Everything About Warstilla Engine

Project guide for

Marine Applications

Wärtsilä 46 – P

roject gu

ide for m

arine ap

plication

s

Wärtsilä Finland OyP.O.Box 25265101 Vaasa, FinlandTel. +358 10 709 0000Fax. +358 6 356 7188

www.wartsila.com

W01

02E

/ B

ock´

s O

ffice

/ F

ram

Introduction

This Project Guide provides you with the information required for the layout of marine propulsion plantswith Wärtsilä 46 engines.

Any data and information herein is subject to revision without notice.

For contracted projects the customer will receive binding instructions for planning the installation.

This issue replaces Issue 1996.

8 January 2001

Wärtsilä Finland OyMarineP.O. Box 252FIN-65101 VAASAFinland

Introduction

Marine Project Guide W46 - 1/2001 i

THIS PUBLICATION IS DESIGNED TO PROVIDE AS ACCURATE AND AUTHORITIVE INFORMATION REGARDING THE SUBJECTS COVERED AS

WAS AVAILABLE AT THE TIME OF WRITING. HOWEVER, THE PUBLICATION DEALS WITH COMPLICATED TECHNICAL MATTERS AND THE

DESIGN OF THE SUBJECT AND PRODUCTS IS SUBJECT TO REGULAR IMPROVEMENTS, MODIFICATIONS AND CHANGES. CONSEQUENTLY,

THE PUBLISHER AND COPYRIGHT OWNER OF THIS PUBLICATION CANNOT TAKE ANY RESPONSIBILITY OR LIABILITY FOR ANY ERRORS OR

OMISSIONS IN THIS PUBLICATION OR FOR DISCREPANCIES ARISING FROM THE FEATURES OF ANY ACTUAL ITEM IN THE RESPECTIVE

PRODUCT BEING DIFFERENT FROM THOSE SHOWN IN THIS PUBLICATION. THE PUBLISHER AND COPYRIGHT OWNER SHALL NOT BE LIABLE

UNDER ANY CIRCUMSTANCES, FOR ANY CONSEQUENTIAL, SPECIAL, CONTINGENT, OR INCIDENTAL DAMAGES OR INJURY, FINANCIAL OR

OTHERWISE, SUFFERED BY ANY PART ARISING OUT OF, CONNECTED WITH, OR RESULTING FROM THE USE OF THIS PUBLICATION OR THE

INFORMATION CONTAINED THEREIN.

COPYRIGHT 2000 BY WÄRTSILÄ FINLAND OY

ALL RIGHTS RESERVED. NO PART OF THIS PUBLICATION MAY BE REPRODUCED OR COPIED IN ANY FORM OR BY ANY MEANS, WITHOUT

PRIOR WRITTEN PERMISSION OF THE COPYRIGHT OWNER.

Table of Contents1. General data and outputs . . . . . . . . . . . . . . . . . . . 1

1.1. Technical main data . . . . . . . . . . . . . . . . . . . . . . . . . 11.2. Fuel characteristics . . . . . . . . . . . . . . . . . . . . . . . . . 11.3. Maximum continuous output . . . . . . . . . . . . . . . . . . 31.4. Reference conditions . . . . . . . . . . . . . . . . . . . . . . . . 31.5. Principal dimensions and weights . . . . . . . . . . . . . . 41.6. Definitions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

2. Operation data . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

2.1. Dimensioning of propellers . . . . . . . . . . . . . . . . . . . 72.2. Loading capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . 92.3. Operation at low air temperature . . . . . . . . . . . . . . 102.4. Restrictions for low load operation and idling . . . . 102.5. Lubricating oil quality . . . . . . . . . . . . . . . . . . . . . . . 112.6. Overhaul intervals and expected life times of engine

components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

3. Technical data . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

3.1. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153.2. Technical data tables . . . . . . . . . . . . . . . . . . . . . . . 183.3. Exhaust gas and heat balance diagrams . . . . . . . . 253.4. Specific fuel oil consumption curves . . . . . . . . . . . 42

4. Description of the engine . . . . . . . . . . . . . . . . . . 43

5. Piping design, treatment and installation . . . . . 49

6. Fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52

6.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 526.2. Internal fuel system . . . . . . . . . . . . . . . . . . . . . . . . 526.3. External fuel system . . . . . . . . . . . . . . . . . . . . . . . . 52

7. Lubricating oil system . . . . . . . . . . . . . . . . . . . . . 68

7.1. Internal lubricating oil system. . . . . . . . . . . . . . . . . 687.2. External lubricating oil system . . . . . . . . . . . . . . . . 68

8. Cooling water system . . . . . . . . . . . . . . . . . . . . . 79

8.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 798.2. Internal cooling water system . . . . . . . . . . . . . . . . 798.3. External cooling water system . . . . . . . . . . . . . . . . 82

9. Starting air system . . . . . . . . . . . . . . . . . . . . . . . . 96

9.1. Internal starting air system . . . . . . . . . . . . . . . . . . . . 969.2. External starting air system . . . . . . . . . . . . . . . . . . 96

10. Turbocharger and air cooler cleaning system. 102

10.1. Turbocharger cleaning system. . . . . . . . . . . . . . . 10210.2. Charge air cooler cleaning system (optional) . . . . 106

11. Engine room ventilation . . . . . . . . . . . . . . . . . . . 107

12. Crankcase ventilation system . . . . . . . . . . . . . . 109

13. Exhaust gas system . . . . . . . . . . . . . . . . . . . . . . 110

13.1. Design of the exhaust gas system . . . . . . . . . . . . 11013.2. Silencer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11013.3. Exhaust gas boiler . . . . . . . . . . . . . . . . . . . . . . . . 110

14. Emission control options. . . . . . . . . . . . . . . . . . 117

14.1. General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11714.2. Low NOx combustion . . . . . . . . . . . . . . . . . . . . . 11714.3. EIAPP Statement of compliance . . . . . . . . . . . . . 11714.4. Direct water injection . . . . . . . . . . . . . . . . . . . . . . 11814.5. SCR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11814.6. Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120

15. Control and monitoring system . . . . . . . . . . . . 121

15.1. Normal start and stop of the diesel engine . . . . . 12115.2. Automatic and emergency stop; load reduction and

overspeed trip . . . . . . . . . . . . . . . . . . . . . . . . . . . 12215.3. Speed control. . . . . . . . . . . . . . . . . . . . . . . . . . . . 12215.4. Speed measuring system. . . . . . . . . . . . . . . . . . . 12515.5. Cabinet for slow turning/start/stop . . . . . . . . . . . 12515.6. Monitoring system . . . . . . . . . . . . . . . . . . . . . . . . 12615.7. Electrically driven pumps . . . . . . . . . . . . . . . . . . . 12715.8. Diesel electric propulsion. . . . . . . . . . . . . . . . . . . 12915.9. Digital engine control system, optional . . . . . . . . 131

16. Seating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132

16.1. General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13216.2. Rigid mounting. . . . . . . . . . . . . . . . . . . . . . . . . . . 13216.3. Resilient mounting . . . . . . . . . . . . . . . . . . . . . . . . 140

17. Dynamic characteristics . . . . . . . . . . . . . . . . . . 142

17.1. General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14217.2. External forces and couples. . . . . . . . . . . . . . . . . 14217.3. Torque variations . . . . . . . . . . . . . . . . . . . . . . . . . 14317.4. Mass moments of inertia . . . . . . . . . . . . . . . . . . . 14617.5. Structure borne noise. . . . . . . . . . . . . . . . . . . . . . 14617.6. Air borne noise . . . . . . . . . . . . . . . . . . . . . . . . . . . 146

18. Power transmission . . . . . . . . . . . . . . . . . . . . . . 147

18.1. Elastic coupling . . . . . . . . . . . . . . . . . . . . . . . . . . 14718.2. Power-take-off from the free end. . . . . . . . . . . . . 14718.3. Torsional vibrations . . . . . . . . . . . . . . . . . . . . . . . 14718.4. Turning gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148

19. Engine room design . . . . . . . . . . . . . . . . . . . . . . 149

19.1. Space requirements for overhaul. . . . . . . . . . . . . 14919.2. Platforms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15019.3. Crankshaft distances . . . . . . . . . . . . . . . . . . . . . . 15419.4. Four-engine arrangements. . . . . . . . . . . . . . . . . . 15519.5. Father-and-son arrangement. . . . . . . . . . . . . . . . 15919.6. Service areas and lifting arrangements . . . . . . . . 16019.7. Ship inclination angles . . . . . . . . . . . . . . . . . . . . . 17519.8. Cold conditions . . . . . . . . . . . . . . . . . . . . . . . . . . 17619.9. Dimensions and weights of engine parts . . . . . . . 17819.10. Engine room maintenance hatch . . . . . . . . . . . . . 182

20. Transport dimensions and weights . . . . . . . . . 183

21. General Arrangement. . . . . . . . . . . . . . . . . . . . . 187

22. Dimensional drawings . . . . . . . . . . . . . . . . . . . . 193

23. List of symbols . . . . . . . . . . . . . . . . . . . . . . . . . . 209

Table of Contents

ii Marine Project Guide W46 - 1/2001

1. General data and outputs

1.1. Technical main data

The Wärtsilä 46 is a 4-stroke, non-reversible, turbo-charged and intercooled diesel engine with direct injec-tion of fuel.

