ML20100N616

Intervenor Exhibit I-D-69,consisting of Article, Suler Four-Stoke High & Medium Speed Engine Range. Pages 52-60

ML20100N616
Person / Time
Site:	Shoreham File:Long Island Lighting Company icon.png
Issue date:	09/12/1984
From:	Lustgarten G, Stoffel R SULZER BROTHERS, LTD.
To:
References
OL-I-D-069, OL-I-D-69, NUDOCS 8412130264
Download: ML20100N616 (8)

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.Suizor's four-stroke high-and medium- -

speed engine rango .

by G. Lustgarten* and R. Stoffel" Tne hrst tuo Sutier oeuened tyces tune ename crocramme with %1.A.S.. mnst. n. ,l nRt v CENT Y1 ARs it c tour.urone diesel nos, reacticJ at: 20s an. e. s: ace u ssr wiJr a V' takee ur 11 rWiduttiot, luensu e I

ensitie he sons.4 J.ite.; st pout:On 3r. tht encuran t test. a: ::i L%

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maritic fick; henJs. st - apph.'attor for scrn; an.' restre.: enretten.e ydinc.t me*

the past ten seas. T ne 6 8 f.4 engine- a soirt nm e aire 40s' Peer carrard 06.1 with a ucw to '

aguhar Pcact rentranor th' tour strone turtner urraut.s bs ene midaie c; 10** me?

oesesor mer: c' huucr and M.A N -nac ename is an snieressing al'ernatise to the comr'teted at: mienove oevetorment pts. I 15ie A :('10 anet A' O.* '30 engme were in Il tes stroke crostheaJ d>+ ci m riert limited scetice and tne indumum runnmg nours had h gramme tn inc end ce 19?* a soxe n asaitar.ie for tne recrutuon uns:. f or etectacJ ? ? lilU nour, narnpic in roti.on rol.~of f ships, passenger When firH mtroduced,tne A $'30 engine f vesseis and ferrie.. Sul.rer has ssstemancalev The AS25/30and AL20/24 ... uw.. r mami3 tor auunary co.cr  ;

worked te ef ter an engm programme I;, generauon. Due to the increase m output a.

engines l meet sur.h demands, mell as the subsequent onelopment o' tr.e 0 The o=er range between 6:0 kW and Tne AS:!'30 design o built m sn. eight and i 1Arger V olinder unita, the A5 23'30 rarwe l' C00 k% n emered oy tnree engme types; 10 c hnder an.hne arid 12.le and 1AV has ano graouall> mace its mark a a (

scruons. Figs.1,2 and 3. The mam teatures of the engine are a simple and rotius design. Propuluon ename. Tne smaher At 20 JJ O A-enrmes for outputs up to 3 600 kW

• engme (Fag. 41. based on a samdat desigt.. n 14 ben enpt 3000 accesuhihty to tne parts suoject to mear bem; manuf actured m sin- and eigm.cvbnoer O Z.ensine for outputs up to 9 600 kW and easy masntenance, in-line versions for auuliary power fl3 0% tsbro .The original ohnder output of the two-vah e A 23'30 engme was 135 kW/est generation. the propulsion of small shes O 63'65 engme for outputs up to:) 830 hW and f or power packages las illustrated bs nne O:AH Drtpt (IM bhp /c31r During subsequent deveior.

ment stages. ho r er, tne AS :$/30 ename $O0 k% contamer unam Fig. $1.

was provided with four vahn and the eghneer output increased t. 20) kwievi The Z 40/48 engine C70 bhpicvh. In ine course of cevetoping The Z 40/48 engme n offered in six atJ

. i_- _:,,,.%,,i,,,,- inn origmally butter-designcJ engme, the eight-evhnder in-ime form and 10.12. 8 .

A5 :5 '30 was meorporated into the common lo and th evhnder V-versions (Fig. 6,7 and am e en e ar v=at i i nea.

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gramme. was initialiv antroduced as a smo- #'s J A fWoerASV25/Joeng.ne O

1 stroke version wit h 330 kW/cyl. . ,.dA .

