S

C.


ZA40S engine

C3.3.7

Resiliently mounted In–line generator set

Engine type: 8ZAL40S Genset weight: 141 tonnes (without water and oil)

F10.4715

Fig. C33 Resiliently mounted In–line generator set


C–53

25.48.07.40 – Issue IX.99 – Rev. 0


ZA40S

C.

C3.3.8

ZA40S engine

Resiliently mounted Vee–form generator set

Engine type: 16ZAV40S Genset weight: 200 tonnes (without water and oil)

F10.4716

Fig. C34 Resiliently mounted Vee–form generator set

25.48.07.40 – Issue IX.99 – Rev. 0

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ZA40S

C.


ZA40S engine

C3.3.9

Epoxy resin chocking and drilling plan for In–line engines

F10.4795

Fig. C35 Epoxy resin chocking and drilling plan 6–8ZAL40S


C–55

25.48.07.40 – Issue IX.99 – Rev. 0


ZA40S

C.

F10.4796

Note: detail C: detail D: detail E: detail F:

Fitted foundation bolt M60 Foundation bolt M60 Jacking screw M39x3 Sidestopper with wedge

ZA40S engine

see figure C37 see figure C38 see figure C39 see figure C45

Fig. C36 Epoxy resin chocking and drilling plan 9ZAL40S

25.48.07.40 – Issue IX.99 – Rev. 0

C–56


ZA40S

C.


ZA40S engine

No. of cylinders

Engine mass *1)

Total No. of foundation bolts

[t]

Total net chocking area

Oil pressure of hydraulic press *2)

Pretensioning force in foundation bolt

Permissible mean surface pressure of chock *3)

[cm2]

[bar]

[kN]

[N/mm2]

6

64

26

14 720

210 280

170 220

3.5 4.5

8

85

34

18 950

210 280

170 220

3.5 4.5

9

94

38

21 140

210 280

170 220

3.5 4.5

To be observed: – Prior to pouring the epoxy resin chocks, the engine has to be aligned. The side stoppers have to be welded in place. – Pouring of the epoxy resin chocks and its preparatory work must be carried out either by experts of the epoxy resin manufacturer or by their representatives. Their relevant instructions must have previously been approved by WNSCH. – These instructions must strictly be observed. In particular no yard work on the engine foundation may proceed before the hardening period of the epoxy resin chocks. – When fully cured (exact time determined by experts of the epoxy resin manufacturer or their representatives) the jacking screws must be removed. – Then tighten the foundation bolts with the hydraulic pressure according to the table above. – For toghtening the foundation bolts use hydraulic tools only. – Fit the side stopper wedges finally. Remark:

*1) Including net engine mass, flywheel, water/oil, primary part of coupling and vibration damper. *2) The hydraulic pressure includes an efficiency loss of 10% in the hydr. tensioning device. *3) The permissible mean surface pressure of chocks must be according to the relevant classification society rules. Whenever possible, the higher of the two values should be used.

Table C12 ZAL40S chocking and drilling plan data


T10.4805

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25.48.07.40 – Issue IX.99 – Rev. 0


ZA40S

C.

ZA40S engine

F10.4797

Fig. C37 Detail C: Fitted foundation bolt M60

25.48.07.40 – Issue IX.99 – Rev. 0

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ZA40S

C.


ZA40S engine

F10.4798

Fig. C38 Detail D: Foundation bolt M60


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ZA40S

C.

ZA40S engine

F10.4799

Fig. C39 Detail E: Jacking screw M39x3

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C–60


ZA40S

C.


ZA40S engine

C3.3.10 Epoxy resin chocking and drilling plan for Vee–form engines

F10.4800

Fig. C40 Epoxy resin chocking and drilling plan 12–14ZAV40S


C–61

25.48.07.40 – Issue IX.99 – Rev. 0


ZA40S

C.

Note: detail C: detail D: detail E: detail F:

Fitted foundation bolt M60 Foundation bolt M60 Jacking screw M39x3 Sidestopper with wedge

ZA40S engine

see figure C42 see figure C43 see figure C44 see figure C45

F10.4801

Fig. C41 Epoxy resin chocking and drilling plan 16–18ZAV40S

25.48.07.40 – Issue IX.99 – Rev. 0

C–62


ZA40S

C.


ZA40S engine

No. of cylinders

Engine mass *1)

Total No. of foundation bolts

[t]

Total net chocking area

Oil pressure of hydraulic press *2)

Pretensioning force in foundation bolt

Permissible mean surface pressure of chock *3)

[cm2]

[bar]

[kN]

[N/mm2]

12

109

28

18 960

240 325

195 265

3.5 4.5

14

127

32

21 500

240 325

195 265

3.5 4.5

16

141

36

24 180

240 325

195 265

3.5 4.5

18

154

40

26 720

240 325

195 265

3.5 4.5

To be observed: – Prior to pouring the epoxy resin chocks, the engine has to be aligned. The side stoppers have to be welded in place. – Pouring of the epoxy resin chocks and its preparatory work must be carried out either by experts of the epoxy resin manufacturer or by their representatives. Their relevant instructions must have previously been approved by WNSCH. – These instructions must strictly be observed. In particular no yard work on the engine foundation may proceed before the hardening period of the epoxy resin chocks. – When fully cured (exact time determined by experts of the epoxy resin manufacturer or their representatives) the jacking screws must be removed. – Then tighten the foundation bolts with the hydraulic pressure according to the table above. – For toghtening the foundation bolts use hydraulic tools only. – Fit the side stopper wedges finally. Remark:

*1) Including net engine mass, flywheel, water/oil, primary part of coupling and vibration damper. *2) The hydraulic pressure includes an efficiency loss of 10% in the hydr. tensioning device. *3) The permissible mean surface pressure of chocks must be according to the relevant classification society rules. Whenever possible, the higher of the two values should be used.

Table C13 ZAV40S chocking and drilling plan data


T10.4806

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25.48.07.40 – Issue IX.99 – Rev. 0


ZA40S

C.

ZA40S engine

F10.4802

Fig. C42 Detail C: Fitted foundation bolt M60

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ZA40S

C.


ZA40S engine

F10.4803

Fig. C43 Detail D: Foundation bolt M60


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ZA40S

C.

ZA40S engine

F10.4804

Fig. C44 Detail E: Jacking screw M39x3

25.48.07.40 – Issue IX.99 – Rev. 0

C–66


ZA40S

C.


ZA40S engine

F10.4807

Fig. C45 Detail F: Sidestopper with wedge


C–67

25.48.07.40 – Issue IX.99 – Rev. 0


ZA40S

C.

ZA40S engine

C3.3.11 Indication angles of ships at which engine running must be possible

Classification Societies

Loyd’s Register of Shipping

German Loyd

Det Norske Veritas

Bureau Veritas

American Bureau of Shipping

USSR Register of Shipping

Polsky Rejestr Statow

R.I.N.A.

Nippon Kaiji Kyokai

1985

1984

1986

1985

1986

1986

1980

1984

1983

5.1.3.6.

3.1.C.1.

4.2.3.B 200

15-53.11

31.13

VII-1.6

VII-1.6

2-C-2.1.6.

F-10.1.1.

Main– and aux. engines Abbreviation Heel to each side Rolling to each side Ship length

15°

15°

15°

15°

15°

15°

15°

15°

15°

22.5°

22.5°

22.5°

22.5°

22.5°

22.5°

22.5°

22.5°

22.5°

<100

>100

––

<100

<200

<300

>300

––

––

––

––

––

<150

>150

Trim by head

5°

<5°

5°

2°

1°

0.5°

0.3°

5°

5°

5°

5°

5°

10°

5°

Trim by stern

5°

<5°

5°

5°

2.5°

1.5°

1°

5°

5°

5°

5°

5°

10°

5°

7.5°

7.5°

10°

7.5°

5°

3°

7.5°

7.5°

7.5°

7.5°

7.5°

––

5.1.3.6.

3.1.C.1.

4.1.3.B 200

18-025.16

31.13

VII-1.6

VII-1.6

C-5.9.1

F-10.1.1.

22.5°

22.5°

22.5°

22.5°

22.5°

22.5°

22.5°

22.5°

22.5°

22.5°

22.5°

––

––

22.5°

22.5°

––

22.5°

22.5°

10°

10°

10°

10°

10°

10°

10°

10°

10°

10°

10°

––

––

10°

10°

––

10°

––

6.2.2.1.6.

4.1.E.1.

4.4.2.A 101

18-011.72

31.13

XI-5.1.3.4.

XI-5.1.3.4.

D-1.5.4.

H-1.3.2.4.

Pitching Emergency–sets Abbreviation Heel to each side Rolling to each side Trim Pitching Electrical installation Abbreviation Heel to each side Rolling to each side Trim Pitching

15°

22.5°

15°

15°

15°

15°

15°

15°

15°

22.5°

22.5°

22.5°

22.5°

22.5°

22.5°

22.5°

22.5°

22.5°

5°

10°

5°

10°

10°

5°

5°

5°

10°

7.5°

10°

10°

––

10°

10°

10°

7.5°

––

Heel and trim have to be assumed as occuring together.

F10.4814

Table C14 Indication angles of ships

25.48.07.40 – Issue IX.99 – Rev. 0

T10.4813

C–68


ZA40S

C.


ZA40S engine

C3.4 C3.4.1

Engine Coupling In–line engines

F10.4815

Fig. C46 Permissible loading of the coupling flanges on In–line engines

F10.4816

Fig. C47 Permissible loading of the coupling flanges on In–line engines diagram


C–69

25.48.07.40 – Issue IX.99 – Rev. 0


ZA40S

C.

C3.4.2

ZA40S engine

Vee–form engines

F10.4817

Fig. C48 Permissible loading of the coupling flanges on Vee–form engines

F10.4818

Fig. C49 Permissible loading of the coupling flanges on Vee–form engines diagram

25.48.07.40 – Issue IX.99 – Rev. 0

C–70


ZA40S

C.


ZA40S engine

C3.5

Pipe connection plan 6ZAL40S

For detailed information see drawing no. 2–107.275.673

C3.5.1

Pipe connection plans

F10.4809

Fig. C50 Pipe connection plan 6ZAL40S with TC on Free End


C–71

25.48.07.40 – Issue IX.99 – Rev. 0


ZA40S

ZA40S engine


C.

F10.4810

Fig. C51 Pipe connection plan 6ZAL40S with TC on Driving End

25.48.07.40 – Issue IX.99 – Rev. 0

C–72


ZA40S

C.


ZA40S engine

Pipe connection plan 8 and 9ZAL40S


C3.5.2

F10.4811

Fig. C52 Pipe connection plan 8&9ZAL40S with TC on Free End


C–73

25.48.07.40 – Issue IX.99 – Rev. 0


ZA40S

ZA40S engine


C.

F10.4812

Fig. C53 Pipe connection plan 8&9ZAL40S with TC on Driving End

25.48.07.40 – Issue IX.99 – Rev. 0

C–74


ZA40S

C.


ZA40S engine

Item

Symbol

Number Nominal Turboof conn. diameter charger

Description

on request

1

8x∅18

2

Outlet jacket cooling water - HT circuit

1

DN125

Inlet jacket cooling water - HT circuit

1

DN100 DN125

Air vent jacket cooling water collection HT circuit

1

DN10

Air vent - turbocharger cooling

1

DN10

Air vent - charge air cooler HT circuit

1

DN15

Inlet nozzle cooling water

1

DN20

Outlet nozzle cooling water

1

DN20

9

Water drain - charge air cooler HT circuit

2

DN15

10

Turbine cleaning - wet

1

DN19

Inlet cooling water - LT circuit

1

DN150

Outlet cooling water - LT circuit

1

DN150

Air vent - charge air cooler LT circuit

1

DN14

4xM16x27/22

3

354 454

4xM10x16/12

4

4xM10x17/13

5

∅18x2

6 M22x1.5 4xM10x24/15

7

4xM10x24/15

8

M22x1.5

*

4xM16x27/22

11

4xM16x27/22

12

13

∅18x2

14 M22x1.5

15

Table C15 List of connections ZAL40S (1)


T10.4830

C–75

25.48.07.40 – Issue IX.99 – Rev. 0


ZA40S

C.

Item

Symbol

ZA40S engine


Description

on request

M22x1.5

16

Water drain - charge air cooler LT circuit

2

DN15

Inlet - lubricating oil

1

DN125

Outlet - lubricating oil

4

DN200

Cylinder lubricating oil supply pipe

1

DN25

Cylinder lubricating oil - daily oil tank

1

DN25

17

18

19

20

8x∅18

21

8xM16x27/22

22

4x∅11

23

4xM10

24 M22x1.5

25

26

27

28

29

30


25.48.07.40 – Issue IX.99 – Rev. 0

T10.4831

C–76


ZA40S

C.


ZA40S engine

Item

Symbol


Description

on request

4x∅11.5

31

Fuel oil inlet

1

DN32

Fuel oil outlet

1

DN25

Fuel oil leakage

1

DN15

Starting air

1

DN80

Charge air cooler cleaning

1

DN19

4x∅11.5

32

∅18x2

33

34

35

36

37

38

39

40

41

42

43

44

*

45



T10.4832

C–77

25.48.07.40 – Issue IX.99 – Rev. 0


ZA40S

C.

Item

Symbol

46

ZA40S engine


Description

on request *

Turbine cleaning - dry partial

1

DN19

Air inlet

1

354

*

Air inlet

1

454

*

Exhaust gas outlet

1

354

Exhaust gas outlet

1

454

47

48

49

50

18x∅14

51

18x∅18

52

53

24x∅26

54

24x∅26

55

56

57

58

59

60


25.48.07.40 – Issue IX.99 – Rev. 0

T10.4833

C–78


ZA40S

C.


ZA40S engine

Item

Symbol


Description

on request

∅16x2

61

Heating pipe inlet

1

DN12

Heating pipe outlet

1

DN12

Crankcase vent

1

DN125

Condensate outlet - Crankcase vent

1

DN25

Drain - turbocharger

1

DN25

Leakage water drain - engine

1

DN25

Drain charge air receiver

1

DN25

Leakage drain

4

DN15

Inlet jacket cooling water pump - HT circuit

1

DN125

*

Inlet water pump - charge air cooler

1

DN125

*

Outlet water pump - charge air cooler

1

DN125

*

Inlet water pump

1

DN160

*

∅16x2

62

63

8xM8

64

4xM10x24/15

65

66

∅30x2.5

67

∅25x2

68 M33x2 ∅25x2

69 M33x2 ∅18x2

70 M22x1.5 8xM16x35/30

71

8xM16x35/30

72

8xM16

73

8xM16x33/28

74

75



T10.4834

C–79

25.48.07.40 – Issue IX.99 – Rev. 0


ZA40S

C.

Item

Symbol

ZA40S engine


Description

on request

4xM12x29/18

76

Inlet nozzle cooling water pump

1

DN50

*

Outlet nozzle cooling water pump

1

DN32

*

Inlet only for installations with separate stand by pumps

1

DN125

*

Inlet lubricating oil pump

1

DN150

*

Outlet lubricating oil pump

1

DN125

*

Inlet fuel oil booster pump

1

DN50

*

Outlet fuel oil booster pump

1

DN32

*

4xM10

77

8x∅17.5

78

79

80

8xM16x35/30

81

8xM16x35/30

82

4xM12x23/18

83

4xM10x19/15

84

85

86

87

88

89

90


25.48.07.40 – Issue IX.99 – Rev. 0

T10.4835

C–80


ZA40S

C.


ZA40S engine

C3.5.3

Pipe connection plan 12ZAV40S

F10.4822

Fig. C54 Pipe connection plan 12ZAV40S with TC on Free End


C–81

25.48.07.40 – Issue IX.99 – Rev. 0

25.48.07.40 – Issue IX.99 – Rev. 0

C–82 is required.

The air inlet housing 51 is only necessary if suction from outside the engine room

specification.

Position of the gas outlet flange 54 and the air inlet flange 51 see turbocharger

Turbocharger

specified on the corresponding pipe diagrams.

diameters as fitted on the engine. The pipe diameters for the installation are

the air inlet. The pipe diameters given in the group 8020 correspond to the pipe

threaded connections, with the exception of the turbocharger exhaust outlet and

facture. Either with mated flanges (blind flanges), gaskets, bolts and nuts or with

The pipe connections on the engine are fitted and delivered by the engine manu-

Vee–form engine with TC No. 354 on the Free–End

Engine Selection and Project Manual ZA40S

C. ZA40S engine

F10.4823

Fig. C55 Pipe connection plan 12ZAV40S with TC on Free End


ZA40S

C.


ZA40S engine

F10.4824

Fig. C56 Pipe connection plan 12ZAV40S with TC on Driving End


C–83

25.48.07.40 – Issue IX.99 – Rev. 0

25.48.07.40 – Issue IX.99 – Rev. 0

C–84 is required.


specification.


Turbocharger







Vee–form engine with TC No. 354 on the Driving–End


C. ZA40S engine

F10.4825

Fig. C57 Pipe connection plan 12ZAV40S with TC on Driving End


ZA40S

C.


ZA40S engine

C3.5.4

Pipe connection plan 14–18ZAV40S

F10.4826

Fig. C58 Pipe connection plan 14–18ZAV40S with TC on Free End


C–85

25.48.07.40 – Issue IX.99 – Rev. 0

25.48.07.40 – Issue IX.99 – Rev. 0

C–86 is required.


specification.


Turbocharger







Vee–form engine with TC No. 454 on the Free–End


C. ZA40S engine

F10.4827

Fig. C59 Pipe connection plan 14–18ZAV40S with TC on Free End


ZA40S

C.


ZA40S engine

F10.4828

Fig. C60 Pipe connection plan 14–18ZAV40S with TC on Driving End


C–87

25.48.07.40 – Issue IX.99 – Rev. 0

25.48.07.40 – Issue IX.99 – Rev. 0

C–88 gine room is required.

The air inlet housing 52 is only necessary if suction from outside the en-

charger specification.

Position of the gas outlet flange 55 and the air inlet flange 52 see turbo-

Turbocharger

eters for the installation are specified on the corresponding pipe diagrams.

correspond to the pipe diameters as fitted on the engine. The pipe diam-

exhaust outlet and the air inlet. The pipe diameters given in the group 8020

nuts or with threaded connections, with the exception of the turbocharger

manufacture. Either with mated flanges (blind flanges), gaskets, bolts and

The pipe connections on the engine are fitted and delivered by the engine

Vee–form engine with TC No. 454 on the Driving–End


C. ZA40S engine

F10.4829

Fig. C61 Pipe connection plan 14–18ZAV40S with TC on Driving End


ZA40S

C.


ZA40S engine

Item

Symbol


Description

on request

4xM16x27/22

1


2

DN100

354


2

DN125

454

Outlet jacket cooling water - HT circuit

1

DN175

Air vent - jacket cooling water collection HT circuit

1

DN15

Air vent - turbocharger cooling

2

DN25

Air vent - charge air cooler HT circuit

2

DN15

Water drain - charge air cooler HT circuit

4

DN15

Inlet nozzle cooling water

1

DN32

Outlet nozzle cooling water

1

DN32


2

DN100

354


2

DN125

454


2

DN100

354


2

DN125

454

4xM16x27/22

2

8xM16

3

4xM10x16/12

4

4xM10x16/12

5

∅18x2

6 M22x1.5 M22x1.5

7

4xM10x24/15

8

4xM10x24/15

9

10

4xM16x27/22

11

4xM16x27/22

12

4xM16x27/22

13

4xM16x27/22

14

15

Table C21 List of connections ZAV40S (1)


T10.4839

C–89

25.48.07.40 – Issue IX.99 – Rev. 0


ZA40S

C.

Item

Symbol

ZA40S engine


Description

on request

∅18x2

16

Air vent - charge air cooler LT circuit

2

DN15

Water drain - charge air cooler LT circuit

4

DN15

Inlet - lubricating oil

2

DN125

Outlet - lubricating oil

4

DN200

Cylinder lubricating oil supply pipe

1

DN25

Cylinder lubricating oil - daily oil tank

1

DN25

M22x1.5 M22x1.5

17

18

19

20

8xM16

21

8xM16x27/22

22

4xM10

23

4xM10

24 M22x1.5

25

26

27

28

29

30


25.48.07.40 – Issue IX.99 – Rev. 0

T10.4840

C–90


ZA40S

C.


ZA40S engine

Item

Symbol


Description

on request

4xM10

31

Fuel oil inlet

1

DN32

Fuel oil outlet

1

DN32

Fuel oil leakage

2

DN15

*

Fuel oil leakage monitor

1

DN15

*

1 or 2

DN80

1

DN19

4xM10

32

∅18x2

33

∅18x2

34

35

36

37

38

39

40

41

Starting air

42

43

44

Charge air cooler cleaning

*

45



T10.4841

C–91

25.48.07.40 – Issue IX.99 – Rev. 0


ZA40S

C.

Item

Symbol

46

ZA40S engine


Description

on request *

Turbine cleaning - dry partial

1

DN19

Air inlet

2

354

*

Air inlet

2

454

*

Exhaust gas outlet

2

DN700

354

Exhaust gas outlet

2

DN800

454

47

48

49

50

18x∅14

51

18x∅18

52

53

24xM24

54

24xM24

55

56

57

58

59

60


25.48.07.40 – Issue IX.99 – Rev. 0

T10.4842

C–92


ZA40S

C.


ZA40S engine

Item

Symbol


Description

on request

61

Heating pipe inlet

1

DN15

62

Heating pipe outlet

1

DN15

Crankcase vent

1

DN125

65

Condensate outlet - Crankcase vent

1

DN25

66

Turbine cleaning - wet

2

DN19

*

Drain - turbocharger

2

DN25

*

Leakage water drain engine

2

DN20

Drain charge air receiver

2

DN20

Leakage drain

4

DN15

Inlet jacket cooling water pump - HT circuit

1

DN150

*

Outlet jacket cooling water pump - HT circuit

1

DN150

*

Inlet cooling water pump - LT circuit

1

DN200

*

Outlet cooling water pump - LT circuit

1

DN200

*

63

8xM8

64

4xM10x24/15

∅30x2

67

∅25x2

68 M33x2 ∅25x2

69 M33x2 ∅18x2

70 M22x1.5 8xM16x33/28

71

8xM16

72

73

8xM16x33/28

74

8xM16

75



T10.4843

C–93

25.48.07.40 – Issue IX.99 – Rev. 0


ZA40S

C.

Item

Symbol

ZA40S engine


Description

on request

4xM12x29/18

76

Inlet nozzle cooling water pump

1

DN50

*

Outlet nozzle cooling water pump

1

DN40

*

Inlet only for installations with separate stand–by pumps - HT circuit

1

DN150

*

Inlet only for installations with separate stand–by pumps - LT circuit

1

DN200

*

Inlet lubricating oil pump

1

DN200

*

Outlet lubricating oil pump

1

DN150

*

Inlet fuel oil booster pump

1

DN50

*

Outlet fuel oil booster pump

1

DN32

*

4xM10

77

8xM16

78

8xM16

79

80

8xM16x33/28

81

8xM16x33/28

82

4xM12x23/18

83

4xM10x19/15

84

85

86

87

88

89

90


25.48.07.40 – Issue IX.99 – Rev. 0

T10.4844

C–94


ZA40S

C.


ZA40S engine

C3.6

Cooling and ventilation air

The air supply to the engine room can be calculated according to ISO 8861 ’Shipbuilding engine room ventilation in diesel engined ships’. Basically the requirements of the classification society have to be fulfilled. If there are no such requirements, the following notes can be of help: it is very difficult to accurately calculate the heat dissipation to ambient air from the individual engine room units; in addition, the detailed information is not available at the time the calculation has to be performed. It is suggested therefore, that the total heat dissipation for the machinery space be estimated as proportion of main engine power. This is estimated as approximately 2.4 per cent of the heat input and is thus, approximately 0.055 kW/kW engine power.

Where: kW = Engine CMCR Power or heat dissipation G1 = charge air quantity [kg/h] Dt1 = temperature rise of charge air in engine room [°C] cp = specific heat of air (1.0 kJ/kgK) Dt2 = temperature rist of cooling and ventilation air in engine room [°C] ò = air density [1.29 kg/m3]

Total heat dissipation:

It should be noted that the given figures are for guidance only, because such factors as engine room configuration, mode of operation, climatic conditions, etc., have not been taken into consideration. The final layout of the fan capacity is at the discretion of the shipbuilder.

Q 0 + 0.055 @ CMCR [kW]

Heat removed by charge air:

For the calculation, the following is assumed: – –

temperature rise of charge air (Dt1) approximately 8 °C temperature rise of cooling and ventilation air (Dt) approximately 15 °C

G 1 + 6.8 @ CMCR [kgńh] Q 1 + G 1 @ Dt 1 @ cp [kW]

Heat removed by cooling and ventilation air: Q 2 + Q 0 * Q 1 [kW]

Required cooling and ventilation air quantity: G2 +

Q2 [kgńh] Dt 2 @ cp

G2 +

Q2 [ m 3ńh] Dt 2 @ cp @ ò

The total air supply is very often related to the required charge air quantity at engine full power. For the earlier calculation this ratio amounts to approximately 2.1. According to experience gained by WNSCH, it is believed that the ratio should range between 1.7 to 2.3 approximately. Another method of determining the total air supply is to calculate the gross volume of the engine room and determine the air flow rate for approximately 30 air changes per hour: Total air supply [m 3ńh] + Machinery space volume x 30

The total air quantity for the engine room is: G tot + G 1 ) G 2 [kgńh] G tot +

G1 ) G2 [ m 3ńh] ò


The highest quantity of supply air obtained by using these two methods is the quantity which will apply.