Cylinder bore 460 mm

Stroke 580 mm

Piston displacement 96.4 l/cyl

Number of valves 2 inlet valves and2 exhaust valves

Cylinder configuration 6, 8, 9, in-line12, 16, 18 in V-form

V-angle 45°

Direction of rotation clockwise,counter-clockwise on request

1.2. Fuel characteristics


Marine Project Guide W46 - 1/2001 1

A-rating B-rating C-rating

Speed [RPM ]Cylinder output [kW]

Cylinder output [HP]Mean effective pressure [bar]Mean piston speed [m/s]

450905123025.08.7

500905

123022.59.7

514905123021.99.9

500975

132524.39.7

514975

132523.69.9

5001050142526.19.7

5141050142525.49.9

The Wärtsilä 46 is designed and developed for continuous operation, without reduction in the rated output, on fuelswith the below mentioned properties. Heavy fuels of type HFO1 and HFO2 are permissible, the effect on overhaul in-tervals and expected component life times being indicated in chapter 2.6.

Light fuel oil (4V92A0941)

Property Unit ISO-F-DMB ISO-F-DMC 1) Test method ref.

Viscosity, min., before injection pumps2) cSt 2.8 2.8 ISO 3104

Viscosity, max. cSt at 40°C 11.0 14.0 ISO 3104

Density, max. kg/m³ at 15°C 900 920 ISO 3675 or 12185

Cetane number 35 - ISO 5165 or 4264

Water, max. % volume 0.3 0.3 ISO 3733

Sulphur, max. % mass 2.0 2.0 ISO 8574

Ash, max. % mass 0.01 0.05 ISO 6245

Vanadium, max. mg/kg — 100 ISO 14597

Sodium before engine, max.2) mg/kg — 30 ISO 10478

Aluminium + Silicon, max. mg/kg — 25 ISO 10478

Aluminium + Silicon before engine, max.2) mg/kg — 15 ISO 10478

Conradson carbon residue, max. % mass 0.30 2.50 ISO 10370

Flash point (PMCC), min.2) °C 60 60 ISO 2719

Pour point, max.3) °C 0–6 0–6 ISO 3016

Sediment % mass 0.07 — ISO 3735

Total sediment potential, max. % mass — 0.10 ISO 10307-1

1) Use of ISO-F-DMC category fuel is allowed provided that the fuel treatment system is equipped with a fuel centri-fuge.2) Additional properties specified by the engine manufacturer, which are not included in the ISO specification or differfrom it.3) Different limits specified for winter and summer qualities.


2 Marine Project Guide W46 - 1/2001

Heavy fuel oil (4V92A0941)

Property Unit Limit HFO 1 Limit HFO 2 Test method ref.

Viscosity, max. cSt at 100°CcSt at 50°CRedwood No. 1 sat 100°F

55730

7200

55730

7200

ISO 3104

Density, max. kg/m³ at 15°C 9911)/1010 991 1)/1010 ISO 3675 or 12185

CCAI, max.4) 850 870 2) Shell’s formula

Water, max. % volume 1.0 1.0 ISO 3733

Water before engine, max.4) % volume 0.3 0.3 ISO 3733

Sulphur, max. % mass 2.0 5.0 ISO 8754

Ash, max. % mass 0.05 0.20 ISO 6245

Vanadium, max. mg/kg 100 600 3) ISO 14597

Sodium, max.4) mg/kg 50 100 3) ISO 10478

Sodium before engine, max.4) mg/kg 30 30 ISO 10478

Aluminium + Silicon, max. mg/kg 30 80 ISO 10478

Aluminium + Silicon beforeengine, max.4)

mg/kg 15 15 ISO 10478

Conradson carbon residue, max. % mass 15 22 ISO 10370

Asphaltenes, max.4) % mass 8 14 ASTM D 3279

Flash point (PMCC), min. °C 60 60 ISO 2719

Pour point, max. °C 30 30 ISO 3016

Total sediment potential, max. % mass 0.10 0.10 ISO 10307-2

1) Max. 1010 kg/m³ at 15°C provided the fuel treatment system can remove water and solids.2) Straight run residues show CCAI values in the 770 to 840 range and are very good igniter. Cracked residues deliveredas bunkers may range from 840 to - in exceptional cases - above 900. Most bunkers remain in the max. 850 to 870range at the moment.3) Sodium contributes to hot corrosion on exhaust valves when combined with high sulphur and vanadium contents.Sodium also contributes strongly to fouling of the exhaust gas turbine blading at high loads. The aggressiveness of thefuel depends on its proportions of sodium and vanadium, but also on the total amount of ash. Hot corrosion and de-posit formation are, however, also influenced by other ash constituents. It is therefore difficult to set strict limits basedonly on the sodium and vanadium content of the fuel. Also a fuel with lower sodium and vanadium contents than speci-fied above, can cause hot corrosion on engine components.4) Not covered by below mentioned standards.

Lubricating oil, foreign substances or chemical waste, hazardous to the safety of the installation or detrimental to theperformance of the engines, should not be contained in the fuel.

The limits of HFO2 above also correspond to the demands of the following standards. The properties marked with 4)

are not specifically mentioned in the standards but should also be fulfilled.

• BS MA 100: 1996, RMH 55 and RMK 55

• CIMAC 1990, Class H55 and K55

• ISO 8217: 1996(E), ISO-F-RMH 55 and RMK 55

1.3. Maximum continuous output

Nominal speed 500 RPM is preferred, for propulsion en-gines.

The mean effective pressure can be calculated as fol-lows:

P1 = output per cylinder

pe = mean effective pressure

n = engine speed

1.4. Reference conditions

The reference conditions of the max. continuous outputare according to ISO 3046-1 : 1995(E), i.e.

• total barometric pressure 1.0 bar

• air temperature 25°C

• relative humidity 30%

• charge air coolant temperature 25°C

The output is available up to a charge air coolant tem-perature of max. 38°C and an air temperature of max.45°C. For higher temperatures, the output has to be re-duced according to the formula stated in the ISO stan-dard.

The stated specific fuel consumption applies to engineswithout engine driven pumps, operating in ambient con-ditions according to ISO 3046-1 : 1995(E).



Maximum continuous output in kW (metric HP)

Engine type A-rating (450, 500, 514 RPM*) B-rating (500, 514 RPM) C-rating (500, 514 RPM)

[kW] [HP] [kW] [HP] [kW] [HP]

6L46 5430 7380 5850 7950 6300 8550

8L46 7240 9840 7800 10600 8400 11400

9L46 8145 11070 8775 11925 9450 12825

12V46 10860 14760 11700 15900 12600 17100

16V46 14480 19680 15600 21200 16800 22800

18V46 16290 22140 17550 23850 18900 25650

* 18V46, only 500 and 514 RPM

n [RPM ] · 0.10921

P [hp ]1

pe[bar ]=

n [RPM] · 0.08033p [bar ]=e

P [kW ]1



1.5. Principal dimensions and weights

In-line engines (3V58E0537b)

Engine A* A B C D E E2 F G H I K M Weight[ton]

6L468L469L46

75809488

10308

82901000510825

334336043604

287831773270

650650650

145714571457

123012301230

617078108630

460460460

144614461446

194019401940

162518301830

101412821282

93

119

134

* Turbocharged at flywheel end

The weights are dry weights of rigidly mounted engines with TPL turbochargers and without flywheel and pumps.

For applications with restricted height a low sump can be specified (dimension E2 instead of E), However without thehydraulic jacks.

Additional weights [ton]:

Item 6L46 8L46 9L46

FlywheelFlexible mounting (without limiters)Built-on pumps

1 - 24.42.0

1 - 25.12.0

1 - 35.52.0

V-engines (3V58E0538)



Engine A* A B C D E F G H I K M Weight[ton]

12V4616V4618V46

102581234513445

103771248013580

366239863986

441553475347

800800800

150215021502

78501005011150

460460460

180018001800

229022902290

220826742674

190317901790

166

213

237

* Turbocharged at flywheel end

The weights are dry weights of rigidly mounted engines with TPL turbochargers and without flywheel and pumps.

Additional weights [ton]:

Item 12V46 16V46 18V46

FlywheelFlexible mounting (without limiters)Built-on pumps

1 - 35.62.4

1 - 36.92.4

1 - 37.72.4

1.6. Definitions

In-line engine (2V58F0007a)

V-engine (1V58F0008)



2. Operation data

2.1. Dimensioning of propellers

CP-propeller

The controllable pitch propellers are normally designedso that 85 - 100% of the maximum continuous engineoutput at nominal speed is utilized when the ship is ontrial at specified speed and load. Shaft generators orgenerators connected to the free end of the engineshould be considered when dimensioning propellers incase continuous generator output is to be used at sea.

Overload protection and CP-propeller load control arerequired in all installations. In installations where severalengines are connected to the same propeller, load shar-ing is necessary.

The diagrams show the operating ranges for CP-propel-ler installations. The design range for the combinationdiagram should be on the right hand side of the load limitcurve. The shaded range is for temporary operationonly.

The idling (clutch-in) speed should be as high as possi-ble and will be decided separately in each case.

Note! 18V46 is not available for diesel-mechanical appli-cations.

A-rating: operating field for CP-propeller, rated

speed 450 RPM (4V93L0518a)

Remarks:Restrictions for low load operation to be observed.

A-rating: operating field for CP-propeller, ratedspeed 500 RPM (4V93L0519a)


B-rating: operating field for CP-propeller, rated



2. Operation data


C-rating: operating field for CP-propeller, rated


FP-propeller (with A and B-rating only)

The dimensioning of fixed propellers should be madevery thoroughly for every vessel as there are only limitedpossibilities to control the absorbed power. Factorswhich influence on the design are:

• The resistance of the ship increases with time.

• The frictional resistance of the propeller blade in waterincreases with time.

• Bollard pull, towing and acceleration requires highertorque than free running.

• Propellers rotating in ice require higher torque.

The FP-propeller should normally be designed so that itabsorbs maximum 85% of the maximum continuousoutput of the engine (shaft losses included) at nominalspeed when the ship is on trial, at specific speed andload. Typically this corresponds to 81 - 82% for the pro-peller itself.

For ships intended for towing, the propeller can be de-signed for 95% of the maximum speed for bollard pull orat towing speed. The absorbed power at free runningand nominal speed is usually then relatively low, 65 -80% of the output at bollard pull.