I 1430 bnp/ cst.s. As a four-strone design it -

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350 kW/c>l at Sto rev/rrun. IFor stationary ] g y  % .E.cf.f -

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QfI, piston is tne most outstandmg feature of the g h*,e.,

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• Z 40/44 engine.

P l The number of engmes in service by the end of 1977 amounted to some 180 with *

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maarmum running periods of 52 000 hours0 days <br />0 hours <br />0 weeks <br />0 months <br /> g '.

f or the t=omstros e versions and 24 000 hours0 days <br />0 hours <br />0 weeks <br />0 months <br /> ior the iour. stroke models .

The 65/miengine I The thorough development tests with the 12.cybnder prototype 63/63 (F~as.101 by .

Sulser m Waterthur as well as with a four cyhndet test ensme by M.A.N. in Taber 1: The Sunser usediums speed engine rease.

Hamburg were conspiesed by the end of

j 1977. Many tedirucal solutions, which

,gl Essane hore/5aroke Speed b.ma.e.p. Cyt. oispw

, proved to be very rehable in operation with T ype temp rev/ mis (hso (kwt g the Z 40/" n n have been adopted for 10t4 16 29 200 e the 43/63 engme. The larger damensions. AS 23/30 230/300 900 16 75 185

} however, made it - ry to adopg 750 17 38 leo dafferent solutaoss for certaan components; AL20/24 200/240 1000 16 38 102 3 for easemple, a weided crankcase with Z 40/4s 400/4a0

1. # 84 T t bolteden cast iron cylander blocks and

{ constant pressure turbocharging were specified.

GS/45 _. 450/690 - -

132$

9 'Mesemen earne aseen v tononary asis *essen8 se 800/ee/nwt i q, lV ... ... 53 A Specid Survey tyr The Adew She, February,1975

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. 16ZV40/48 Stress umputudes for: 16 ASV 25/30 Stress amputudes for:

533 kW/cyl ; 530 r.p.m 200 kW /cyl ; 1000 r.p.m

(725 BHP /cyl ) ( 270 BHP /cyl)

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., ine,lp,160mmy (nctuon prevents some of j the vseetts. 'e.eures of sne hulptr founstrose WW N anetituees in W enpuicy brecul es;tenahn will be ptactJ on '#M # #S

• I the 7 40,4A ensmc. shicle is the "ccck- l l hone" of our toat-stroie pioprimme. 65/65 As2s/20lDol.a*23 N/mm'l1000rpml 240/48 (Ooh:120 Nimm'l600rpml ,

L_w levelot mechanicalstresses -

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6'at65 10o.3.s 24 Nimm't 403 rpm)

Trit incorporatsch of , hicn pitwee teerst 04 fo tututs cesek*oment allows tne engine to {

g enice prNuttion at a rea* nabi > sale testi. _

Furt hermors , the attamment of a hieher i /

rsimdr' LM.inut in Lin mus st of int I m.tl ' J

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oestior tr.ent stages due not riceansch alicet * '

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' A ghe operatt%i salen, be ter toent onn (,p j i

• e tuu unhotion o' Ine rehabihtv de>h:ned '

C;ta the erigme et an each uage A lom utess 9 F- AS25/30 level ir int maier eneme component n one of the netewarv requirements < _ '"

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f< l 3 E i l Eneme counes: Fir 11 snomi tne casmss ot' trie ASV 25 .tu and ZV 40 o engines which *]*

tree in their batte deugn. sen simita- The L i j

I uncersiunt cranksnatt shows the forces induced mtts tne bearmy, to be transmitted * *

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d:rectn to thec)unoer twad Tie rodstransma the nortrontal forces of the bearmy imds l 2 l@ me. n

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tro'n the bearing cars into the frame. Ttie , \

los stress sevel is reflected in tne maximum 9

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amphtudes of less than 124 Ni mm' , i j

tz 2 3 kremm's at full load. b en for. q. 9 b.m.c. p.'s of 24 5 bar (2 $ spimm 3. 2 j y.

which correstunds to a cvhnder vutput of ,

i 735 kW e1000 bhp) in the caw of the .

