stx marine service

STX MARINE SERVICE
THE MASTER KEY FOR DREAMS & FUTURE
www.stxmarine.co.kr
STX Busan Bldg., 102, Jungang-daero, Jung-gu, Busan, Korea
TEL | +82 51 461 2000 FAX | +82 51 461 1529
SERVICE
SOLUTION
THE MASTER KEY
FOR DREAMS & FUTURE
Solution for
Marine & Offshore
SERVICE SOLUTION
Troubleshooting & Maintenance
• Machinery & Electric troubleshooting
Cost Saving
• F.O drain modification
• L.O quality control modification
• Alpha lubricator installation & retrofit
• T/C Cut out (low load operation)
• Crankshaft recovery (polishing & in-suit)
Upgrade
• PLC Modification
• L16/24 2008 version up
• L16/24 viscosity control system
Safety
• Charge air shut off device installation
• Splash oil monitoring system
• Bearing wear-down monitoring system
Efficiency & Proficiency
• E-MAS(on-line engine monitoring system)
• Customized training causes
• Workshop training causes
Environment
• MGO cooler & chiller application
• BWMS(Ballast Water Management System)
retrofit
• NOx/SOx REGULATION (Tier II & Tier III)
modification
3
COST SAVING
1. F.O DRAIN MODIFICATION
1) Introduction
2) Benefits
There are two kinds of drains in MAN Diesel & Turbo
Suppose the fuel oil leakage of about 0.7 liter/h per cylin-
V32/40 engine, and the drains can be classified into clean
der and there are six(6) 16V32/40 in the drillship and they
oil and dirty oil.
are continuously running a year. In addition, the fuel oil
• Clean oil : from cylinder head, buffer piston & safety jacket
be MGO and its cost be about KRW1,300/liter.
• Dirty Oil : from fuel injection pump
• Drain per engine : 11.2 liter/h
And the fuel oil drain line of MAN Diesel & Turbo V32/40
• Drain per ship : 67.2 liter/h
has been originally designed without separation of these
• Drain per ship and day : 1.6 m3/day
two drain lines. But now, the customer can have high ex-
• Drain per ship and year : 588.7 m3/day
pectation of cost saving effect from the modification of
• SAVED : KRW 765,273,600/year (USD 660,858/year)
the fuel oil drain line on the engine, which will enable the
customer to reuse the clean oil.
Now consider the amount of the fuel oil drain is maxi-
Present
mized within the allowable value due to unknown reason.
Dirty
Pure
Pure fuel
Fuel +lube oil
(mixing oil)
Water+ LO + FO
(dirty drain)
• Drain per ship and year : 923.45 m3/day
Main Generator Engine (V32/40)
FO high press. Pipe
(safety jacket)
Cylinder
head
Buffer
piston
• Drain per ship and day : 2.53 m3/day
Fuel inj.
Pump
Crankcase
(Heat box)
• SAVED : KRW 1,200,485,000/year (USD 1,036,668/year)
These modifications will give you big amount of the fuel
Leakage alarm tank
Conn. 5284
Conn.
9184/9187
Conn. 5294
oil saving. In addition, it will also make PLUS EFFECT to
environment, due to the reduced amount of sludge oil.
BILGE TANK or SLUDGE TANK (Dirty oil : cannot re-used)
Improve
Dirty
Pure
Pure fuel
Fuel +lube oil
(mixing oil)
Water+ LO + FO
(dirty drain)
Main Generator Engine (V32/40)
FO high press. Pipe
(safety jacket)
Cylinder
head
Buffer
piston
Fuel inj.
Pump
Crankcase
(Heat box)
Leakage alarm tank
Conn.
9184/9187
Conn. 5284
OVERFLOW TANK
(Pure Oil)
BILGE TANK or SLUDGE TANK
(Dirty Oil : Cannot re-use)
Fuel oil service tank
Transfer pump
4
SERVICE SOLUTION
COST SAVING
2. L.O QUALITY CONTROL MODIFICATION
1) Introduction
2) Benefits
During operation of the engines, the lube oil can be
Centrifugal filter has proved to be the key factor in reduc-
contaminated by micro impurities etc. And the burning
ing component wear whilst increasing the oil and engine
heavy fuel will more deteriorate this contamination with
life cycle and provides a cleanable, low maintenance and
increased carbon residue and other foreign matters.
environmentally friendly solution throughout the life
Experience has proved that the centrifuging is the most
span of the engines.
effective method for cleaning lube oil.