For ships intended for operation in heavy ice, the addi-tional torque of the ice should furthermore be consid-ered.

The diagram below shows the permissible operatingrange for FP-propeller installations as well as the recom-mended design area. The min. speed will be decidedseparately for each installation.

A clutch to be used, the slipping time to be calculatedcase by case (normally 3 - 5 s).

A-rating: operating field for FP-propeller, rated

speed 500 RPM (4V93L0491)

Remarks:

*) engine output (shaft losses 3% to be noted)

Restrictions for low load operation to be observed.

A shaft brake should be used to enable fast manoeuv-ring (crash-stop).

6L46, 8L46, 9L46 and 12V46 and 16V46 type enginesare available for fixed pitch installations.

B-rating: operating field for FP-propeller, rated

speed 500 rpm (4V93L0757)

2. Operation data


Dredgers

In a dredger application with a direct coupled sandpump drive it is often requested to have a capability forconstant full torque down to 70% or 80% of the nominalspeed i.e. down to 350 or 400 rpm.

If the requirement is to go down to 400 rpm at constanttorque the engine nominal MCR can be in accordancewith standard A- or B- ratings without any de-rating,nominal speed 500 rpm. C-rating is not allowed. If therequirement is to go down to speed 350 rpm at constanttorque the engine nominal MCR should be de-rated to800 kW/cyl, nominal speed 500 rpm.

Operation in this low speed / high torque range shouldonly be temporary.

Engine MCR is valid at 45ºC inlet air temperature and38ºC LT-water inlet temperature.

2.2. Loading capacity

The loading speed must be controlled in a modernturbocharged diesel engine so that sufficient amount ofair corresponding to the need for a complete combus-tion of the injected fuel can be delivered by the turbo-charged. This can be obtained if the loading speed doesnot exceed the curve in the diagram below.

Diesel-mechanical propulsion

The loading is to be controlled by a load increaseprogramme, which is included in the propeller controlsystem.

Emergency loading may only be possible with a sepa-rate emergency running programme. The use of thisprogramme must create alarm lights and an audiblealarm in the control room and alarm lights on the com-mand bridge as well.

Load capacity (4V93D0040)

2. Operation data


Emergency loading

Normal max. Loading in operating condition (HT-water and lube oil temperature at nominal level)

Load acceptance with preheated engine in standby cond. (HT-water temperature min. 60°C,lube oil temperature min. 40°C)

Main engines driving generators for propulsion

Compared to rules for auxiliary generator engines the re-quired loading capacity of engines for diesel-electric ap-plications is more subject to project specificconsiderations. Depending on the installation, e.g. atwo-step or three-step loading from 0 - 100% might notbe justified and therefore not required by classificationrules.

The loading performance is affected by the rotational in-ertia of the whole generating set, the speed governor ad-justment and behaviour, generator design, alternatorexcitation system, voltage regulator behaviour andnominal output influence the values.

Maximum allowed instant load step, when steady stateis reached, is 33% MCR. Steady state speed band iswhen the envelope of speed variation does not exceed±1%.

Steady state means that the turbocharged speed orcharge air pressure has levelled out at the previous loadbefore the intended step load is applied. The transientspeed (frequency) decrease is 10% of the rated speed(frequency) and the recovery time to steady state speedat target load is 5 seconds when a max. allowed stepload of 33% is applied.

An instant unloading of the whole max. continuous loadcause a transient increase in speed of 10% and the re-covery time to no load steady state speed band is 5 sec-onds.

Loading capacity and overload specifications are to bedeveloped in cooperation between the plant designer,engine manufacturer and classification society at anearly stage of the project. Features to be incorporated inthe propulsion control and power management systemsare presented in a separate chapter.

2.3. Operation at low air temperature

When planning specialized ships for cold conditions thefollowing shall be considered:

• To ensure starting, the inlet air temperature should bemin. 5°C.

• For idling, the inlet air temperature should be min.5°C.

• The lowest permissible inlet air temperature at highload is -5°C with a standard engine. For lower temper-atures special provisions shall be made.

During prolonged low load operation in cold climate thetwo-stage charge air cooler is useful in heating thecharge air by the HT-water. To prevent undercooling ofthe HT-water special provisions shall be made, e.g. bydesigning the preheating arrangement to heat the run-ning engine.

For operation at high load in cold climate the capacity ofthe wastegate arrangement is specified on acase-by-case basis.

For further guidelines, see chapter 19.8.

2.4. Restrictions for low load operation

and idling

The engine can be started, stopped and run on heavyfuel under all operating conditions. Continuous opera-tion on heavy fuel is preferred instead of changing overto diesel fuel at low load operation and manoeuvring.The following recommendations apply to idling and lowload operation:

Absolute idling (declutched main engine, unloaded gen-erator):

• Max. 10 min. (recommended 3 - 5 min.), if the engineis to be stopped after the idling.

• Max. 6 hours, if the engine is to be loaded after theidling.

Operation at 5 - 20% load:

• Max. 100 hours’ continuous operation. At intervals of100 operating hours the engine must be loaded tomin. 70% of the rated load.

Operation at higher than 20% load:

• No restrictions.

2. Operation data


2.5. Lubricating oil quality

Engine lubricating oil

The system oil should be of viscosity class SAE 40 (ISOVG 150).

The alkalinity, BN, of the system oil should be 30 - 55mg/KOH/g in heavy fuel use; higher at higher sulphurcontent of the fuel. It is recommended to use BN 40 lu-bricants with category C fuels. The use of high BN (50 -55) lubricants in heavy fuel installations is recom-mended, if the use of BN 40 lubricants also causes shortoil change intervals.

Today’s modern trunk piston diesel engines are stress-ing the lubricating oils heavily due to a.o. low specific lu-bricating oil consumption. Also ingress of residual fuelcombustion products into the lubricating oil can causedeposit formation on the surface of certain engine com-ponents resulting in severe operating problems. Due tothis many lubricating oil suppliers have developed newlubricating oil formulations with better fuel and lubricat-ing oil compatibility.

The lubricating oils mentioned in Table 2 are represent-ing a new detergent/dispersant additive chemistry andhave shown good performance in Wärtsilä engines.These lubricating oils are recommended in the firstplace in order to reach full service intervals.

The lubricating oils in Table 3, representing conventionaladditive technology, are also approved for use. How-ever, with these lubricating oils, the service intervals willmost likely be shorter.

If gas oil or marine diesel oil is used as fuel, a lubricating oilwith a BN of 10 - 22 is recommended. However, an ap-proved lubricating oil with a BN of 24 - 30 can also be used,if the desired lower BN lubricating oil brand is not includedin Table 1.

NB! Different oil brands not to be blended unless approvedby oil supplier and, during guarantee time, by engine man-ufacturer.

Turbocharger lubricating oil

The lubricating oil system of the ABB TPL turbocharged isincorporated in the lubricating oil system of the engine.

Speed governor

For the speed governor both turbine and normal system oilcan be used.

Oil quantity in speed governor:

Engine Litres (approx.)

Wärtsilä L46Wärtsilä V46

27

Engine turning device

Refer to Table 4 for oil type.

Oil quantity in turning device:

Wärtsilä 6L, 8L46 9 litres

Wärtsilä 9L, 12V, 16V, 18V46 68 - 70 litres

2. Operation data


Table 1 - Approved system oils recommended in the first place, in gas oil or marine diesel oil installations

(fuel categories A and B)

Supplier Brand name Viscosity BN Fuel category

BP Energol HPDX40 SAE 40 12 A

Caltex Delo 1000 Marine SAE 40Delo 2000 Marine SAE 40

SAE 40SAE 40

1220

AA, B

Castrol MHP 154Seamax Extra 40TLX 204

SAE 40SAE 40SAE 40

151520

A, BA, BA, B

Chevron Delo 1000 Marine 40Delo 2000 Marine 40

SAE 40SAE 40

1220

AA, B

ExxonMobil Mobilgard ADL 40Mobilgard 412

SAE 40SAE 40

1515

A, BA, B

FAMM Delo 1000 Marine 40 SAE 40 12 A

Shell Gadinia Oil 40 (SL0391)Sirius FB Oil 40

SAE 40SAE 40

1213

AA

Texaco Taro XD 40 SAE 40 12 A

TotalFina Caprano S 412Stellano S 420

SAE 40SAE 40

1220

AA, B

2. Operation data


Table 2 - Approved system oils: lubricating oils with improved detergent/dispersant additive chemistry - fuel

category C, recommended in the first place


BP Energol IC-HFX 304Energol IC-HFX 404Energol IC-HFX 504

SAE 40SAE 40SAE 40

304050

A, B, CA, B, CA, B, C

Caltex Delo 3000 Marine SAE 40Delo 3400 Marine SAE 40Delo 3550 Marine SAE 40

SAE 40SAE 40SAE 40

304055


Castrol TLX 304TLX 404TLX 504TLX 554

SAE 40SAE 40SAE 40SAE 40

30405055

A, B, CA, B, CA, B, CA, B, C

Chevron Delo 3000 Marine 40Delo 3400 Marine 40Delo 3550 Marine 40

SAE 40SAE 40SAE 40

304055


Elf Aurelia 4030Aurelia XT 4040Aurelia XT 4055

SAE 40SAE 40SAE 40

304055


ExxonMobil Exxmar 30 TP 40 PLUSExxmar 40 TP 40 PLUSExxmar 50 TP 40 PLUSMobilgard 430Mobilgard 440Mobilgard 50 MMobilgard SP 55