C–95

25.48.07.40 – Issue IX.99 – Rev. 0


ZA40S

C.

C3.7

C3.7.1

ZA40S engine

Numbering synopsis and designations In–line engine numbering

According to ISO (standard 1205)

F10.4846

Fig. C62 In–line engine numbering

C3.7.2

Direction of rotation of In–line engine


F10.4847

Fig. C63 Direction of rotation of In–line engine

25.48.07.40 – Issue IX.99 – Rev. 0

C–96


ZA40S

C.


ZA40S engine

C3.7.3

Vee–form engine numbering


F10.4848

Fig. C64 Vee–form engine numbering

C3.7.4

Direction of rotation of Vee–form engine


F10.4849

Fig. C65 Direction of rotation of Vee–form engine


C–97

25.48.07.40 – Issue IX.99 – Rev. 0


ZA40S

C.

25.48.07.40 – Issue IX.99 – Rev. 0

C–98

ZA40S engine


ZA40S

C.


ZA40S engine

C4 C4.1

Auxiliary power generation General information

Two-stage charge air cooling provides the opportunity for additional heat recovery. The cooler comprises: separate low-temperature (LT) and hightemperature (HT) cooling elements mounted in a common frame. This compact charge air cooler type has increased efficiency and can only be used with fresh water as the coolant. For systems without heat recovery the air flow is directed through the CAC first stage (HT), which is operating at a higher temperature level than the CAC second stage (LT). For systems with heat recovery the CAC first stage is connected parallel with the jacket cooling system and due to parallel flow through both, the inlet water temperature is identical. For further information please contact Wärtsilä NSD Corporation Ltd.


C–99

25.48.07.40 – Issue IX.99 – Rev. 0


ZA40S

C.

25.48.07.40 – Issue IX.99 – Rev. 0

C–100

ZA40S engine


ZA40S

C.


ZA40S engine

C5

Ancillary systems

C5.1 C5.1.1

General information Introduction

Sizing engine ancillary systems, i.e. for fresh water, lubricating oil, fuel oil, etc., depends on the engine power. If the expected system design is outside the scope of this book please contact our representative or Wärtsilä NSD Corporation Ltd, Winterthur, directly. The system design data contained in the tables C27 to C46 comprise maximum values applicable to the full power range of each 6, 8, 9,12 14, 16 and 18 cylinder engine at design conditions.

C5.1.2

It is suitable for estimating the size of ancillary equipment. However, for final confirmation when optimizing the plant Wärtsilä NSD Corporation Ltd provide a computerized calculation service. Further more the system design data can be obtained from the winGTD program which is enclosed in this book in the form of a CD-ROM (see chapter F.).

Part-load data

The engine part-load data can be obtained with the help of the winGTD program which is enclosed in this book in the form of a CD-ROM (see chapter F.).


C–101

25.48.07.40 – Issue IX.99 – Rev. 0


ZA40S

C.

C5.1.3 C5.1.3.1

ZA40S engine

Engine-driven pumps (optional, for separately driven pumps see tables C27 to C46) High-temperature cooling water pump (HT)

F10.4659

F10.4660

Fig. C66 Characteristics for In–line engines (HT)

Fig. C67 Characteristics for Vee–form engines (HT)

Note: Characteristics valid for engine speed of 510 rpm

C5.1.3.2

Low-temperature cooling water pump (LT)

F10.4661

F10.4662

Fig. C68 Characteristics for In–line engines (LT)

Fig. C69 Characteristics for Vee–form engines (LT)

Note: Characteristics valid for engine speed of 510 rpm

25.48.07.40 – Issue IX.99 – Rev. 0

C–102


ZA40S

C.


ZA40S engine

C5.1.3.3

Fuel oil booster pump (only for marine diesel oil)

F10.4665

Fig. C70 Characteristics for ZA40S engines

C5.1.3.4

Lubricating oil pump

F10.4666

Fig. C71 Characteristics for ZA40S engines


Note: Pump capacity at engine service speed: flow to the engine and internal by–pass flow max. suction lift in service: 4 m max. suction lift when starting: 2.2 m

C–103

25.48.07.40 – Issue IX.99 – Rev. 0


ZA40S

C.

C5.1.4

ZA40S engine

Questionnaire for engine data (winGTD)

In order to obtain computerized engine performance and part load data and optimized ancillary system data, please send completed copy of this questionnaire to: Wärtsilä NSD Switzerland Ltd PO Box 414 CH-8401 Winterthur, Switzerland Telephone: +41 52 2624922 Telefax: +41 52 2124917 Telex: 896659 NSDL CH Direct Fax: +41 52 2620707

Client specification Company: Name: Address: Department: Country: Telephone:

Telex:

Telefax: Date of contact:

Project specification Project number: Ship owner, country: Shipyard, country: Project manager: Wärtsilä NSD Switzerland Ltd representative:

Engine specification Number of cylinders:

ZA40S

j Generator j 60 Hz j 50 Hz j Propulsion (CPP only)

j 750 kW/cyl., 514 rpm (MCR) j 720 kW/cyl., 514 rpm (MCR) j 750 kW/cyl., 500 rpm (MCR) j 720 kW/cyl., 500 rpm (MCR) j 750 kW/cyl., 510 rpm (MCR) j 720 kW/cyl., 510 rpm (MCR)

Cooling system j Central cooled fresh water cooling system j Radiator cooled fresh water cooling system j Without heat recovery j With heat recovery Design conditions (for stationary applications only) °C Air temperature before TC °C Air temperature engine room °C Raw / sea-water temperature °C Fresh water inlet temperature m Altitude of plant

25.48.07.40 – Issue IX.99 – Rev. 0

C–104


ZA40S

C.


ZA40S engine

C5.1.5

System design data

1) System design data for generating set MCR = 720 kW/cyl., 514 rpm (60 Hz), without heat recovery without waste gate

F10.4636

Note: The given data are based on the indicated cooler arrangement and design conditions. In normal operation the temperature of the recirculated water shall not be below 25 °C.

Fig. C72 Number of cylinders Engine power Charge air HT cooler: Heat dissipation Water flow Water temp. cooler

in/out

Charge air LT cooler: Heat dissipation Water flow Water temp. cooler

in/out

6

8

9

12

14

16

18

kW

4 320

5 760

6 480

8 640

10 080

11 520

12 960 3 850

kW

1 282

1 735

1 924

2 567

3 085

3 474

m3/h

65

90

91

130

180

180

180

°C

44.5 / 61.6

44.1 / 60.7

45.2 / 63.4

44.3 / 61.4

42.7 / 57.7

43.9 / 60.6

45.1 / 63.6 656

kW

219

274

329

435

443

545

m3/h

65

90

91

130

180

180

180

°C

36.0 / 38.9

36.0 / 38.6

36.0 / 39.1

36.0 / 38.9

36.0 / 38.1

36.0 / 38.6

36.0 / 39.2 88 906

kg/h

29 635

39 514

44 453

59 270

69 149

79 027

Exhaust gas: Heat dissipation

kW

1 831

2 441

2 747

3 662

4 272

4 883

5 493

Mass flow

kg/h

29 894

39 859

44 841

59 788

69 753

79 718

89 683

Temperature after turbine

°C

384.6

384.6

384.6

384.6

384.6

384.6

384.6

Oil cooler: Heat dissipation

kW

420

559

633

811

938

1 078

1 219

m3/h

61

78

86

110

127

143

160

°C

69.1 / 55.0

69.8 / 55.0

70.1 / 55.0

70.1 / 55.0

70.2 / 55.0

70.4 / 55.0

70.7 / 55.0

Charge air

mass flow

Oil flow

*1)

Oil temperature cooler

in/out

m3/h

65

89

91

129

178

179

179

°C

38.9 / 44.5

38.6 / 44.1

39.1 / 45.2

38.9 / 44.3

38.1 / 42.7

38.6 / 43.9

39.2 / 45.1

Mean log. temperature difference

°C

20.0

20.7

20.1

20.5

21.8

21.1

20.3

Nozzle water cooler: Heat dissipation

kW

3

4

5

7

8

9

10

m3/h

3.0

4.0

4.5

6.0

7.0

8.0

9.0 60 / 59

Water flow Water temp. cooler

in/out

Nozzle water flow

°C

60 / 59

60 / 59

60 / 59

60 / 59

60 / 59

60 / 59

m3/h

0.6

0.8

0.8

1.2

1.6

1.6

1.6

°C

38.9 / 44.5

38.6 / 44.1

39.1 / 45.2

38.9 / 44.3

38.1 / 42.7

38.6 / 43.9

39.2 / 45.1


°C

17.7

18.0

17.2

17.8

19.0

18.1

17.2

Engine jacket cooling: Heat dissipation

kW

669

891

1 009

1 293

1 494

1 717

1 943

Nozzle water temp. cooler

in/out

Fresh water flow Fresh water temp. cooler

in/out

Water flow Water temp. engine

in/out

Central cooler: Heat dissipation Fresh water flow Fresh water temp. cooler

in/out

m3/h

59

79

89

114

132

151

171

°C

80 / 90

80 / 90

80 / 90

80 / 90

80 / 90

80 / 90

80 / 90 7 679

kW

2 593

3 464

3 900

5 113

5 968

6 824

m3/h

65

89

91

129

179

179

179

°C

70.7 / 36.0

69.5 / 36.0

73.2 / 36.0

70.2 / 36.0

64.9 / 36.0

69.0 / 36.0

73.1 / 36.0

m3/h

128

171

192

252

294

336

378

in/out

°C

32.0 / 49.5

32.0 / 49.5

32.0 / 49.5

32.0 / 49.5

32.0 / 49.5

32.0 / 49.5

32.0 / 49.5

°C

10.3

9.9

11.1

10.2

8.5

9.8

11.0

*2)

kW

99

128

142

166

192

218

Starting air

at design pressure

bar

25

30

25

30

25

30

25

30

25

30

25

30

25

30

Two bottles

capacity each

m3

2x2.0

2x1.8

2x2.6

2x2.4

2x2.9

2x2.6

2x4.3

2x3.9

2x4.7

2x4.3

2x5.2

2x4.7

2x5.5

2x5.0

Two air compressors

capacity each

Nm3/h

2x36

2x36

2x48

2x48

2x52

2x52

2x78

2x78

2x86

2x86

2x94

2x94

2x100

2x100

*4)

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

Lubricating oil

61

8.0

78

8.0

86

8.0

110

8.0

127

8.0

143

8.0

160

8.0

Jacket water circuit

59

3.5

79

3.5

89

3.5

114

3.5

132

3.5

151

3.5

171

3.5

HT & LT water circuit

65

2.5

90

2.5

91

2.5

130

2.5

180

2.5

180

2.5

180

2.5

Fuel oil booster pump

3.3

7.0

4.4

7.0

5.0

7.0

6.6

7.0

7.7

7.0

8.8

7.0

9.9

7.0

Fuel oil feed pump

1.1

6.0

1.4

6.0

1.6

6.0

2.2

6.0

2.5

6.0

2.9

6.0

3.2

6.0

Nozzle cooling

3.0

3.0

4.0

3.0

4.5

3.0

6.0

3.0

7.0

3.0

8.0

3.0

9.0

3.0

252

1.8

294

1.8

336

1.8

378

1.8

Sea–water flow Sea–water temp. cooler Mean log. temperature difference Engine radiation:

Pump capacities/delivery head

Sea water Remark:

*1) *2) *3) *4)

*3)

128 1.8 171 1.8 192 1.8 Where an automatic filter is used, the required flushing oil quantity has to be added. Approximate values for engine only based on engine room temperature of 45°C. The pumps are separately driven (engine-driven pumps are optional). Final delivery head must be determined according to the actual layout of piping installation.

243

Table C27 System design data for MCR 720 / 514 / generating set / without heat recovery / without waste gate


C–105

T10.4642

25.48.07.40 – Issue IX.99 – Rev. 0


ZA40S

C.

ZA40S engine

2) System design data for generating set MCR = 720 kW/cyl., 514 rpm (60 Hz), without heat recovery with waste gate

F10.4636


Fig. C73 Number of cylinders Engine power Charge air HT cooler: Heat dissipation Water flow Water temperature cooler

in/out

Charge air LT cooler: Heat dissipation Water flow Water temperature cooler

in/out

6

8

9

12

14

16

18

kW

4 320

5 760

6 480

8 640

10 080

11 520

12 960 3 727

kW

1 238

1 672

1 865

2 475

2 969

3 342

m3/h

70

93

105

136

180

181

204

°C

44.6 / 60.1

44.5 / 60.1

44.6 / 60.0

44.7 / 60.5

43.4 / 57.6

44.6 / 60.6

44.7 / 60.5 619

kW

209

265

309

419

431

532

m3/h

70

93

105

136

180

181

204

°C

36.0 / 38.6

36.0 / 38.5

36.0 / 38.6

36.0 / 38.7

36.0 / 38.1

36.0 / 38.6

36.0 / 38.6 85 666

kg/h

28 555

38 074

42 833

57 110

66 629

76 147


kW

1 891

2 522

2 837

3 782

4 413

5 043

5 674

Mass flow

kg/h

28 814

38 419

43 221

57 628

67 233

76 838

86 443


°C

399.6

399.6

399.6

399.6

399.6

399.6

399.6


kW

482

642

725

940

1 089

1 250

1 411

m3/h

61

78

86

110

127

143

160

°C

71.1 / 55.0

71.9 / 55.0

72.3 / 55.0

72.4 / 55.0

72.5 / 55.0

72.8 / 55.0

73.1 / 55.0

Charge air

mass flow

Oil flow

*1)


in/out

m3/h

69

92

104

135

179

179

202

°C

38.6 / 44.6

38.5 / 44.5

38.6 / 44.6

38.7 / 44.7

38.1 / 43.4

38.6 / 44.6

38.6 / 44.7


°C

21.0

21.5

21.6

21.5

22.5

21.8

21.8


kW

3

4

5

7

8

9

10

m3/h

3.0

4.0

4.5

6.0

7.0

8.0

9.0 60 / 59

Water flow Water temperature cooler

in/out

Nozzle water flow

°C

60 / 59

60 / 59

60 / 59

60 / 59

60 / 59

60 / 59

m3/h

0.5

0.7

0.8

1.0

1.4

1.4

1.6

°C

38.6 / 44.6

38.5 / 44.5

38.6 / 44.6

38.7 / 44.7

38.1 / 43.4

38.6 / 44.6

38.6 / 44.7


°C

17.8

17.9

17.8

17.7

18.6

17.8

17.7


kW

771

1 027

1 160

1 502

1 740

1 998

2 256


in/out


in/out

Water flow Water temperature engine

in/out


in/out

m3/h

68

91

102

132

153

176

199

°C

80 / 90

80 / 90

80 / 90

80 / 90

80 / 90

80 / 90

80 / 90 8 025

kW

2 703

3 611

4 065

5 344

6 238

7 131

m3/h

69

92

104

135

179

179

202

°C

69.8 / 36.0

69.9 / 36.0

69.8 / 36.0

70.3 / 36.0

66.2 / 36.0

70.4 / 36.0

70.3 / 36.0

m3/h

135

180

203

265

309

353

397

in/out

°C

32.0 / 49.3

32.0 / 49.3

32.0 / 49.3

32.0 / 49.3

32.0 / 49.3

32.0 / 49.3

32.0 / 49.3

°C

10.1

10.1

10.1

10.2

8.9

10.3

10.2

*2)

kW

99

128

142

166

192

218

Starting air

at design pressure

bar

25

30

25

30

25

30

25

30

25

30

25

30

25

30

Two bottles

capacity each

m3

2x2.0

2x1.8

2x2.6

2x2.4

2x2.9

2x2.6

2x4.3

2x3.9

2x4.7

2x4.3

2x5.2

2x4.7

2x5.5

2x5.0

Two air compressors

capacity each

Nm3/h

2x36

2x36

2x48

2x48

2x52

2x52

2x78

2x78

2x86

2x86

2x94

2x94

2x100

2x100

*4)

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

Lubricating oil

61

8.0

78

8.0

86

8.0

110

8.0

127

8.0

143

8.0

160

8.0


68

3.5

91

3.5

102

3.5

132

3.5

153

3.5

176

3.5

199

3.5


70

2.5

93

2.5

105

2.5

136

2.5

180

2.5

181

2.5

204

2.5


3.3

7.0

4.4

7.0

5.0

7.0

6.6

7.0

7.7

7.0

8.8

7.0

9.9

7.0

Fuel oil feed pump

1.1

6.0

1.4

6.0

1.6

6.0

2.2

6.0

2.5

6.0

2.9

6.0

3.2

6.0

Nozzle cooling

3.0

3.0

4.0

3.0

4.5

3.0

6.0

3.0

7.0

3.0

8.0

3.0

9.0

3.0

265

1.8

309

1.8

353

1.8

397

1.8



Sea water Remark:

*1) *2) *3) *4)

*3)


243

Table C28 System design data for MCR 720 / 514 / generating set / without heat recovery / with waste gate

25.48.07.40 – Issue IX.99 – Rev. 0

C–106

T10.4707


ZA40S

C.


ZA40S engine

3)System design data for generating set MCR = 720 kW/cyl., 514 rpm (60 Hz), with heat recovery without waste gate

F10.4637



in/out


in/out

6

8

9

12

14

16

18

kW

4 320

5 760

6 480

8 640

10 080

11 520

12 960 3 460

kW

1 135

1 524

1 733

2 266

2 632

3 041

m3/h

65

90

91

130

180

180

180

°C

65.3 / 80.7

66.2 / 81.1

63.1 / 80.0

65.7 / 81.0

69.6 / 82.5

66.5 / 81.4

63.3 / 80.3 986

kW

343

455

491

689

835

915

m3/h

65

90

90

130

180

180

180

°C

36.0 / 40.6

36.0 / 40.4

36.0 / 40.7

36.0 / 40.6

36.0 / 40.0

36.0 / 40.4

36.0 / 40.7 88 906

kg/h

29 635

39 514

44 453

59 270

69 149

79 027


kW

1 831

2 441

2 747

3 662

4 272

4 883

5 493

Mass flow

kg/h

29 894

39 859

44 841

59 788

69 753

79 718

89 683


°C

384.6

384.6

384.6

384.6

384.6

384.6

384.6


kW

428

571

644

829

961

1 102

1 242

m3/h

61

78

86

110

127

143

160

°C

69.4 / 55.0

70.1 / 55.0

70.4 / 55.0

70.4 / 55.0

70.5 / 55.0

70.8 / 55.0

70.9 / 55.0

Charge air

mass flow

Oil flow

*1)


in/out

m3/h

64

89

89

129

178

178

178

°C

40.6 / 46.3

40.4 / 45.9

40.7 / 46.9

40.6 / 46.1

40.0 / 44.6

40.4 / 45.7

40.7 / 46.7


°C

18.4

19.0

18.5

18.9

19.9

19.4

18.8


kW

3

4

5

7

8

9

10

m3/h

3.0

4.0

4.5

6.0

7.0

8.0

9.0 60 / 59


in/out

Nozzle water flow

°C

60 / 59

60 / 59

60 / 59

60 / 59

60 / 59

60 / 59

m3/h

0.5

0.8

0.8

1.1

1.6

1.6

1.6

°C

40.6 / 46.3

40.4 / 45.9

40.7 / 46.9

40.6 / 46.1

40.0 / 44.6

40.4 / 45.7

40.7 / 46.7


°C

15.9

16.2

15.5

16.0

17.1

16.3

15.6


kW

683

910

1 027

1 322

1 532

1 756

1 979


in/out


in/out


in/out


in/out

m3/h

65

90

91

130

180

180

180

°C

80.7 / 90

81.1 / 90

80 / 90

81 / 90

82.5 / 90

81.4 / 90

80.3 / 90 7 679

kW

2 593

3 464

3 900

5 113

5 968

6 824

m3/h

64

89

89

128

178

177

177

°C

71.0 / 36.0

69.7 / 36.0

74.0 / 36.0

70.5 / 36.0

65.0 / 36.0

69.2 / 36.0

73.4 / 36.0

m3/h

128

171

192

252

294

336

378

in/out

°C

32.0 / 49.5

32.0 / 49.5

32.0 / 49.5

32.0 / 49.5

32.0 / 49.5

32.0 / 49.5

32.0 / 49.5

°C

10.4

10.0

11.3

10.3

8.5

9.8

11.1

*2)

kW

99

128

142

166

192

218

Starting air

at design pressure

bar

25

30

25

30

25

30

25

30

25

30

25

30

25

30

Two bottles

capacity each

m3

2x2.0

2x1.8

2x2.6

2x2.4

2x2.9

2x2.6

2x4.3

2x3.9

2x4.7

2x4.3

2x5.2

2x4.7

2x5.5

2x5.0

Two air compressors

capacity each

Nm3/h

2x36

2x36

2x48

2x48

2x52

2x52

2x78

2x78

2x86

2x86

2x94

2x94

2x100

2x100

*4)

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

Lubricating oil

61

8.0

78

8.0

86

8.0

110

8.0

127

8.0

143

8.0

160

8.0

HT water circuit

65

3.5

90

3.5

91

3.5

130

3.5

180

3.5

180

3.5

180

3.5

LT water circuit

65

2.5

90

2.5

90

2.5

130

2.5

180

2.5

180

2.5

180

2.5


3.3

7.0

4.4

7.0

5.0

7.0

6.6

7.0

7.7

7.0

8.8

7.0

9.9

7.0

Fuel oil feed pump

1.1

6.0

1.4

6.0

1.6

6.0

2.2

6.0

2.5

6.0

2.9

6.0

3.2

6.0

Nozzle cooling

3.0

3.0

4.0

3.0

4.5

3.0

6.0

3.0

7.0

3.0

8.0

3.0

9.0

3.0

252

1.8

294

1.8

336

1.8

378

1.8



Sea water Remark:

*1) *2) *3) *4)

*3)


243

Table C29 System design data for MCR 720 / 514 / generating set / with heat recovery / without waste gate


C–107

T10.4643

25.48.07.40 – Issue IX.99 – Rev. 0


ZA40S

C.

ZA40S engine

4)System design data for generating set MCR = 720 kW/cyl., 514 rpm (60 Hz), with heat recovery with waste gate

F10.4637



in/out


in/out

6

8

9

12

14

16

18

kW

4 320

5 760

6 480

8 640

10 080

11 520

12 960 3 296

kW

1 092

1 475

1 643

2 189

2 555

2 955

m3/h

69

92

104

135

180

180

202

°C

66.1 / 80.0

65.9 / 80.0

66.1 / 80.0

65.7 / 80.0

68.8 / 81.3

65.6 / 80.0

65.6 / 80.0 986

kW

333

434

497

662

790

864

m3/h

65

90

90

130

180

180

180

°C

36.0 / 40.4

36.0 / 40.2

36.0 / 40.8

36.0 / 40.4

36.0 / 39.8

36.0 / 40.2

36.0 / 40.7 85 666

kg/h

28 555

38 074

42 833

57 110

66 629

76 147


kW

1 891

2 522

2 837

3 782

4 413

5 043

5 674

Mass flow

kg/h

28 814

38 419

43 221

57 628

67 233

76 838

86 443


°C

399.6

399.6

399.6

399.6

399.6

399.6

399.6


kW

490

653

738

957

1 110

1 271

1 436

m3/h

61

78

86

110

127

143

160

°C

71.4 / 55.0

72.2 / 55.0

72.6 / 55.0

72.7 / 55.0

72.9 / 55.0

73.1 / 55.0

73.4 / 55.0

Charge air

mass flow

Oil flow

*1)


in/out

m3/h

65

89

89

129

179

179

179

°C

40.4 / 47.0

40.2 / 46.5

40.8 / 47.9

40.4 / 46.8

39.8 / 45.1

40.2 / 46.3

40.7 / 47.7


°C

19.1

19.8

19.0

19.7

20.8

20.3

19.4


kW

3

4

5

7

8

9

10

m3/h

3.0

4.0

4.5

6.0

7.0

8.0

9.0 60 / 59


in/out

Nozzle water flow

°C

60 / 59

60 / 59

60 / 59

60 / 59

60 / 59

60 / 59

m3/h

0.5

0.7

0.7

1.0

1.4

1.4

1.4

°C

40.4 / 47.0

40.2 / 46.5

40.8 / 47.9

40.4 / 46.8

39.8 / 45.1

40.2 / 46.3

40.7 / 47.7


°C

15.6

16.0

14.9

15.7

16.9

16.1

15.1


kW

785

1 044

1 181

1 530

1 774

2 032

2 296


in/out


in/out


in/out


in/out

m3/h

69

92

104

135

180

180

202

°C

80 / 90

80 / 90

80 / 90

80 / 90

81.3 / 90

80 / 90

80 / 90 8 025

kW

2 703

3 611

4 065

5 344

6 238

7 131

m3/h

64

89

89

128

178

177

178

°C

72.4 / 36.0

71.1 / 36.0

75.6 / 36.0

72.0 / 36.0

66.4 / 36.0

70.7 / 36.0

75.1 / 36.0

m3/h

135

180

203

265

309

353

397

in/out

°C

32.0 / 49.3

32.0 / 49.3

32.0 / 49.3

32.0 / 49.4

32.0 / 49.4

32.0 / 49.4

32.0 / 49.4

°C

10.9

10.5

11.8

10.7

9.0

10.3

11.7

*2)

kW

99

128

142

166

192

218

Starting air

at design pressure

bar

25

30

25

30

25

30

25

30

25

30

25

30

25

30

Two bottles

capacity each

m3

2x2.0

2x1.8

2x2.6

2x2.4

2x2.9

2x2.6

2x4.3

2x3.9

2x4.7

2x4.3

2x5.2

2x4.7

2x5.5

2x5.0

Two air compressors

capacity each

Nm3/h

2x36

2x36

2x48

2x48

2x52

2x52

2x78

2x78

2x86

2x86

2x94

2x94

2x100

2x100

*4)

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

Lubricating oil

61

8.0

78

8.0

86

8.0

110

8.0

127

8.0

143

8.0

160

8.0

HT water circuit

69

3.5

92

3.5

104

3.5

135

3.5

180

3.5

180

3.5

202

3.5

LT water circuit

65

2.5

90

2.5

90

2.5

130

2.5

180

2.5

180

2.5

180

2.5


3.3

7.0

4.4

7.0

5.0

7.0

6.6

7.0

7.7

7.0

8.8

7.0

9.9

7.0

Fuel oil feed pump

1.1

6.0

1.4

6.0

1.6

6.0

2.2

6.0

2.5

6.0

2.9

6.0

3.2

6.0

Nozzle cooling

3.0

3.0

4.0

3.0

4.5

3.0

6.0

3.0

7.0

3.0

8.0

3.0

9.0

3.0

265

1.8

309

1.8

353

1.8

397

1.8



Sea water Remark:

*1) *2) *3) *4)

*3)


Table C30 System design data for MCR 720 / 514 / generating set / with heat recovery / with waste gate

25.48.07.40 – Issue IX.99 – Rev. 0

C–108

243

T10.4708


ZA40S

C.