In this connection, centrifugal by-pass lube oil filter has
• Centrifugal oil filter processes approximately 10% of the
been re-released for 4-stroke engine by STX.
oil flow provided by the engine pump before returning it
directly to the engine sump.
• The removal of particles by centrifugal force is based on
their relative density therefore there is no restriction on
contaminant size.
5
COST SAVING
3. ALPHA LUBRICATOR INSTALLATION
1) Introduction
2) Benefits
The cylinder oil amount is controlled according to the
The Alpha Lubricator Retrofit will give below effects.
amount of sulphur entering the cylinder with the fuel.
• Significant savings on cylinder oil
Therefore the cylinder oil dosage must be proportional to
• Lower particle emissions levels
below two criteria
• Reduced combustion chamber wear
• The sulphur percentage in the fuel
• High pressure injection directly into the piston ring pack
• The engine load, i.e. the amount of fuel entering the cyl-
• Very precise injection timing (Electronically)
inders
• Optimal utilization of the oil with minimum of loss
Implementation of the above two criteria leads to an op-
• Very easy and precise control of the feed rate
timal cylinder oil dosage.
• Pre-lubrication of the cylinder before start of the engine
Specification
Description
Mechanical
Alpha Lubricator
Feed rate
0.9 g/bhp.h(K/L)
1.1 g/bhp.h(S)
S % x 0.25 g/bhp.h
(Standard : 0.75 g/
bhp.h)
Oil consumption
RPM dependent
LOAD dependent
Adjustment
of feed rate
Pump stroke
(Adjusting bolt)
Injection frequency
(in HMI)
Pump stroke
Adjustable
Fixed
Injection
Frequency
1/1 revolution
(fixed)
Adjustable
Injection
pressure
4-5 bar
40-50 bar
Oil actuating
power
Camshaft rotation
Booster oil pressure
Operating
method
Mechanic
Electronic
6
SERVICE SOLUTION
COST SAVING
4. ALPHA LUBRICATOR RETROFIT (LOW LOAD OPERATION)
1) Introduction
In early of 2012, in addition to above, the new layout of
the Alpha Lubricator for new MC engines was introduced.
With a number of design improvements, the injection
new holes in the cylinder block, adapted to
the new plunger diameters
new non-return valves
with 5 bar opening pressure
(before 2 bar)
volume and frequency have been changed in order for
optimum cylinder oil consumption at low load.
new spacer length,
according to the new stroke
24.5
(before 23.5)
29.5
(before 28.5)
4mm (before 3)
modified flank thikness
new plunger diameter
The new lubricator layout reduces the engine power level
at which the algorithm, controlling the cylinder oil feed
rate, changes. The “breakpoint” is moved to the left. The
Alpha Lubricator Upgrade enables the cylinder oil feed
rate to follow a lower curve. The marked area in the figure
above corresponds to the potential lubrication oil savings
from upgrading the system.
2) Benefits of Upgraded System
• Cylinder lubrication oil savings of 20-50% at low load
• More accurate feed rate control at all engine loads
• Minimizing over-lubrication at low load, reducing deposits, hence improving the cylinder condition
• Implementation of latest design features
• Upgraded interface by latest software version
7
Savings example on a 12K98MC-C
Lubrication oil consumption at 10% engine load
Prior to update
240 l/day
With Upgrade Kit
100 l/day
Yearly savings
42,000EUR
(at 6,000h/yr & 1,200EUR/t)
COST SAVING
5. TURBOCHARGER CUT-OUT (LOW LOAD OPERATION)
1) Introduction
25 knots refers to 100% relative propulsion power.
A reduction of 5 knots, will result in 41% propulsion power
requirement.
By installing a Turbocharger Cut-Out System, the operator
57% reduction
has the option of disabling one of the turbochargers for
low-load operation as “slow steaming”. The retrofit will
provide fuel costs saving which reduces SFOC. The performance of the turbochargers will be improved.