SAE 40SAE 40SAE 40SAE40SAE 40SAE 40SAE 40

30405030405055

A, B, CA, B, CA, B, CA, B, CA, B, CA, B, CA, B, C

FAMM Taro 30 DP 40Taro 40 XL 40Taro 50 XL 40

SAE 40SAE 40SAE 40

304050


Petron Petromar XC 3040Petromar XC 4040Petromar XC 5540

SAE 40SAE 40SAE 40

304055


Repsol YPF Neptuno W NT 4000 SAE 40Neptuno W NT 5500 SAE 40

SAE 40SAE 40

4055

A, B, CA, B, C

Shell Argina T 40Argina X 40Argina XL 40

SAE 40SAE 40SAE 40

304050


Texaco Taro 30 DP 40Taro 40 XL 40Taro 50 XL 40

SAE 40SAE 40SAE 40

304050


TotalFina Stellano S 430Stellano S 440Stellano S450

SAE 40SAE 40SAE 40

304050


2. Operation data


Table 4 - Approved lubricating oils for engine turning device

Supplier Brand name Viscosity [cSt at 40°C] Viscosity [cSt at 100°C] Viscosity index (VI)

Agip Blasia 320 300 23.0 95

BP Energol GR-XP 460 425 27.0 88

Castrol Alpha SP 460 460 30.5 95

Elf Epona Z 460 470 30.3 93

ExxponMobil Spartan EP 460Mobilgear 634

460437

30.827.8

9696

Shell Omala Oil 460 460 30.8 97

Texaco Meropa 460 460 31.6 100

Fuel category A

• Comprises fuel classes ISO-F-DMX and DMA.• DMX is a fuel which is suitable for use at ambient temperatures down to -15°C without heating the fuel. In

merchant marine applications, its use is restricted to lifeboat engines and certain emergency equipment due toreduced flash point.

• DMA is a high quality distillate, generally designated MGO (Marine Gas Oil) in the marine field.

Fuel category B

• Comprises fuel classes ISO-F-DMB.• DMB is a general purpose fuel which may contain trace amounts of residual fuel and is intended for engines not

specifically designed to burn residual fuels. It is generally designated MDO (Marine Diesel Oil) in the marine field.

Fuel category C

• Comprises fuel classes ISO-F-DMC and ISO-F-RMA 10 - K55.• DMC is classified as a light fuel, the others as heavy fuels.• DMC is a fuel which can contain a significant proportion of residual fuel. Consequently it is unsuitable for

installations where engine or fuel treatment plants is not designed for the use of residual fuels.• A10 and B10 grades are available for operation at low ambient temperatures in installations without storage

tank heating, where a pour point level of 24 or 30 °C is necessary.• The range of C10 up to H55 are fuels, intended for treatment by a conventional purifier-clarifier centrifuge

system. (Density limit up to 991 kg/m³ at 15 °C)• K35, K45 and K55 are only for use in installations with centrifuges specially designed for higher density fuels.

(Density limit max. 1010 kg/m³ at 15°C.)

Table 3 - Approved system oils: lubricating oils with conventional detergent/dispersant additive chemistry


ExxonMobil Exxmar 30 TP 40Exxmar 40 TP 40

SAE 40SAE 40

3040

A, B, CA, B, C

2.6. Overhaul intervals and expected life times of engine components

2. Operation data


The following over haul intervals and life times are for guidance only. Actual figures may vary depending on serviceconditions. Fuel qualities are specified in a separate chapter in the beginning of the Project Guide.

Time between overhauls (h)

Work description HFO2 HFO1 MDO

Injector, testing 3000 3000 3000

Injection pump 12000 12000 12000

Cylinder head 12000 12000 16000

Piston, liner 12000 12000 16000

Piston crown/skirt, dismantling of one 12000 12000 16000

Piston crown/skirt, dismantling of all 24000 24000 32000

Big end bearing, inspection of one 12000 12000 16000

Big end bearing, replacement of all 36000 36000 36000

Main bearing, inspection of one 18000 18000 18000

Main bearing replacement of all 36000 36000 36000

Camshaft bearing, inspection of one 36000 36000 36000

Camshaft bearing, replacement of all 60000 60000 60000

Turbocharger, mechanical cleaning 12000 12000 12000

Turbocharger bearings, inspection 12000 12000 12000

Charge air cooler cleaning 6000 6000 6000

Expected life time (h)

Engine component HFO2 HFO1 MDO

Injection nozzle 6000 6000 6000

Injection pump element 24000 24000 24000

Inlet valve seat 36000 36000 36000

Inlet valve, guide and rotator 24000 24000 32000

Exhaust valve seat 36000 36000 36000

Exhaust valve, guide and rotator 24000 24000 32000

Cylinder head 60000 60000 64000

Piston crown, including one reconditioning 36000 48000 48000

Piston skirt 60000 60000 64000

Piston rings 12000 12000 16000

Cylinder liner 72000 96000 96000

Antipolishing ring 12000 12000 16000

Gudgeon pin 60000 60000 64000

Gudgeon pin bearing 36000 36000 36000

Big end bearing 36000 36000 36000

Main bearing 36000 36000 36000

Camshaft bearing 60000 60000 60000

Turbocharger plain bearings 36000 36000 36000

Charge air cooler 36000 36000 48000

Rubber elements for flexible mounting 60000 60000 60000

3. Technical data

3.1. Introduction

General

This chapter gives the technical data (heat balance data,exhaust gas parameters, pump capacities etc.) neededto design auxiliary systems.

The technical data tables give separate exhaust gas andheat balance data for variable speed engines “CPP” anddiesel-electric engines “D-E”. The reason for this is thatthese engines are built to different specifications.Engines driving controllable-pitch propellers belong tothe category “CPP” whether or not they have shaft gen-erators (operated at constant speed).

The parameters of engines driving fixed-pitch propellersare as ”CPP”. However, all outputs stages and nominalspeeds are not available for FPP-applications.

All technical data is valid for engines with ABB TPL typeturbochargers and miller timing.

Ambient conditions

The basic heat balance (in the table) is given in theso-called ISO-conditions (25°C suction air and 25°CLT-water temperature). The heat balance is, however,affected by the ambient conditions. The effect of thecharge air suction temperature can be seen in the fig-ures below.

The recommended LT-water system is based on main-taining a constant charge air temperature to minimisecondensate. The external cooling water system willmaintain an engine inlet temperature close to 38°C. Onpart load, the LT-water thermostatic valve of the enginewill by-pass a part of the LT-water to maintain thecharge air temperature at a constant level. With this ar-rangement the heat balance in not affected by variationsin the LT-water temperature.

3. Technical data


Influence of suction air temperature

0,70

0,75

0,80

0,85

0,90

0,95

1,00

1,05

1,10

1,15

- 10 0 10 20 30 40 50

Suction air temperature, degr.C

HT-water (jacket + CAC) heat loadLT-water ( jacket + CAC) heat loadLubricating oil heat load

Convection and radiationCombustion air mass f lowExha ust gas mass flow

HT-water

LT-waterConv.&Rad.Lube oil

Exhaust gas &

Combustion air

Influence of suction air temperature on exhaust gas temperature

-50

-40

-30

-20

-10

0

10

20

30

40

-10 0 10 2 0 30 40 50

Sucti on ai r temperature , degr.C

Degr.C

Coolers

The coolers are typically dimensioned for tropical condi-tions, 45°C suction air and 32°C sea water temperature.A sea water temperature of 32°C typically translates toan LT-water temperature of 38°C. Correction factors areobtained from the diagrams.

Example: The heat balance of a 6L46C engine (nominal

speed 500 rpm, driving a CPP) in tropical conditions:

Heat recovery

For heat recovery purposes, dimensioning conditionshave to be evaluated on a project specific basis as toengine load, operating modes, ambient conditions etc.The load dependent diagrams (after the tables) are validis ISO-conditions, representing average conditions rea-sonably well in many cases.

3. Technical data


The following load-dependent diagrams are included:

Drawing name Nom. rpm rpm mode Parameter Doc.number

1

2

3

4

5

6

7

89

Wärtsilä 46A CPP Heat balance vs. Load

Wärtsilä 46A D-E Heat balance vs. Load

Wärtsilä 46B CPP Heat balance vs. Load

Wärtsilä 46B D-E Heat balance vs. Load

Wärtsilä 46C CPP Heat balance vs. Load

Wärtsilä 46C D-E Heat balance vs. Load

Wärtsilä 46 CPP exhaust gas temp.after TC

Wärtsilä 46 D-E 500 rpm EG temp.after TCWärtsilä 46 D-E 514 rpm EG temp.after TC

450450500500

450/500/514450/500/514450/500/514450/500/514

514500/514500/514

500500

500/514500/514500/514500/514

514500/514500/514

500500

500/514500/514500/514500/514

514500/514500/514450/500450/500

500514

variableconstantvariableconstantvariableconstantvariableconstant

variableconstantvariableconstantvariableconstant

variableconstantvariableconstantvariableconstant

variableconstant

EGFEGFEGFEGFHTHTLTLT

EGFHTLT

EGFEGFHTHTLTLT

EGFHTLT

EGFEGFHTHTLTLT

EGFHTLT

EGTEGT

EGTEGT

4V93E0374

4V93E0375

4V93E0376

4V93E0377

4V93E0378

4V93E0379

4V93E0381

4V93E03824V93E0383

EGF = Exhaust gas flow HT = HT-water heat balance

EGT = Exhaust gas temperature LT = LT-water heat balance

Factor ISO Tropical

Suction air temperatureHT-water total (jacket + CAC)Lubricating oilLT-water total (lube oil + CAC)Central cooler (HT+LT) totalConvection and radiationCombustion air mass flowExhaust gas mass flowExhaust gas temperature

CkWkWkWkWkWkg/skg/skW

1.131.011.041.091.030.940.94+30

251840810

1540338024010.711.0380

452073818

1605367824710.110.3410

There are separate load-dependent exhaust gas andheat balance diagrams for variable speed engines oper-ated at:

• Constant speed. This is a typical operating mode of avariable speed engine with a shaft generator. The fig-ures are somewhat different from a pure constantspeed engine.

