Description
DN**0 medium-speed large-power diesel engine is independently
developed by Ningbo CSI in ***0, it adopts underslung main bearing
structure rather than traditional vertical main bearing structure
and features more compact structure, higher power to weight ratio
and small vibration etc.
Main applications:
Propulsion engines for various large-size vessels i.e. fishing
ships, passenger and cargo ships and tugboats etc.
Base load power plant, peaking power plant or industrial
self-captive power plant in cement, textile, mining or oil and gas
industries etc.
The power fuel can be diesel oil, bio-diesel, heavy fuel oil (HFO)
or bi-fuel.
Technical particulars for the
diesel engine are as follows:
Number of
cylinders
8
Arrangement of
cylinders In
Line
Bore (mm) X Stroke (mm)
**0 X
**0
Type
*-stroke, direct injection, turbocharger, after
cooler
Rotational
speed
**0 RPM
Mean effective pressure
*3.5 Bar
at rated power & speed
Mean piston
speed 9
m/sec.
Rotation as seen from
flywheel
Clockwise.
Swept volume per
cylinder
*0.**6 litres
Combustion chamber volume
3.**5 litres
Compression
ratio
*3.5:1
Max. combustion
pressure
**0 bar
(at rated
power/speed)
Power
rating
Rated power under ISO Conditions
Maximum continuous rating
(MCR) ***8 HP
at engine crankshaft
Corresponding rotational
speed **0 RPM
Dimension(LXHXB)
***5x***5x***0mm
Weight
*7T
Under the following limiting ambient
conditions :
Air temp. at turbocharger
inlet
*5 deg. C
Water temp. at charge air cooler
inlet *2 deg. C
Deration to power applicable for engine 0
%(nil)
Beyondthe abovementioned limiting conditions,
deration to power as per ISO ***6 will be applicable.
Theengine should be capable of accepting a sudden
load as per the guidelines in ISO***********3(e). As per this
standard, the maximum sudden load increase stages are:
Baseload % Sudden
load increase to %
***************************************************************************-1st
Stage
0%
*0
*0%
2nd Stage
*0%
*0 *0%
3rd Stage
*0%
*0
*0%
4th Stage
*0%
*0
**0%
Duringeach of the above-mentioned stages of sudden
loading, the transient speed drop will be restricted to a maximum
value of *0% of the rated speed.
Engine
block
The engine block is stiff and
durable design to absorb internal forces. The engine block carries
the under-slung crankshaft. The modular cast iron main bearing caps
are fixed from below by two hydraulically tensioned studs. The caps
are fixed sideways by hydraulically tensioned horizontal side
studs. Together they provide a rigid crankshaft bearing. The inlet
air receiver and the cooling water and lubricating oil channels are
integrated casting into the engine block. The engine is provided
with an oil sump, mounted against the engine block.
Crankshaft
The crankshaft is forged from
one piece of high tensile steel, Counterweights are fitted on the
crankshaft webs. The high degree of balancing results in an even
and thick oil film for all bearings. The main bearings and the
crankpin bearings have a steel backing and a soft running layer
with excellent corrosion resistance.
Connecting rod
The connecting rod is of the
drop forged, totally machined type. The connecting rod is of
three-piece marine type design with a horizontal split at the
crankpin bearing and a flanged connection to the rod. The oil
supply for the piston cooling, gudgeon pin bush and piston skirt
lubrication takes place through a single drilling in the connection
rod.
Cylinder liner
The cylinder liner is
centrifugally cast iron with special alloy elements to create wear
resistance and high strength. The liner is of stiff bored cooled
collar design and supported symmetrically at the top of the engine
block. It is equipped with an anti-polishing ring at the top,
preventing bore polishing.
Piston
The piston consists of an oil
cooled steel crown bolted on to a nodular cast iron skirt. The
piston crown has three compression rings and one oil scraper
ring.
Cylinder head
The cylinder head is made of
nodular cast iron. Ample height and the stiff design allow only
four hydraulically lightened studs to fix the cylinder head on a
liner support block. Each cylinder head has two inlet and two
exhaust valves, all equipped with valve turning machinery. The
exhaust valves are made of Nimonic and the exhaust valve seat rings
are water cooled.
Camshaft and valve
mechanism
The cams are integrated in
the drop forged camshaft material. The bearing journals are made of
separate pieces that are fitted to the camshaft sections by means
of flanged connections. This design allows lateral dismantling of
the camshaft sections. The camshaft bearings are located in
integrated bores in the engine block casting. The camshaft is
driven from the crankshaft through a fully integrated
gearing.
Fuel Oil
System
All the high pressure fuel
injection equipment is located in a closed compartment with a
removable cover ("hot box"), providing maximum reliability and
safety for preheated heavy fuel.
High pressure pipes, double
wall with common leak alarm
Injection pumps, individual
for each cylinder
Pneumatic stop cylinder at
each injection pump
Fuel injector in each
cylinder
Fuel limiter to limit smoke
at start up
Lubricating Oil
System
The lubricating oil system
lubricates the main moving parts of the engine and also cools the
piston tops. The engine has a wet lubricating oil
sump.
Engine driven main
lubricating oil pump
Crankcase ventilation
pipe
Starting Air
System
The engine is started by
means of compressed air with a nominal pressure of *0 bar. The
start is performed by direct injection of air into the cylinder
through starting air valves in the cylinder heads with controlled
by a rotator valve.
Cooling Water
System
The engine cooling system is
two loops type, the jacket cooling circuit, charge air cooler
circuit.
Engine driven pump for jacket
cooling circuit
Combustion air
system
The compressor side of the
turbocharger feeds air into the cylinders via the charge air
cooler. The engine is equipped with one ABB TPL axial turbine type
turbocharger.
Exhaust Gas
System
The engine mounted exhaust
gas pipes ate made of cast iron, with separate sections for each
cylinder. Stainless steel bellows are installed between the
sections to absorb heat expansion. The engine exhaust gas pipes are
fully covered by an insulation box.
Speed & Load Regulating
System
Speed control of the engine
is provided by using an electronic governor and a hydraulic
actuator mounted on the engine. The electronic governor is provided
with a starting fuel limiter and load ramp controller which assures
that the air to fuel ratio is kept within acceptable limits at
starting and when the load setting is changed, thus limiting smoke
during start-up and loading. The engine has an over speed
protection system, working independently from the speed governing
system.