ZA40S engine


F10.4636



in/out


in/out

6

8

9

12

14

16

18

kW

4 320

5 760

6 480

8 640

10 080

11 520

12 960 3 800

kW

1 262

1 708

1 901

2 527

3 037

3 418

m3/h

65

90

98

130

180

180

191

°C

44.9 / 61.7

44.4 / 60.9

44.9 / 61.7

44.8 / 61.6

43.1 / 57.7

44.3 / 60.7

45.0 / 62.2 642

kW

217

272

320

432

440

542

m3/h

65

90

98

130

180

180

191

°C

36.0 / 38.9

36.0 / 38.6

36.0 / 38.8

36.0 / 38.9

36.0 / 38.1

36.0 / 38.6

36.0 / 38.9 87 610

kg/h

29 203

38 938

43 805

58 406

68 141

77 875


kW

1 830

2 441

2 746

3 661

4 271

4 881

5 491

Mass flow

kg/h

29 462

39 283

44 193

58 924

68 745

78 566

88 387


°C

387.6

387.6

387.6

387.6

387.6

387.6

387.6


kW

451

600

679

881

1 020

1 172

1 324

m3/h

61

78

86

110

127

143

160

°C

70.1 / 55.0

70.8 / 55.0

71.2 / 55.0

71.3 / 55.0

71.5 / 55.0

71.7 / 55.0

72.0 / 55.0

Charge air

mass flow

Oil flow

*1)


in/out

m3/h

65

89

97

129

179

179

190

°C

38.9 / 44.9

38.6 / 44.4

38.8 / 44.9

38.9 / 44.8

38.1 / 43.1

38.6 / 44.3

38.9 / 45.0


°C

20.3

21.0

20.8

20.9

22.1

21.5

21.1


kW

3

4

5

7

8

9

10

m3/h

3.0

4.0

4.5

6.0

7.0

8.0

9.0 60 / 59


in/out

Nozzle water flow

°C

60 / 59

60 / 59

60 / 59

60 / 59

60 / 59

60 / 59

m3/h

0.5

0.7

0.8

1.1

1.5

1.5

1.6

°C

38.9 / 44.9

38.6 / 44.4

38.8 / 44.9

38.9 / 44.8

38.1 / 43.1

38.6 / 44.3

38.9 / 45.0


°C

17.5

17.9

17.5

17.5

18.8

17.9

17.4


kW

720

959

1 084

1 407

1 628

1 870

2 113


in/out


in/out


in/out


in/out

m3/h

63

85

96

124

144

165

186

°C

80 / 90

80 / 90

80 / 90

80 / 90

80 / 90

80 / 90

80 / 90 7 890

kW

2 653

3 544

3 989

5 254

6 133

7 011

m3/h

65

89

97

129

179

179

190

°C

71.5 / 36.0

70.2 / 36.0

71.4 / 36.0

71.1 / 36.0

65.7 / 36.0

69.9 / 36.0

71.9 / 36.0

m3/h

133

177

199

261

304

348

392

in/out

°C

32.0 / 49.3

32.0 / 49.3

32.0 / 49.3

32.0 / 49.4

32.0 / 49.4

32.0 / 49.4

32.0 / 49.4

°C

10.6

10.2

10.6

10.5

8.8

10.1

10.7

*2)

kW

99

128

142

166

192

218

Starting air

at design pressure

bar

25

30

25

30

25

30

25

30

25

30

25

30

25

30

Two bottles

capacity each

m3

2x2.0

2x1.8

2x2.6

2x2.4

2x2.9

2x2.6

2x4.3

2x3.9

2x4.7

2x4.3

2x5.2

2x4.7

2x5.5

2x5.0

Two air compressors

capacity each

Nm3/h

2x36

2x36

2x48

2x48

2x52

2x52

2x78

2x78

2x86

2x86

2x94

2x94

2x100

2x100

*4)

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

Lubricating oil

61

8.0

78

8.0

86

8.0

110

8.0

127

8.0

143

8.0

160

8.0


63

3.5

85

3.5

96

3.5

124

3.5

144

3.5

165

3.5

186

3.5


65

2.5

90

2.5

98

2.5

130

2.5

180

2.5

180

2.5

191

2.5


3.3

7.0

4.4

7.0

5.0

7.0

6.6

7.0

7.7

7.0

8.8

7.0

9.9

7.0

Fuel oil feed pump

1.1

6.0

1.4

6.0

1.6

6.0

2.2

6.0

2.5

6.0

2.9

6.0

3.2

6.0

Nozzle cooling

3.0

3.0

4.0

3.0

4.5

3.0

6.0

3.0

7.0

3.0

8.0

3.0

9.0

3.0

261

1.8

304

1.8

348

1.8

392

1.8



Sea water Remark:

*1) *2) *3) *4)

*3)


243



C–109

T10.4638

25.48.07.40 – Issue IX.99 – Rev. 0


ZA40S

C.

ZA40S engine


F10.4636



in/out


in/out

6

8

9

12

14

16

18

kW

4 320

5 760

6 480

8 640

10 080

11 520

12 960 3 680

kW

1 222

1 650

1 841

2 444

2 920

3 299

m3/h

75

100

113

146

180

194

219

°C

44.4 / 58.6

44.3 / 58.6

44.4 / 58.5

44.5 / 59.0

43.7 / 57.8

44.4 / 59.1

44.4 / 59.0 603

kW

204

258

301

408

428

518

m3/h

75

100

113

146

180

194

219

°C

36.0 / 38.4

36.0 / 38.2

36.0 / 38.3

36.0 / 38.4

36.0 / 38.1

36.0 / 38.3

36.0 / 38.4 84 370

kg/h

28 123

37 498

42 185

56 246

65 621

74 995


kW

1 888

2 517

2 832

3 775

4 405

5 034

5 663

Mass flow

kg/h

28 382

37 843

42 573

56 764

66 225

75 686

85 147


°C

402.6

402.6

402.6

402.6

402.6

402.6

402.6


kW

518

690

779

1 012

1 173

1 346

1 519

m3/h

61

78

86

110

127

143

160

°C

72.3 / 55.0

73.2 / 55.0

73.5 / 55.0

73.7 / 55.0

73.9 / 55.0

74.2 / 55.0

74.4 / 55.0

Charge air

mass flow

Oil flow

*1)


in/out

m3/h

74

99

112

145

179

193

218

°C

38.4 / 44.4

38.2 / 44.3

38.3 / 44.4

38.4 / 44.5

38.1 / 43.7

38.3 / 44.4

38.4 / 44.4


°C

21.8

22.3

22.3

22.3

22.9

22.6

22.6


kW

3

4

5

7

8

9

10

m3/h

3.0

4.0

4.5

6.0

7.0

8.0

9.0 60 / 59


in/out

Nozzle water flow

°C

60 / 59

60 / 59

60 / 59

60 / 59

60 / 59

60 / 59

m3/h

0.5

0.7

0.8

1.0

1.3

1.4

1.6

°C

38.4 / 44.4

38.2 / 44.3

38.3 / 44.4

38.4 / 44.5

38.1 / 43.7

38.3 / 44.4

38.4 / 44.4


°C

18.0

18.1

18.0

17.9

18.5

18.0

18.0


kW

829

1 105

1 248

1 619

1 878

2 154

2 432


in/out


in/out


in/out


in/out

m3/h

73

97

110

143

166

190

214

°C

80 / 90

80 / 90

80 / 90

80 / 90

80 / 90

80 / 90

80 / 90 8 245

kW

2 777

3 709

4 175

5 490

6 408

7 327

m3/h

74

99

112

145

179

193

218

°C

68.3 / 36.0

68.4 / 36.0

68.3 / 36.0

68.7 / 36.0

67.0 / 36.0

68.8 / 36.0

68.7 / 36.0

m3/h

140

187

211

275

320

366

412

in/out

°C

32.0 / 49.1

32.0 / 49.1

32.0 / 49.1

32.0 / 49.3

32.0 / 49.3

32.0 / 49.3

32.0 / 49.3

°C

9.7

9.7

9.7

9.8

9.2

9.8

9.8

*2)

kW

99

128

142

166

192

218

243

Starting air

at design pressure

bar

25

30

25

30

25

30

25

30

25

30

25

30

25

30

Two bottles

capacity each

m3

2x2.0

2x1.8

2x2.6

2x2.4

2x2.9

2x2.6

2x4.3

2x3.9

2x4.7

2x4.3

2x5.2

2x4.7

2x5.5

2x5.0

Two air compressors

capacity each

Nm3/h

2x36

2x36

2x48

2x48

2x52

2x52

2x78

2x78

2x86

2x86

2x94

2x94

2x100

2x100

*4)

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

Lubricating oil

61

8.0

78

8.0

86

8.0

110

8.0

127

8.0

143

8.0

160

8.0


73

3.5

97

3.5

110

3.5

143

3.5

166

3.5

190

3.5

214

3.5


75

2.5

100

2.5

113

2.5

146

2.5

180

2.5

194

2.5

219

2.5


3.3

7.0

4.4

7.0

5.0

7.0

6.6

7.0

7.7

7.0

8.8

7.0

9.9

7.0

Fuel oil feed pump

1.1

6.0

1.4

6.0

1.6

6.0

2.2

6.0

2.5

6.0

2.9

6.0

3.2

6.0

Nozzle cooling

3.0

3.0

4.0

3.0

4.5

3.0

6.0

3.0

7.0

3.0

8.0

3.0

9.0

3.0

275

1.8

320

1.8

366

1.8

412

1.8



Sea water Remark:

*1) *2) *3) *4)

*3)



25.48.07.40 – Issue IX.99 – Rev. 0

C–110

T10.4709


ZA40S

C.


ZA40S engine


F10.4637



in/out


in/out

6

8

9

12

14

16

18

kW

4 320

5 760

6 480

8 640

10 080

11 520

12 960 3 395

kW

1 123

1 508

1 693

2 244

2 605

3 011

m3/h

65

90

97

130

180

180

190

°C

64.8 / 80.1

65.7 / 80.4

64.7 / 80.0

65.1 / 80.3

69.1 / 81.8

65.9 / 80.7

64.2 / 80.0 985

kW

334

443

497

671

814

891

m3/h

65

90

90

130

180

180

180

°C

36.0 / 40.5

36.0 / 40.3

36.0 / 40.8

36.0 / 40.5

36.0 / 39.9

36.0 / 40.3

36.0 / 40.7 87 610

kg/h

29 203

38 938

43 805

58 406

68 141

77 875


kW

1 830

2 441

2 746

3 661

4 271

4 881

5 491

Mass flow

kg/h

29 462

39 283

44 193

58 924

68 745

78 566

88 387


°C

387.6

387.6

387.6

387.6

387.6

387.6

387.6


kW

459

611

691

898

1 042

1 194

1 347

m3/h

61

78

86

110

127

143

160

°C

70.4 / 55.0

71.1 / 55.0

71.5 / 55.0

71.6 / 55.0

71.8 / 55.0

72.0 / 55.0

72.3 / 55.0

Charge air

mass flow

Oil flow

*1)


in/out

m3/h

64

89

89

129

179

179

179

°C

40.5 / 46.6

40.3 / 46.2

40.8 / 47.4

40.5 / 46.5

39.9 / 44.9

40.3 / 46.0

40.7 / 47.2


°C

18.8

19.4

18.7

19.4

20.4

19.8

19.1


kW

3

4

5

7

8

9

10

m3/h

3.0

4.0

4.5

6.0

7.0

8.0

9.0 60 / 59


in/out

Nozzle water flow

°C

60 / 59

60 / 59

60 / 59

60 / 59

60 / 59

60 / 59

m3/h

0.5

0.7

0.7

1.0

1.5

1.4

1.4

°C

40.5 / 46.6

40.3 / 46.2

40.8 / 47.4

40.5 / 46.5

39.9 / 44.9

40.3 / 46.0

40.7 / 47.2


°C

15.8

16.1

15.2

15.8

17.0

16.2

15.4


kW

733

977

1 104

1 434

1 664

1 906

2 151


in/out


in/out


in/out


in/out

m3/h

65

90

97

130

180

180

190

°C

80.1 / 90

80.4 / 90

80 / 90

80.3 / 90

81.8 / 90

80.7 / 90

80 / 90 7 890

kW

2 653

3 544

3 989

5 254

6 133

7 011

m3/h

64

89

89

128

178

177

177

°C

71.8 / 36.0

70.5 / 36.0

74.8 / 36.0

71.4 / 36.0

65.8 / 36.0

70.1 / 36.0

74.4 / 36.0

m3/h

133

177

199

261

304

348

392

in/out

°C

32.0 / 49.3

32.0 / 49.3

32.0 / 49.3

32.0 / 49.4

32.0 / 49.4

32.0 / 49.4

32.0 / 49.4

°C

10.7

10.3

11.6

10.6

8.8

10.2

11.5

*2)

kW

99

128

142

166

192

218

Starting air

at design pressure

bar

25

30

25

30

25

30

25

30

25

30

25

30

25

30

Two bottles

capacity each

m3

2x2.0

2x1.8

2x2.6

2x2.4

2x2.9

2x2.6

2x4.3

2x3.9

2x4.7

2x4.3

2x5.2

2x4.7

2x5.5

2x5.0

Two air compressors

capacity each

Nm3/h

2x36

2x36

2x48

2x48

2x52

2x52

2x78

2x78

2x86

2x86

2x94

2x94

2x100

2x100

*4)

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

Lubricating oil

61

8.0

78

8.0

86

8.0

110

8.0

127

8.0

143

8.0

160

8.0

HT water circuit

65

3.5

90

3.5

97

3.5

130

3.5

180

3.5

180

3.5

190

3.5

LT water circuit

65

2.5

90

2.5

90

2.5

130

2.5

180

2.5

180

2.5

180

2.5


3.3

7.0

4.4

7.0

5.0

7.0

6.6

7.0

7.7

7.0

8.8

7.0

9.9

7.0

Fuel oil feed pump

1.1

6.0

1.4

6.0

1.6

6.0

2.2

6.0

2.5

6.0

2.9

6.0

3.2

6.0

Nozzle cooling

3.0

3.0

4.0

3.0

4.5

3.0

6.0

3.0

7.0

3.0

8.0

3.0

9.0

3.0

261

1.8

304

1.8

348

1.8

392

1.8



Sea water Remark:

*1) *2) *3) *4)

*3)


243



C–111

T10.4639

25.48.07.40 – Issue IX.99 – Rev. 0


ZA40S

C.

ZA40S engine


F10.4637



in/out


in/out

6

8

9

12

14

16

18

kW

4 320

5 760

6 480

8 640

10 080

11 520

12 960 3 223

kW

1 068

1 442

1 608

2 140

2 527

2 891

m3/h

74

99

112

145

180

193

218

°C

67.3 / 80.0

67.1 / 80.0

67.3 / 80.0

67.0 / 80.0

68.3 / 80.6

66.8 / 80.0

67.0 / 80.0 992

kW

335

437

499

666

770

868

m3/h

65

90

90

130

180

180

180

°C

36.0 / 40.5

36.0 / 40.2

36.0 / 40.8

36.0 / 40.4

36.0 / 39.8

36.0 / 40.2

36.0 / 40.7 84 370

kg/h

28 123

37 498

42 185

56 246

65 621

74 995


kW

1 888

2 517

2 832

3 775

4 405

5 034

5 663

Mass flow

kg/h

28 382

37 843

42 573

56 764

66 225

75 686

85 147


°C

402.6

402.6

402.6

402.6

402.6

402.6

402.6


kW

527

701

793

1 029

1 193

1 368

1 545

m3/h

61

78

86

110

127

143

160

°C

72.6 / 55.0

73.4 / 55.0

73.8 / 55.0

74.0 / 55.0

74.2 / 55.0

74.5 / 55.0

74.7 / 55.0

Charge air

mass flow

Oil flow

*1)


in/out

m3/h

65

89

89

129

179

179

179

°C

40.5 / 47.5

40.2 / 47.0

40.8 / 48.4

40.4 / 47.3

39.7 / 45.4

40.2 / 46.8

40.8 / 48.2


°C

19.3

20.1

19.3

20.0

21.3

20.6

19.7


kW

3

4

5

7

8

9

10

m3/h

3.0

4.0

4.5

6.0

7.0

8.0

9.0 60 / 59


in/out

Nozzle water flow

°C

60 / 59

60 / 59

60 / 59

60 / 59

60 / 59

60 / 59

m3/h

0.4

0.6

0.6

0.9

1.3

1.3

1.3

°C

40.5 / 47.5

40.2 / 47.0

40.8 / 48.4

40.4 / 47.3

39.7 / 45.4

40.2 / 46.8

40.8 / 48.2


°C

15.3

15.7

14.6

15.4

16.8

15.8

14.7


kW

844

1 123

1 270

1 648

1 910

2 190

2 474


in/out


in/out


in/out


in/out

m3/h

74

99

112

145

180

193

218

°C

80 / 90

80 / 90

80 / 90

80 / 90

80.6 / 90

80 / 90

80 / 90 8 245

kW

2 777

3 709

4 175

5 490

6 408

7 327

m3/h

64

89

89

128

178

178

178

°C

73.4 / 36.0

72.1 / 36.0

76.6 / 36.0

73.0 / 36.0

67.2 / 36.0

71.7 / 36.0

76.1 / 36.0

m3/h

140

187

211

275

320

366

412

in/out

°C

32.0 / 49.1

32.0 / 49.1

32.0 / 49.1

32.0 / 49.3

32.0 / 49.3

32.0 / 49.3

32.0 / 49.3

°C

11.3

10.9

12.2

11.1

9.3

10.7

12.0

*2)

kW

99

128

142

166

192

218

Starting air

at design pressure

bar

25

30

25

30

25

30

25

30

25

30

25

30

25

30

Two bottles

capacity each

m3

2x2.0

2x1.8

2x2.6

2x2.4

2x2.9

2x2.6

2x4.3

2x3.9

2x4.7

2x4.3

2x5.2

2x4.7

2x5.5

2x5.0

Two air compressors

capacity each

Nm3/h

2x36

2x36

2x48

2x48

2x52

2x52

2x78

2x78

2x86

2x86

2x94

2x94

2x100

2x100

*4)

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

Lubricating oil

61

8.0

78

8.0

86

8.0

110

8.0

127

8.0

143

8.0

160

8.0

HT water circuit

74

3.5

99

3.5

112

3.5

145

3.5

180

3.5

193

3.5

218

3.5

LT water circuit

65

2.5

90

2.5

90

2.5

130

2.5

180

2.5

180

2.5

180

2.5


3.3

7.0

4.4

7.0

5.0

7.0

6.6

7.0

7.7

7.0

8.8

7.0

9.9

7.0

Fuel oil feed pump

1.1

6.0

1.4

6.0

1.6

6.0

2.2

6.0

2.5

6.0

2.9

6.0

3.2

6.0

Nozzle cooling

3.0

3.0

4.0

3.0

4.5

3.0

6.0

3.0

7.0

3.0

8.0

3.0

9.0

3.0

275

1.8

320

1.8

366

1.8

412

1.8



Sea water Remark:

*1) *2) *3) *4)

*3)



25.48.07.40 – Issue IX.99 – Rev. 0

C–112

243

T10.4710


ZA40S

C.


ZA40S engine

9) System design data for propulsion MCR = 720 kW/cyl., 510 rpm, without heat recovery

F10.4636



in/out


in/out

6

8

9

12

14

16

18

kW

4 320

5 760

6 480

8 640

10 080

11 520

12 960 3 726

kW

1 238

1 671

1 864

2 475

2 971

3 344

m3/h

68

91

103

133

180

180

200

°C

44.7 / 60.4

44.6 / 60.5

44.7 / 60.4

44.8 / 60.9

43.2 / 57.5

44.5 / 60.6

44.7 / 60.9 620

kW

209

266

309

420

430

530

m3/h

68

91

103

133

180

180

200

°C

36.0 / 38.7

36.0 / 38.5

36.0 / 38.6

36.0 / 38.7

36.0 / 38.1

36.0 / 38.5

36.0 / 38.7 85 666

kg/h

28 555

38 074

42 833

57 110

66 629

76 147


kW

1 916

2 555

2 875

3 833

4 472

5 111

5 749

Mass flow

kg/h

28 814

38 419

43 221

57 628

67 233

76 838

86 443


°C

402.6

402.6

402.6

402.6

402.6

402.6

402.6


kW

472

630

711

921

1 067

1 225

1 383

m3/h

62

80

89

110

127

143

160

°C

70.6 / 55.0

71.1 / 55.0

71.4 / 55.0

72.1 / 55.0

72.2 / 55.0

72.5 / 55.0

72.7 / 55.0

Charge air

mass flow

Oil flow

*1)


in/out

m3/h

68

90

102

132

179

179

198

°C

38.7 / 44.7

38.5 / 44.6

38.6 / 44.7

38.7 / 44.8

38.1 / 43.2

38.5 / 44.5

38.7 / 44.7


°C

20.8

21.1

21.1

21.3

22.4

21.7

21.6


kW

3

4

5

7

8

9

10

m3/h

3.0

4.0

4.5

6.0

7.0

8.0

9.0 60 / 59


in/out

Nozzle water flow

°C

60 / 59

60 / 59

60 / 59

60 / 59

60 / 59

60 / 59

m3/h

0.5

0.7

0.8

1.0

1.4

1.4

1.6

°C

38.7 / 44.7

38.5 / 44.6

38.6 / 44.7

38.7 / 44.8

38.1 / 43.2

38.5 / 44.5

38.7 / 44.7


°C

17.7

17.8

17.7

17.6

18.8

17.9

17.7


kW

755

1 007

1 137

1 472

1 704

1 957

2 210


in/out


in/out


in/out


in/out

m3/h

67

89

100

130

150

173

195

°C

80 / 90

80 / 90

80 / 90

80 / 90

80 / 90

80 / 90

80 / 90 7 950

kW

2 678

3 578

4 027

5 294

6 179

7 065

m3/h

67

89

101

130

176

177

196

°C

70.2 / 36.0

70.3 / 36.0

70.1 / 36.0

70.7 / 36.0

65.9 / 36.0

70.1 / 36.0

70.7 / 36.0

m3/h

137

183

206

270

315

360

405

in/out

°C

32.0 / 49.2

32.0 / 49.2

32.0 / 49.2

32.0 / 49.2

32.0 / 49.2

32.0 / 49.2

32.0 / 49.2

°C

10.3

10.3

10.2

10.4

8.9

10.2

10.4

*2)

kW

99

128

142

166

192

218

Starting air

at design pressure

bar

25

30

25

30

25

30

25

30

25

30

25

30

25

30

Two bottles

capacity each

m3

2x2.0

2x1.7

2x2.3

2x1.9

2x2.4

2x2.0

2x2.9

2x2.4

2x3.3

2x2.7

2x3.5

2x2.9

2x3.9

2x3.2

Two air compressors

capacity each

Nm3/h

2x50

2x50

2x55

2x55

2x60

2x60

2x70

2x70

2x80

2x80

2x85

2x85

2x95

2x95

*4)

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

Lubricating oil

62

8.0

80

8.0

89

8.0

110

8.0

127

8.0

143

8.0

160

8.0


67

3.5

89

3.5

100

3.5

130

3.5

150

3.5

173

3.5

195

3.5


68

2.5

91

2.5

103

2.5

133

2.5

180

2.5

180

2.5

200

2.5


3.3

7.0

4.4

7.0

5.0

7.0

6.6

7.0

7.7

7.0

8.8

7.0

9.9

7.0

Fuel oil feed pump

1.1

6.0

1.4

6.0

1.6

6.0

2.2

6.0

2.5

6.0

2.9

6.0

3.2

6.0

Nozzle cooling

3.0

3.0

4.0

3.0

4.5

3.0

6.0

3.0

7.0

3.0

8.0

3.0

9.0

3.0

270

1.8

315

1.8

360

1.8

405

1.8



Sea water Remark:

*1) *2) *3) *4)

*3)


Table C35 System design data for MCR 720 / 510 / propulsion / without heat recovery.