• Variable speed. Propeller law operation is assumed. Ifnecessary, accurate figures when operating accord-ing to a combination curve can be obtained by inter-polation from these two diagrams.

Engine driven pumps

The basic fuel consumption given in the technical datatables are without engine driven pumps.

The increase in fuel consumption in g/kWh is given in thetable below:

3. Technical data


50Engine load, %

75 85 100

Constant speed Lube oil pumpHT- & LT-pump total

4.02.0

3.01.6

2.51.3

2.01.0

Propeller law Lube oil pumpHT- &LT-pump total

2.01.0

2.01.0

2.01.0

2.01.0

3.2. Technical data tables

Wärtsilä 6L46 6L46A 6L46B 6L46CEngine speed test RPM 450 500 514 500 514 500 514

Engine output kW 5430 5850 6300

Engine output HP 7385 7955 8570

Combustion air systemFlow of air, CPP 1) kg/s 9.5 9.9 10.1 10.3 10.5 10.7 10.9

Flow of air, D-E 1) kg/s – 9.9 10.1 10.5 10.7 11.0 11.2

Exhaust gas systemTemperature after turbocharger, CPP 2) °C 380 380 375 380 375 380 375Temperature after turbocharger, D-E 2) °C – 360 355 360 355 360 355Exhaust gas flow, CPP 1) kg/s 9.7 10.2 10.4 10.6 10.8 11.0 11.2

Exhaust gas flow, D-E 1) kg/s – 10.2 10.4 10.8 11.0 11.3 11.5

Heat balance at ISO conditionsLubricating oil 3) kW 730 770 810Jacket water 3) kW 610 630 650

Charge air HT-circuit 3) kW 840 1000 1190Charge air LT-circuit 3) kW 590 660 730

Radiation 3) kW 220 230 240

Fuel systemCirculation pump capacity m³/h 3.1...3.8 3.3...4.1 3.6...4.4

Leak fuel flow, clean heavy fuel (100% load) kg/h 4.5 4.5 4.5Leak fuel flow, marine diesel oil (100% load) kg/h 22.5 22.5 22.5

Fuel consumption, 100% load, CPP 4) g/kWh 172 173 174Fuel consumption, 100% load, D-E 4) g/kWh 173 173 174

Fuel consumption, 85% load, CPP 4) g/kWh 171 171 171Fuel consumption, 85% load, D-E 4) g/kWh 173 173 173

Lubricating oil systemPump capacity (main), direct driven- variable speed (CPP, FPP) m³/h 157 157 157

- constant speed (D-E) m³/h – 149 153 149 153 149 153Pump capacity (main), el. driven, separate m³/h 140 140 140

Pump capacity (prelubricating) m³/h 34 34 34Oil flow to engine m³/h 120 120 120Oil volume in separate system oil tank, nom. m³ 8 8 8

Oil volume in engine m³ 0.25 0.25 0.25

High temperature cooling water systemPump capacity m³/h 120 135 135Water volume in engine m³ 0.95 0.95 0.95

Low temperature cooling water systemPump capacity m³/h 120 135 135Water volume in engine m³ 0.1 0.1 0.1

Starting air systemAir consumption per start (20°C) Nm³ 3.6 3.6 3.6

CPP Controllable-pitch propeller installations

D-E Diesel-electric installations

All engines have a waste-gate (on generator engines operated above 100% load).

1) At ISO 3046-1 conditions (ambient air temperature 25°C, LT-water 25°C) and 100% load. Tolerance ± 5%.

2) At ISO 3046-1 conditions (ambient air temperature 25°C, LT-water 25°C) and 100% load. Tolerance ± 15°C.

3) At ISO 3046-1 conditions (ambient air temperature 25°C, LT-water 25°C) and 100% load. Distribution of heat within thebalance has a tolerance of 10%. Fouling factors and a margin to be taken into account when dimensioning the heatexchangers (lubricating oil cooler, central cooler).

4) According to ISO 3046-1-1993, lower calorific value 42700 kJ/kg, without engine driven pumps. Tolerance ± 5%.For propulsion engines the consumption is given according to propeller law

3. Technical data


Wärtsilä 8L46 8L46A 8L46B 8L46CEngine speed RPM 450 500 514 500 514 500 514

Engine output kW 7240 7800 8400Engine output HP 9845 10610 11425

Combustion air systemFlow of air, CPP 1) kg/s 12.7 13.2 13.5 13.7 14.0 14.3 14.5Flow of air, D-E 1) kg/s - 13.2 13.5 14.0 14.3 14.7 14.9

Exhaust gas systemTemperature after turbocharger, CPP 2) °C 380 380 375 380 375 380 375

Temperature after turbocharger, D-E 2) °C - 360 355 360 355 360 355Exhaust gas flow, CPP 1) kg/s 12.9 13.6 13.9 14.1 14.4 14.7 14.9

Exhaust gas flow, D-E 1) kg/s - 13.6 13.9 14.4 14.7 15.1 15.3

Heat balance at ISO conditionsLubricating oil 3) kW 970 1020 1080

Jacket water HT circuit 3) kW 820 840 870Charge air HT-circuit 3) kW 1120 1340 1580

Charge air LT-circuit 3) kW 780 880 980Radiation 3) kW 290 300 320

Fuel systemCirculation pump capacity m³/h 4.1...5.0 4.5...5.5 4.8...5.9Leak fuel flow, clean heavy fuel (100% load) kg/h 6 6 6

Leak fuel flow, marine diesel oil (100% load) kg/h 30 30 30Fuel consumption, 100% load, CPP 4) g/kWh 172 173 174

Fuel consumption, 100% load, D-E 4) g/kWh 173 173 174Fuel consumption, 85% load, CPP 4) g/kWh 171 171 171

Fuel consumption, 85% load, D-E 4) g/kWh 173 173 173

Lubricating oil systemPump capacity (main), direct driven

- variable speed (CPP, FPP) m³/h 198 198 198- constant speed (D-E) m³/h - 149 153 149 153 149 153

Pump capacity (main), separate, el. driven m³/h 145 145 145Pump capacity (prelubricating) m³/h 45 45 45

Oil flow to engine m³/h 115 115 115Oil volume in separate system oil tank, nom. m³ 10.8 10.8 10.8


High temperature cooling water systemPump capacity m³/h 160 180 180

Water volume in engine m³ 1.35 1.35 1.35









4) According to ISO 3046-1-1993, lower calorific value 42700 kJ/kg, without engine driven pumps. Tolerance ± 5%.For propulsion engines the consumption is given according to propeller law.

3. Technical data


Wärtsilä 9L46 9L46A 9L46B 9L46CEngine speed RPM 450 500 514 500 514 500 514



Exhaust gas systemTemperature after turbocharger, CPP 2) °C 380 380 375 380 375 380 375Temperature after turbocharger, D-E 2) °C - 360 355 360 355 360 355

Exhaust gas flow, CPP 1) kg/s 14.6 15.3 15.6 15.9 16.2 16.5 16.8Exhaust gas flow, D-E 1) kg/s - 15.3 15.6 16.2 16.5 16.9 17.3


Jacket water HT-circuit 3) kW 920 950 970Charge air HT-circuit 3) kW 1260 1500 1780Charge air LT-circuit 3) kW 880 990 1100

Radiation 3) kW 330 340 360

Fuel systemCirculation pump capacity m³/h 4.6...5.6 5.0...6.1 5.4...6.6Leak fuel flow, clean heavy fuel (100% load) kg/h 6.8 6.8 6.8


Fuel consumption, 100% load, D-E 4) g/kWh 173 173 174Fuel consumption, 85% load, CPP 4) g/kWh 171 171 171Fuel consumption, 85% load, D-E 4) g/kWh 173 173 173



Pump capacity (main), separate, el. driven m³/h 160 160 160Pump capacity (prelubricating) m³/h 51 51 51Oil flow to engine m³/h 130 130 130

Oil volume in separate system oil tank, nom. m³ 12.2 12.2 12.2Oil volume in engine m³ 0.37 0.37 0.37



Low temperature cooling water systemPump capacity m³/h 180 200 200










3. Technical data


Wärtsilä 12V46 12V46A 12V46B 12V46CEngine speed RPM 450 500 514 500 514 500 514







Jacket water 3) kW 1260 1320 1420Charge air HT-circuit 3) kW 1880 2270 2640









Oil flow to engine m³/h 170 170 170Oil volume in separate system oil tank, nom. m³ 16.3 16.3 16.3














3. Technical data








Jacket water 3) kW 1680 1760 1890Charge air HT-circuit 3) kW 2500 3020 3520









Oil flow to engine m³/h 230 230 230Oil volume in separate system oil tank, nom. m³ 22 22 22













3. Technical data



Engine output kW 16290 17550 18900

Engine output HP 22155 23870 25705

Combustion air system

Flow of air, D-E 1) kg/s - 29.7 30.0 31.5 32.1 33.0 33.6

Exhaust gas systemTemperature after turbocharger, D-E 2) °C - 360 355 360 355 360 355


Heat balance at ISO conditionsLubricating oil 3) kW 1980 2070 2100Jacket water 3) kW 1890 1980 2120

Charge air HT-circuit 3) kW 2810 3400 3960Charge air LT-circuit 3) kW 1420 1620 1780Radiation 3) kW 630 650 680

Fuel systemCirculation pump capacity m³/h 9.2...11.3 10.0...12.3 10.9...13.3

Leak fuel flow, clean heavy fuel (100% load) kg/h 13.6 13.6 13.6Leak fuel flow, marine diesel oil (100% load) kg/h 68 68 68

Fuel consumption, 100% load, D-E 4) g/kWh 173 173 174Fuel consumption, 85% load, D-E 4) g/kWh 173 173 173

