2022 WARTSILA 9795 KW

2022

WARTSILA

9795 KW

56475073

新品

56475073

2022 New Surplus Wartsila 20V34DF Generator Set Manufacturer: Wartsila Model: 20V34DF Year of Manufacture: 2022 Type: New Location: Europe 2022 New Surplus Wartsila 20V34DF Generator Set Details The prime move consists of Wartsila 20V34DF type engine, capable of operating on 99% natural gas with one percent (1%) of the energy input provided by diesel fuel as the pilot fuel to initiate ignition or operating on 100% diesel fuel. The sets can switch fuels during operation. Indicative performance values are presented below. Final performance will be provided and can be guaranteed after receipt of contract fuel specifications and contract design basis ambient conditions. Configuration Individual Generator Set No. : Type : Gross Output, kWe : Plant Net Output, kWe 2 x : 20V34DF : on GAS 9780 : 19,560 2 x : 20V34DF : on LFO 9780 : 19,560 Net performance values above are given at the high side of an assumed step up trans- former(s). These values are based on the following conditions: • Basis temperature for output and heat rate30 °C Basis relative humidity for output and heat rate50 % Fuel gas Methane Number, minimum80 • Maximum site ambient temperature: 35 °C • Minimum site ambient temperature: 15 °C • Altitude, maximum: 100 m • Generator voltage: 11000 V • Frequency: 50 Hz • Power factor: 0.8 • Service voltage: 400 V Performance Rated electrical power: 9795 kW Electrical efficiency (%) - GAS: 48.6 - LFO: 45.6 Heat rate at generator terminals - GAS: 7404 - LFO: 7898 Loading and unloading : Connected to Grid : Full load Regular start time (min:sec) : 0:30 : < 5> Fast start time (min:sec) : 0:30 : < 2> Stop time (min) : : 1 Ramp rate (hot, load/min) : : > 100% Minimum Load : Unit level : 10% Reference Conditions The output is available within a range of ambient conditions and coolant temperatures. The required fuel quality for maximum output is specified in the section Fuel Characteristics. For ambient conditions or fuel qualities outside the specification, the output may have to be reduced. The specific fuel consumption is a statement engines operating in ambient conditions according to ISO 15550:2002 (E). Total barometric pressure: 100 kPa Air temperature: 25 °C Relative humidity: 30 % Charge air coolant temperature: 25 °C Engine Block The engine block, made of nodular cast iron, is cast in one piece for all cylinder numbers. It has a stiff and durable design to absorb internal forces and enable the engine to be resiliently mounted without any intermediate foundations. The engine has an underslung crankshaft held in place by main bearing caps. The main bearing caps, made of nodular cast iron, are fixed from below by two hydraulically tensioned screws. They are guided sideways by the engine block at the top as well as at the bottom. Hydraulically tightened horizontal side screws at the lower guiding provide a very rigid crankshaft bearing. A hydraulic jack, supported in the oil sump, offers the possibility to lower and lift the main bearing caps, e.g. when inspecting the bearings. Lubricating oil is led to the bearings and piston through this jack. A combined flywheel/thrust bearing is located at the driving end of the engine. The oil sump, a light welded design, is mounted on the engine block from below and sealed by O-rings. The oil sump is available in two alternative designs, wet or dry sump, depending on the type of application. The wet oil sump comprises, in addition to a suction pipe to the lube oil pump, also the main distributing pipe for lube oil as well as suction pipes and a return connection for the separator. The dry sump is drained at either end (free choice) to a separate system oil tank. Crankshaft The crankshaft design is based on a reliability philosophy with very low bearing loads. High axial and torsional rigidity is achieved by a moderate bore to stroke ratio. The crankshaft satisfies the requirements of all classification societies. The crankshaft is forged in one piece and mounted on the engine block in an under-slung way. In V-engines the connecting rods are arranged side-by-side on the same crank pin in order to obtain a high degree of standardization. The journals are of same size regardless of number of cylinders. The crankshaft is fully balanced to counteract bearing loads from eccentric masses by fit- ting counterweights in every crank web. This results in an even and thick oil film for all bearings. If necessary, the crankshaft is provided with a torsional vibration damper. Connection Rod The connecting rods are of three-piece design, which makes it possible to pull a piston without opening the big end bearing. Extensive research and development has been made to develop a connecting rod in which the combustion forces are distributed to a maximum area of the big end bearing. The connecting rod of alloy steel is forged and has a fully machined shank. The lower