2) Benefits
Reduces fuel consumption and improves main engine
performance during low load
• Depending on the engine’s number of TCs, cut-out of
Turbocharger Cut-Out System
one TC has the potential of reducing SFOC (in g/kWh) as
shown chart
1 of 3 T/Cs : Approx. 2 - 2.7 fuel tons/day
1 of 4 T/Cs : Approx. 3 - 4.5 fuel tons/day
12K98 ME-C
Turbine side
Compressor side
Height = 1.5 meters, Weight = 850 kg (TCA88)
8
SERVICE SOLUTION
SAFETY
1. CHARGE AIR SHUT OFF DEVICE INSTALLATION
2. SPLASH OIL MONITORING SYSTEM
1) Introduction
1) Introduction
Shut Off Flap Valve will ensure safe operation of the en-
The Splash Oil Monitoring System is an innovative tech-
gine in hazardous conditions by blocking air flow such as
nology which can prevent the engine from the fatal ac-
combustible gases and vapors.
cident by detecting oil temperature increase.
2) Benefits
2) Benefits
A spring operated air shut off device mounted in the air
Even in the case there is slight increase in the localized
intake system will prohibit airflow from entering into the
oil temperature caused by bearing damage or any corro-
engines and cylinders, and will protect the personnel and
sion etc. , the Splash Oil Monitoring System will stop the
equipment from unexpected fatal accident.
engine immediately and protect the engine.
The system can be manually or automatically controlled
responding to variety of hazardous element.
Open state
When valve is installed normal open
stage initially, main spring is connected
link and compressed spring by flap,
latched by lever piston.
Close state
When flap drop down main
spring is already recovers free
length. Use box wrench raised
up flap initial state.
9
SAFETY
3. BEARING WEAR-DOWN MONITORING SYSTEM
1) Introduction
Recently as ship builders and ship owners have become
more interested in major engine inner part damages, demand for condition monitoring systems to prevent major
engine part damages has also risen. To meet the growing
demand for the engine monitoring system, we would like
to introduce our bearing wear down monitoring system
for 2STK diesel engine.
This monitoring system can detect abnormal wear-down
of bearing parts early and help to prevent accidents.
2) Arrange of application
System structure (AMOT)
Monitors condition of crank shaft bearings in large
2-stroke diesel engines (cylinder bore is more than
460mm)
2) Benefits
• Real time bearing wear monitor – reduces operating
costs by predicting failure
• Accurate wear sensing - maximizes uptime
• Simple installation - no drilling of highly stressed engine
components
• Long term data recording and reporting
• Automatic calibration - easy low cost set up
System structure (KONGSBERG)
System structure (Dr. E Horn)
Indication unit
Sensor
Line converter Box
Terminal Box
10
SERVICE SOLUTION
SAFETY
Installation of AMOT system
Installation of AMOT system
Installation of KONGSBERG system
Installation of KONGSBERG system
Installation of Dr. E. Horn system
Installation of Dr. E. Horn system
11
ENVIRONMENT
1. MGO COOLER & CHILLER APPLICATION
1) Introduction
Chiller unit
With the implementation of EU-Directive 2005/33EC,
which aimed at improving the environment in and
around European harbors, the ships berth in EU harbors
are regulated to be operated on distillate fuels with a sulphur content of less than 0.1%. the MDO/MGO cooling can
be installed after the circulating pumps as below system.
2) Benefits
The advantage of installing the cooler just before the engine/generator is that it becomes possible to optimize the
viscosity regulation at the engine/generator inlet.
For the lowest viscosity distillates, a cooler may not be
enough to cool the fuel sufficiently due to the cooling water available onboard is typically LT cooling water(36°C).
In such a case, it is recommended to install a so-called
Fuel Temperatur vs Viscosity
‘chiller unit’.
3) Fuel Temperature vs Viscosity
The horizontal axis shows the bunkered fuel viscosity in
cSt, which should be informed in the bunker analysis report. If the temperature of the MGO is below the lower red
curve at engine inlet, the viscosity is above 3 cSt.
The black thick line shows the viscosity at reference condition (40°C) according to ISO8217, marine distillates.