C–113

243

T10.4640

25.48.07.40 – Issue IX.99 – Rev. 0


ZA40S

C.

ZA40S engine

10)System design data for propulsion MCR = 720 kW/cyl., 510 rpm, with heat recovery

F10.4637



in/out


in/out

6

8

9

12

14

16

18

kW

4 320

5 760

6 480

8 640

10 080

11 520

12 960 3 303

kW

1 094

1 477

1 647

2 193

2 552

2 951

m3/h

68

90

102

132

180

180

198

°C

65.8 / 80.0

65.6 / 80.0

65.8 / 80.0

65.4 / 80.0

69.0 / 81.5

65.8 / 80.2

65.3 / 80.0 980

kW

331

432

494

658

793

867

m3/h

65

90

90

130

180

180

180

°C

36.0 / 40.4

36.0 / 40.2

36.0 / 40.8

36.0 / 40.4

36.0 / 39.8

36.0 / 40.2

36.0 / 40.7 85 666

kg/h

28 555

38 074

42 833

57 110

66 629

76 147


kW

1 916

2 555

2 875

3 833

4 472

5 111

5 749

Mass flow

kg/h

28 814

38 419

43 221

57 628

67 233

76 838

86 443


°C

402.6

402.6

402.6

402.6

402.6

402.6

402.6


kW

481

640

724

938

1 088

1 246

1 407

m3/h

62

80

89

110

127

143

160

°C

70.9 / 55.0

71.4 / 55.0

71.6 / 55.0

72.4 / 55.0

72.5 / 55.0

72.8 / 55.0

73.0 / 55.0

Charge air

mass flow

Oil flow

*1)


in/out

m3/h

65

89

89

129

179

179

179

°C

40.4 / 46.9

40.2 / 46.4

40.8 / 47.8

40.4 / 46.7

39.8 / 45.1

40.2 / 46.2

40.7 / 47.5


°C

18.9

19.5

18.6

19.6

20.7

20.1

19.3


kW

3

4

5

7

8

9

10

m3/h

3.0

4.0

4.5

6.0

7.0

8.0

9.0 60 / 59


in/out

Nozzle water flow

°C

60 / 59

60 / 59

60 / 59

60 / 59

60 / 59

60 / 59

m3/h

0.5

0.7

0.7

1.0

1.4

1.4

1.4

°C

40.4 / 46.9

40.2 / 46.4

40.8 / 47.8

40.4 / 46.7

39.8 / 45.1

40.2 / 46.2

40.7 / 47.5


°C

15.7

16.0

15.0

15.8

16.9

16.2

15.2


kW

769

1 024

1 157

1 499

1 738

1 991

2 249


in/out


in/out


in/out


in/out

m3/h

68

90

102

132

180

180

198

°C

80 / 90

80 / 90

80 / 90

80 / 90

81 / 90

80 / 90

80 / 90 7 950

kW

2 678

3 578

4 027

5 294

6 179

7 065

m3/h

63

88

88

127

174

175

176

°C

72.1 / 36.0

70.9 / 36.0

75.3 / 36.0

71.7 / 36.0

66.1 / 36.0

70.4 / 36.0

74.7 / 36.0

m3/h

137

183

206

270

315

360

405

in/out

°C

32.0 / 49.2

32.0 / 49.2

32.0 / 49.2

32.0 / 49.2

32.0 / 49.2

32.0 / 49.2

32.0 / 49.2

°C

10.8

10.5

11.8

10.7

9.0

10.3

11.6

*2)

kW

99

128

142

166

192

218

Starting air

at design pressure

bar

25

30

25

30

25

30

25

30

25

30

25

30

25

30

Two bottles

capacity each

m3

2x2.0

2x1.7

2x2.3

2x1.9

2x2.4

2x2.0

2x2.9

2x2.4

2x3.3

2x2.7

2x3.5

2x2.9

2x3.9

2x3.2

Two air compressors

capacity each

Nm3/h

2x50

2x50

2x55

2x55

2x60

2x60

2x70

2x70

2x80

2x80

2x85

2x85

2x95

2x95

*4)

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

Lubricating oil

62

8.0

80

8.0

89

8.0

110

8.0

127

8.0

143

8.0

160

8.0

HT water circuit

68

3.5

90

3.5

102

3.5

132

3.5

180

3.5

180

3.5

198

3.5

LT water circuit

65

2.5

90

2.5

90

2.5

130

2.5

180

2.5

180

2.5

180

2.5


3.3

7.0

4.4

7.0

5.0

7.0

6.6

7.0

7.7

7.0

8.8

7.0

9.9

7.0

Fuel oil feed pump

1.1

6.0

1.4

6.0

1.6

6.0

2.2

6.0

2.5

6.0

2.9

6.0

3.2

6.0

Nozzle cooling

3.0

3.0

4.0

3.0

4.5

3.0

6.0

3.0

7.0

3.0

8.0

3.0

9.0

3.0

270

1.8

315

1.8

360

1.8

405

1.8



Sea water Remark:

*1) *2) *3) *4)

*3)


Table C36 System design data for MCR 720 / 510 / propulsion / with heat recovery.

25.48.07.40 – Issue IX.99 – Rev. 0

C–114

243

T10.4641


ZA40S

C.


ZA40S engine


F10.4636



in/out


in/out

6

8

9

12

14

16

18

kW

4 500

6 000

6 750

9 000

10 500

12 000

13 500 4 032

kW

1 342

1 816

2 017

2 687

3 231

3 637

m3/h

65

90

94

130

180

180

182

°C

44.9 / 62.8

44.4 / 61.9

45.2 / 63.7

44.7 / 62.6

43.0 / 58.5

44.2 / 61.7

45.4 / 64.6 695

kW

232

291

346

462

470

579

m3/h

65

90

94

130

180

180

182

°C

36.0 / 39.1

36.0 / 38.8

36.0 / 39.2

36.0 / 39.1

36.0 / 38.3

36.0 / 38.8

36.0 / 39.3 91 260

kg/h

30 420

40 560

45 630

60 840

70 980

81 120


kW

1 925

2 566

2 887

3 849

4 491

5 132

5 774

Mass flow

kg/h

30 690

40 920

46 035

61 380

71 610

81 840

92 070


°C

389.6

389.6

389.6

389.6

389.6

389.6

389.6


kW

434

578

654

839

969

1 114

1 260

m3/h

61

78

86

110

127

143

160

°C

69.6 / 55.0

70.3 / 55.0

70.6 / 55.0

70.6 / 55.0

70.7 / 55.0

70.9 / 55.0

71.2 / 55.0

Charge air

mass flow

Oil flow

*1)


in/out

m3/h

65

89

94

129

178

179

180

°C

39.1 / 44.9

38.8 / 44.4

39.2 / 45.2

39.1 / 44.7

38.3 / 43.0

38.8 / 44.2

39.3 / 45.4


°C

20.0

20.7

20.2

20.5

21.8

21.0

20.3


kW

3

4

5

7

8

9

10

m3/h

3.0

4.0

4.5

6.0

7.0

8.0

9.0 60 / 59


in/out

Nozzle water flow

°C

60 / 59

60 / 59

60 / 59

60 / 59

60 / 59

60 / 59

m3/h

0.5

0.7

0.8

1.1

1.6

1.6

1.6

°C

39.1 / 44.9

38.8 / 44.4

39.2 / 45.2

39.1 / 44.7

38.3 / 43.0

38.8 / 44.2

39.3 / 45.4


°C

17.4

17.8

17.2

17.5

18.8

17.9

17.0


kW

692

922

1 043

1 336

1 544

1 774

2 008


in/out


in/out


in/out


in/out

m3/h

61

81

92

118

136

156

177

°C

80 / 90

80 / 90

80 / 90

80 / 90

80 / 90

80 / 90

80 / 90 8 005

kW

2 704

3 612

4 066

5 331

6 222

7 114

m3/h

65

89

94

129

179

179

181

°C

72.1 / 36.0

70.9 / 36.0

73.5 / 36.0

71.6 / 36.0

66.1 / 36.0

70.4 / 36.0

74.3 / 36.0

m3/h

134

178

201

263

307

351

395

in/out

°C

32.0 / 49.5

32.0 / 49.5

32.0 / 49.5

32.0 / 49.5

32.0 / 49.5

32.0 / 49.5

32.0 / 49.5

°C

10.7

10.4

11.2

10.6

8.9

10.2

11.4

*2)

kW

101

130

145

170

196

222

Starting air

at design pressure

bar

25

30

25

30

25

30

25

30

25

30

25

30

25

30

Two bottles

capacity each

m3

2x2.0

2x1.8

2x2.6

2x2.4

2x2.9

2x2.6

2x4.3

2x3.9

2x4.7

2x4.3

2x5.2

2x4.7

2x5.5

2x5.0

Two air compressors

capacity each

Nm3/h

2x36

2x36

2x48

2x48

2x52

2x52

2x78

2x78

2x86

2x86

2x94

2x94

2x100

2x100

*4)

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

Lubricating oil

61

8.0

78

8.0

86

8.0

110

8.0

127

8.0

143

8.0

160

8.0


61

3.5

81

3.5

92

3.5

118

3.5

136

3.5

156

3.5

177

3.5


65

2.5

90

2.5

94

2.5

130

2.5

180

2.5

180

2.5

182

2.5


3.3

7.0

4.4

7.0

5.0

7.0

6.6

7.0

7.7

7.0

8.8

7.0

9.9

7.0

Fuel oil feed pump

1.1

6.0

1.5

6.0

1.7

6.0

2.3

6.0

2.6

6.0

3.0

6.0

3.4

6.0

Nozzle cooling

3.0

3.0

4.0

3.0

4.5

3.0

6.0

3.0

7.0

3.0

8.0

3.0

9.0

3.0

263

1.8

307

1.8

351

1.8

395

1.8



Sea water Remark:

*1) *2) *3) *4)

*3)


248



C–115

T10.4418

25.48.07.40 – Issue IX.99 – Rev. 0


ZA40S

C.

ZA40S engine


F10.4636



in/out


in/out

6

8

9

12

14

16

18

kW

4 500

6 000

6 750

9 000

10 500

12 000

13 500 3 907

kW

1 298

1 752

1 954

2 594

3 107

3 503

m3/h

72

96

109

141

180

187

212

°C

44.7 / 60.2

44.6 / 60.3

44.6 / 60.2

44.8 / 60.7

43.7 / 58.6

44.6 / 60.8

44.7 / 60.7 651

kW

220

279

325

441

458

559

m3/h

72

96

109

141

180

187

212

°C

36.0 / 38.6

36.0 / 38.5

36.0 / 38.6

36.0 / 38.7

36.0 / 38.2

36.0 / 38.6

36.0 / 38.7 87 885

kg/h

29 295

39 060

43 943

58 590

68 355

78 120


kW

1 984

2 645

2 975

3 967

4 628

5 290

5 951

Mass flow

kg/h

29 565

39 420

44 347

59 130

68 985

78 840

88 695


°C

404.6

404.6

404.6

404.6

404.6

404.6

404.6


kW

501

667

754

976

1 131

1 298

1 466

m3/h

61

78

86

110

127

143

160

°C

71.7 / 55.0

72.6 / 55.0

72.9 / 55.0

73.1 / 55.0

73.2 / 55.0

73.5 / 55.0

73.7 / 55.0

Charge air

mass flow

Oil flow

*1)


in/out

m3/h

72

96

108

140

179

186

210

°C

38.6 / 44.7

38.5 / 44.6

38.6 / 44.6

38.7 / 44.8

38.2 / 43.7

38.6 / 44.6

38.7 / 44.7


°C

21.3

21.7

21.8

21.7

22.6

22.1

22.1


kW

3

4

5

7

8

9

10

m3/h

3.0

4.0

4.5

6.0

7.0

8.0

9.0 60 / 59


in/out

Nozzle water flow

°C

60 / 59

60 / 59

60 / 59

60 / 59

60 / 59

60 / 59

m3/h

0.5

0.7

0.8

1.0

1.3

1.4

1.6

°C

38.6 / 44.7

38.5 / 44.6

38.6 / 44.6

38.7 / 44.8

38.2 / 43.7

38.6 / 44.6

38.7 / 44.7


°C

17.7

17.8

17.8

17.6

18.4

17.8

17.7


kW

801

1 067

1 205

1 560

1 807

2 075

2 342


in/out


in/out


in/out


in/out

m3/h

71

94

106

138

159

183

207

°C

80 / 90

80 / 90

80 / 90

80 / 90

80 / 90

80 / 90

80 / 90 8 377

kW

2 822

3 770

4 243

5 578

6 511

7 444

m3/h

72

96

108

140

179

186

210

°C

70.0 / 36.0

70.1 / 36.0

70.0 / 36.0

70.5 / 36.0

67.5 / 36.0

70.6 / 36.0

70.5 / 36.0

m3/h

141

189

212

277

323

369

416

in/out

°C

32.0 / 49.2

32.0 / 49.2

32.0 / 49.3

32.0 / 49.4

32.0 / 49.4

32.0 / 49.4

32.0 / 49.4

°C

10.2

10.2

10.2

10.3

9.3

10.3

10.3

*2)

kW

101

130

145

170

196

222

Starting air

at design pressure

bar

25

30

25

30

25

30

25

30

25

30

25

30

25

30

Two bottles

capacity each

m3

2x2.0

2x1.8

2x2.6

2x2.4

2x2.9

2x2.6

2x4.3

2x3.9

2x4.7

2x4.3

2x5.2

2x4.7

2x5.5

2x5.0

Two air compressors

capacity each

Nm3/h

2x36

2x36

2x48

2x48

2x52

2x52

2x78

2x78

2x86

2x86

2x94

2x94

2x100

2x100

*4)

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

Lubricating oil

61

8.0

78

8.0

86

8.0

110

8.0

127

8.0

143

8.0

160

8.0


71

3.5

94

3.5

106

3.5

138

3.5

159

3.5

183

3.5

207

3.5


72

2.5

96

2.5

109

2.5

141

2.5

180

2.5

187

2.5

212

2.5


3.3

7.0

4.4

7.0

5.0

7.0

6.6

7.0

7.7

7.0

8.8

7.0

9.9

7.0

Fuel oil feed pump

1.1

6.0

1.5

6.0

1.7

6.0

2.3

6.0

2.6

6.0

3.0

6.0

3.4

6.0

Nozzle cooling

3.0

3.0

4.0

3.0

4.5

3.0

6.0

3.0

7.0

3.0

8.0

3.0

9.0

3.0

277

1.8

323

1.8

369

1.8

416

1.8



Sea water Remark:

*1) *2) *3) *4)

*3)


248


25.48.07.40 – Issue IX.99 – Rev. 0

C–116

T10.4711


ZA40S

C.


ZA40S engine


F10.4637



in/out


in/out

6

8

9

12

14

16

18

kW

4 500

6 000

6 750

9 000

10 500

12 000

13 500 3 667

kW

1 203

1 615

1 825

2 400

2 789

3 223

m3/h

65

90

94

130

180

180

180

°C

64.1 / 80.4

65.0 / 80.8

62.8 / 80.0

64.5 / 80.7

68.6 / 82.3

65.3 / 81.1

62.0 / 80.0 1 003

kW

349

463

508

703

852

933

m3/h

65

90

90

130

180

180

180

°C

36.0 / 40.7

36.0 / 40.5

36.0 / 40.9

36.0 / 40.7

36.0 / 40.1

36.0 / 40.5

36.0 / 40.8 91 260

kg/h

30 420

40 560

45 630

60 840

70 980

81 120


kW

1 925

2 566

2 887

3 849

4 491

5 132

5 774

Mass flow

kg/h

30 690

40 920

46 035

61 380

71 610

81 840

92 070


°C

389.6

389.6

389.6

389.6

389.6

389.6

389.6


kW

443

589

665

856

992

1 137

1 282

m3/h

61

78

86

110

127

143

160

°C

69.8 / 55.0

70.6 / 55.0

70.9 / 55.0

70.9 / 55.0

71.0 / 55.0

71.3 / 55.0

71.4 / 55.0

Charge air

mass flow

Oil flow

*1)


in/out

m3/h

64

89

89

129

178

178

178

°C

40.7 / 46.6

40.5 / 46.1

40.9 / 47.3

40.7 / 46.4

40.1 / 44.9

40.5 / 46.0

40.8 / 47.0


°C

18.5

19.1

18.4

19.0

20.0

19.4

18.8


kW

3

4

5

7

8

9

10

m3/h

3.0

4.0

4.5

6.0

7.0

8.0

9.0 60 / 59


in/out

Nozzle water flow

°C

60 / 59

60 / 59

60 / 59

60 / 59

60 / 59

60 / 59

m3/h

0.5

0.7

0.7

1.1

1.5

1.5

1.5

°C

40.7 / 46.6

40.5 / 46.1

40.9 / 47.3

40.7 / 46.4

40.1 / 44.9

40.5 / 46.0

40.8 / 47.0


°C

15.7

16.1

15.2

15.8

16.9

16.1

15.4


kW

706

940

1 061

1 364

1 581

1 812

2 043


in/out


in/out


in/out


in/out

m3/h

65

90

94

130

180

180

180

°C

80.4 / 90

80.8 / 90

80 / 90

80.7 / 90

82.3 / 90

81.1 / 90

80 / 90 8 005

kW

2 704

3 612

4 066

5 331

6 222

7 114

m3/h

64

89

89

128

177

177

177

°C

72.4 / 36.0

71.2 / 36.0

75.6 / 36.0

71.9 / 36.0

66.3 / 36.0

70.6 / 36.0

75.0 / 36.0

m3/h

134

178

201

263

307

351

395

in/out

°C

32.0 / 49.5

32.0 / 49.5

32.0 / 49.5

32.0 / 49.5

32.0 / 49.5

32.0 / 49.5

32.0 / 49.5

°C

10.8

10.5

11.8

10.7

8.9

10.3

11.6

*2)

kW

101

130

145

170

196

222

Starting air

at design pressure

bar

25

30

25

30

25

30

25

30

25

30

25

30

25

30

Two bottles

capacity each

m3

2x2.0

2x1.8

2x2.6

2x2.4

2x2.9

2x2.6

2x4.3

2x3.9

2x4.7

2x4.3

2x5.2

2x4.7

2x5.5

2x5.0

Two air compressors

capacity each

Nm3/h

2x36

2x36

2x48

2x48

2x52

2x52

2x78

2x78

2x86

2x86

2x94

2x94

2x100

2x100

*4)

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

Lubricating oil

61

8.0

78

8.0

86

8.0

110

8.0

127

8.0

143

8.0

160

8.0

HT water circuit

65

3.5

90

3.5

94

3.5

130

3.5

180

3.5

180

3.5

180

3.5

LT water circuit

65

2.5

90

2.5

90

2.5

130

2.5

180

2.5

180

2.5

180

2.5


3.3

7.0

4.4

7.0

5.0

7.0

6.6

7.0

7.7

7.0

8.8

7.0

9.9

7.0

Fuel oil feed pump

1.1

6.0

1.5

6.0

1.7

6.0

2.3

6.0

2.6

6.0

3.0

6.0

3.4

6.0

Nozzle cooling

3.0

3.0

4.0

3.0

4.5

3.0

6.0

3.0

7.0

3.0

8.0

3.0

9.0

3.0

263

1.8

307

1.8

351

1.8

395

1.8



Sea water Remark:

*1) *2) *3) *4)

*3)


248



C–117

T10.4419

25.48.07.40 – Issue IX.99 – Rev. 0


ZA40S

C.

ZA40S engine


F10.4637



in/out


in/out

6

8

9

12

14

16

18

kW

4 500

6 000

6 750

9 000

10 500

12 000

13 500 3 470

kW

1 149

1 553

1 730

2 304

2 706

3 113

m3/h

72

96

108

140

180

186

210

°C

65.9 / 80.0

65.7 / 80.0

65.9 / 80.0

65.5 / 80.0

67.7 / 81.0

65.2 / 80.0

65.4 / 80.0 1 022

kW

345

450

515

686

805

893

m3/h

65

90

90

130

180

180

180

°C

36.0 / 40.6

36.0 / 40.3

36.0 / 41.0

36.0 / 40.6

36.0 / 39.9

36.0 / 40.3

36.0 / 40.9 87 885

kg/h

29 295

39 060

43 943

58 590

68 355

78 120


kW

1 984

2 645

2 975

3 967

4 628

5 290

5 951

Mass flow

kg/h

29 565

39 420

44 347

59 130

68 985

78 840

88 695


°C

404.6

404.6

404.6

404.6

404.6

404.6

404.6


kW

509

678

767

993

1 151

1 319

1 491

m3/h

61

78

86

110

127

143

160

°C

72.0 / 55.0

72.8 / 55.0

73.2 / 55.0

73.4 / 55.0

73.5 / 55.0

73.8 / 55.0

74.0 / 55.0

Charge air

mass flow

Oil flow

*1)


in/out

m3/h

65

89

89

129

179

179

179

°C

40.6 / 47.4

40.3 / 46.9

41.0 / 48.3

40.6 / 47.2

39.9 / 45.4

40.3 / 46.6

40.9 / 48.1


°C

19.1

19.8

19.0

19.7

21.0

20.3

19.4


kW

3

4

5

7

8

9

10

m3/h

3.0

4.0

4.5

6.0

7.0

8.0

9.0 60 / 59


in/out

Nozzle water flow

°C

60 / 59

60 / 59

60 / 59

60 / 59

60 / 59

60 / 59

m3/h

0.5

0.6

0.6

0.9

1.3

1.3

1.3

°C

40.6 / 47.4

40.3 / 46.9

41.0 / 48.3

40.6 / 47.2

39.9 / 45.4

40.3 / 46.6

40.9 / 48.1


°C

15.3

15.7

14.6

15.4

16.7

15.9

14.8


kW

815

1 085

1 226

1 588

1 840

2 109

2 384


in/out


in/out


in/out


in/out

m3/h

72

96

108

140

180

186

210

°C

80 / 90

80 / 90

80 / 90

80 / 90

81 / 90

80 / 90

80 / 90 8 377

kW

2 822

3 770

4 243

5 578

6 511

7 444

m3/h

64

89

89

128

177

177

177

°C

74.0 / 36.0

72.7 / 36.0

77.3 / 36.0

73.6 / 36.0

67.7 / 36.0

72.2 / 36.0

76.8 / 36.0

m3/h

141

189

212

277

323

369

416

in/out

°C

32.0 / 49.2

32.0 / 49.2

32.0 / 49.3

32.0 / 49.4

32.0 / 49.4

32.0 / 49.4

32.0 / 49.4

°C

11.4

11.0

12.3

11.2

9.4

10.8

12.2

*2)

kW

101

130

145

170

196

222

Starting air

at design pressure

bar

25

30

25

30

25

30

25

30

25

30

25

30

25

30

Two bottles

capacity each

m3

2x2.0

2x1.8

2x2.6

2x2.4

2x2.9

2x2.6

2x4.3

2x3.9

2x4.7

2x4.3

2x5.2

2x4.7

2x5.5

2x5.0

Two air compressors

capacity each

Nm3/h

2x36

2x36

2x48

2x48

2x52

2x52

2x78

2x78

2x86

2x86

2x94

2x94

2x100

2x100

*4)

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

Lubricating oil

61

8.0

78

8.0

86

8.0

110

8.0

127

8.0

143

8.0

160

8.0

HT water circuit

72

3.5

96

3.5

108

3.5

140

3.5

180

3.5

186

3.5

210

3.5

LT water circuit

65

2.5

90

2.5

90

2.5

130

2.5

180

2.5

180

2.5

180

2.5


3.3

7.0

4.4

7.0

5.0

7.0

6.6

7.0

7.7

7.0

8.8

7.0

9.9

7.0

Fuel oil feed pump

1.1

6.0

1.5

6.0

1.7

6.0

2.3

6.0

2.6

6.0

3.0

6.0

3.4

6.0

Nozzle cooling

3.0

3.0

4.0

3.0

4.5

3.0

6.0

3.0

7.0

3.0

8.0

3.0

9.0

3.0

277

1.8

323

1.8

369

1.8

416

1.8



Sea water Remark:

*1) *2) *3) *4)

*3)



25.48.07.40 – Issue IX.99 – Rev. 0

C–118

248

T10.4712


ZA40S

C.