Lubricating oil systemPump capacity (main), direct driven- constant speed (D-E) m³/h - 289 297 289 297 289 297


Oil flow to engine m³/h 260 260 260Oil volume in separate system oil tank, nom. m³ 25 25 25Oil volume in engine m³ 0.55 0.55 0.55



Low temperature cooling water system

Pump capacity m³/h 360 400 400Water volume in engine m³ 0.2 0.2 0.2








3. Technical data


Design parameters of auxiliary systems

Combustion air systemAmbient air temperature, max. °C 45Air temperature after air cooler °C 40...70Air temperature after air cooler, alarm °C 75

Fuel systemPressure before injection pumps, nom bar 7Pressure before injection pumps, alarm bar 4Injection viscosity, HFO cSt 16 ...24Injection viscosity, MDO/MGO, min. cSt 2.8

Lubricating oil systemPressure before engine, nom. bar 4Pressure before engine, alarm bar 3Pressure before engine, stop bar 2Pressure after main oil pump, max. bar 8Suction ability of built-on pump bar 0.4Prelubricating pressure, nom. bar 0.8Prelubricating pressure, alarm bar 0.5Pressure drop over lubricating oil cooler bar 0.8...1.0Temperature before engine, nom. °C 63Temperature before engine, alarm °C 80Temperature after engine, about °C 78Filter fineness, nom. (automatic fine filter) microns 20Absolute mesh size, max. (automatic fine filter) microns 35Filter fineness, nom. (safety filter) microns 50Absolute mesh size, max. (safety filter) microns 60Filter differential pressure, alarm bar 0.8Oil consumption (100% load), tol. +0.3 g/kWh g/kWh 0.5

High temperature cooling water systemPressure before engine, nom. (incl. static pressure) bar 3.2Pressure before engine, alarm (incl. static pressure) bar 2Pressure before engine, max. (incl. static pressure) 2) bar 4.8Temperature before engine, about °C 74Temperature after cylinders, nom. °C 82Temperature after charge air cooler, nom. °C 91Temperature after cylinders, alarm °C 105Temperature after cylinders, stop °C 110Delivery head of pump 1) bar 2.5Pressure drop over engine bar 0.5Pressure drop over charge air cooler bar 0.2Pressure from expansion tank bar 0.7...1.5Pressure drop over central cooler, typical bar 0.6

Low temperature cooling water systemPressure before engine, nom. (incl. static pressure) bar 3.2Pressure before engine, alarm (incl. static pressure) bar 2Pressure before engine, max. (incl. static pressure) 2) bar 4.4Temperature before engine, max. °C 38Temperature before engine, min. °C 25Delivery head of pump 1) bar 2.5Pressure drop over charge air cooler bar 0.3Pressure drop over lubricating oil cooler, typical bar 0.4...0.6Pressure drop over thermostatic valve, typical bar 0.2Pressure drop over central cooler, typical bar 0.6Pressure from expansion tank bar 0.7...1.5

Starting air systemAir pressure, nom. bar 30Air pressure, min. (20°C)/max. bar 10/30Air pressure, alarm bar 18

1) Final delivery head of pump to be specified according to actual piping system.

2) The highest point of the pump curve must not be above 4.8 bar (HT) and 4.4 bar (LT), respectively (incl. static pressure).

3. Technical data


3.3. Exhaust gas and heat balance

diagrams

Wärtsilä 46A CPP (4V93E0374)

3. Technical data


Exhaust gas massflow,

Wärtsilä 46A, CPP 450 rpmvariable speedISO 3046 conditions. Tolerance +5 %.

0

5

10

15

20

25

30

40 50 60 70 80 90 100

Output, %

Exh

austg

as

ma

ssflo

wkg

/s

16V46

12V46

9L46

8L466L46


Wärtsilä 46A, CPP 450 rpm constant speedISO 3046 condit ions. Tolerance +5 %.

0

5

10

15

20

25

30

40 50 60 70 80 90 100

Output, %

Exha

ustg

as

ma

ssflo

wkg

/s

16V46

12V469L46

8L46

6L46

3. Technical data



Wärtsilä 46A, CPP 500 rpm constant speedISO 3046 condit ions. Tolerance +5 %.

0

5

10

15

20

25

30

40 50 60 70 80 90 100

Output, %

Exha

ustg

as

ma

ssflo

wkg

/s

16V46

12V46

9L46

8L466L46


Wärtsilä 46A, CPP 500 rpm variable speedISO 3046 conditions. Tolerance +5 %.

0

5

10

15

20

25

30

40 50 60 70 80 90 100

Output, %

Exha

ustga

sm

assflow

kg

/s

16V46

12V469L46

8L46

6L46

3. Technical data


HT circuit (jacket + charge air cooler) heat dissipation,

Wärtsilä 46A, CPP 450/500/514 rpmvariable speedISO 3046 conditions. Tolerance +10 %.

0

500

1000

1500

2000

2500

3000

3500

4000

4500

40 50 60 70 80 90 100

Output, %

Heatd

issip

ation

,kW

16V46

12V469L46

8L46

6L46

HT circuit ( jacket + charge air cooler) heat dissipation,

Wärtsilä 46A, CPP 450/500/514 rpm constant speedISO 3046 condit ions. Tolerance +10 %.

0

500

1000

1500

2000

2500

3000

3500

4000

4500

40 50 60 70 80 90 100

Output, %

Hea

tdis

sip

atio

n,kW

16V46

12V46

9L46

8L466L46

3. Technical data


LT circuit (lubricating oil + charge air cooler) heat dissipation,

Wärtsilä 46A, CPP 450/500/514 rpm variable speedISO 3046 conditions. Tolerance +10 %.

0

500

1000

1500

2000

2500

3000

3500

40 50 60 70 80 90 100

Output, %

Heatd

issip

ation

,kW

16V46

12V469L46

8L46

6L46


Wärtsilä 46A, CPP 450/500/514 rpm constant speedISO 3046 conditions. Tolerance +10 %.

0

500

1000

1500

2000

2500

3000

3500

40 50 60 70 80 90 100

Output, %

Hea

tdis

sip

atio

n,kW

16V46

12V46

9L46

8L46

6L46

Wärtsilä 46A Diesel-electric (4V93E0375)

3. Technical data



Wärtsilä 46A, 514 rpm D-E

ISO 3046 conditions. Tolerance +5 %.

0

5

10

15

20

25

30

35

40 50 60 70 80 90 100

Output, %

Ex

ha

ust

ga

sm

ass

flow

kg

/s

18V46

16V4612V46

9L46

8L466L46


Wärtsilä 46A, D-E 500/514 rpmISO 3046 conditions. Tolerance +10 %.

0

500

1000

1500

2000

2500

3000

3500

4000

4500

5000

40 50 60 70 80 90 100

Output, %

He

atdis

sip

ation

,kW

18V46

16V4612V469L46

8L466L46

Wärtsilä 46B CPP (4V93E0376)

3. Technical data



Wärtsilä 46A, D-E 500/514 rpmISO 3046 conditions. Tolerance +10 %.

0

500

1000

1500

2000

2500

3000

3500

4000

40 50 60 70 80 90 100

Output, %

Hea

tdis

sip

ation,kW

18V4616V4612V46

9L468L466L46


Wärtsilä 46B, CPP 500 rpm variable speedISO 3046 conditions. Tolerance +5 %.

0

5

10

15

20

25

30

40 50 60 70 80 90 100

Output, %

Exha

ustga

sm

assflow

kg

/s

16V46

12V46

9L46

8L46

6L46

3. Technical data



Wärtsilä 46B, CPP 500 rpm constant speedISO 3046 condit ions. Tolerance +5 %.

0

5

10

15

20

25

30

40 50 60 70 80 90 100

Output, %

Exha

ustga

sm

assflow

kg

/s

16V46

12V46

9L46

8L46

6L46


Wärtsilä 46B, CPP 500/514 rpm variable speedISO 3046 condit ions. Tolerance +10 %.

0

500

1000

1500

2000

2500

3000

3500

4000

4500

5000

5500

40 50 60 70 80 90 100

Output, %

Hea

tdis

sip

ation,kW

16V46

12V46

9L46

8L466L46

3. Technical data



Wärtsilä 46B, CPP 500/514 rpm constant speedISO 3046 conditions. Tolerance +10 %.

0

500

1000

1500

2000

2500

3000

3500

4000

4500

5000

5500

40 50 60 70 80 90 100

Output, %

Heatd

issip

atio

n,kW

16V46

12V46

9L46

8L46

6L46


Wärtsilä 46B, CPP 500/514 rpm variable speedISO 3046 conditions. Tolerance +10 %.

0

500

1000

1500

2000

2500

3000

3500

40 50 60 70 80 90 100

Output, %

Heatd

issip

ation

,kW

16V46

12V469L46

8L46

6L46

Wärtsilä 46B Diesel-electric (4V93E0377)

3. Technical data



Wärtsilä 46B, CPP 500/514 rpm constant speedISO 3046 conditions. Tolerance +10 %.

0

500

1000

1500

2000

2500

3000

3500

40 50 60 70 80 90 100

Output, %

Heatd

issip

ation

,kW

16V46

12V469L46

8L46

6L46


Wärtsilä 46B, 514 rpm D-EISO 3046 conditions. Tolerance +5 %.

0

5

10

15

20

25

30

35

40 50 60 70 80 90 100

Output, %

Exh

au

stg

as

ma

ssflo

wk

g/s

18V4616V4612V46

9L468L466L46

3. Technical data



Wärtsilä 46B, D-E 500/514 rpmISO 3046 conditions. Tolerance +10 %.

0

500

1000

1500

2000

2500

3000

3500

4000

4500

5000

5500

6000

40 50 60 70 80 90 100

Output, %

Hea

tdis

sip

ation,kW

18V4616V4612V46

9L468L466L46


Wärtsilä 46B, D-E 500/514 rpmISO 3046 conditions. Tolerance +10 %.