end is split horizontally to allow removal of piston and connecting rod through the cylinder liner. All connecting rod bolts are hydraulically tightened. The gudgeon pin bearing is made of tri-metal. Oil is led to the gudgeon pin bearing and piston through a bore in the connecting rod. Main Bearings and Big End Bearings The main bearings and the big end bearings are of tri-metal design with steel back, lead- bronze lining and a soft running layer. The bearings are covered all over with Sn-flash of 0.5-1 µm thickness for corrosion protection. Even minor form deviations become visible on the bearing surface in the running in phase. This has no negative influence on the bearing function. Cylinder Liner The cylinder liners are centrifugally cast of a special grey cast iron alloy developed for good wear resistance and high strength. Cooling water is distributed around upper part of the liners with water distribution rings. The lower part of liner is dry. To eliminate the risk of bore polishing the liner is equipped with an anti-polishing ring. Piston The piston is of composite design with nodular cast iron skirt and steel crown. The piston skirt is pressure lubricated, which ensures a well-controlled lubrication oil flow to the cylinder liner during all operating conditions. Oil is fed through the connecting rod to the cooling spaces of the piston. The piston cooling operates according to the cocktail shaker principle. The piston ring grooves in the piston top are hardened for better wear resistance. Piston Rings The piston ring set consists of two directional compression rings and one spring-loaded conformable oil scraper ring. All rings are chromium-plated and located in the piston crown. Cylinder Head The cylinder head is made of grey cast iron, the main design criteria being high reliability and easy maintenance. The mechanical load is absorbed by a strong intermediate deck, which together with the upper deck and the side walls form a box section in the four corners of which the hydraulically tightened cylinder head bolts are situated. The cylinder head features two inlet and two exhaust valves per cylinder. All valves are equipped with valve rotators. No valve cages are used, which results in very good flow dynamics. The basic criterion for the exhaust valve design is correct temperature by carefully controlled water cooling of the exhaust valve seat. The thermally loaded flame plate is cooled efficiently by cooling water led from the periphery radially towards the centre of the head. The bridges between the valves cooling channels are drilled to provide the best possible heat transfer. Camshaft and Valve Mechanism There is one campiece for each cylinder with separate bearing pieces in between. The cam and bearing pieces are held together with flange connections. This solution allows removing of the camshaft pieces sideways. The drop forged completely hardened camshaft pieces have fixed cams. The camshaft bearing housings are integrated in the engine block casting and are thus completely closed. The bearings are installed and removed by means of a hydraulic tool. The camshaft covers, one for each cylinder, seal against the engine block with a closed O- ring profile. The valve mechanism guide block is integrated into the cylinder block. The valve tappets are of piston type with self-adjustment of roller against cam to give an even distribution of the contact pressure. Double valve springs make the valve mechanism dynamically stable. Camshaft Drive The camshafts are driven by the crankshaft through a gear train. The driving gear is fixed to the crankshaft by means of flange connection. The intermediate gear wheels are fixed together by means of a hydraulically tightened central bolt. Fuel System The Wartsila 34DF engine is designed for continuous operation on fuel gas (natural gas) or on Light Fuel Oil (LFO). Can also operate on diesel. Dual fuel operation requires external gas feed system and fuel oil feed system. Fuel Gas System The fuel gas system on the engine comprises the following built-on equipment: Low-pressure fuel gas common rail pipe Gas admission valve for each cylinder Safety filters at each gas admission valve Common rail pipe venting valve Double wall gas piping The gas common rail pipe delivers fuel gas to each admission valve. The common rail pipe is a fully welded double wall pipe, with a large diameter, also acting as a pressure accumulator. Feed pipes distribute the fuel gas from the common rail pipe to the gas admission valves located at each cylinder. The gas admission valves (one per cylinder) are electronically controlled and actuated to feed each individual cylinder with the correct amount of gas. The gas admission valves are controlled by the engine control system to regulate engine speed and power. The valves are located on the cylinder head (for V-engines) or on the intake duct of the cylinder head (for in-line engines). The