ZA40S engine


F10.4636



in/out


in/out

6

8

9

12

14

16

18

kW

4 500

6 000

6 750

9 000

10 500

12 000

13 500 3 984

kW

1 323

1 787

1 993

2 645

3 179

3 577

m3/h

67

90

102

132

180

180

198

°C

45.0 / 62.0

44.8 / 62.1

44.9 / 61.9

45.1 / 62.4

43.4 / 58.7

44.6 / 61.8

45.0 / 62.4 676

kW

228

289

337

457

467

576

m3/h

67

90

102

132

180

180

198

°C

36.0 / 38.9

36.0 / 38.8

36.0 / 38.9

36.0 / 39.0

36.0 / 38.2

36.0 / 38.8

36.0 / 39.0 89 910

kg/h

29 970

39 960

44 955

59 940

69 930

79 920


kW

1 923

2 564

2 884

3 846

4 487

5 128

5 769

Mass flow

kg/h

30 240

40 320

45 360

60 480

70 560

80 640

90 720


°C

392.6

392.6

392.6

392.6

392.6

392.6

392.6


kW

467

622

703

913

1 056

1 213

1 371

m3/h

61

78

86

110

127

143

160

°C

70.6 / 55.0

71.4 / 55.0

71.8 / 55.0

71.9 / 55.0

72.0 / 55.0

72.3 / 55.0

72.6 / 55.0

Charge air

mass flow

Oil flow

*1)


in/out

m3/h

67

89

101

131

179

179

196

°C

38.9 / 45.0

38.8 / 44.8

38.9 / 44.9

39.0 / 45.1

38.2 / 43.4

38.8 / 44.6

39.0 / 45.0


°C

20.5

21.0

21.0

21.0

22.2

21.4

21.3


kW

3

4

5

7

8

9

10

m3/h

3.0

4.0

4.5

6.0

7.0

8.0

9.0 60 / 59


in/out

Nozzle water flow

°C

60 / 59

60 / 59

60 / 59

60 / 59

60 / 59

60 / 59

m3/h

0.5

0.7

0.8

1.0

1.4

1.4

1.6

°C

38.9 / 45.0

38.8 / 44.8

38.9 / 44.9

39.0 / 45.1

38.2 / 43.4

38.8 / 44.6

39.0 / 45.0


°C

17.4

17.6

17.5

17.3

18.6

17.7

17.4


kW

746

993

1 123

1 457

1 685

1 936

2 188


in/out


in/out


in/out


in/out

m3/h

66

88

99

128

149

171

193

°C

80 / 90

80 / 90

80 / 90

80 / 90

80 / 90

80 / 90

80 / 90 8 229

kW

2 767

3 697

4 161

5 480

6 396

7 312

m3/h

67

89

101

131

179

179

196

°C

71.7 / 36.0

71.8 / 36.0

71.7 / 36.0

72.2 / 36.0

66.9 / 36.0

71.3 / 36.0

72.2 / 36.0

m3/h

138

185

208

272

318

363

409

in/out

°C

32.0 / 49.3

32.0 / 49.3

32.0 / 49.3

32.0 / 49.4

32.0 / 49.4

32.0 / 49.4

32.0 / 49.4

°C

10.7

10.7

10.7

10.8

9.1

10.5

10.8

*2)

kW

101

130

145

170

196

222

Starting air

at design pressure

bar

25

30

25

30

25

30

25

30

25

30

25

30

25

30

Two bottles

capacity each

m3

2x2.0

2x1.8

2x2.6

2x2.4

2x2.9

2x2.6

2x4.3

2x3.9

2x4.7

2x4.3

2x5.2

2x4.7

2x5.5

2x5.0

Two air compressors

capacity each

Nm3/h

2x36

2x36

2x48

2x48

2x52

2x52

2x78

2x78

2x86

2x86

2x94

2x94

2x100

2x100

*4)

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

Lubricating oil

61

8.0

78

8.0

86

8.0

110

8.0

127

8.0

143

8.0

160

8.0


66

3.5

88

3.5

99

3.5

128

3.5

149

3.5

171

3.5

193

3.5


67

2.5

90

2.5

102

2.5

132

2.5

180

2.5

180

2.5

198

2.5


3.3

7.0

4.4

7.0

5.0

7.0

6.6

7.0

7.7

7.0

8.8

7.0

9.9

7.0

Fuel oil feed pump

1.1

6.0

1.5

6.0

1.7

6.0

2.3

6.0

2.6

6.0

3.0

6.0

3.4

6.0

Nozzle cooling

3.0

3.0

4.0

3.0

4.5

3.0

6.0

3.0

7.0

3.0

8.0

3.0

9.0

3.0

272

1.8

318

1.8

363

1.8

409

1.8



Sea water Remark:

*1) *2) *3) *4)

*3)


248



C–119

T10.4414

25.48.07.40 – Issue IX.99 – Rev. 0


ZA40S

C.

ZA40S engine


F10.4636



in/out


in/out

6

8

9

12

14

16

18

kW

4 500

6 000

6 750

9 000

10 500

12 000

13 500 3 856

kW

1 281

1 729

1 929

2 561

3 055

3 457

m3/h

78

104

117

152

180

202

228

°C

44.4 / 58.7

44.3 / 58.8

44.4 / 58.7

44.5 / 59.1

44.1 / 58.8

44.4 / 59.2

44.4 / 59.1 634

kW

214

272

316

429

455

544

m3/h

78

104

117

152

180

202

228

°C

36.0 / 38.4

36.0 / 38.3

36.0 / 38.3

36.0 / 38.4

36.0 / 38.2

36.0 / 38.3

36.0 / 38.4 86 535

kg/h

28 845

38 460

43 268

57 690

67 305

76 920


kW

1 979

2 639

2 968

3 958

4 618

5 277

5 937

Mass flow

kg/h

29 115

38 820

43 672

58 230

67 935

77 640

87 345


°C

407.6

407.6

407.6

407.6

407.6

407.6

407.6


kW

539

718

811

1 052

1 220

1 399

1 579

m3/h

61

78

86

110

127

143

160

°C

73.0 / 55.0

73.9 / 55.0

74.3 / 55.0

74.4 / 55.0

74.6 / 55.0

74.9 / 55.0

75.1 / 55.0

Charge air

mass flow

Oil flow

*1)


in/out

m3/h

77

103

116

151

179

201

227

°C

38.4 / 44.4

38.3 / 44.3

38.3 / 44.4

38.4 / 44.5

38.2 / 44.1

38.3 / 44.4

38.4 / 44.4


°C

22.0

22.5

22.6

22.6

23.0

22.9

22.9


kW

3

4

5

7

8

9

10

m3/h

3.0

4.0

4.5

6.0

7.0

8.0

9.0 60 / 59


in/out

Nozzle water flow

°C

60 / 59

60 / 59

60 / 59

60 / 59

60 / 59

60 / 59

m3/h

0.5

0.7

0.8

1.0

1.2

1.4

1.6

°C

38.4 / 44.4

38.3 / 44.3

38.3 / 44.4

38.4 / 44.5

38.2 / 44.1

38.3 / 44.4

38.4 / 44.4


°C

18.0

18.1

18.0

17.9

18.2

18.0

18.0


kW

862

1 149

1 298

1 684

1 953

2 240

2 528


in/out


in/out


in/out


in/out

m3/h

76

101

114

148

172

198

223

°C

80 / 90

80 / 90

80 / 90

80 / 90

80 / 90

80 / 90

80 / 90 8 609

kW

2 900

3 873

4 359

5 733

6 692

7 650

m3/h

77

103

116

151

179

200

226

°C

68.5 / 36.0

68.5 / 36.0

68.4 / 36.0

68.9 / 36.0

68.4 / 36.0

69.0 / 36.0

68.9 / 36.0

m3/h

147

196

220

287

335

383

431

in/out

°C

32.0 / 49.1

32.0 / 49.1

32.0 / 49.1

32.0 / 49.2

32.0 / 49.2

32.0 / 49.2

32.0 / 49.2

°C

9.8

9.8

9.7

9.8

9.7

9.9

9.8

*2)

kW

101

130

145

170

196

222

248

Starting air

at design pressure

bar

25

30

25

30

25

30

25

30

25

30

25

30

25

30

Two bottles

capacity each

m3

2x2.0

2x1.8

2x2.6

2x2.4

2x2.9

2x2.6

2x4.3

2x3.9

2x4.7

2x4.3

2x5.2

2x4.7

2x5.5

2x5.0

Two air compressors

capacity each

Nm3/h

2x36

2x36

2x48

2x48

2x52

2x52

2x78

2x78

2x86

2x86

2x94

2x94

2x100

2x100

*4)

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

Lubricating oil

61

8.0

78

8.0

86

8.0

110

8.0

127

8.0

143

8.0

160

8.0


76

3.5

101

3.5

114

3.5

148

3.5

172

3.5

198

3.5

223

3.5


78

2.5

104

2.5

117

2.5

152

2.5

180

2.5

202

2.5

228

2.5


3.3

7.0

4.4

7.0

5.0

7.0

6.6

7.0

7.7

7.0

8.8

7.0

9.9

7.0

Fuel oil feed pump

1.1

6.0

1.5

6.0

1.7

6.0

2.3

6.0

2.6

6.0

3.0

6.0

3.4

6.0

Nozzle cooling

3.0

3.0

4.0

3.0

4.5

3.0

6.0

3.0

7.0

3.0

8.0

3.0

9.0

3.0

287

1.8

335

1.8

383

1.8

431

1.8



Sea water Remark:

*1) *2) *3) *4)

*3)



25.48.07.40 – Issue IX.99 – Rev. 0

C–120

T10.4713


ZA40S

C.


ZA40S engine


F10.4637



in/out


in/out

6

8

9

12

14

16

18

kW

4 500

6 000

6 750

9 000

10 500

12 000

13 500 3 576

kW

1 184

1 598

1 783

2 374

2 759

3 190

m3/h

67

90

101

131

180

180

196

°C

64.4 / 80.0

64.4 / 80.1

64.4 / 80.0

64.0 / 80.0

68.1 / 81.6

64.7 / 80.3

63.9 / 80.0 1 021

kW

345

451

515

686

830

907

m3/h

65

90

90

130

180

180

180

°C

36.0 / 40.6

36.0 / 40.3

36.0 / 41.0

36.0 / 40.6

36.0 / 40.0

36.0 / 40.4

36.0 / 40.9 89 910

kg/h

29 970

39 960

44 955

59 940

69 930

79 920


kW

1 923

2 564

2 884

3 846

4 487

5 128

5 769

Mass flow

kg/h

30 240

40 320

45 360

60 480

70 560

80 640

90 720


°C

392.6

392.6

392.6

392.6

392.6

392.6

392.6


kW

475

632

715

929

1 078

1 235

1 395

m3/h

61

78

86

110

127

143

160

°C

70.9 / 55.0

71.7 / 55.0

72.0 / 55.0

72.2 / 55.0

72.4 / 55.0

72.6 / 55.0

72.8 / 55.0

Charge air

mass flow

Oil flow

*1)


in/out

m3/h

65

89

89

129

179

179

179

°C

40.6 / 46.9

40.3 / 46.4

41.0 / 47.8

40.6 / 46.8

40.0 / 45.2

40.4 / 46.3

40.9 / 47.6


°C

18.8

19.5

18.7

19.4

20.5

19.9

19.1


kW

3

4

5

7

8

9

10

m3/h

3.0

4.0

4.5

6.0

7.0

8.0

9.0 60 / 59


in/out

Nozzle water flow

°C

60 / 59

60 / 59

60 / 59

60 / 59

60 / 59

60 / 59

m3/h

0.5

0.7

0.7

1.0

1.4

1.4

1.4

°C

40.6 / 46.9

40.3 / 46.4

41.0 / 47.8

40.6 / 46.8

40.0 / 45.2

40.4 / 46.3

40.9 / 47.6


°C

15.6

16.0

14.9

15.6

16.8

16.0

15.1


kW

759

1 010

1 143

1 484

1 721

1 971

2 227


in/out


in/out


in/out


in/out

m3/h

67

90

101

131

180

180

196

°C

80 / 90

80.1 / 90

80 / 90

80 / 90

81.6 / 90

80.3 / 90

80 / 90 8 229

kW

2 767

3 697

4 161

5 480

6 396

7 312

m3/h

64

89

89

128

177

177

177

°C

73.3 / 36.0

72.0 / 36.0

76.5 / 36.0

72.9 / 36.0

67.1 / 36.0

71.6 / 36.0

76.1 / 36.0

m3/h

138

185

208

272

318

363

409

in/out

°C

32.0 / 49.3

32.0 / 49.3

32.0 / 49.3

32.0 / 49.4

32.0 / 49.4

32.0 / 49.4

32.0 / 49.4

°C

11.2

10.8

12.1

11.0

9.2

10.6

12.0

*2)

kW

101

130

145

170

196

222

Starting air

at design pressure

bar

25

30

25

30

25

30

25

30

25

30

25

30

25

30

Two bottles

capacity each

m3

2x2.0

2x1.8

2x2.6

2x2.4

2x2.9

2x2.6

2x4.3

2x3.9

2x4.7

2x4.3

2x5.2

2x4.7

2x5.5

2x5.0

Two air compressors

capacity each

Nm3/h

2x36

2x36

2x48

2x48

2x52

2x52

2x78

2x78

2x86

2x86

2x94

2x94

2x100

2x100

*4)

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

Lubricating oil

61

8.0

78

8.0

86

8.0

110

8.0

127

8.0

143

8.0

160

8.0

HT water circuit

67

3.5

90

3.5

101

3.5

131

3.5

180

3.5

180

3.5

196

3.5

LT water circuit

65

2.5

90

2.5

90

2.5

130

2.5

180

2.5

180

2.5

180

2.5


3.3

7.0

4.4

7.0

5.0

7.0

6.6

7.0

7.7

7.0

8.8

7.0

9.9

7.0

Fuel oil feed pump

1.1

6.0

1.5

6.0

1.7

6.0

2.3

6.0

2.6

6.0

3.0

6.0

3.4

6.0

Nozzle cooling

3.0

3.0

4.0

3.0

4.5

3.0

6.0

3.0

7.0

3.0

8.0

3.0

9.0

3.0

272

1.8

318

1.8

363

1.8

409

1.8



Sea water Remark:

*1) *2) *3) *4)

*3)


248



C–121

T10.4415

25.48.07.40 – Issue IX.99 – Rev. 0


ZA40S

C.

ZA40S engine


F10.4637



in/out


in/out

6

8

9

12

14

16

18

kW

4 500

6 000

6 750

9 000

10 500

12 000

13 500 3 392

kW

1 124

1 518

1 692

2 252

2 676

3 043

m3/h

77

103

116

151

180

201

227

°C

67.2 / 80.0

67.0 / 80.0

67.2 / 80.0

66.9 / 80.0

67.2 / 80.3

66.6 / 80.0

66.8 / 80.0 1 028

kW

347

453

517

690

783

900

m3/h

65

90

90

130

180

180

180

°C

36.0 / 40.6

36.0 / 40.4

36.0 / 41.0

36.0 / 40.6

36.0 / 39.8

36.0 / 40.3

36.0 / 40.9 86 535

kg/h

28 845

38 460

43 268

57 690

67 305

76 920


kW

1 979

2 639

2 968

3 958

4 618

5 277

5 937

Mass flow

kg/h

29 115

38 820

43 672

58 230

67 935

77 640

87 345


°C

407.6

407.6

407.6

407.6

407.6

407.6

407.6


kW

548

729

824

1 070

1 239

1 422

1 606

m3/h

61

78

86

110

127

143

160

°C

73.3 / 55.0

74.2 / 55.0

74.6 / 55.0

74.7 / 55.0

74.9 / 55.0

75.2 / 55.0

75.5 / 55.0

Charge air

mass flow

Oil flow

*1)


in/out

m3/h

65

89

89

129

179

179

179

°C

40.6 / 47.9

40.4 / 47.4

41.0 / 48.9

40.6 / 47.7

39.8 / 45.7

40.3 / 47.2

40.9 / 48.7


°C

19.3

20.1

19.3

20.1

21.4

20.6

19.7


kW

3

4

5

7

8

9

10

m3/h

3.0

4.0

4.5

6.0

7.0

8.0

9.0 60 / 59


in/out

Nozzle water flow

°C

60 / 59

60 / 59

60 / 59

60 / 59

60 / 59

60 / 59

m3/h

0.4

0.6

0.6

0.9

1.2

1.2

1.2

°C

40.6 / 47.9

40.4 / 47.4

41.0 / 48.9

40.6 / 47.7

39.8 / 45.7

40.3 / 47.2

40.9 / 48.7


°C

15.0

15.4

14.3

15.1

16.6

15.5

14.4


kW

878

1 168

1 320

1 714

1 984

2 277

2 572


in/out


in/out


in/out


in/out

m3/h

77

103

116

151

180

201

227

°C

80 / 90

80 / 90

80 / 90

80 / 90

80.3 / 90

80 / 90

80 / 90 8 609

kW

2 900

3 873

4 359

5 733

6 692

7 650

m3/h

64

89

89

128

177

177

177

°C

75.1 / 36.0

73.7 / 36.0

78.4 / 36.0

74.6 / 36.0

68.6 / 36.0

73.2 / 36.0

77.9 / 36.0

m3/h

147

196

220

287

335

383

431

in/out

°C

32.0 / 49.1

32.0 / 49.1

32.0 / 49.1

32.0 / 49.2

32.0 / 49.2

32.0 / 49.2

32.0 / 49.2

°C

11.8

11.3

12.7

11.6

9.8

11.2

12.5

*2)

kW

101

130

145

170

196

222

Starting air

at design pressure

bar

25

30

25

30

25

30

25

30

25

30

25

30

25

30

Two bottles

capacity each

m3

2x2.0

2x1.8

2x2.6

2x2.4

2x2.9

2x2.6

2x4.3

2x3.9

2x4.7

2x4.3

2x5.2

2x4.7

2x5.5

2x5.0

Two air compressors

capacity each

Nm3/h

2x36

2x36

2x48

2x48

2x52

2x52

2x78

2x78

2x86

2x86

2x94

2x94

2x100

2x100

*4)

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

Lubricating oil

61

8.0

78

8.0

86

8.0

110

8.0

127

8.0

143

8.0

160

8.0

HT water circuit

77

3.5

103

3.5

116

3.5

151

3.5

180

3.5

201

3.5

227

3.5

LT water circuit

65

2.5

90

2.5

90

2.5

130

2.5

180

2.5

180

2.5

180

2.5


3.3

7.0

4.4

7.0

5.0

7.0

6.6

7.0

7.7

7.0

8.8

7.0

9.9

7.0

Fuel oil feed pump

1.1

6.0

1.5

6.0

1.7

6.0

2.3

6.0

2.6

6.0

3.0

6.0

3.4

6.0

Nozzle cooling

3.0

3.0

4.0

3.0

4.5

3.0

6.0

3.0

7.0

3.0

8.0

3.0

9.0

3.0

287

1.8

335

1.8

383

1.8

431

1.8



Sea water Remark:

*1) *2) *3) *4)

*3)



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C.


ZA40S engine

19) System design data for propulsion MCR = 750 kW/cyl., 510 rpm, without heat recovery

F10.4636



in/out


in/out

6

8

9

12

14

16

18

kW

4 500

6 000

6 750

9 000

10 500

12 000

13 500 3 905

kW

1 297

1 752

1 954

2 593

3 109

3 501

m3/h

71

94

107

138

180

184

207

°C

44.7 / 60.6

44.6 / 60.7

44.7 / 60.5

44.8 / 61.1

43.6 / 58.5

44.7 / 61.2

44.8 / 61.1 652

kW

220

279

325

441

456

560

m3/h

71

94

107

138

180

184

207

°C

36.0 / 38.7

36.0 / 38.6

36.0 / 38.6

36.0 / 38.8

36.0 / 38.2

36.0 / 38.6

36.0 / 38.7 87 885

kg/h

29 295

39 060

43 943

58 590

68 355

78 120


kW

2 010

2 679

3 014

4 019

4 689

5 359

6 029

Mass flow

kg/h

29 565

39 420

44 347

59 130

68 985

78 840

88 695


°C

407.6

407.6

407.6

407.6

407.6

407.6

407.6


kW

491

654

739

957

1 108

1 272

1 436

m3/h

62

80

89

110

127

143

160

°C

71.2 / 55.0

71.7 / 55.0

72.0 / 55.0

72.7 / 55.0

72.8 / 55.0

73.1 / 55.0

73.4 / 55.0

Charge air

mass flow

Oil flow

*1)


in/out

m3/h

70

94

106

137

179

182

206

°C

38.7 / 44.7

38.6 / 44.6

38.6 / 44.7

38.8 / 44.8

38.2 / 43.6

38.6 / 44.7

38.7 / 44.8


°C

21.0

21.3

21.4

21.5

22.5

21.9

21.9


kW

3

4

5

7

8

9

10

m3/h

3.0

4.0

4.5

6.0

7.0

8.0

9.0 60 / 59


in/out

Nozzle water flow

°C

60 / 59

60 / 59

60 / 59

60 / 59

60 / 59

60 / 59

m3/h

0.5

0.7

0.8

1.0

1.4

1.4

1.6

°C

38.7 / 44.7

38.6 / 44.6

38.6 / 44.7

38.8 / 44.8

38.2 / 43.6

38.6 / 44.7

38.7 / 44.8


°C

17.7

17.8

17.7

17.6

18.5

17.7

17.6


kW

785

1 046

1 182

1 529

1 770

2 032

2 295


in/out


in/out


in/out


in/out

m3/h

69

92

104

135

156

179

202

°C

80 / 90

80 / 90

80 / 90

80 / 90

80 / 90

80 / 90

80 / 90 8 300

kW

2 797

3 736

4 205

5 527

6 452

7 376

m3/h

69

93

105

135

176

180

203

°C

70.4 / 36.0

70.4 / 36.0

70.3 / 36.0

70.8 / 36.0

67.2 / 36.0

71.0 / 36.0

70.8 / 36.0

m3/h

143

191

215

282

329

376

423

in/out

°C

32.0 / 49.1

32.0 / 49.2

32.0 / 49.2

32.0 / 49.2

32.0 / 49.2

32.0 / 49.2

32.0 / 49.2

°C

10.3

10.3

10.3

10.4

9.3

10.5

10.4

*2)

kW

101

130

145

170

196

222

Starting air

at design pressure

bar

25

30

25

30

25

30

25

30

25

30

25

30

25

30

Two bottles

capacity each

m3

2x2.0

2x1.7

2x2.3

2x1.9

2x2.4

2x2.0

2x2.9

2x2.4

2x3.3

2x2.7

2x3.5

2x2.9

2.3.9

2x3.2

Two air compressors

capacity each

Nm3/h

2x50

2x50

2x55

2x55

2x60

2x60

2x70

2x70

2x80

2x80

2x85

2x85

2x95

2x95

*4)

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

Lubricating oil

62

8.0

80

8.0

89

8.0

110

8.0

127

8.0

143

8.0

160

8.0


69

3.5

92

3.5

104

3.5

135

3.5

156

3.5

179

3.5

202

3.5


71

2.5

94

2.5

107

2.5

138

2.5

180

2.5

184

2.5

207

2.5


3.3

7.0

4.4

7.0

5.0

7.0

6.6

7.0

7.7

7.0

8.8

7.0

9.9

7.0

Fuel oil feed pump

1.1

6.0

1.5

6.0

1.7

6.0

2.3

6.0

2.6

6.0

3.0

6.0

3.4

6.0

Nozzle cooling

3.0

3.0

4.0

3.0

4.5

3.0

6.0

3.0

7.0

3.0

8.0

3.0

9.0

3.0

282

1.8

329

1.8

376

1.8

423

1.8



Sea water Remark:

*1) *2) *3) *4)

*3)


Table C45 System design data for MCR 750 / 510 / propulsion / without heat recovery.


C–123

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C.

