ML20100N616
| 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" nRt CENT Y1 ARs it c tour.urone diesel Tne hrst tuo Sutier oeuened tyces tune ename crocramme with %1.A.S.. mnst. n.
, l ensitie he sons.4 J.ite.; st pout:On 3r. tht nos, reacticJ at: 20s an. e.
s: ace u ssr wiJr a V' takee ur 11 rWiduttiot, luensu e I
v maritic fick; henJs. st - apph.'attor for scrn; an.' restre.: enretten.e ydinc.t me*
encuran t test. a: ::i L% es t i.stmi t ar.,
i 8 f.4 engine-a soirt nm e aire 40s' Peer carrard 06.1 with a ucw to aguhar Pcact rentranor th' tour strone the past ten seas. T ne 6 Il ename is an snieressing al'ernatise to the oesesor mer: c' huucr and M.A N -nac turtner urraut.s bs ene midaie c; 10** me?
I 15ie A :('10 anet A' O.* '30 engme were in scetice and tne indumum runnmg nours had h
tes stroke crostheaJ d>+ ci m riert limited comr'teted at: mienove oevetorment pts.
soxe n asaitar.ie for tne recrutuon uns:. f or gramme tn inc end ce 19?*
a etectacJ ? ? lilU nour, narnpic in roti.on rol.~of f ships, passenger When firH mtroduced,tne A $'30 engine f
vesseis and ferrie.. Sul.rer has ssstemancalev The AS25/30and AL20/24 uw. r mami3 tor auunary co.cr worked te ef ter an engm programme I;,
meet sur.h demands, engines generauon. Due to the increase m output a.
l The o=er range between 6:0 kW and Tne AS:!'30 design o built m sn. eight and mell as the subsequent onelopment o' tr.e 0i l' C00 k% n emered oy tnree engme types; 10 c hnder an.hne arid 12.le and 1AV 1Arger V olinder unita, the A5 23'30 rarwe
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scruons. Figs.1,2 and 3. The mam teatures has ano graouall> mace its mark a a of the engine are a simple and rotius design.
Propuluon ename. Tne smaher At 20 JJ O A-enrmes for outputs up to 3 600 kW engme (Fag. 41. based on a samdat desigt.. n 14 ben enpt 3000 accesuhihty to tne parts suoject to mear bem; manuf actured m sin-and eigm.cvbnoer O Z.ensine for outputs up to 9 600 kW and easy masntenance, fl3 0% tsbro
.The original ohnder output of the two-in-line versions for auuliary power O 63'65 engme for outputs up to:) 830 hW vah e A 23'30 engme was 135 kW/est generation. the propulsion of small shes O:AH Drtpt (IM bhp /c31r During subsequent deveior.
and f or power packages las illustrated bs nne ment stages. ho r er, tne AS :$/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_-
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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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.~ 4 Z 40/44 engine.
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The number of engmes in service by the
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P end of 1977 amounted to some 180 with maarmum running periods of 52 000 hours0 days <br />0 hours <br />0 weeks <br />0 months <br /> g '.
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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
l 1977. Many tedirucal solutions, which Essane hore/5aroke Speed b.ma.e.p.
Cyt. oispw
,g 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
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t bolteden cast iron cylander blocks and GS/45
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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
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" the 7 40,4A ensmc. shicle is the "ccck-65/65 As2s/20lDol.a*23 N/mm'l1000rpml hone" of our toat-stroie pioprimme.
240/48 (Ooh:120 Nimm'l600rpml L_w levelot mechanicalstresses
.m 6'at65 10o.3.s 24 Nimm't 403 rpm)
Trit incorporatsch of, hicn pitwee teerst 0
fo tututs cesek*oment allows tne engine to
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g Furt hermors, the attamment of a hieher i
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ghe operatt%i salen, be ter toent onn i
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(,p j C;ta the erigme et an each uage A lom utess AS25/30 level ir int maier eneme component n one 9
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of the netewarv requirements l
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Eneme counes: Fir 11 snomi tne casmss ot' trie ASV 25.tu and ZV 40 o engines which
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L uncersiunt cranksnatt shows the forces j
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the nortrontal forces of the bearmy imds me. n tro'n the bearing cars into the frame. Ttie
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amphtudes of less than 124 Ni mm',
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tz 2 3 kremm's at full load. b en for.