0

500

1000

1500

2000

2500

3000

3500

4000

40 50 60 70 80 90 100

Output, %

Hea

tdis

sip

atio

n,kW

18V4616V4612V46

9L468L466L46

Wärtsilä 46C CPP (4V93E0378)

3. Technical data



Wärtsilä 46C, CPP 500 rpm variable speedISO 3046 conditions. Tolerance +5 %.

0

5

10

15

20

25

30

35

40 50 60 70 80 90 100

Output, %

Exha

ustga

sm

assflow

kg

/s

16V46

12V46

9L46

8L46

6L46


Wärtsilä 46C, CPP 500 rpm constant speedISO 3046 condit ions. Tolerance +5 %.

0

5

10

15

20

25

30

35

40 50 60 70 80 90 100

Output, %

Exha

ustga

sm

assflow

kg

/s

16V4612V46

9L46

8L46

6L46

3. Technical data



Wärtsilä 46C, CPP 500/514 rpmvariable speedISO 3046 conditions. Tolerance +10 %.

0

500

1000

1500

2000

2500

3000

3500

4000

4500

5000

5500

6000

40 50 60 70 80 90 100

Output, %

Heatd

issip

ation

,kW

16V46

12V469L46

8L46

6L46


Wärtsi lä 46C, CPP 500/514 rpm constant speedISO 3046 conditions. Tolerance +10 %.

0

500

1000

1500

2000

2500

3000

3500

4000

4500

5000

5500

6000

40 50 60 70 80 90 100

Output, %

Heatd

issip

ation

,kW

16V46

12V46

9L46

8L46

6L46

3. Technical data


LT circuit (lubricating oil + charge air cooler) heat dissipation,Wärtsilä 46C, CPP 500/514 rpm variable speed


0

500

1000

1500

2000

2500

3000

3500

4000

40 50 60 70 80 90 100

Output, %

Heatd

issi

pation,kW

16V4612V469L468L466L46

LT circuit (lubricating oil + charge air cooler) heat dissipation,Wärtsilä 46C, CPP 500/514 rpm constant speed


0

500

1000

1500

2000

2500

3000

3500

4000

40 50 60 70 80 90 100

Output, %

Heat

dis

sip

ation,kW

16V4612V469L468L466L46

Wärtsilä 46C Diesel-electric (4V93E0379)

3. Technical data



Wärtsilä 46C, 514 rpm D-EISO 3046 cond itions. Tolerance +5 %.

0

5

10

15

20

25

30

35

40

40 50 60 70 80 90 100

Output, %

Exh

au

stg

as

ma

ssflo

wk

g/s

18V4616V46

12V469L46

8L466L46


Wärtsilä 46C, D-E 500/514 rpmISO 3046 conditions. Tolerance +10 %.

0

500

1000

1500

2000

2500

3000

3500

4000

4500

5000

5500

6000

6500

40 50 60 70 80 90 100

Output, %

He

atdis

sipation

,kW

18V4616V46

12V469L468L46

6L46

Wärtsilä 46 CPP exhaust gas temperature (4V93E0381)

3. Technical data



Wärtsilä 46C, D-E 500/514 rpmISO 3046 condit ions. Tolerance +10 %.

0

500

1000

1500

2000

2500

3000

3500

4000

4500

40 50 60 70 80 90 100

Output, %

Hea

tdis

sip

ation,kW

18V4616V4612V46

9L468L466L46

Exhaust gas temperature after turbine CPP-propulsion

variable speed 450/500 rpmISO 3046 conditions. Tolerance +/-15 degrC.

280

330

380

430

40 50 60 70 80 90 100

Output (%)

degr.

C

A-RATING 450 rpm

A-RATING 500 rpm

B-RATING 500 rpm

C-RATING 500 rpm

Wärtsilä 46 Diesel-electric 500 rpm exhaust temperature (4V93E0382)

3. Technical data


Exhaust gas temperature after turbine CPP-propulsion

constant speed 450/500 rpmISO 3046 conditions. Tolerance +/-15 degrC.

290

310

330

350

370

390

410

430

450

40 50 60 70 80 90 100

Output(%)

deg

r.C

A-RATING 450/500 rpm

B-RATING 500 rpm

C-RATING 500 rpm

Exhaust gas temperature after turbine

Diesel-Electr ic 500 rpmISO 3046 condit ions. Tolerance +/-15 degrC.

290

310

330

350

370

390

410

430

450

40 50 60 70 80 90 100

Output (%)

deg

r.C

A-RATING

B-RATING

C-RATING

Wärtsilä 46 Diesel-electric 514 rpm exhaust temperature (4V93E0383)

3. Technical data


Exhaust gas temperature after turbine

Diesel-Electric 514 rpmISO 3046 condit ions. Tolerance +/-15 degrC.

290

310

330

350

370

390

410

430

450

40 50 60 70 80 90 100

Output (%)

de

gr.

C

A-RATING

B-RATING

C-RATING

3.4. Specific fuel oil consumption curves

Specific fuel oil consumption, marine propulsion engines(4V93L0525a)

Average for B- and C-output. The mussel diagram is very installation specific. For guidance only.

Typical specific fuel oil consumption curve for constant speed

3. Technical data


0

5

10

15

20

25

30

20 30 40 50 60 70 80 90 100

+ SFOC [g/kWh]

OUTPUT [%](PG46-3v)

4. Description of the engine

Engine block

The engine block is made of nodular cast iron in onepiece for all cylinder numbers.

The engine block has been given a stiff and durable de-sign to absorb internal forces and the engine can there-fore also be resiliently mounted in propulsion systemsnot requiring any intermediate foundations.

The crankshaft is mounted in the engine block in an un-derslung way.

The main bearing caps, made of nodular cast iron, arefixed from below by two hydraulically tensioned screws.They are guided sideways by the engine block at the topas well as at the bottom. Hydraulically tensioned hori-zontal side screws support the main bearing caps.

Hydraulic jacks, supported in the oil sump, offer the pos-sibility to lower and lift the main bearing caps for easymaintenance. Lubricating oil is led to the bearings andpiston through the same jack. A combined fly-wheel/thrust bearing is located at the driving end of theengine.

The oil sump, a light welded construction, is mounted onthe engine block from below and sealed by O-rings. Theoil sump is of dry sump type and includes the main dis-tributing pipe for lubricating oil. The sump is drained atboth ends to a separate system oil tank. For applicationswith restricted height a low sump can be specified, how-ever without the hydraulic jacks.

Crankshaft

The crankshaft design is based on a reliability philoso-phy with very low bearing loads. High axial and torsionalrigidity is achieved with a moderate bore to stroke ratio.

The crankshaft is forged in one piece. In the V-enginesthe connecting rods are arranged side-by-side on thesame crank in order to obtain a high degree of stand-ardisation between in-line and V-engines. For the samereason the diameters of the crank pins and journals areequal regardless of the engine size.

Counterweights are fitted on every web. High degree ofbalancing results in an even and thick oil film for all bear-ings.

All crankshafts can be provided with torsional vibrationdampers at the free end of the engine, if necessary. Fulloutput can be taken off at either end of the engine.

Connecting rod

The connecting rod is of three-piece design, whichmakes it possible to pull a piston without touching thebig end bearing. Extensive research and developmenthas been made to develop a connecting rod in which thecombustion forces are distributed to a maximum area ofthe big end bearing.

The connecting rod of alloy steel is forged and ma-chined with round sections. The lower end is split hori-zontally to allow removal of piston and connecting rodthrough the cylinder liner. All connecting rod bolts arehydraulically tightened. The gudgeon pin bearing is oftri-metal type.

Oil is led to the gudgeon pin bearing and piston througha bore in the connecting rod.

Main bearings and big end bearings

The main bearings and the big end bearings are oftri-metal type with steel back, lead bronze lining and asoft and thick running layer.

Cylinder liner

The centrifugal cast cylinder liner is designed with a highand rigid collar, making it resistant against deforma-tions.

A distortion free liner bore in combination with excellentlubrication improves the running conditions for the pis-ton and piston rings and reduces wear.

Accurate temperature control of the cylinder liner isachieved with optimally located longitudinal coolingbores.

The material composition is based on several years’ ex-perience with a gray-cast iron alloy developed for goodwear resistance and high strength.

To eliminate the risk of bore polishing, the liner isequipped with an anti-polishing ring.

The cooling water space between block and liner issealed off by double O-rings.



Piston

The piston is of composite type, having nodular cast ironskirt and steel top.

The piston skirt and cylinder liner are lubricated by aunique piston skirt lubricating system equipped with lu-bricating nozzles in the piston skirt.

The cooling gallery design assures efficient cooling andhigh rigidity to the piston top.

Piston rings

The piston ring set consists of two directional compres-sion rings and one spring-loaded conformable oilscraper ring.

Cylinder head

The cylinder head design features high reliability andeasy maintenance.

A stiff box/cone like design can cope with high combus-tion pressure.

The basic criterion for the exhaust valve design is cor-rect temperature by carefully controlled cooling.

The cylinder head is designed for easy maintenancewith only four hydraulically tightened cylinder headstuds.

No valve cages are used, which results in very good flowdynamics in the exhaust gas channel.

Camshaft and valve mechanism

The cams are integrated in the drop forged shaft mate-rial. The bearing journals are made in separate pieceswhich are fitted to the camshaft pieces by means offlange connections. This solution allows removing of thecamshaft pieces sideways. The bearing housings are in-tegrated in the engine block casting. The camshaft bear-ings are installed and removed by means of a hydraulictool. The camshaft covers, one for each cylinder, sealagainst the engine block with a closed sealing profile.

The valve mechanism guide block is integrated into thecylinder block. The valve tappet is of the piston type witha self-adjustment of roller against cam to give an even

distribution of the contact pressure. Double valvesprings make the valve mechanism dynamically stable.