2 @48 ename, the safety factor m all remam ,

tree 2 0. Thu esplains why no mechanical I fsilure of the casings mere experienced duritig sersce by a Z 40/4h or AS 2N30 engme.

The stress nevelin the casins of the 65/63 engme u aho at a similarly low level.

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Inp rod o h 6 /65 n e o r if)

N overhaul work. Tne shaft is estremelv short.

Miowing the dismantimy heisnt of the piston 3 be reduced to a mmamum. The big end ts l" gyi Exhaustr,. ,9 > i (bolted to the shaf tb) means of eig ht VOlV8 % J1 il.4

'ivdraubcalh tightened bolts. which are readily accessible. ,

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Lew thermalloadin9 7 250 ,

'247 17 2 15 0 '

Z 40/48 well tesaperatures: an entme with hgn specific output miended to Durn io. 290p;/ \

f y 192 212 2 l..

Cuahtv hean fuels must be provided with b -

,Y / 2 V Edequately<ooled combustion chamber malb "

j455 555 278 321 306 17,. t

'= . " 205 an order to avoid thermal cracks and high temperature cottonon. Fig.14 shows the ~w<  ;.

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comoustion chamber temperatures of the Z 40/4a ensee. The cylmder imer temper.

E I' l% \ 22h

' 220 14 0 $ ,/166

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ttures are kept at an adequate level due to the b u m a.

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cpphcation of the bore-coolu g prmciple N

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)il25 y developed at Sulaer many yeara ego ~ '

The design prmciple of the double bottom has been apphed to tne eyhnder head and the

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~ g3g thm flame plate is miensively cooled. The d. '

s i ": n+ ...,.P C jf l mecharucal loads due to sas pressure are I g *Wu+.h,.. . .' $U # 6. g jf*.,*Q.,;,4.KM 1 - M P"""

carried by the massive mtermediate sup- F@I 8' .

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~y' nl w vn M, '$ 4,J Z 40/4s vehe seat design: the exhanst valve l D one of the most critical parts of the 7 1 r' T. .l f[ 7 inder head, if not of the entire modnan speed engine. For rehable performance, a 1

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perfect sealms of the seat as well as efficient coolms are necessary, in the case of the J M , E e ,S 9

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Z 40/43, a thorough investisation was carried out in order to find the best design gg ( l -- "" Q 5 l t l

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y for an engine with a high reliability and capable of burning heavy fuels up to 3 500 sec. Red. I with high sodiisa and Ap. ?d Assessed swnperenns t'ci m the eeneussen chamter ese et m 280/48 enene er speeeny vanadium contents. coneeens e(20 ev/ met 4.m.e.g Joser,537 kWtey0, 1r- 66 m .THE NEW R. ANGE OF ..SUL2ER MARINE ENOW.ES ,

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e The mater passing tnrough the sabe seat Ny inserts (hims airecth 10 trie centre of tne theme platc. tnsuririg t11tctn t Cooli.n p of hg tb 240 deena.nerensaurmveseorremorreru*es *Cn enamerunnongar$3J oew man. b n- e r 2 Coo Inn are..

O Finaln. higher ga passage areas are g,* g .,. *

. Possible m compartson witn a criancer ficed navmg vahe cages g 222*C The press-fitted vahe seat contains an g\ g, , ,,

addinonal mner sierse m order to present

• ' 3 220*C -*

I i gr- L I w an sulonur corrouon of the taieral sea? surtacc. '*d

* * * * ' ' d 120*C This n actnesed b) the insulaung att gap

'F o f' between tne osercoolec region of the seat and tne gas passage. The rehabilpy of the i

a i

[l$

i t@a2 $0 ~

t i

as g sabe for hess) fuel operation , mas, con-siocrably mcreased bv sne appbcation of a f bn

-gO 8

- speciahv.ceseloped and patented plasma

[I L i d '} lI r

i coatmg for the salve seat. In addinon, thg Z a0/48 engine is suppheJ mith specially- }L I l *P IMg ,

l* designed soon for rapid dismanthng of the --

l 7 eyhnder head dunng regular mspections. -

74_ , _,g--l - .