gas admission valve is a direct actuated solenoid valve. The valve is closed by a spring (positive sealing) when there is no electrical signal. With the engine control system it is possible to adjust the amount of gas fed to each individual cylinder for load balancing of the engine, while the engine is running. The gas admission valves also include safety filters (90 µm). The venting valve of the gas common rail pipe is used to release the gas from the common rail pipe when the engine is transferred from gas operating mode to diesel operating mode. The valve is pneumatically actuated and controlled by the engine control system. Main Fuel Oil Injection System The main fuel oil injection system is in use when the engine is operating in diesel mode. When the engine is operating in gas mode, fuel flows through the main fuel oil injection system at all times enabling an instant transfer to diesel mode. The engine internal main fuel oil injection system comprises the following main equipment for each cylinder: Fuel injection pump High pressure pipe Twin fuel injection valve (for main and pilot injection) The fuel injection pump design is of the mono-element type designed for injection pressures up to 150 MPa. The injection pumps have built-in roller tappets, and are also equipped with pneumatic stop cylinders, which are connected to overspeed protection system. The high-pressure injection pipe runs between the injection pump and the injection valve. The pipe is of double wall shielded type and well protected inside the engine hot box. The twin injection valve is a combined main fuel oil injection and pilot fuel oil injection valve, which is centrally located in the cylinder head. The main diesel injection part of the valve uses traditional spring loaded needle design. The hotbox encloses all main fuel injection equipment and system piping, providing maximum reliability and safety. The high pressure side of the main injection system is thus completely separated from the exhaust gas side and the engine lubricating oil spaces. Any leakage in the hot box is collected to prevent fuel from mixing with lubricating oil. For the same reason the injection pumps are also completely sealed off from the camshaft compartment. Pilot Fuel Injection System The pilot fuel injection system is used to ignite the air-gas mixture in the cylinder when operating the engine in gas mode. The pilot fuel injection system uses the same external fuel feed system as the main fuel oil injection system. The pilot fuel system comprises the following built-on equipment: Pilot fuel oil filter Common rail high pressure pump Common rail piping Twin fuel oil injection valve for each cylinder The pilot fuel filter, with replaceable paper cartridge, is a full flow duplex unit preventing impurities entering the pilot fuel system. The fineness of the filter is β20=200 (ISO 16889). The high pressure pilot fuel pump is of an engine-driven radial piston type mounted in the free end of the engine. The delivered fuel pressure is controlled by the engine control system and is approximately 90 MPa. Pressurized pilot fuel is delivered from the pump unit into a small diameter common rail pipe. The common rail pipe delivers pilot fuel to each injection valve and acts as a pressure accumulator against pressure pulses. The high pressure piping is of double wall shielded type and well protected inside the hot box. The feed pipes distribute the pilot fuel from the common rail to the injection valves. The pilot fuel oil injection valve needle is actuated by a solenoid, which is controlled by the engine control system. The pilot diesel fuel is admitted through a high pressure connection screwed in the nozzle holder. When the engine runs in diesel mode the pilot fuel injection is also in operation to keep the needle clean. Exhaust Pipes The exhaust manifold pipes are made of special heat resistant nodular cast iron alloy. The connections to the cylinder head are of the clamp ring type. The complete exhaust gas system is enclosed in an insulating box consisting of easily removable panels fitted to a resiliently mounted frame. Mineral wool is used as insulating material. Lubricating Oil System The engine internal lubricating oil system include the engine driven lubricating oil pump, the electrically driven pre lubricating oil pump, thermostatic valve, filters and lubricating oil cooler. The lubricating oil pumps are located in the free end of the engine, while the automatic filter, cooler and thermostatic valve are integrated into one module. Engine Lube Oil Sump Volumes This list contains the nominal volume of the lube oil sump for Wärtsilä engines. This info is intended to be used for calculation of the amount of oil needed for first filling of a new Power plant. It does not include oil in the pipes outside the engine, these are Plant dependent. Typically this additional volume is 10-15% of the oil sump volume.