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2 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.
N
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Inp rod o h 6 /65 n e o r if) 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 J1 (bolted to the shaf t Exhaustr,.,9
> i b) means of eig ht VOlV8 %
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Z 40/48 well tesaperatures: an entme with hgn specific output miended to Durn io.
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Cuahtv hean fuels must be provided with 306 17,. '=. " 205 Edequately<ooled combustion chamber malb j455 555 278 321 t
an order to avoid thermal cracks and high
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N.U5 temperature cottonon. Fig.14 shows the E I' Z 40/4a ensee. The cylmder imer temper.
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comoustion chamber temperatures of the
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developed at Sulaer many yeara ego y ~ g3g The design prmciple of the double bottom
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l thm flame plate is miensively cooled. The d.
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' # 6. *Q.,;,4.KM mecharucal loads due to sas pressure are 1 ; ;;.
porL:s deck.
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carried by the massive mtermediate sup-M' yj g,
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Z 40/4s vehe seat design: the exhanst valve vn 1.l f[ 7 D
one of the most critical parts of the 7
inder head, if not of the entire modnan
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speed engine. For rehable performance, a 1
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perfect sealms of the seat as well as efficient e,S 9
coolms are necessary, in the case of the J M E
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5 l t Z 40/43, a thorough investisation was y
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carried out in order to find the best design l r 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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tull symmetry of detormation is actnescJ.
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290* 555' 535' isect' neaos io good seaung prepernes e The mater passing tnrough the sabe seat Ny inserts (hims airecth 10 trie centre of tne tb 240 deena.nerensaurmveseorremorreru*es *Cn enamerunnongar$3J oew man. b n-e r 2 Coo theme platc. tnsuririg t11tctn t Cooli.n p of hg Inn are..
O Finaln. higher ga passage areas are g,*
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Possible m compartson witn a criancer ficed navmg vahe cages g
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The press-fitted vahe seat contains an g,
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120*C between tne osercoolec region of the seat i
'F f'
This n actnesed b) the insulaung att gap
[l$
o a
t and tne gas passage. The rehabilpy of the i
i t@a2
$0
~
i g
sabe for hess) fuel operation, mas, con-f bn
-gO as 8
siocrably mcreased bv sne appbcation of a L
d
'}
lI speciahv.ceseloped and patented plasma
[I i
i Z a0/48 engine is suppheJ mith specially-
}
l
- P IMg coatmg for the salve seat. In addinon, thg r
l designed soon for rapid dismanthng of the L
I 7
l h
eyhnder head dunng regular mspections.
74_
, _,g--l g
oserhaul intervals of tne ernaust sabes. On 3
- ~, %g*
Tne amphcation of tne above mentioned g
y I
features made it posuble to extend the p
'M l
the basis of struce expenence gained with n
- i oserhaul intersals initiaD) fard at 6 000 f
hours, it was occided t y the end of 1976 to j
i estend the recommerided satte overhaul i
i penods to Detseen 12 00lr and 18 000 hours0 days <br />0 hours <br />0 weeks <br />0 months <br />.
j j j q l 1-p Tnn period is aho custorrary for pulung the e
- m]
3 U
pnions. Tnts cummates altogether basic need f
l of valve cages. Subsequent service expenence i
mitn the etnaust valves on tne Z 40/48 1
engme has generallv confirmed tne rehabiht) or anis ceugn. Tne tem sabe ialiures g g 73,,,,,,,,,,,,,
,,,,m,,,,,,
,,,,,,,,,,,,,,,,c,,,,,,,,,,
t etpenenced mete explained by inuits dutmg
,,,,,,,,,g,,,,,, Syg,,,,,,, 533 g w,,,,, y;$ 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 1
bor 165/65 wall temperatures:
because similar pnnetpies adopted in the 600-Max. load for a i
Z 40/4R were appbed to the 65/65 engme.
tne marnum temperatures are remarkably low for an engme of this size. Unhke the 500-7 a0/46 design, however, vahe cases are gudgeon pin bearing i
provided on the 65/65 ename m order to h
acep the fittmg and dismanthng miervals of I.00-the valves acceptably low (the weight of the cyhnder head is considerably higher).