h Tne amphcation of tne above mentioned g I y ,

g features made it posuble to extend the  ; ,--  ;-- p -

• ~, %g*

oserhaul intervals of tne ernaust sabes. On 3 l the basis of struce expenence gained with n *

'M' i oserhaul intersals initiaD) fard at 6 000 ,

f

' hours, it was occided t y the end of 1976 to j i estend the recommerided satte overhaul i i penods to Detseen 12 00lr and 18 000 hours0 days <br />0 hours <br />0 weeks <br />0 months <br />. j j  ; j q l 1-p Tnn period is aho custorrary for pulung the pnions. Tnts cummates altogether basic need e'

• *m] 3

" U of valve cages. Subsequent service expenence l

mitn the etnaust valves on tne Z 40/48 f -

i _

1 engme has generallv confirmed tne rehabiht) or anis ceugn. Tne tem sabe ialiures g g 73,,,,,,,,,,,,, ,,,,m,,,,,, ,,,,,,,,,,,,,,,,c,,,,,,,,,,

etpenenced mete explained by inuits dutmg t ,,, ,,, ,,,g ,,,, ,, Syg ,,, ,,,, 533 g w, ,,, , y;$ g,, , ,,,, p ,,,, ,,,, ,,,,,,, ,,, ,, ,,,, a 5 ,5 y the manufactunng process or because non- y,gnro worn semeeratures messaveder 1000 revimm. 2CD h wicrtl2M anot ert approved vahe makes mere used, which did 3

not meet Sulzer requirements. p bor 1 165/65 wall temperatures:

because similar pnnetpies adopted in the 600-i Z 40/4R were appbed to the 65/65 engme. Max. load for a tne marnum temperatures are remarkably

. low for an engme of this size. Unhke the 7 a0/46 design, however, vahe cases are ,

500- -

i provided on the 65/65 ename m order to gudgeon pin bearing acep the fittmg and dismanthng miervals of the valves acceptably low (the weight of the h I.00-cyhnder head is considerably higher). ,t t 300~

The rotating piston '

I in view of the large powce range covered by J Sulzer medium speed engines, two different 200-piston designs have been adopted:

O "%g

{ g e The requirements of the AS 25/30 engine N

led to the use of a conventional hght 100 - g i alloy gudscon pm piston (Fig.16. right). Gas load Mass forces s g whereby the piston skirt is lubncated by \ -

splash oil. The lubricating oil consump-533 kW/cyl 600 rP m- 0 .

4

.;i tion, which ranges between 13 to (725 BHP /cyl) ---

O' 5' 10 ' 15*

F 2 0 g/kWh (I 0 to 15 g/bhph), is a controlled by the rms package placed T above the pin.  % f 7. speerne kedar me apneneer seanng erine 240/ne enpas e

EiG . .

A Special Survey by The Mosor Ship, February,1978 n.-

..-.,v~~~.

3 l Wx .h , , l w . - -u .:. . ~.; .. . c . .:. . .m - .

1

fi p-, tresh oil-metted Isatt --~_______

of tne surt_i. turned _

l

/,m mio tne load-cirr>ing zonc. sutntzntialty i N. reduemp tne canger oi scizure Furtnerrnurc.

[ '

wp n 530 r.o.m ts.. teruced to a piston - elettince cm j j9-( .

mmimum dua to tne symmetric.sl snap. cf DCh't - N"9 -

i  %._ - ) A

• I-g, wR ! U' WR '"# ' k "'

An amoroved meenanical reinabihty is aim I .g j~ rodis f s f g .

,7 v incorporated in the rotatmy pedos.. du to

'I

.=

/

/ \ /

W

-+~'.h..u '"y* j-)' l go. \ t \ tne tuhommr enaractensuct o' the R c'chet I \ / \ e lne maumum specifk load t ~~'

f 4

] j j snneneat tscanns tmder gas f ore . b at out to to 40 per cent louer Inan se in

'j ,

I g / g I l

caw et tne sme enJ beanns it a sonng - s W j g I g I C.5 - f t / conventiondt sudecon pm. It as disi stoore N "* 6 *j j t i tI \/ etenir distnt*uted frig 171.

l .[ j N,

• f i1 %1 e The loadine of the rotating mechanen as l  %._.,/ / .. f N v v very som as espiamed senematican. in O# - .