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20)System design data for propulsion MCR = 750 kW/cyl., 510 rpm, with heat recovery

F10.4637



in/out


in/out

6

8

9

12

14

16

18

kW

4 500

6 000

6 750

9 000

10 500

12 000

13 500 3 477

kW

1 151

1 556

1 733

2 308

2 703

3 120

m3/h

70

94

106

137

180

182

206

°C

65.6 / 80.0

65.4 / 80.0

65.6 / 80.0

65.2 / 80.0

67.9 / 81.2

64.9 / 80.0

65.1 / 80.0 1 016

kW

343

447

512

682

808

887

m3/h

65

90

90

130

180

180

180

°C

36.0 / 40.6

36.0 / 40.3

36.0 / 40.9

36.0 / 40.5

36.0 / 39.9

36.0 / 40.3

36.0 / 40.9 87 885

kg/h

29 295

39 060

43 943

58 590

68 355

78 120


kW

2 010

2 679

3 014

4 019

4 689

5 359

6 029

Mass flow

kg/h

29 565

39 420

44 347

59 130

68 985

78 840

88 695


°C

407.6

407.6

407.6

407.6

407.6

407.6

407.6


kW

500

665

752

974

1 129

1 293

1 461

m3/h

62

80

89

110

127

143

160

°C

71.5 / 55.0

72.0 / 55.0

72.3 / 55.0

73.0 / 55.0

73.2 / 55.0

73.4 / 55.0

73.7 / 55.0

Charge air

mass flow

Oil flow

*1)


in/out

m3/h

65

89

89

129

179

179

179

°C

40.6 / 47.3

40.3 / 46.8

40.9 / 48.2

40.5 / 47.1

39.9 / 45.4

40.3 / 46.5

40.9 / 48.0


°C

18.9

19.5

18.6

19.6

20.8

20.2

19.3


kW

3

4

5

7

8

9

10

m3/h

3.0

4.0

4.5

6.0

7.0

8.0

9.0 60 / 59


in/out

Nozzle water flow

°C

60 / 59

60 / 59

60 / 59

60 / 59

60 / 59

60 / 59

m3/h

0.5

0.6

0.6

1.0

1.3

1.3

1.3

°C

40.6 / 47.3

40.3 / 46.8

40.9 / 48.2

40.5 / 47.1

39.9 / 45.4

40.3 / 46.5

40.9 / 48.0


°C

15.4

15.8

14.7

15.5

16.7

15.9

14.8


kW

799

1 063

1 202

1 556

1 804

2 066

2 336


in/out


in/out


in/out


in/out

m3/h

70

94

106

137

180

182

206

°C

80 / 90

80 / 90

80 / 90

80 / 90

81 / 90

80 / 90

80 / 90 8 300

kW

2 797

3 736

4 205

5 527

6 452

7 376

m3/h

63

88

88

127

175

175

176

°C

73.7 / 36.0

72.4 / 36.0

77.0 / 36.0

73.3 / 36.0

67.4 / 36.0

71.9 / 36.0

76.5 / 36.0

m3/h

143

191

215

282

329

376

423

in/out

°C

32.0 / 49.1

32.0 / 49.2

32.0 / 49.2

32.0 / 49.2

32.0 / 49.2

32.0 / 49.2

32.0 / 49.2

°C

11.3

10.9

12.3

11.2

9.4

10.8

12.1

*2)

kW

101

130

145

170

196

222

Starting air

at design pressure

bar

25

30

25

30

25

30

25

30

25

30

25

30

25

30

Two bottles

capacity each

m3

2x2.0

2x1.7

2x2.3

2x1.9

2x2.4

2x2.0

2x2.9

2x2.4

2x3.3

2x2.7

2x3.5

2x2.9

2x3.9

2x3.2

Two air compressors

capacity each

Nm3/h

2x50

2x50

2x55

2x55

2x60

2x60

2x70

2x70

2x80

2x80

2x85

2x85

2x95

2x95

*4)

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

m3/h

bar

Lubricating oil

62

8.0

80

8.0

89

8.0

110

8.0

127

8.0

143

8.0

160

8.0

HT water circuit

70

3.5

94

3.5

106

3.5

137

3.5

180

3.5

182

3.5

206

3.5

LT water circuit

65

2.5

90

2.5

90

2.5

130

2.5

180

2.5

180

2.5

180

2.5


3.3

7.0

4.4

7.0

5.0

7.0

6.6

7.0

7.7

7.0

8.8

7.0

9.9

7.0

uel oil feed pump

1.1

6.0

1.5

6.0

1.7

6.0

2.3

6.0

2.6

6.0

3.0

6.0

3.4

6.0

Nozzle cooling

3.0

3.0

4.0

3.0

4.5

3.0

6.0

3.0

7.0

3.0

8.0

3.0

9.0

3.0

282

1.8

329

1.8

376

1.8

423

1.8



Sea water Remark:

*1) *2) *3) *4)

*3)


Table C46 System design data for MCR 750 / 510 / propulsion / with heat recovery.

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C.


ZA40S engine

C5.2 C5.2.1

Piping systems Cooling water systems

The cooling system of Sulzer ZA40S marine diesel engines comprises two standard layouts:

potable water or to pre-heat water for steam production or is alternatively dissipated to the LT circuit by means of a heat exchanger. Depending on the heat requirements and the engine load profile at sea, an additional temperature control system may be necessary to ensure adequate control of the jacket cooling water outlet.

a) Central fresh water cooling system without heat recovery, figures C92 and C93 This cooling water system combines a lowtemperature (LT) fresh water circuit and a high-temperature (HT) circuit, with separate circulation pump for the engine jacket cooling. The LT cooling water pump supplies the LT charge air cooler, the lubricating oil cooler, the fuel nozzle water cooler, the HT CAC and the HT circuit. The cooling water flow exchange between the LT and HT circuits is thermostatically controlled by an automatic valve to maintain a constant cooling water temperature at the engine outlet. The fresh water generator installed in the HT circuit is not to require more than 40 per cent of the heat dissipated from the jacket cooling water at CMCR and is to be used at engine loads above 40 per cent only. In the event that more heat is required, the cooling system with heat recovery (described below) can be applied.

For both standard layouts (with and without heat recovery), a minimum fresh water temperature of 25°C at the inlet of the LT charge air cooler has to be maintained by means of an automatic temperature control valve. Correct treatment of the fresh water is essential for safe engine operation. Only de-ionized water or condensate is to be used as feed water and treated with an approved corrosion inhibitor to prevent corrosive attack, sludge formation and scale deposits in the system. No internally galvanized steel pipes are to be used in connection with treated fresh water, since most corrosion inhibitors have a nitrite base which will attack the zinc lining of galvanized piping and create sludge.

b) Central fresh water cooling system with heat recovery, figures C94 and C95. This cooling water system consists of a LT fresh water circuit for the LT charge air cooler, the lubricating oil and fuel nozzle water cooler, and a high-temperature (HT) circuit with separate circulation pump for the engine jacket cooling and the HT charge air cooler. The cooling water flow exchange between the LT and HT circuits is thermostatically controlled by an automatic valve which maintains the cooling water temperature at the engine outlet constant. Up to 85 per cent of the heat dissipated from the jacket cooling and from the HT charge air cooler at CMCR may be used to distil seawater to meet a large demand for washing and


C–125

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C.

ZA40S engine

F10.4168

Fig. C92 Central cooling water system (without heat recovery, with externally driven pumps)

25.48.07.40 – Issue IX.99 – Rev. 0

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C.


ZA40S engine

F10.4168

Legend for figure C92


C–127

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C.

ZA40S engine

F10.4169

Fig. C93 Central cooling water system (without heat recovery, with engine-driven pumps)

25.48.07.40 – Issue IX.99 – Rev. 0

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ZA40S

C.


ZA40S engine

F10.4169



C–129

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ZA40S

C.

ZA40S engine

F10.4170

Fig. C94 Central cooling water system (with heat recovery, with externally driven pumps)

25.48.07.40 – Issue IX.99 – Rev. 0

C–130


ZA40S

C.


ZA40S engine

F10.4170



C–131

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C.

ZA40S engine

F10.4171

Fig. C95 Central cooling water system (with heat recovery, with engine-driven pumps)

25.48.07.40 – Issue IX.99 – Rev. 0

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ZA40S

C.


ZA40S engine

F10.4171



C–133

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C.

ZA40S engine

F10.4514

Fig. C96 Injection nozzle cooling system

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C.


ZA40S engine

C5.2.1.1

Pre-heating system

To prevent corrosive liner wear when not in service during short stays in port, it is important that the water must be pre-heated to a temperature of min. 50°C by means of a preheater. This temperature also allows a faster loading up of the engine after start (see figure C4).

A separate circulating pump can be provided for this purpose. This pump’s capacity should be about 10 per cent of the jacket water pump capacity.

F10.4615

F10.4616

Example: Estimation of heater capacity for 12ZAV40S without heat recovery (min. engine temperature before starting: 50 °C) 1) 2) 3) 4)

Heating-up time: 6h (A) Engine ambient temperature: 25 °C (B) Approx. required heating power per cyl.: 7.5 kW/cyl. (C) Approx. heater capacity: 12 7.5 = 90 kW

Fig. C97 Engine pre-heating capacity


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C.

C5.2.2 C5.2.2.1

ZA40S engine

Lubricating oil systems General

Lubrication of the main bearings and cylinders of ZA40S engines (Z-type engines use oil from the main system for cylinder lubrication) together with the piston cooling is carried out by the lubricating oil system as shown in figures C98 and C99. The oil consumption is indicated in table A1. For the application in ZA40S engines an alkaline trunk-piston engine oil with good detergent and dispersant properties, designed to give good performance in medium-speed marine diesel engines operating with residual fuels, must be selected. Although there are no standard test methods in general use for this type of oil, reference is sometimes made to API classifications, US Army Mil-specifications or the obsolete Caterpillar ratings to indicate the performance level of such an engine lubricating oil. A minimum performance level equivalent to API CD is required for all applications.

For guidance only, some characteristics of fresh engine oils on the market are indicated below: kinematic viscosity at 40°C 120–180 cSt viscosity index 80–100 SAE viscosity grade 40 flash point (PMCC) >210°C pour point –15°C The alkalinity of the lubricating oil, expressed as BN, is to be selected in accordance with the type of fuel used: •

•

Distillate grade fuel (MGO, MDO) Sulphur content of fuel:

up to1%

1–2 %

Recommended BN:

15 –20

up to 30.

Residual type fuel (HFO, MFO, IF–, IFO–) Sulphur content of fuel:

1–3 %

Recommended BN:

30

>3–5 % 40

If the sulphur content of the fuel is higher than 3 per

C5.2.2.2

Lubricating oil requirements

cent, a lubricating oil with a BN of 40 is recommended.

The products listed in table C47 ‘Lubricating oils’ were selected in co-operation with the individual oil suppliers and are considered suitable lubricants of their respective product lines for the applications indicated. However, Wärtsilä NSD Switzerland Ltd does not take any liability as to the quality of the supplied oil or its performance in actual service. In addition to the oils shown in the table C47, there are other brands suitable for use in Sulzer diesel engines. Information concerning such brands may be obtained from Wärtsilä NSD Switzerland Ltd, Winterthur, on request. The use of lubricating oils with BN 40 is generally recommended when the sulphur content of the fuel is higher than 3 per cent.

Note:

The ”Base Number” or ”BN” was formerly known as ”Total Base Number” or ”TBN”. Only the name has changed, values remain identical.

Governor The hydraulic governor can also be lubricated with the same oil as used in the turbocharger. Turning gear Oil type recommended for turning gear: EP (extreme pressure) gear oil (FZG gear machine method IP 334/90, load stage pass 12; viscosity grade ISO VG 220).

Highly refined paraffinic or mixed-based mineral oils with good thermal and oxidative stability have proven satisfactory in service as base stocks for the engine oil.

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ZA40S engine

C5.2.2.3

Lubricating oil maintenance and treatment

Treatment of the system oil by self-cleaning separators is necessary to maintain the oil in good condition over a long period. In order to remove water from the lubricating oil, the separator has to operate as a purifier of the full-discharge type. Preheating the oil between 90–95°C will increase the efficiency of the separation process. The minimum throughput of the lubricating oil separator is determined by the contracted maximum power of the engine as follows:

The separator throughput related to its nominal capacity has to conform to the recommendations of the separator manufacturer. This separator should never be used for fuel oil separation to prevent cross-contamination of the lubricating oil.

.

V separator + 0.3 dm 3ńh kW at CMCR

Example: Calculation of the throughput for: Sulzer 12ZAV40S 750 kW/cyl Power CMCR = 9000 kW; Speed CMCR= 510 rpm (CMCR = MCR = maximum rating). .

V separator + 0.3 @ 9000 + 2700 dm 3ńh

Oil supplier Agip BP Caltex

Diesel oil service Sulphur content of fuel up to 1 %

Heavy fuel oil service Sulphur content of fuel 1 to 3 %

Heavy fuel oil service Sulphur content of fuel >3 to 5 %

Turbocharger, Governor

Cladium 120 SAE 40

Cladium 300 SAE 40

Cladium 400 SAE 40

OTE 68

Energol DL–MP 40 Energol DS3–154

Energol IC–HFX 304

Energol IC–HFX 404

Energol THB 68

Delo 3400 Marine SAE 40

Regal R&O 68

Delo 1000 Marine SAE 40 Delo 3000 Marine SAE 40

Castrol Chevron Elf

Marine MLC 40

TLX 304

TLX 404

Perfecto T 68

Delo 1000 Marine 40

Delo 3000 Marine 40

Delo 3400 Marine 40

Turbine Oil GST 68

Disola M 4015

Aurelia 4030

Aurelia XT 4040

Turbine T 68

Exxmar 12TP 40

Exxmar 30TP 40

Exxmar 40TP 40

Tro–Mar T

FINA

Caprano S 412

Stellano S 430

Stellano S 440

Turbine Oil Medium

Mobil

Mobilgard 412 Mobilgard ADL 40

Mobilgard 430

Mobilgard 440

DTE Oil Heavy Medium

Shell

Gadinia Oil 40

Argina T Oil 40

Argina X Oil 40

Turbo Oil T 68

Texaco

Taro 16 XD 40

Taro 30 DP 40

Taro 40 XL 40

Regal Oil R&O 68

Exxon/Esso

Table C47 Lubricating oils


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F10.4173

Fig. C98 Lubricating oil system with externally driven pumps

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F10.4174

Fig. C99 Lubricating oil system with engine driven pumps


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C5.2.3

ZA40S engine

Fuel oil systems

C5.2.3.1

Fuel oil requirements

In Table C48 ‘Fuel oil requirements’ some heavy fuel oil specifications are given. The values in the column ‘Bunker limit’ (RMK55) indicate the minimum quality of heavy fuel as bunkered. Good operating results have been achieved with commercially available fuels within these limits. The column ‘Recommended fuel quality’ is an example of a good quality fuel of the type commonly used in Sulzer diesel engines. The use of this variety of fuel can be expected to have a positive influence on overhaul periods, by improving combustion, wear and exhaust gas composition. The fuel oil as bunkered must be processed before it enters the engine. The difference between the recommended fuel quality of bunker and at engine inlet is an approximate indication of the improvement that must be achieved by fuel oil treatment. If catalyst fines are present they must be removed. Descriptions of methods to remove catfines are available from WNSD upon request. The fuel oil should contain no foreign substances or chemical waste which are hazardous to the safety of the ship, harmful to the environment or detrimental to the performance of machinery. Parameter

Unit

Bunker limit

The CCAI (Calculated Carbon Aromaticity Index, ISO 8217: 1996) is a function of viscosity and density, and is an indication of the ignition quality for medium and high-speed diesel engines. There is no rigidly applicable limit for this quantity, but good results have been obtained with commercially available fuels which have CCAI values up to 870. The maximum admissible viscosity of the fuel that can be used in an installation depends on the heating and fuel preparation facilities available. As a guidance, the necessary pre-heating temperature for a given nominal viscosity can be taken from the viscosity/temperature chart in figure C100. The recommended viscosity range of fuel entering the engine is: 13–17 mm2/s (cSt).

Test method *1)

ISO 8217:1996 class F, RMK55 Density at 15 °C Kinematic viscosity • at 50 °C • at 100 °C

Recommended fuel quality Bunker

Engine inlet

[kg/m3]

max. 1010 *2)

ISO 3675: 1993

max. 1010

max. 1010

[mm2/s(cSt)] [mm2/s(cSt)] [mm2/s(cSt)]

– – max. 55.0

ISO 3104: 1994 ISO 3104: 1994 ISO 3104: 1994

– max. 730 max. 55.0

13 – 17 – –

Carbon residue

[m/m (%)]

max. 22

ISO 10370: 1993

max. 15

max. 15

Sulphur

[m/m (%)]

max. 5.0

ISO 8754: 1992

max. 3.5

max. 3.5

Ash

[m/m (%)]

max. 0.20

ISO 6245: 1993

max. 0.05

max. 0.05

Vanadium

[mg/kg (ppm)]

max. 600

ISO 14597: 1997

max. 100

max. 100

Sodium

[mg/kg (ppm)]

–

AAS

max. 50

max. 30

Aluminium plus Silicon

[mg/kg (ppm)]

max. 80

ISO 10478: 1994

max. 30

max. 15

[m/m (%)]

max. 0.10

ISO 10307: 1993

max. 0.10

max. 0.10 max. 0.3

Total sediment, potential Water

[v/v (%)]

max. 1.0

ISO 3733: 1976

max. 1.0

Flash point

[°C]

min. 60

ISO 2719: 1988

min. 60

min. 60

Pour point

[°C]

max. 30

ISO 3016: 1994

max. 30

max. 30

Remark:

*1) ISO standards can be obtained from the ISO Central Secretariat, Geneva, Switzerland (www.iso.ch). *2) Limited to max. 991 kg/m3 (ISO–F–RMH55), if the fuel treatment plant cannot remove water from high density fuel oil.

Table C48 Fuel oil requirements

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F10.0265

Fig. C100

Fuel oil viscosity-temperature diagram


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C5.2.3.2

Fuel oil treatment

Figure C101 ‘Heavy fuel oil treatment layout’ is a schematic diagram of a fuel oil treatment plant and the following are points for consideration before designing a system. Gravitational settling of water and sediment in modern fuel oils is an extremely slow process due to the small density difference between the oil and the sediment. To achieve the best settling results, the surface area of the settling tank should be as large as possible because the settling process is a function of the fuel surface area of the tank and the viscosity of the fuel oil and density difference between the fuel oil and the sediments. The purpose of the settling tank is to separate the sludge and water contained in the fuel oil, act as a buffer tank and provide a suitable constant oil temperature of 60 to 70°C.

To achieve an efficient separating effect, the throughput and the temperature of the fuel must be adjusted in relation to the viscosity. With high-viscosity fuels, the separating temperature must be increased and the throughput decreased in relation to the nominal capacity of the separator. For recommended operating data, refer also to the separator instruction manual.

It is advisable to use separators without gravity discs to meet the requirements for heavy fuel separation up to 730 mm2/s at 50°C and make the continuous and unattended onboard operation easier. As it is usual to install a stand-by separator as a back-up, it is of advantage to use it to improve the separation result. For the arrangement of separators, refer to the manufacturer’s instructions. The effective separator throughput is to be in accordance with the maximum consumption of the diesel engine plus a margin of 15–20 per cent, which ensures that separated fuel oil flows back from the daily tank to the settling tank. The separators are to be in continuous operation from port to port. Figure C101 ‘Heavy fuel oil treatment layout’ shows individual positive displacement type pumps but it is also acceptable to have these pumps integrated in the separator. It is important that the pumps operate at constant capacity in order to achieve equal results over the whole operating time. The separation temperature is to be controlled within ± 2°C by a preheater.


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F10.1469

Fig. C101

Heavy fuel oil treatment layout

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C5.2.3.3

ZA40S engine

Pressurized fuel oil system

The system shown in figure C102 is recommended for use with engines burning low-quality heavy fuel oils. Fuel oil from the heated daily tank passes through the change-over valve (002), filter (003) and is transferred through the automatic filter (006) to the mixing unit (008) by the low-pressure feed pump (004). The high-pressure booster pump (009) transfers the fuel through the heater (010), viscosimeter (011) and the filter (012) into the engine manifold (015) to supply the injection pumps. Circulation is maintained via pipework back to the mixing unit which equalizes the fuel oil temperature between the hot oil returning from the engine and the cooler oil from the daily tank. The pressure regulating valve (005) controls the delivery of the low-pressure pump and ensures that the discharge pressure is 1 bar above evaporation pressure to prevent entrained water from flashing off into steam. The pressure regulating valve (018) maintains the fuel oil pressure at the engine inlet (015) constant, within the required limits. If a booster pump supplies fuel oil to several engines, correct flow distribution of fuel to each engine is of great importance.The capacity of the booster and feed pumps have to be therefore correctly chosen, according to the ‘system design data’. The internal resistance (friction loses) of the engine injection system itself is sufficient to ensure proper flow distribution between the engines connected in parallel. It is however important, that each branch of the piping system, from downstream of the endheater (010) to each individual engine, has approximately the same resistance. The two-way cock (013) allows an engine to be isolated, e.g. for maintenance, while the others are in operation. The fuel then flows through the throttling disc (014) directly to the mixing unit (008). The throttling disc (014) has an equivalent resistance as the engine injection system. This allows one or more engines to be isolated without practically interfering with the fuel flow distribution to the engines in operation.

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F10.1413

Fig. C102

Pressurized fuel oil system


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C5.2.4

Starting and control air system

The starting air system consists of two independent units of starting air receivers and compressors (redundancy is provided for safety reasons).

Figure C103 shows a typical layout for our engine installations. However, it may be preferred to separate the control air supply and install a dedicated control air compressor and air receiver.

F10.1414

Fig. C103

Starting and control air system


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C5.2.4.1

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Capacity of starting air receivers and compressors

The capacity of starting air receivers and compressors for marine installation is given in table C49. The maximum starting air pressure is set to 30 bar. With a starting air pressure of 25 bar the receiver capacity must be increased as shown in table C49. Number of cylinders

The capacity of starting air receivers and compressors for constant speed installations depends primarily on the inertia of the rotating parts (JRel = JTot / JENG), see table C49, C50 and figure C104. The figures given in table C49 must be multiplied by the factor found in figure C104.

6

8

9

12

14

16

18

Number of starts = 6, with initial max. starting air pressure 30 bar and JTot / JENG= 1 (marine installation) *1), *2) Air receiver volume (each) Air compressor capacity (each)

[m3]

0.65

0.70

0.75

0.85

0.95

1.05

1.15

[Nm3/h]

20

21

23

26

29

32

35


[m3]

0.85

0.90

1.00

1.10

1.25

1.35

1.50

[Nm3/h]

22

23

25

29

32

35

39


[m3]

1.30

1.40

1.50

1.70

1.90

2.10

2.30

[Nm3/h]

39

42

45

51

57

63

69

Number of starts = 12, with initial max. starting air pressure 25 bar and JTot / JENG= 1 (marine installation) *1), *2) Air receiver volume (each) Air compressor capacity (each) Remark:

[m3]

1.70

1.80

1.95

2.20

2.45

2.75

3.00

[Nm3/h]

43

46

50

56

63

69

76

*1) For marine installation the actual inertia JRel = JTot / JENG = 1. *2) For constant speed installation the air receiver volumes and compressor capacities must be increased according to the actual inertia (JRel = JTot / JENG) and the required number of starts, see table C49 and C50 and figure C104.

Table C49 Starting air receiver volumes and compressor capacities for ZA40S engines

Number of cylinders [kgm2]

JENG Remark:

T10.4656

6

8

9

12

14

16

18

775.8

1034.4

1163.7

1599.0

1865.5

2132.0

2398.5

Engine without flywheel and without vibration damper

Table C50 Inertia of the ZA40S engine

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F10.4658

Fig. C104

Relative capacities of starting air receivers and compressors


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C5.2.5

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Leakage collection system and washing devices

Figure C105 shows a typical arrangement of wash water supply and drains collection.

F10.1419

Fig. C105

Leakage collection and washing system

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C5.2.6

Tank capacities Number of cylinders 6

8

9

12

14

16

18

Cooling water expansion tank HT circuit *1)

[m3]

1

1

1

1

1

1

1

Cooling water expansion tank LT circuit *2)

[m3]

1

1

1

1

1

1

1

Nozzle cooling water tank *1)

[m3]

0.6

0.6

0.6

0.6

0.6

0.6

0.6

Drain tank, initial filling per engine, MCR (720 and 750 kW/cyl.) Main lubricating oil system

[m3]

6.0

8.0

9.0

12.0

14.0

16.0

18.0

HFO daily tank *3) Fuel oil system

[m3]

(0.21 CMCR t1)/1000

MDO daily tank *4) Fuel oil system

[m3]

(0.20 CMCR t2)/1000

Remark:

*1) These tank capacities are valid for cooling systems with maximum two engines. For more then two engines, the given tank capacities have to be increased accordingly. *2) These capacities may have to be increased depending on the extent of the ancillary plant. *3) t1= value in hours for required running time with HFO at total installed CMCR (kW). This figure can be reduced to 8 hours depending on the operational requirements and reliability of the fuel oil treatment plant. *4) t2 = value in hours for required running time with MDO at total installed CMCR (kW). This figure depends on the operational requirements.

Table C51 Tank capacities


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C5.2.7 C5.2.7.1

Exhaust gas system Determination of exhaust pipe diameters

The following calculation of exhaust gas system are based on figures C106, C107 and C108 and are given as examples only.