12
SERVICE SOLUTION
ENVIRONMENT
2. BALLAST WATER MANAGEMENT SYSTEM RETROFIT SOLUTION
1) Introduction
2) Benefits
STX Marine Service offers a comprehensive BWMS turn-
• Each individual ship might need different BWMS solution
key solution package through technical support, feasi-
• Smallest possible changes of existing physical ship
bility study, engineering, procurement, project management, installation, and commissioning, global after-sales
service network ensuring the benefit of maximizing customer value. The selection of appropriate ballast water
management system is not easy because no one BWMS
application can provide complete solutions to meet the
diverse needs in terms of both technical matters for each
condition
• Advanced preparation: modular prefabricated design
necessary
• Shorten installation period with up-to-dated
technologies
• Comprehensive A/S network for avoiding possible
off-hire, PSC Detention
ship’s unique physical and operational conditions and the
regulatory requirements as well. STX Maine Service is one
of top experienced marine service company in the field
of retrofit service business by means of utilizing the most
up-to-dated technology, implementing the most suitable
solution, timely management, comprehensive after service cares ensuring customers satisfaction.
BEFORE
AFTER
-Filter shall be installed on E/R 2nd deck
-Main ballast line shall be modified
-Stripping eductor line shall be modified
-After modification, A/P(after peak) tank can be filled
with ballast water by No.2 ballast pump
13
ENVIRONMENT
3. NOx/SOx REGULATION (TIER II & TIER III) MODIFICATION
1) Introduction
TIER III solution
Domestic marine diesel engine makers reduce the NOx
+ SCR (Selective Catalytic Reduction)
emission mostly by applying low NOx fuel nozzle, injec-
Selective catalytic reduction (SCR) is composed of oxida-
tion timing retard and charging air pressure increase.
tion catalyst combined ammonia SCR system to abate
However, it is necessary to develop high efficient technol-
NOx in low temperature condition.
ogy (EGR, SCR, etc.) to reduce NOx emission in order to
prepare for the further reinforcement of the NOx emission
limit.
2) Benefits
6S46MC-C 25%LOAD 50%LOAD 75%LOAD 100%LOAD
TIER I
CYCLE
18.1g/kwh
17.2g/kwh 14.7g/kwh 12.4g/kwh 15.8g/kwh
2.9g/kwh
3.1g/kwh
TIER III
2.9g/kwh
2.5g/kwh
2.8g/kwh
<Tier III is achieved with pre-turbine SCR>
SCR reactor
Vaporizer &
mixer unit
Control panel
TIER II solution
Air compressor
& air tanks
• Higher charge air pressure ratio
• Increased compression ratio
• Retarded injection timing
• Variable Injection Timing
Urea supply unit
Urea solution tanks
+ EGR (Exhaust gas recirculation)
EGR works by recirculating a portion of an engine’s exhaust gas back to the engine cylinders. the exhaust gas replaces some of the excess oxygen in the pre-combustion
mixture. Because NOx forms primarily when a mixture of
nitrogen and oxygen is subjected to high temperature,
the lower combustion chamber temperatures caused by
EGR reduces the amount of NOx
14
SERVICE SOLUTION
TROUBLESHOOTING
& MAINTENANCE
1. MACHINERY & ELECTIRC
TROUBLESHOOTING
1) Introduction
In the event of all possible problems in engine room
resulted from trouble or breakdown of machinery,
electricity and system etc., qualified and experienced
STX engineer offers
• Investigation of cause
• Solution plan
• Perfect repair and restoration
2) Application
■ Machine & Electricity
• Engine, Turbocharger, Governor, Alternator, Local
Control Panel, Maneuvering System, Aux. Equipment etc.
■ Hull system & Control program logic
• Fuel oil system
• Lube oil system
• Cooling water system
• Starting air & Control air system
• Combustion air system
• Pneumatic system
3) Benefit
STX Marine Service ensures qualified and satisfactory
services in all marine & offshore fields. A great variety of
technical skills and experiences acquired from various
business range of STX group has up-built its engineers
more competent and competitive.
15
TROUBLESHOOTING
& MAINTENANCE
2. CRANKSHAFT RECOVERY
(POLISHING & IN-SUIT)
1) Introduction
By the reasons of deterioration of components, detective L.O management and foreign substance inflow, ridge
wear or crank pin journal ovallity can be occurred in
Crankshaft.