F ag. 10 the oscattating motion e tne I

N N

\ .^ C' 9a* 18P T10' 36p connectmg rod shaft imposes an inter-l N. ,A, mitter.: rotaten to tne ratche. rms On the other nand, a penodi a ceseration qA g ,

i and acceseration of tne neasy piston skirt g \ ,\ E/ $

wp = Angutor velocety of the piston . snould tie asonded in order to present A' y\ t

, t i wp e Angutor velocity of the rotchet rin9 camage ot the rotating meenanism our to high inerua screes. For this purpou. the N \V h*N * ' intermittent motion of the ratchet rmg is transmitted to the piston skirt user a 6

i i circular spnng. The sprmy accumunates l *, the energy transtrutted penodicahy tw the rotatmg mechamsm and deuvers it smoothly to the piston skirt. Accorasng to <

bg r8 Roteeng meenerusm or rne 2M casron wr> end a senemeec reenesenneeon shomne ors vert F15. Is, the intermittent rotation of the

• • 1. "8 # ratchet ring (,al is transformed mto an almost steady rotauon movement (wp of .

i tne piston skirt around its aus. Due to tne chmmauon of merual force tne forces

,,,, l 1 anduced at the ratchet nns peripnery are r; -

O' 220 240 r-i io. .

r- - " Labncessen eil emanipsee: this considera-3

.= -

$ *t 200 l tion is one of the most exactag probitms y3 175;r- - - 8 I 200 . hich have io be soaved duner tne i 180 desciopment of a trunk-piston engma. The rs &: 15 0 umque features cf the totaung pistot base

$ ~- permitteo a much better control of auer watma 13 5 l od consumpoon because of the followmg 1970 1973- 1976 1979 Year lacsors:

e Tne absolutely symmetncal conditons of F,p rS frotur,on of the piston skir; as well as tne smal!

msnme eranoP* ouiour running clearances result en a reduced or the AS25 encone riool piston slap, which can be campencJ with

• e na 2 y do s 46 e ag'"' comparatively smaher amounts of od

'8"* # e The reduced danger of setzure due to tne rotaung movement permits a lo- lub-735 ricaung od rste.

[* p -- .

In addition. the lubncates oil consump-l 647 taon is exactly controlled by a separate 3; .Y

• o 3 588 I.,_ _.J cylmder lubrication system: the rate is 50 '- - automatacahy adjusted, as a fun-uon o' the 53 485 r "3 550 engme load. As a result, the total lubneatmg 534 - - - =J ] 533 oil consumptaon of the Z 40/4e engme j I 478 remams belom 13 g/kWh II O g/bnphs.

440 nu perforraance is fulsy confirmed by long-term service expenesce with the engine.

1970 1973 1976 1979 year Development - Production ww g, As already montsoned, a high power reserve 6 The pistons of larger engmes are snore well-known rotating piston design was was incorporated in Sunser ensmes at the

' prone to piston sensure because of the adopted for the Z 40/4s fFig.16, left) as design esage, a principle which allowed the higher deformations involved. De risk of well as for the larger 65/65 engine. The eagme to be introduced at a reasonably safe seuure is aggravated by the customer's advantages of such a design are that local output truel in order to sam esperience for demand for low lubricates oil consump- overgenting is avoided, due to the rotary further power increases. At the same tune, movement. Temperatures are syuunstrically tests with misch higher ratings were carried tion and by the regiarsament to burn low dastributad and thermal deformaisons are out on the testbed. Fig.19 illustrates the quabty heavy fusis.

also synamnetrical. Danks to the spherscal evolution of testbed perfor=aar* against the la order to solve these problems and to bearing and the 6- -- J form of the producsion ratings of the AS 25/30 and satisfy the demands connecsed with high skirt, deformations due to gas pressure are Z 40/48 ensmes. De even, increased lead symmetncal at wsR. With every stroke, a tune basically results in successive improve-specific output and good rehability, the

.. ~1..

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