F10.4621

Fig. C106

Determination of exhaust pipe diameter


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Example: Calculation of exhaust pipe diameters dA and dB (figure C106) for 12ZA40S engine (720 kW/cyl. at 510 rpm), propulsion specified at design conditions with wate gate:

ZA40S engine

3. Exhaust gas density (at 390.6°C) (assumed back pressure on turbine outlet Dp = 300 mm WG, figure C107): ò EXH + P + 0.543 kgńm 3 RT

4. Number of turbochargers (according to table C5): Power: PMCR = 8 640 kW; Speed: NMCR = 510 rpm; Engine data for design conditions (see winGTD): BSEF = 6.77 kg/kWh; tEaT = 390.6 °C.

n TC + 2 (VTR354)

5. Exhaust gas volume flow: Pipe A: q VA + ò

qm @ n TC +

58493 + 53861 m 3ńh 0.543 @ 2

EXH

Pipe B and C: Recommended gas velocities are:

qm q VB + q VC + ò + 58493 + 107722 m 3ńh 0.543 EXH

Pipe A:

wA = 40 m/s

6. Exhaust pipe diameters:

Pipe B:

wB = 35 m/s

Pipe diameters are (approx. according to figure C108):

Pipe C:

wC = 25 m/s dA

= 690 ] 700 mm,

dB

= 1 044] 1 100 mm,

dC

= 1 235] 1 300 mm.

1. Exhaust gas mass flow: q m + 6.77 @ 8640 + 58493 kgńh

2. Exhaust gas temperature: or calculated: tEaT ] 390.6 °C d pipe + 18.81 @

Ǹ wq

V

[mm]

pipe

Check the back pressure drop of the whole exhaust gas system (not to exceed 350 mm WG).

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F10.4622

Fig. C107

Estimation of exhaust gas density

F10.4623

Fig. C108

Estimation of exhaust pipe diameters


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C5.2.8

Engine air supply / Engine room ventilation

The amount of air supplied to the engine room by ventilators should be calculated based on the guide–lines of chapter C3.6.

Atmospheric dust concentration N Normal l

Alternatives necessary for very special circumstances

Most frequent particle sizes

Normal shipboard requirement eriod < 5 % of Short period running time < 0.5 [mg/m3]

frequently to permanently ≥ 0.5 [mg/m3]

permanently > 0.5 [mg/m3]

> 5 [µm]

Standard turbocharger filter sufficient

Oil wetted or roller screen filter

Inertial separator and oil wetted filter

< 5 [µm]

Standard turbocharger filter sufficient

Oil wetted or panel filter

Inertial separator and oil wetted filter

Valid for

the vast majority of installations

These may likely apply to only a very few extreme cases. For example ships carrying bauxite or similar dusty cargoes or ships rountinely trading along desert coasts

Table C52 Guidance for air filtration

T10.0278

In the event that the air supply to the machinery spaces has a high dust content in excess of 0.5 mg/m3 which can be the case on ships trading in coastal waters, along desert areas, or transporting dust-creating cargoes, there is a greater risk of increased wear to the piston rings and cylinder liners. The normal air filters fitted to the turbochargers are intended mainly as silencers and not to protect the engine against dust. The necessity for the installation of a dust filter and the choice of filter type depends mainly on the concentration and composition of the dust in the suction air.

unit for the air supply to the diesel engines and general machinery spaces on vessels regularly transporting dust-creating cargoes such as iron ore and bauxite, is highly recommended. Table C52 and figure C109 ‘Air filter size’ show how the various types of filters are to be applied as well as the approximate filter surface required for a pressure drop less than 200 mm WG and related to the installed engine power.

Where the suction air is expected to have a dust content of 0.5 mg/m3 or more, the engine must be protected by filtering this air before entering the engine, e.g. also on coastal vessels or vessels frequenting ports having high atmospheric dust or sand content. Marine installations have seldom had special air filters installed until now. Stationary plants on the other hand, very often have air filters fitted to protect the diesel engine. The installation of a filtration


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F10.4613

Fig. C109

Air filter size

Example: Estimation of air filter surface for Sulzer 16ZA40S engine: – PMCR (750 kW/cyl) = 12 000 kW, – Air dust content [ 5 mg/m3, – Particle size u 5 mm. Chosen: – Roller screen filter (table C52), – Filter surface (figure C109) [ 7.3 to 10 m2

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C6

Engine noise

It is very important to protect the ship’s crew/passengers from the effects of machinery space noise and reduce the sound pressure levels in the engine-room and around the funnel casing by applying adequate sound insulation.

C6.1

Figures C110, C111 and C112 give the sound pressure levels and frequency at the engine surface, turbocharger air inlet pipe and turbocharger exhaust gas outlet pipe enabling insulation and noise abatement calculations to be made.

Surface sound pressure level at 1 m distance under free-field conditions, 100% MCR

F10.4617

Fig. C110Sound pressure level at 1 m distance and 100% MCR

C6.2

Sound pressure level in suction pipe at turbocharger inlet (reference diameter = 1.0 m), 100% MCR

F10.4618

Fig. C111Sound pressure level at turbocharger air inlet and 100% MCR


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Sound pressure level in exhaust pipe at turbocharger outlet (reference diameter = 1.2 m), 100% MCR

F10.4619

Fig. C112Sound pressure level at turbocharger exhaust outlet and 100% MCR

C6.4

Structure borne noise at engine foot (vertical), 100% MCR

F10.4620

Fig. C113Structure borne noise at engine foot vertical, 100% MCR

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Engine management systems

D1

Introduction

Developments in engine management systems at Wärtsilä NSD Switzerland Ltd are bringing the intelligent engine nearer. The introduction of a standard electrical interface, designated DENIS (Diesel Engine coNtrol and optImizing Specification), facilitates connection with approved remote control systems, while new computer-based tools under the designation of the MAPEX family (see chapter D3) enable ship owners and operators to improve the operating economy of their diesel engines. Market research with leading shipowners and shipbuilders has led Wärtsilä NSD Switzerland Ltd to introduce a new engine control philosophy: that of the intelligent engine-management system.

Much has been written in recent literature about the ‘intelligent engine’ an engine which monitors its own condition, and adjusts its parameters for optimum performance in all situations. Intelligent engine-management takes this important idea a step further by incorporating not only engine optimizing functions but also management features, such as maintenance planning and spare parts control, into a complete system for the ‘intelligent engine-management’.

F10.1745

Fig. D1

Intelligent engine-management comprising DENIS and MAPEX modules


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D2

DENIS family

An important step towards an intelligent enginemanagement system has been to create a basis for the integration of diverse control systems and automation levels into a unified ship management system. This is achieved by providing the engine with a clearly defined, all-electrical interface between the engine and its remote control system.

This file contains the specification of the signal interface on the engine which is made accessible to all Wärtsilä NSD Switzerland Ltd licensees. It summarizes all data about the signals exchanged and contains among other related information the control diagram of the engine, a detailed signal list and a minimum of functional requirements. – DENIS remote control specification: This file contains the detailed functional specification of the remote control system, including also functions particular to the new ZA40S engines namely variable inlet closing (VIC) and load-dependent control of charge air bypass flap. The intellectual property on this specification remains with Wärtsilä NSD Switzerland Ltd. Therefore this file is licensed to Wärtsilä NSD Switzerland Ltd’s remote control partners only. These companies offer systems built completely according to the engine designer’s specifications, tested and approved by Wärtsilä NSD Switzerland Ltd. Due to the co-operation between Wärtsilä NSD Switzerland Ltd. and leading remote control suppliers additional optimizing functions can be integrated into the remote control system, thereby making systems even more attractive and avoiding the need for many interfaces between different electronic systems.

This electrical interface, which is designated DENIS, is defined by Wärtsilä NSD Switzerland Ltd, while the manufacture and supply of the remote control system itself is the responsibility of the approved specialist manufacturers. Co-operation agreements have been reached with established remote control suppliers, who operate world-wide, in order to offer engine customers the solutions they need. Wärtsilä NSD Switzerland Ltd accepts application of approved remote control systems only. The DENIS family contains specifications for the engine management systems of most modern types of Sulzer diesel engines. The diesel engine interface specification applicable for the ZA40S engine is DENIS-40. In multiple-engined ZA40S plants, or installations with Sulzer main engines and generating sets, the unified control concept facilitates the application of automation. DENIS is thus a comprehensive control concept for complete ship propulsion plants.

D2.1


Many advantages arise from the use of DENIS: • Systems approved by the engine designer; • Easy adaptation of a remote control system; • Integrated optimizing function; • Simpler troubleshooting; • Clear separation of responsibilities; • Single supplier possible for all shipboard automation; • Greater flexibility in integrating engine control within a ship management system.

DENIS specification

The DENIS specification does not represent any hardware. It is the description of the signals exchanged between engine, remote control, safety and alarm system, and defines the control and safety functions required by the engine. The DENIS specification is presented in two volumes: – DENIS engine specification:

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Table D1 identifies the correct DENIS specification and approved remote control suppliers for each engine type.

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Engine type RTA52, 62, 72 RTA84M RTA52U, 62U, 72U RTA84C upgrade

DENIS

Approved RCS suppliers

DENIS-1

ABB, Siemens, Kongsberg Norcontrol, STN Atlas Elektronik, NABCO

RTA84T-B

DENIS-5


RTA48T, 58T RTA48T-B, 58T-B, 68T-B RTA62U-B, 72U-B RTA96C

DENIS-6


S20U

DENIS-20


ZA40S

DENIS-40

ABB, STN Atlas Elektronik

ZA50S

DENIS-50

ABB, STN Atlas Elektronik, Kongsberg Norcontrol

Table D1 DENIS specification

T10.0284

F10.4612

Fig. D2

DENIS-40 remote control


D–3

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D2.2

D2.4

Approved suppliers

Wärtsilä NSD Switzerland Ltd has an agreement concerning the development, production, sales and servicing of remote control and safety systems for their ZA40S engines with each of the following companies: ABB Marine BV P.O. Box 433 3000 AK Rotterdam The Netherlands

Tel +31-10 407 89 11 Fax+31-10 456 86 87 Telex 25299 abbnl

STN Atlas Elektronik Behringstrasse 120 D-22763 Hamburg Germany

Tel +49-40 88 25 0 Fax+49-40 88 25 4116 Telex 403253 tst

D2.3

Alarm sensors

The 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 Wärtsilä NSD Switzerland Ltd in the tables ‘Alarm and safety functions of marine diesel engines’, tables D2 and D3. The time delays for the slow-down and shut-down functions given in tables D2 and D3 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 the written consent of Wärtsilä NSD Switzerland Ltd.

Speed control

Wärtsilä NSD Switzerland Ltd accepts the application of approved speed control systems only. The approved speed control systems comprise standard electronic systems and electronic systems for special applications.

The engine builder and customer agree to a plant specific sensor list based on tables D2 and D3 . Certain sensors may be added or deleted depending on the requirements of the relevant classification society or operator but Wärtsilä NSD Switzerland Ltd’s requirements must be followed. The exact extent of delivery of alarm sensors is subject to agreement between the engine builder and its customer.

List of approved speed control systems: A) Standard Electronic speed control • ABB ‘DEGO-II’ system with actuator ‘ASAC70’ B) Electronic speed control with mechanical-hydraulic backup control • Woodward ‘DCS723’ with actuator ‘PGA-EG58’ for marine propulsion and ‘PGG-EG58’ for diesel electric propulsion.

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The sensors delivered with the engine are 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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Table D2 Alarm and safety functions of marine diesel engines (1)


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Table D3 Alarm and safety functions of marine diesel engines (2)

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D3



MAPEX family

An intelligent engine-management system also needs to include functions such as the monitoring of specific engine parameters, analysing data, and managing maintenance and spare parts purchasing activities. Many of these functions involve specific and complex engine knowledge and are most appropriately handled directly by the engine designer. Wärtsilä NSD Switzerland Ltd provides a full range of equipment for carrying out these functions, called the MAPEX family. MAPEX, or ‘Monitoring and mAintenance Performance Enhancement with eXpert knowledge’, encompasses the following principles: • • • • • • •

Improved engine performance through reduced down time; Monitoring of critical engine data, and intelligent analysis of that data; Advanced planning of maintenance work; Management support for spare parts and for maintenance; Access on board ship to the knowledge of experts; Full support of data storage and transmission by floppy disk and by satellite communication; Reduced costs and improved efficiency.

The MAPEX family currently comprises seven systems: MAPEX-PR, SIPWA-TP (not available for ZA40Sengine),MAPEX-SM,MAPEX-TV, MAPEX-AV, MAPEX-CR and MAPEX-FC. Further members of the MAPEX family are also envisaged. In each case special emphasis has been placed on user friendliness and ease of installation.


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D3.1


MAPEX-SM: Partnership agreement

MAPEX-SM is an advanced management tool for the administration and planning of Spare parts and Maintenance. It comes complete with the original Wärtsilä NSD Switzerland Ltd data for the shipowner’s specific engines. The system is user friendly and operates on IBM or IBM-compatible personal computers. Features include purchasing of engine spare parts, inventory control, statistical reporting, issuing of work orders, maintenance history recording, and much more.

By installing MAPEX-SM at the head office as well as on board ship, the owner can centralize requisitioning and purchasing operations for the entire fleet on a single system. This also allows planning of major maintenance work and recording of maintenance histories for each vessel. Statistical features provide an overview of fleet maintenance and purchasing, and assist in corporate strategic planning. MAPEX-SM is modular, so that it can be installed in phases if desired, beginning with the head office and later expanding to include vessels as the shipowner’s budget permits.

F10.3242

Fig. D3

MAPEX communication

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D3.2

MAPEX-SM: Partnership agreement closes maintenance loop

Whether installed on a single ship or throughout the fleet, or in a power plant, MAPEX-SM is supplied by Wärtsilä NSD Switzerland Ltd as part of a complete service package, the ‘MAPEX-SM Partnership Agreement’. The objective of optimizing maintenance with respect to safety, environment, availability and fuel consumption is only achieved if the maintenance work, its cost, the spare parts consumption and the engine performance data are reported and analysed.

A) According to the design of the engine and its components, different maintenance tasks are required. B) These maintenance requirements are implemented in a maintenance program such as MAPEX-SM. C) Crew members report the maintenance which has been completed directly into the MAPEX-SM database so that the operator is continually informed of the maintenance progress and the spare parts consumption. Reporting of completed work forms the basis for optimizing the maintenance process. D) The results of the analysis of completed maintenance and the spare parts consumption allows Wärtsilä NSD Switzerland Ltd to give the operator recommendations to optimize his maintenance programme. It also gives the engine designer the possibility to identify the needs for design modifications to comply with changing requirements for better safety, availability and maintenance costs. Wärtsilä NSD Switzerland Ltd provides the following technical services as part of this MAPEX-SM Partnership Agreement: •

•

F10.0320

Fig. D4

•

The maintenance circle


D–9

Review and comparison of engine performance parameters with expected results based upon the company’s experience with engines of similar type and rating. Analysis of performance data with respect to developing trends. Comparison with previous data collected during the life of the MAPEXSM Partnership Agreement. Recommendations made on possible improvements to operating and maintenance procedures to minimize downtime, increase overall efficiency and reduce costs.

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D3.3


MAPEX-SM: Your complete service package

The ‘MAPEX-SM Partnership Agreement’ is a complete service package which includes the following: • •

• • •

• •

MAPEX-SM software; Data for the particular engine or engines covered by the contract, such as complete descriptions of all components, with their spare parts and maintenance work orders (a description of the work itself, as well as the necessary tools and spare parts); Installation and starting; Training for administrative and technical personnel in the use of the system. Regular updates of data, including prices, availability for parts supplied by Wärtsilä NSD Switzerland; Reduced prices on spare parts for engines covered by the contract; System hardware (PC or multiple PCs and communication hardware) if required.

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E1 E1.1


Engine Emissions

IMO regulations IMO

The International Maritime Organisation (IMO) is the specialized agency of the United Nations (UN) dealing with technical aspects of shipping. For more information see http://www.imo.org.

E1.2

Establishment of emission limits for ships

In 1973 an agreement on the International Convention for the Prevention of Pollution from ships was reached. It was modified in 1978 and is now known as MARPOL 73/78. Starting from 1991 a new ANNEX VI to this convention has been prepared. In this new annex regulations have been introduced to reduce or prohibit certain types of emissions from ships. One of these regulations prescribes the maximum allowable emissions of nitrogen oxides (NOx) by engines installed on ships. This regulation is the only one being of direct concern for propulsion engine design.

E1.3

F10.3278

Regulation regarding NOx emissions of diesel engines

Fig. E1

The following speed-dependent curve shows the maximum allowed average emissions when running with marine diesel oil (MDO) (figure E1) . The emission value for an engine is calculated according to the Technical Code which is part of ANNEX VI and is almost identical with ISO 8178. As this is an average value it does not imply that the engine emits nitrogen oxides (NOx) below the given limit over the whole load range.


E–1

E1.4

Speed dependent maximum average NOx emissions by engines

Date of application of ANNEX VI

During the Conference of Parties to MARPOL 73/78 in September 1997 the final draft to ANNEX VI has been adopted. To come into force, the protocol of the conference has to be ratified by 15 member states, of which the combined merchant fleet constitutes at least 50 per cent of the gross tonnage of the world’s merchant shipping. When coming into force, the new regulations on NOx emissions will be applicable (with exceptions stated in the regulations) to all engines with a power output of more than 130 kW which are installed on ships constructed on or after 1st January 2000. The date of construction is the date of keel laying of the ship. Engines in older ships do not need to be certified unless they are subjected to major modifications which would significantly alter their NOx emission characteristics.

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E1.5

Engine Emissions

Procedure for certification of engines

When the new regulation comes into force it has to be proved that every delivered engine complies with the IMO regulation. The standard procedure will involve testing the emissions during the trials on the test bed. If it can be proved that the engine is exactly to the same design as an already certified engine, a so-called parent engine, no testing is required. The certification will be surveyed by the administrations or delegated organisation.

E2

Measures for compliance with the IMO regulation of the ZA40S engine

The IMO regulation is fulfilled by specific adaptation of the engine tuning and fuel injection parameters. These measures have all been tested and chosen with the least disadvantage on engine costs and fuel consumption maintaining todays high engine realibility.

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F1 F1.1


winGTD – General Technical Data

Installation of winGTD System requirements

winGTD will run on 386, 486 or Pentium processor-based PCs that incorporate the following minimum software and hardware requirements: – Microsoft Windows version 3.1, and later versions running in 386 enhanced mode, or Windows 95; – 4 MB memory; – 10 MB of free hard disc space; – CD-ROM drive (1.44 MB floppy disks available on request). A serial or parallel port is required if you wish to use a printer.

F1.2

Installing winGTD

Use the following procedure to install the winGTD. 1. Insert the winGTD CD into your CD-ROM drive. 2. To start the installation program, run the file ‘d:\wingtd\setup.exe’ (where d is the drive letter of your CD-ROM). 3. Follow the on-screen instructions. When installation is complete, a message appears indicating that the installation was successful.

F1.3

Changes to previous versions

The amendments and how this version differs from previous versions are explained in file README.TXT, which is located in the winGTD directory on the CD-ROM. To view this file open Windows File Manager, locate the file and double-click on it.


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F2 F2.1


Using winGTD (ZA40S) F2.2

Main window

When you double-click on the winGTD icon, it opens to the Main window.

Four-stroke propulsion engines

After you have clicked on the selected engine type (ZA40S), the ‘Four-stroke engine propeller’ shows up.

F10.4667

Fig. F1

winGTD: Main window

F10.4668

Fig. F2

The winGTD Main window contains four pull-down menus, the Work area and the Status bar.

Select the engine according to cylinder configuration (e.g. ZA40S). After that you can enter your desired engine rating (power and speed). The rating point must be within the rating field. The shaft power can be expressed in units of kW or bhp.

By opening the ‘Propeller’ menu and clicking on submenu ‘Four stroke’ you then select the engine type and the program will start. The installed CD-ROM contains the ZA40S engines only. This command can be executed without activating the menu, simply by pressing the function key F6 (four-stroke propulsion engines).

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winGTD: Four-stroke engine propeller

F2.3

Cooling system

In the ‘Four-stroke engine-propeller’ mask you have to select the type of cooling system. Each engine type is connected with a number of predetermined and standardized cooling system types. After the selection of the cooling system type you can either click the ‘compute-button’ and calculate the data of the selected engine or you can choose ‘Temperatures’ or ‘Properties’ from the ‘Cooling system’ menu.

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ZA40S

F



F2.4

Lubricating oil system

F2.5

The option ‘Lubricating oil system’ contains these items: Lubricating oil system, Treatment and System layout. The ‘System layout’ shows the principal system with all functional elements. The main parameters may be changed directly or in the items mentioned below.

Results of the computation

To show the results of the computation for the selected rating click ‘Show results’. The previously selected input data are considered and expressed into the shown results like ‘Engine performance data, Heat dissipation, Charge air system, Coolant temperatures, Starting air system, Pumps, Dynamic characteristics, Main dimensions, Lubricating oil system, Cooling system’.

F10.4669

Fig. F3

winGTD: Lubricating oil system layout F10.4670

Fig. F4


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winGTD: Show results of the computation

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F2.6


Saving a project

To save all the data belonging to your project, choose ‘Save as...’ from the File menu. The following dialog box appears.

F10.4671

Fig. F5

winGTD: Save as...

Type a project name (winGTD proposes a threecharacter suffix based on the program you have selected) and choose a directory location for the project. Once you have specified a project name and selected the desired drive and directory, click ‘Save’ to save your project data.