STX Marine Service has been providing in-situ Crankshaft
Polishing service as well with accumulated rich experiences and know-how.
16
SERVICE SOLUTION
UPGRADE
1. PLC MODIFICATION
1) Introduction
2) Benefits of the New PLC model
We have used PLC ABB CS31, AC1131 as our standard
• Improved lifetime and reliability
module for the control and safety system on the 4-stroke
• Saving maintenance costs.
GenSet. However, these PLC are no longer produced so
• Easier to maintenance
we have not been able to offer you service to these PLC
• 40% more compact design
since end of 2007.
• Integrated project concept for easy handling
For such a reason, we would like to introduce SIMATIC S71200 of the SIEMENS as our newest standard PLC.
Also, the monitoring system has been updated with the
Lately, many clients request to replace old ABB CS31,
newest Software.
AC1131 PLC with new AB, ABB or SIEMENS model for safe
For your convenience, we have prepared an upgrade ser-
operation against frequent failure in the old PLC. For ex-
vice package with all necessary hardware and software.
ample, there are the engine shut down, abnormal alarms,
We highly recommend upgrade of your engines all at
impossibility of the engine rpm increase, etc.
once for safe operation and reducing maintenance costs.
Therefore, we recommend that you replace old PLC with a
new PLC model for reducing the risk due to any problem.
OLD ABB PLC
NEW PLC
17
UPGRADE
2. L16/24 2008 VERSION UP
1) Introduction
During the past we have in service experienced some sticking inlet & exhaust valves. In some cases the piston crown has
been in direct contact with the opened sticking valve and created consequently damage. To minimize the risk of sticking
valves we have introduced new design specification for 5L~9L16/24 engines.
Problem
Estimate Reason
1 F.O Pump Plunger & Barrel Sticking
Carbon contamination
2 Exhaust & Intake Valve Sticking
Ignition quality low
Carbon contamination
3 Exhaust Gas temp’ high
(Average 100°C above)
Combustion quality low
Fuel Valve damage
4 Valve Bridge damage
Carbon contamination
Clearance misadjustment
5 Turbo charger (NR12/S) damage
(Turbine Rotor break)
Carbon contamination
L.O quality low
6 Lube oil quality low
Combustion condition low
Engine Blow-by
NEW VERSION
OLD VERSION
2) Benefits
The engine running with relevantly high viscosity causes poor atomization and high carbon residue.
this is main cause of valve sticking on L16/24 (1,200 RPM) engine. In order to support customers, STX here with proposed
upgrade solution.
Reduced camshaft / valve lift
NEW
OLD
18
SERVICE SOLUTION
UPGRADE
3. L16/24 VISCOSITY CONTROL SYSTEM
1) Introduction
2) Purpose of development
STX got several reports for the damage on cylinder head
Fuel viscosity control system is a technique to control vis-
and valve, which causes additional damage on piston
cosity and temperature of fuel oil (HFO) for efficient com-
and turbo charger parts. STX has investigated the cause
bustion in diesel engines of motor vessels and generators
of sticking in cooperation with one of Korean shipping
of oil-fired power plants.
company for 1 year and come to below conclusion.
Fuel oil’s viscosity strongly depends on the temperature,
• The proper fuel oil and lube oil treatment is essential
the higher is the temperature the lower is the viscosity.
factor to prevent valve sticking
• The viscosity of HFO (380cSt) should be kept 12~18cSt
after pre-heater but 10~15cSt at engine inlet.
For optimal combustion the viscosity of the fuel should
be in the range of 12-18 cSt. To maintain this value a combination of viscometer, PID controller and heater is used.
• The well maintained lubricating oil is also important.