,t 300~
t The rotating piston J
in view of the large powce range covered by 200-Sulzer medium speed engines, two different O
"%g
{
g piston designs have been adopted:
N e The requirements of the AS 25/30 engine 100 -
g led to the use of a conventional hght g
i alloy gudscon pm piston (Fig.16. right).
Gas load Mass forces s
\\
whereby the piston skirt is lubncated by 533 kW/cyl 600 rP m-0 15*
4 splash oil. The lubricating oil consump-O' 5'
10 '
(725 BHP /cyl)
.;i tion, which ranges between 13 to 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
n.-
EiG.
A Special Survey by The Mosor Ship, February,1978 3 l Wx.h,,
l w.
- -u
.:.. ~.;. c..:..
.m
..-.,v~~~.
fi
--~_______ _i. turned _
tresh oil-metted Isatt of tne surt p-,
l
/,m N.
mio tne load-cirr>ing zonc. sutntzntialty wp n 530 r.o.m reduemp tne canger oi scizure Furtnerrnurc.
i
[ '
piston - elettince cm ts..
teruced to a
(
j j9-mmimum dua to tne symmetric.sl snap. cf i
- )
A
'"# ' k "'
DCh't - N"9 -
I-g, wR !
U' WR An amoroved meenanical reinabihty is aim I
.g j~
rodis f s f g.
incorporated in the rotatmy pedos.. du to
,7
/
\\
/
v R c'chet
-+~'.h..u '"y* j-)' l
.=
'I
/
\\
t
\\
W tne tuhommr enaractensuct go.
/
\\
e lne maumum specifk load o'
the I
\\
f 4
snneneat tscanns tmder gas f ore. b
]
j j
t
~~'
I at out to to 40 per cent louer Inan se in I
'j l
g
/
g g I g
I caw et tne sme enJ beanns it a W
j C.5 - f sonng - s N
"* 6 t i t /
conventiondt sudecon pm. It as disi stoore l
.[ j N,
- j j
tI
\\/
etenir distnt*uted frig 171.
f l
%._.,/
/..
f i1
%1 e The loadine of the rotating mechanen as O#
very som as espiamed senematican. in v
v N
C' 9a*
18P T10' 36p F ag. 10 the oscattating motion e tne N
\\
.^
I N
connectmg rod shaft imposes an inter-mitter.: rotaten to tne ratche. rms On l
N.
,A, 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 t
y\\ t wp e Angutor velocity of the rotchet rin9 camage ot the rotating meenanism our to i
A'\\
h*N
- high inerua screes. For this purpou. the N
intermittent motion of the ratchet rmg is V
i transmitted to the piston skirt user a i
6 l
circular spnng. The sprmy accumunates 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
- "8 ratchet ring (,al is transformed mto an almost steady rotauon movement (wp of.
tne piston skirt around its aus. Due to tne i
chmmauon of merual force tne forces l
1 anduced at the ratchet nns peripnery are O'
240 i
io..
r-r; -
220 3 $ *t 200 r- -
l Labncessen eil emanipsee: this considera-tion is one of the most exactag probitms 175;r- - - 8
- .= -
I 200
. hich have io be soaved duner tne y3 rs
&: 15 0 i
180 desciopment of a trunk-piston engma. The
$ ~-
umque features cf the totaung pistot base 13 5 l
permitteo a much better control of auer watma 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 --
l In addition. the lubncates oil consump-647 taon is exactly controlled by a separate 3;.Y I.,_ _.J
- o 3 588 cylmder lubrication system: the rate is 53 automatacahy adjusted, as a fun-uon o' the 50 r "3 550 engme load. As a result, the total lubneatmg 53 485
]
533 oil consumptaon of the Z 40/4e engme 4 - - - =J I 478 remams belom 13 g/kWh II O g/bnphs.
j 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, tion and by the regiarsament to burn low movement. Temperatures are syuunstrically tests with misch higher ratings were carried quabty heavy fusis.
dastributad and thermal deformaisons are out on the testbed. Fig.19 illustrates the 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 specific output and good rehability, the symmetncal at wsR. With every stroke, a tune basically results in successive improve-
~1..
gd.nTHE NEW RANGE OF SUL2ER sgARINE ENGINES,, ~.
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1 &.bs-kh'&t &i.:. %. c
- a.ns'.. =~ -......
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