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Appendix

G1

Reference to other Wärtsilä NSD Switzerland documentation

Uni-fuel Ship Installation

System Engineering Concept Guidance 20 pp, Issue 7056/Lüthi/28.01.94, Order No. 29.06.07.40

Fire Prevention in Exhaust Gas Systems

System Engineering Concept Guidance 5 pp, Issue 7056/Thomson/13.11.96, Order No. 29.07.07.40


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G2

Appendix

Piping symbols

F10.1910

Fig. G1

Piping symbols 1

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G


Appendix

F10.1911

Fig. G2

Piping symbols 2


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G

Appendix

F10.1905

Fig. G3

Piping symbols 3

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Appendix

G3

SI dimensions for internal combustion engines

Symbol I,L A V m

Definition Length Area Volume Mass

SI–Units m, mm, µm m2, mm2, cm2 m3, dm3, I, cm3 kg, t, g

ρ

Density

kg/m3, g/cm3, kg/dm3

Z, W Ia, Ip I, J

Section modulus Second moment of area Moment of inertia (radius)

m3 m4 kgm2

α, β, γ, δ, ϕ

Angle

rad, °

t f, v v, c, w, u N, n a

Time Frequency Velocity Rotational frequency Acceleration

s, d, h, min Hz, 1/s m/s, km/h 1/s, 1/min m/s2

ω

Angular velocity

rad/s

α

Angular acceleration

rad/s2

qm qv p L F p

Mass flow rate Volume flow rate Momentum Angular momentum Force Pressure

kg/s m3/s Nm Nsm N, MN, kN N/m2, bar, mbar

σ, τ

Stress

N/m2, N/mm2

E W, E, A, Q P M, T

Modulus of elasticity Energy, work, quantity of heat Power Torque moment of force

N/m2, N/mm2 J, MJ, kJ, kWh W, kW, MW Nm

η

Dynamic viscosity

Ns/m2

ν

Kinematic viscosity

m2/s

γ, σ

Surface tension

N/m

T, Θ, t, θ

Temperature

K, °C

nT, nΘ, ... α C, S c

Temperature interval Linear expansion coefficient Heat capacity, entropy Specific heat capacity

K, °C 1/K J/K J/(kgK)

λ

Thermal conductivity

W/(mK)

K e L(LIN)TOT L(A)TOT

Coefficient of heat transfer Net calorific value Total LIN noise pressure level Total A noise pressure level Average spatial noise level over octave band Voltage Current Brake specific fuel consumption

W/(m2K) J/kg, J/m3 dB dB

LOKT U I BSFC

Table G1

SI dimensions


Other units

Kn rpm

cSt, RW1

dB V A kg/J, kg/(kWh), g/(kWh)

T10.0080

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G4

Appendix

Approximate conversion factors

Length 1 in 1 ft 1 yd 1 statute mile 1 nautical mile

Force

= 12 in = 3 feet = 1760 yds = 6080 feet

= = = = =

25.4 mm 304.8 mm 914.4 mm 1609.3 m 1853 m

1 lbf (pound force)

=

4.45 N

=

6.899 kPa (0.0689 bar)

= =

1.609 km/h 1.853 km/h

=

0.447 m/s2

=

0.55 · (°F -32)

= =

1.06 kJ 4.186 kJ

= = =

0.735 kW 0.7457 kW 0.0012 kW

Pressure 1 psi (lb/sq in)

Mass Velocity 1 oz 1 lb = 16 oz 1 long ton 1 short ton 1 tonne

= = = = =

0.0283 kg 0.4536 kg 1016.1 kg 907.2 kg 1000 kg

Area 1 in2 1 ft2 1 yd2 1 acre 1 sq mile (of land) 640 acres

= = = = =

6.45 cm2 929 cm2 0.836 m2 4047 m2 2.59 km2

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Temperature 1 °C

Energy 1 BTU 1 kcal

= = =

16.4 cm3 0.0283 m3 0.7645 m3

Power 1 bhp (metric) 1 bhp (Imp.) 1 kcal/h

Volume (fluids) 1 Imp. pint 1 US. pint 1 Imp. quart 1 US. quart 1 Imp. gal 1 US. gal 1 Imp. barrel = 36 Imp. gal 1 barrel petroleum = 42 US. gal

Acceleration 1 mphps

Volume 1 in3 1 ft3 1 yd3

1 mph 1 knot

= = = = = = = =

0.568 l 0.473 l 1.136 l 0.946 l 4.546 l 3.785 l 163.66 l 158.98 l

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G5


Appendix

Wärtsilä NSD Corporation worldwide

G5.1

Headquarters Wärtsilä NSD Corporation World Trade Center Leutschenbachstrasse 95 CH-8050 Zürich Switzerland

Tel. Fax

+41 1 305 7100 +41 1 305 7199

Wärtsilä NSD Corporation Kauppapuistikko 15, 5th Floor FIN-65 100 Vaasa Finland

Tel. Fax

+358 6 3270 +358 6 327 2422

Wärtsilä NSD Corporation, Navy Business c/o Grandi Motori Trieste S.p.A. Bagnoli della Rosanda 334 I-34 018 Dorligo della Valle, Trieste Italy

Tel. Fax

+39 40 319 5531 +39 40 319 5301

Finland

Wärtsilä NSD Finland Oy Järvikatu 2-4 PO Box 244 FIN-65 101 Vaasa Finland

Tel. Fax

+358 6 3270 +358 6 317 1906

Finland

Wärtsilä NSD Finland Oy Marine Tarhaajantie 2 PO Box 252 FIN-65 101 Vaasa Finland

Tel. Fax

+358 6 3270 +358 6 356 7188

Finland

Wärtsilä NSD Finland Oy Stålarminkatu 45 PO Box 50 FIN-20 810 Turku Finland

Tel. Fax

+358 2 264 3111 +358 2 234 2419

France

Wärtsilä NSD France S.A. 28, Boulevard Roger-Salengro F-78 200 Mantes-la-Ville F-78 202 Mantes-la-Jolie Cedex BP 1224 France

Tel. Fax

+33 1 34 78 88 00 +33 1 34 78 88 03

G5.2

G5.3

G5.4

Marine business

Navy business

Product companies


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Appendix

France

Cummins Wärtsilä 1, rue de la Fonderie B.P. 1210 F-68 054 Mulhouse Cedex France

Tel. Fax

+33 389 666 868 +33 389 666 830

France

Cummins Wärtsilä Usine de la Combe B.P. 115 F-17 700 Surgères France

Tel. Fax

+33 546 30 31 50 +33 546 30 31 59

Italy

Wärtsilä NSD Italia S.p.A. Bagnoli della Rosandra 334 I-34 018 Trieste Italy

Tel. Fax

+39 40 319 5000 +39 40 827 371

Norway

Wärtsilä NSD Norway A/S N-5420 Rubbestadneset Norway

Tel. Fax

+47 53 42 25 00 +47 53 42 25 01

The Netherlands

Wärtsilä NSD Nederland B.V. Hanzelaan 95 NL-8017 JE Zwolle PO Box 10 608 NL-8000 GB Zwolle The Netherlands

Tel. Fax

+31 38 4253 253 +31 38 4253 352

Switzerland

Wärtsilä NSD Switzerland Ltd Zürcherstrasse 12 PO Box 414 CH-8401 Winterthur Switzerland

Tel. Fax

+41 52 262 49 22 +41 52 212 49 17

Sweden

Wärtsilä NSD Sweden AB Åkerssjövägen S-46165 Trollhättan PO Box 920 S-46129 Trollhättan Sweden

Tel. Fax

+46 520 4226 00 +46 520 4228 50

G5.5

Corporation network

Australia

Wärtsilä NSD Australia Pty Ltd 48 Huntingwood Drive Huntingwood 2148 New South Wales Australia

Tel. Fax

+61 29 6728 200 +61 29 6728 585

Brazil

Wärtsilä NSD do Brasil Ltda Av. Rio Branco, 116-12° andar 20 040-001 Rio de Janeiro/RJ Brazil

Tel.

+55 21 2240 251 +55 21 5094 386 +55 21 5092 358

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Appendix

Canada

Wärtsilä NSD Canada Inc. 50 Akerley Boulevard, Burnside Industrial Park Dartmouth (Halifax) Nova Scotia B3B 1R8 Canada

Tel. Fax

+1 902 4681 264 +1 902 4681 265

Chile

Wärtsilä NSD Chile Ltda Nueva de Lyon 96, Oficina 305 Providencia Santiago Chile

Tel. Fax

+56 2 2325 031 +56 2 2325 469 +56 2 2325 608 +56 2 2328 754

Chile

Wärtsilä NSD Chile Ltda Avenida Colón 3284 Talcahuano Chile

Tel. Fax

+56 41 592 077 +56 41 592 075

China

Wärtsilä NSD (China) Ltd Room 4201 Hopewell Centre 188 Queen’s Road East Wanchai Hong Kong P.R. China

Tel. Fax

+852 2528 6605 +852 2529 6672

China

Wärtsilä NSD Shanghai Repr. Office Unit A, 13 A/F Jiu Shi Fu Xin Mansion 918 Huai Hai Road (M) Shanghai 200 020 P.R. China

Tel. Fax

+86 21 6415 5218 +86 21 6415 5868

China

Wärtsilä NSD Beijing Repr. Office Room 2505, CITIC Building No. 19 Juabguomenwai Dajic Beijing 100 004 P.R. China

Tel. Fax

+86 10 659 31842 +86 10 659 31843

China

Wärtsilä NSD Wuhan Representative Office Room 1501-02, Deng Yue Building 314 Xin Hua Road, Wuhan Hubei 430 022 P.R. China

Tel. Fax

+86 27 57 83 530 +86 27 57 83 033

China

Wärtsilä NSD Taiwan Ltd 3F-2, No. 111 Sung Chiang Road (Boss Tower Building), Taipei Taiwan R.O.C.

Tel. Fax

+886 22 515 2229 +886 22 517 1916

Colombia

Wärtsilä NSD Colombia S.A. Avenida 15 No. 101-09 Oficina 408 Edificio Vanguardia A.A. 91 710 Bogotá D.C. Colombia

Tel.

+57 1 621 5705 +57 1 621 5813 +57 1 621 6246 +57 1 616 8466


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Appendix

Cyprus

Wärtsilä NSD Mediterranean Ltd & Wärtsilä NSD Cyprus Ltd P.O. Box 53 037 3133 Limassol Cyprus

Tel. Fax

+357 5 322 620 +357 5 314 467 +357 5 314 468

Denmark

Wärtsilä NSD Danmark A/S Jens Munksvej 1 PO Box 67 DK-9850 Hirtshals Denmark

Tel. Fax

+45 99 569 956 +45 98 944 016

Denmark

Wärtsilä NSD Danmark A/S Akseltorv 8, 1st floor DK-1609 Copenhagen V Denmark

Tel. Fax

+45 99 569 956 +45 98 944 016

France

Wärtsilä NSD France S.A. Etablissement de la Méditerranée R.N. 8-Les Baux F-13 420 Gémenos France

Tel. Fax

+33 4 42 32 57 94 +33 4 42 32 57 98

Germany

Wärtsilä NSD Deutschland GmbH Schlenzigstrasse 6 D-21 107 Hamburg Germany

Tel. Fax

+49 40 751 900 +49 40 751 90 190

Great Britain

Wärtsilä NSD UK Ltd Tubs Hill House London Road Sevenoaks Kent TN13 1BL Great Britain

Tel. Fax

+44 1732 744 400 +44 1732 744 420

Great Britain

Wärtsilä NSD UK Ltd Girdleness Trading Estate Wellington Road Aberdeen AB11 8DG Great Britain

Tel. Fax

+44 1224 871 166 +44 1224 871 188

Greece

Wärtsilä NSD Greece S.A. 4, Loudovikou Square GR-185 31 Piraeus PO Box 860 12 GR-185 03 Piraeus Greece

Tel. Fax

+30 1 413 54 50 +30 1 413 55 82 +30 1 411 79 02

Velar og Skip enf Fiskislóö 137 A 101 Reykjavik Iceland

Tel. Fax

+354 56 200 955 +354 56 210 095

Iceland

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Appendix

India

Wärtsilä NSD India Ltd 76, Free Press House Nariman Point Mumbai 400 021 India

Tel. Fax

+91 22 281 5601 +91 22 287 5995–6 +91 22 284 0427

Indonesia

P. T. Stowindo Power Menara Citibank 3rd floor JL Metro Pondok Indahkav. II BA Jakarta 12 310 Indonesia

Tel. Fax

+62 21 766 2950 +62 21 766 2946/47

Ireland

Wärtsilä NSD Ireland Ltd Dublin Executive Office Centre Red Cow, Naas Road Dublin 22 Ireland

Tel. Fax

+353 1 459 5668 +353 1 459 5672

Italy

Wärtsilä Navim Diesel s.r.l. Via Carrara 24-26 I-16 147 Genova Italy

Tel. Fax

+39 010 373 0779 +39 010 373 0757

Ivory Coast

Wärtsilä NSD ACO PO Box 4432 – Zone A4 17, rue Pierre et Marie Curie Abidjan 01 Ivory Coast

Tel. Fax

+225 351 876 +225 350 351 +225 351 506

Japan

Wärtsilä Diesel Japan Co. Ltd Kobe Yusen Bldg. 1-1-1, Kaigan-dori Chuo-ku Kobe 650 Japan

Tel. Fax

+81 78 392 5333 +81 78 392 8688

Japan

NSD Japan Ltd San Ei Building 10th floor 2-3, Kaigan-dori, 2-chome Chuo-ku Kobe 650 Japan

Tel. Fax

+81 78 321 1501–5 +81 78 332 27 23

Japan

Wärtsilä Diesel Japan Co. Ltd Binary Kita-Aoyama Bldg. 8F 3-6-19, Kita-Aoyama, Minato-ku Tokyo 107 Japan

Tel. Fax

+81 3 34 86 4531 +81 3 34 86 4153

Korea (Rep. of)

Wärtsilä NSD Korea Ltd Noksan Bldg. 6th floor 50-11, Yonggang-dong, Mapo-Gu Seoul 121-071 Korea (Rep. of)

Tel. Fax

+82 2 3272 8032-5 +82 2 3272 8036


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Appendix

Korea (Rep. of)

Wärtsilä NSD Korea Ltd Pusan Marine Centre, 1002-A 79-1, Chungangdong, 4-Ga Chung-Gu Pusan 600-014 Korea (Rep. of)

Tel. Fax

+82 51 465 2191-2 +82 51 465 5222

Mexico

Wärtsilä NSD de Mexico S.A. de C.V. Patricio Sanz # 526, Col. de Valle México, DF 03 100 Mexico

Tel. Fax

+525 682 74 92 +525 682 91 54 +525 5 362 352

Mexico

Wärtsilä NSD de Mexico Guillermo Gonzales Camarena # 1100, Piso 50 Col. Centro Ciudad de Santa Fé México, DF 01 210 Mexico

Tel. Fax

+525 570 92 00 +525 570 92 01

Morocco

Salva 93, Boulevard de la Résistance Casablanca 21 700 Morocco

Tel. Fax

+212 2 304 038 +212 2 305 717

Norway

Wärtsilä NSD Norway A/S Hestehagen 5 Holter Industrieområde N-1440 Drøbak Norway

Tel. Fax

+47 64 93 7650 +47 64 93 7660

Pakistan

Wärtsilä NSD Pakistan (Pvt.) Ltd 16-Kilometer, Raiwind Road PO Box 10 104 Lahore Pakistan

Tel. Fax

+92 42 541 8846 +92 42 541 9833

Peru

Wärtsilä NSD del Perú S.A. J. Arias Aragües 210 San Antonio – Miraflores Lima 18 Peru

Tel. Fax

+51 1 241 7030 +51 1 444 6867

Philippines

Wärtsilä NSD Philippines Inc. No 6, Diode Street Light Industry and Science Park BO, Diezmo, Cabuyo, Laguna Philippines

Tel. Fax

+63 49 543 0382 +63 49 543 0381

Poland

Wärtsilä NSD Polska, Sp zo o Al. Wilanowska 372 02-665 Warszawa Poland

Tel. Fax

+48 22 843 8751 +48 22 843 8752

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Appendix

Poland

Wärtsilä NSD Polska, Sp zo o Ul. Grunwaldzka 139 90-264 Gdansk Poland

Tel. Fax

+48 58 345 23 44 +48 58 341 67 44

Portugal

Wärtsilä NSD Portugal Lda Zona Industrial Da Maia I Sector X - Lote 362 No. 43, Apartado 415 P-4470 Maia Codex Portugal

Tel. Fax

+351 2943 9720 +351 29 43 9729

Puerto Rico

Wärtsilä NSD Carribbean Inc. Metro Office Park, Suite 101, 2 Calle 1 Guaynabo 00968 Puerto Rico

Tel. Fax

+1 787 792 8080 +1 787 792 2600

Russia

Wärtsilä NSD Corporation Glazovsky per., 7, Suite 16 RU-121 002 Moscow Russia

Tel.

+7 095 200 1255 +7 095 203 1560 +7 095 956 3696

Wärtsilä NSD Corporation 10 Krasnoarmeiskaya Ul. 15 RU-198 103 St. Petersburg Russia

Tel.

Wärtsilä NSD Saudi Arabia Ltd Industrial City, Phase 4 PO Box 2132 Jeddah 21 451 Saudi Arabia

Tel. Fax

+966 2 637 6470 +966 2 637 6884 +966 2 637 6482

Singapore (Rep. of)

Wärtsilä NSD Singapore Pte Ltd 14, Benoi Crescent Singapore 629 977 Teban Garden, PO Box 619 Singapore 916 001 Singapore (Rep. of)

Tel. Fax

+65 265 9122 +65 264 0802

South Africa

Wärtsilä NSD South Africa Pty Ltd 36 Neptune Street Paarden Eiland 7405 Cape Town PO Box 356 Cape Town 7420 South Africa

Tel. Fax

+27 21 511 1230 +27 21 511 1412

Spain

Wärtsilä NSD Ibérica S.A. Poligono Industrial Landabaso, s/n, Apartado 137 E-48 370 Bermeo (Vizcaya) Spain

Tel. Fax

+349 4 6170 100 +349 4 6170 113

Russia

Saudi Arabia


G–13

Fax

Fax

+7 812 325 2127 +7 812 325 2128 +7 812 325 2129 +7 812 325 2298

25.48.07.40 – Issue IX.99 – Rev. 0


ZA40S

G

Appendix

Turkey

Enpa Dis Ticaret A.S. Spor Cad. No. 92 Besiktas Plaza A Blok Zemin Kat Besiktas Istanbul Turkey

Tel. Fax

+90 212 258 55 16 +90 212 258 99 98

Ukraine

Wärtsilä NSD Corporation 5, Buzrik Str. Nicolaev 327 029 Ukraine

Tel. Fax

+380 512 500 057 +380 512 500 057

United Arab Emirates

Wärtsilä NSD Gulf FZE PO Box 61 494 Jebel Ali Dubai United Arab Emirates

Tel. Fax

+971 4 838 979 +971 4 838 704

USA

Wärtsilä NSD North America Inc. 201 Defense Highway, Suite 100 Annapolis, MD 21 401 USA

Tel. Fax

+1 410 573 2100 +1 410 573 2200

USA

Wärtsilä NSD Inc. Summit Tower 11 Greenway Plaza, Suite 2920 Houston, Texas 77 046 USA

Tel. Fax

+1 713 840 0020 +1 713 840 0009

USA

Wärtsilä NSD North America Inc. 2900 S.W. 42nd Street Hollywood, Florida 33 312 USA

Tel. Fax

+1 954 327 4700 +1 954 327 4877

Vietnam

Wärtsilä NSD Vietnam Co Ltd Central Plaza Office Building, 7th Floor 17 Le Duan Street, Dist 1 Ho Chi Minh Vietnam

Tel.

+84 8 8244 534 +84 8 8244 535 +84 8 8294 891

China

China State Shipbuilding Corporation 5 Yuetan Beijie PO Box 2123 Beijing 100 861 China

Tel. Fax

+861 068 588 833 +861 068 583 380

Croatia

“3. Maj” Engines & Cranes Liburnijska 3 PO Box 197 51 000 Rijeka Croatia

Tel.

+385 51 262 666 +385 51 262 700 +385 51 261 127

G5.6

Fax

Licensees

25.48.07.40 – Issue IX.99 – Rev. 0

G–14

Fax


ZA40S

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Appendix

France

Wärtsilä NSD France SA 28, Boulevard Roger Salengro F-78 200 Mantes-la-Ville BP 1224 F-78 202 Mantes-la-Jolie Cedex France

Tel. Fax

+33 1 34 78 88 00 +33 1 34 78 88 03

Germany

Dieselmotorenwerk Rostock GmbH Werftallee 13 D-18 119 Rostock Germany

Tel. Fax

+49 381 123 2132 +49 381 123 2130

Italy

Wärtsilä NSD Italia S.p.A. Bagnoli della Rosandra, 334 I-34 018 San Dorligo della Valle Trieste Italy

Tel. Fax

+39 40 319 50 00 +39 40 82 73 71

Italy

Isotta Fraschini Motori SpA Factory and Head Office Via F. de Blasio - Zona Industriale I-7012 Bari Italy

Tel. Fax

+39 80 534 50 00 +39 80 531 10 09

Japan

Diesel United Ltd (Head Office) 8th floor, Prime Kanda Building 8, 2-chome, Kanda Suda-cho Chiyoda-ku Tokyo 101 Japan

Tel. Fax

+81 3 3257 8222 +81 3 3257 8220

Japan

Hitachi Zosen Corporation (Head Office) Ninety Building 3-28 Nishikujo 5-chome Konohana-ku Osaka 554 Japan

Tel. Fax

+81 6 466 7555 +81 6 466 7524

Japan

Mitsubishi Heavy Industries Ltd (Head Office) 5-1 Marunouchi, 2-chome Chiyoda-ku Tokyo 100 Japan

Tel. Fax

+81 3 3212 9080 +81 3 3212 9779

Japan

NKK Corporation 1-2, Marunouchi, 1-chome Chiyoda-ku Tokyo 100 Japan

Tel. Fax

+81 3 3217 3320 +81 3 3214 8421


G–15

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Korea

Appendix

Hyundai Heavy Industries Co Ltd Engine and Machinery Division 1, Cheonha-dong, Dong-ku Ulsan City, PO Box 70 Ulsan City 682-792 Korea

Tel.

Korea Heavy Industries & Construction Co Ltd Engine Business Division 555, Guygok-dong Changwon, Kyungnam PO Box 77 Changwon City 641-600 Korea

Tel.

Samsung Heavy Industries Co Ltd Engine Business Division 69, Sinchon-Dong Changwon, Kyungnam, 641-370 Korea

Tel.

Korea

Ssangyong Heavy Industries Co Ltd Ssangyong Kang Nam B/D 4th floor, 448-2, Dogok-z dong Kagnam-Gu Seoul 135-272 Korea

Tel. Fax

+82 2 3460 3638 +82 2 3462 9797

Poland

H. Cegielski-Poznan SA UI. 28 Czerwca 1956 Nr. 223/229 60-965 Poznan Poland

Tel.

+48 61 831 13 50 +48 61 831 23 50 +48 61 831 13 91

Zaklady Urzadzen Technicznych “Zgoda” SA UI. Wojska Polskiego 66/68 41-603 Swietochlowice Poland

Tel.

Spain

Manises Diesel Engine Company SA Quart de Poblet PO Box 1 E-46 930 Valencia Spain

Tel. Fax

+349 6 154 64 00 +349 6 154 64 15

Turkey

Türkiye Gemi Sanayii AS (Turkish Shipbuilding Industrie Inc) Meclisi Mebusan Caddesi 66 80 040 Salizpazari Istanbul Turkey

Tel.

+90 212 249 83 17 +90 212 245 81 87 +90 212 251 32 51

Korea

Korea

Poland

25.48.07.40 – Issue IX.99 – Rev. 0

G–16

Fax

Fax

Fax

Fax

Fax

Fax

+82 522 30 7281 +82 522 30 7282 +82 522 30 7424 +82 522 30 7427

+82 551 78 7490 +82 551 78 7482 +82 551 78 8463 +82 551 78 8467

+82 551 60 6641 +82 551 60 6642 +82 551 61 9477 +82 551 60 6040

+48 32 45 72 01 +48 32 45 72 70 +48 32 45 72 71 +48 32 45 72 15


ZA40S

G


Appendix

USA


Waukesha Engine Division Dresser Industries Inc 1000 W. St. Paul Avenue Waukesha, WI 53 188 USA

G–17

Tel. Fax

+1 414 547 33 11 +1 414 549 27 95

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G–18

Appendix


ZA40S

G

G6


Appendix

Questionnaire order specification for ZA40S engines

T10.0300


G–19

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Appendix


Table G2 Questionnaire 1

25.48.07.40 – Issue IX.99 – Rev. 0

T10.0301

G–20


ZA40S

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Appendix




T10.0302

G–21

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T10.0303

G–22


ZA40S

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Appendix




T10.0304

G–23

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25.48.07.40 – Issue IX.99 – Rev. 0

T10.4663

G–24


ZA40S

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Appendix




T10.0306

G–25

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25.48.07.40 – Issue IX.99 – Rev. 0

T10.0307

G–26


ZA40S

G


Appendix




T10.4664

G–27

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25.48.07.40 – Issue IX.99 – Rev. 0

T10.0310

G–28


ZA40S

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Appendix




T10.0311

G–29

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25.48.07.40 – Issue IX.99 – Rev. 0

T10.3627

G–30


ZA40S

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T10.0313

G–31

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25.48.07.40 – Issue IX.99 – Rev. 0

T10.0314

G–32


ZA40S

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T10.0315

G–33

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G–34

Appendix


ZA40S

H.


Index

A

I

Alarm sensors, D–4

Installation data, C–21

Ambient temperature considerations, B–4

Installation of winGTD, F–1

Ancillary systems, C–101

Intelligent–engine management, D–1

Ancilliary system design parameters, C–7

ISO Standard 3046–1, C–7

Approved suppliers, D–4

L

Auxiliary power generation, C–99

Leaking collection system and washing devices, C–152

C

Load range, B–1

Capacity of starting air receivers and compressors, C–150

Loading programme, C–18

Consideration on engine selection, B–1

Lubricating oil maintenance and treatment, C–137

Conversion factors, G–6

Lubricating oil requirements, C–136

Cooling and pre–heating water systems, C–125

Lubricating oil system, C–136

Cooling and ventilation air, C–95

M D

MAPEX, D–7

DENIS, D–1

MAPEX–PR, D–7

DENIS family, D–2

MAPEX–SM, D–7

DENIS specification, D–2

MAPEX-SM, D–8

Design conditions, C–7

Mass of engine component, C–23

Determination of exhaust pipe diameters, C–155 Dismantling hights, C–21

N NOx emissions, E–1

E

Numbering synopsis and designations, C–96

Engine air supply, C–159 Engine Coupling, C–69

O

Engine description, C–1

Order specification, G–19

Engine dimensions, C–21 Engine emissions, E–1

P

Engine main parameters, C–1

Part load data diagram, C–101, C–102

Engine management system, D–1

Pipe connection plans, C–71

Engine masses, C–21

Piping symbols, G–2

Engine noise, C–161

Piping systems, C–125

Engine options, A–1

Power / speed range of ZA engines, A–1

Engine outlines, C–25

Pre-heating, C–135

Engine room ventilation, C–159 Engine seatings, C–47

Pressure and Temperature ranges at continuous service rating, C–20

Estimation of engine performance data, C–7

Pressurized fuel oil system, C–146

Exhaust gas system, C–155 External couples and torque variations, C–11

Q Questionnaire about engine vibration, C–14

F

Questionnaire Computerized GTD, C–104, C–105

Fuel oil requirements, C–140 Fuel oil system, C–140 Fuel oil treatment, C–143


Index–1

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H.

Index

R Reference conditions, C–7 Reference to other documentation, G–1 Remote control system, D–2 Resilient mounting, C–9

S SI dimensions, G–5 SIPWA–TP, D–7 Speed control, D–4 Starting ability, C–17 Starting and control air system, C–149 Sudden loading behaviour, C–17 Sulzer ZA40S cross section, C–1 Sulzer ZA40S engines, A–1 System design data, C–101

T Tank capacities, C–153 Torsional vibration, C–9 Turbocharger and scavenge air cooler selection, C–19

U Using winGTD, F–2

V Vibration aspects, C–9

W winGTD, C–104, F–1 WNSCH, Address, A–1 WNSD Corporation network, G–8 WNSD Corporation worldwide, G–7 WNSD Licensees, G–14 WNSD Marine business, G–7 WNSD Navy business, G–7 WNSD Product companies, G–7

25.48.07.40 – Issue IX.99 – Rev. 0

Index–2


Sulzer za40s

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