Viscometer measures the actual viscosity of the fuel, this
• FO duplex filter’s mesh that is installed on existing ships
value is compared with the set point in the controller and
is not satisfied with up to date the MDT modification
the command is sent to the heater to adjust the tempera-
(MDT service letter design spec : 50μm → 25 μm).
ture of the fuel
Viscosity Control unit
19
UPGRADE
3) The number of cases : STX panocean L16/24 genset
4) Viscosity control unit specification
damage amount
• Plate type electric heater
• Fuel oil duplex filter (abs. 25micron)
YEAR
2010
2011
2012
TOTAL EVENT
STX EAXXX
29
9
1
39
STX FOXXX
24
10
1
35
• Viscosity controller
• Viscosity abnormal alarm
• F.O filter differential press high alarm
• Flexible hose for external connection
• Temperature sensor & pressure gauge
30
20
10
0
2010
2011
2012 First Half
STX EASTERN
STX FORTE
5L16/24 GENSET RECOVERY COST ANALYSIS
1%
solution module is installed by stx
engineer at G/E f.o inlet common line
12%
87%
TURBOCHARGER RECOVERY
COST(G.CLAIM)
5L 16/24 GENSET DAMAGE
RECOVERY COST
MAKER(STX Engine) G. CLAIM
COST
viscosity control unit 3D modeling
20
SERVICE SOLUTION
EFFICIENCY &
PROFICIENCY
1. E-MAS(ON-LINE MONITORING SYSTEM)
1) Introduction
3) Website and Mobile Application
E-MAS (Engine Monitoring & Analysis System) will remote
• No constraints to time and space for engine condition
monitoring and on-line analyze the engine performance
monitoring with website and mobile application
on-board from the office, and will provide the customer
• Research of daily & monthly reports of engine experts
with the most optimal maintenance program with vari-
• All necessary information including engine manual and
ous and useful data.
latest service reports
2) Benefits
E-MAS analyzes engine operation data for one month,
and provides the customers with comprehensive information.
• Engine Basic Information
• Engine Condition
• Expected Maintenance Timing
• Warning for Accidents
• Fuel Oil Consumption
• Average Engine Load
• Performance Curve
21
EFFICIENCY
& PROFICIENCY
2. WORKSHOP TRAINING
1) Introduction
2) Benefits
The practical training on MAN-STX 2 & 4-stroke engine in
The trainees will understand the engine system and de-
STX workshop will enable the trainees to operate the en-
sign features of all type MAN engine through this course,
gine system safer and more economically.
which will enable them to operate the engine more ef-
• Customized training course
ficiently and accurately.
• Workshop training course
• Introduction of 2 & 4 stroke engine
• Main Components
• Control System
• Emergency Operation
22
SERVICE SOLUTION
Global Network
Global Network
Europe
Netherlands Germany Greece
Iraq
U.S.A
Brazil
Brazil Service Center
B.Y. Jung (Manager)
Alameda Santos, 1357, 10F
sao Paulo, SP, 01419-908, Brazil
Tel: 55-11-2138-4143
[email protected]
Service Europe B.V.
Netherlands (Spijkenisse)
J.G. Gim (Managing Director)
Lorentzweg 33F, 3208LJ
Spijkenisse, Netherlands
Tel: 31-88-451-2001
[email protected]
[email protected]
Germany (Hamburg)
S.J. Choi (Senior Manager)
Room#648, 6th Floor(Regus),
Millerntorplatz 1, 20359
Hamburg, Germany
Tel: 49-40-80909-2172
[email protected]
[email protected]
Greece (Athens)
N.C. Hwang (General Manager)
Athens, Greece
Tel: 31-06-88-451-2002
[email protected]
[email protected]
Korea Head Quarter
Y.H. Park (Plant)
Y.W. Seok (Service)
H.K. Kim (Parts)
4F, STX Busan Bldg., 102,
Jungang-Daero,
Jung-Gu, Busan,600-725, Korea
Tel: 82-51-461-5518
[email protected]
Service Iraq
K.S. Cho (Managing Director)
Jadiriyah Hay Babel 923, St 34,
HQ(Korea)
House 25, Baghdad , Iraq
Tel: 82-070-8245-1606
[email protected]
Singapore
Service Americas, LLC
Michele Laughlin-Payne
(Managing Director)
4750 Windfern Houston, Texas 77041
Tel: 1-713-934-0056
[email protected]
[email protected]
Service Singapore Pte.,Ltd.
J.S. Han (Managing Director)
No19 Joo Koon Road Singapore 628978
Tel: 65-6898-2725
[email protected]
[email protected]
China Service Center
S.K. Kim (Vice President)
2002, West Building, Zhongrong
Hengrui tower #560 Zhangyang
Rd. Shanghai, China
Tel: 82-070-7931-4202
[email protected]