Camshaft drive

The camshafts are driven by the crankshaft through agear train. The driving gear is fixed to the crankshaft bymeans of flange connections.

Injection system

The injection system for each cylinder consists of oneinjection pump, a high pressure pipe and the injectionvalve.

The injector is designed to have small areas of the noz-zle tip exposed to the combustion chamber, thus not re-quiring separate nozzle-cooling system.

The injection pump design is a reliable mono-elementtype designed for injection pressures up to 1500 bar.The constant pressure relief valve system provides foroptimum injection, free from cavitation and secondaryinjection, which guarantees long intervals betweenoverhauls.

A drained and sealed-off compartment between thepump and the tappet prevents leakage fuel from mixingwith lubricating oil.

Each pump is equipped with a pneumatic stop cylinder.

Turbocharging and charge air cooling

The SPEX (Single Pipe Exhaust System) turbochargingsystem combines the advantages of both pulse andconstant pressure system.

In order to optimize the turbocharging system for bothhigh and low load performance a pressure relief valvesystem “waste gate” is installed on the exhaust gasside. The waste gate is activated at high load. See chap-ter Exhaust gas diagrams.

For cleaning of the turbocharged during operation thereis, as standard, a washing device for the compressorand turbine side.

The charge air cooler is as standard of 2-stage type,consisting of HT- and LT-water stage. Fresh water isused for both circuits.



On variable speed engines a by-pass valve is installed tooperate the turbocharged at the optimum point at highload and still have enough safety margin against surgingat part load. The by-pass arrangement features a pipewith an on/off butterfly valve conducting a part of thecharge air directly to the exhaust gas manifold (withoutpassing through the engine) to boost the speed of theturbocharged at part load.

The turbocharged of the in-line engine is installed trans-versely in either end of the engine. Vertical, inclined andhorizontal exhaust gas outlets are available.

The turbochargers of the V-engines are installed trans-versely to minimise the required height above the engineby permitting a horizontal, longitudinal exhaust gas out-let. The turbochargers can be located in either end of theengine.

Cooling system

The fresh water cooling system is divided into high tem-perature (HT) and low temperature (LT) cooling system.

The HT-water cools cylinders, cylinder heads and the1st stage of the charge air cooler.

The LT-water cools the 2nd stage of the charge aircooler, plus the lubricating oil in an external cooler.

Engine driven HT and LT pumps, located in the free endof the engine, are available as options.

Fuel system

The fuel system piping and injection equipment are lo-cated in a hot-box, a proven reliability feature necessaryfor heavy fuel operation and providing for maximumsafety when using preheated fuels.

The injection pump is completely sealed off from thecamshaft compartment and provided with a separatedrain for leakage oil.

Lubricating oil system

As standard the engine mounted system consists of theby-pass centrifugal filter, and starting-up/running-in fil-ters.

All the other equipment belongs to the external lubricat-ing oil system. The oil sump is of dry sump type.

An engine driven lubricating oil pump, located in the freeend of the engine, is available as option.

Exhaust pipes

The exhaust pipes are made of a special nodular castiron. The connections to the cylinder head are of theclamp ring type. The complete exhaust gas system isenclosed in an insulating box consisting of easily remov-able panels fitted to a resiliently mounted frame.

Direct water injection (DWI), optional

Water is supplied from an external pump unit to a mani-fold in the hot-box, and further via a flow fuse to each in-jector. The injector is equipped with a dual nozzle withseparate needles for water and fuel. Excessive water istaken back to an external tank.

An engine with DWI equipment can be operated with orwithout the DWI system in operation.



Cross section of an in-line engine (1V58F0010)



Cross section of V-engine (1V58F0009a)



Built-on pumps at the free end of the engine (4V58D0091)



5. Piping design, treatment and installation

General

This chapter provides general guidelines for the design,construction and installation of piping systems, how-ever, not excluding other solutions of at least equal stan-dard.

Fuel, lubricating oil, fresh water and compressed air pip-ing is usually made in seamless carbon steel (DIN 2448)and seamless precision tubes in carbon or stainlesssteel (DIN 2391), exhaust gas piping in welded pipes ofcorten or carbon steel (DIN 2458). Sea-water pipingshould be in Cunifer or hot dip galvanized steel.

• Pockets shall be avoided and when not possibleequipped with drain plugs and air vents

• Leak fuel drain pipes shall have continuous slope

• Vent pipes shall be continuously rising

• Flanged connections shall be used, Ermeto joints forprecision tubes

• Pipe branches shall have flanged connections

Maintenance access to coolers, thermostatic valvesand other fittings must be ensured

Pipe dimensions



Recommended maximum fluid velocities and flow rates for pipework*

Nominal pipediameter

(Media —>Pipe material —>Pump side —>)

Flow rate [m/sec]Flow amount [m³/h]

Sea-waterSteel galvanized

Fresh waterMild steel

Lubricating oilMild steel

Marine diesel oilMild steel

Heavy fuel oilMild steel

suction delivery suction delivery suction delivery suction delivery suction delivery

32 1.02.9

1.44.1

1.54.3

1.54.3

0.61.7

1.02.9

0.92.6

1.13.2

0.51.4

0.61.7

40 1.25.4

1.67.2

1.77.7

1.77.7

0.73.2

1.25.4

1.04.5

1.25.4

0.52.3

0.73.2

50 1.39.2

1.812.7

1.913.4

1.913.4

0.85.7

1.49.9

1-17.8

1.39.2

0.53.5

0.85.7

65 1.517.9

2.023.9

2.125.1

2.125.1

0.89.6

1.517.9

1.214.3

1.416.7

0.67.2

0.910.8

80 1.629.0

2.138.0

2.239.8

2.239.8

0.916.3

1.629.0

1.323.5

1.527.1

0.610.9

1.018.1

100 1.850.9

2.262.2

2.365.0

2.365.0

0.925.5

1.645.2

1.439.6

1.645.2

0.719.8

1.233.9

125 2.088.4

2.3101.6

2.4106.0

2.4110.4

1.148.6

1.775.1

1.566.3

1.775.1

0.835.3

1.461.9

150 2.2140.0

2.4152.7

2.5159.0

2.6165.4

1.382.7

1.8114.5

1.595.4

1.8114.5

0.957.3

1.6108.2

200 2.3260.2

2.5282.8

2.6294.1

2.7305.4

1.3147.0

1.8203.6

——

——

——

——

Aluminium brass 2.6294.0

250 2.5441.8

2.6459.5

2.7477.2

2.7477.2

1.3229.8

1.9335.8

——

——

——

——


300 2.6661.7

2.6661.7

2.7687.2

2.7687.2

1.3330.9

1.9483.6

——

——

——

——


350 2.6900.5

2.6900.5

2.7935.2

2.7935.2

1.4484.9

2.0692.7

——

——

——

——


400 2.61176.2

2.71221.5

2.71221.5

2.71221.5

1.4633.3

2.0904.8

——

——

——

——


450 2.61488.6

2.71545.9

2.71545.9

2.71545.9

1.4801.6

2.01145.1

——

——

——

——


500 2.61837.8

2.71908.5

2.71908.5

2.71908.5

1.51060.4

2.11484.6

——

——

——

——


* The velocities given in the above table are guidance figures only. National standards can also be applied.

Trace heating

The following pipes shall be equipped with trace heating(steam, thermal oil or electrical). It shall be possible toshut off the trace heating.

• All heavy fuel pipes.

• All leak fuel and filter flushing pipes carrying heavyfuel.

Pressure class

The pressure class of the piping should be higher than orequal to the design pressure, which should be higherthan or equal to the highest operating (working) pres-sure, which is equal to the setting of the safety valve in asystem with a positive displacement pump or a part of asystem which can be isolated and heated (e.g. a pre-heated), or equal to the pressure in the system causedby a combination of static pressure and the highest pointof (centrifugal) pump curve.

Example 1:

The fuel pressure before the engine should be 7 bar. Thesafety filter in dirty condition may cause a pressure lossof 1.0 bar. The viscosimeter, automatic filter, preheatedand piping may cause a pressure loss of 2.5 bar. Conse-quently the discharge pressure of the circulating pumpsmay rise to 10.5 bar, and the safety valve of the pump isadjusted e.g. to 12 bar.

• A design pressure of not less than 12 bar has to be se-lected.

• The nearest pipe class to be selected is PN16.

• Piping test pressure is normally 1.5 x the design pres-sure = 18 bar.

Example 2:

The pressure on the suction side of the cooling waterpump is 1.0 bar. The delivery head of the pump is 3.0 bar,leading to a discharge pressure of 4.0 bar. The highestpoint of the pump curve (at or near zero flow) is 1.0 barhigher than the nominal point, and consequently the dis-charge pressure may rise to 5.0 bar (with closed or throt-tled valves).

• A design pressure of not less than 5.0 bar has to beselected.

• The nearest pipe class to be selected is PN6.

• Piping test pressure is normally 1.5 x the design pres-sure = 7.5 bar.

Standard pressure classes are PN4, PN6, PN10, PN16,PN25, PN40, etc.

Pipe class

For the purpose of testing, type of joint to be used, heattreatment and welding procedure, classification societ-ies categorize piping systems in classes (e.g. DNV), orgroups (e.g. ABS). Systems with high design pressuresand temperatures and hazardous media belong to classI (or group I), others to II or III as applicable. Quality re-quirements are highest on class I.

Examples of classes of piping systems as per DNV rulesare presented in the table below.

Insulation

The following pipes shall be insulated

• All trace heated pipes.

• Exhaust gas pipes.

Insulation is also recommended for

• Pipes between engine or system oil tank and lubricat-ing oil separator.

• Pipes between engine and jacket water preheater.

• For personnel protection any exposed parts of pipesat walkways, etc., to be insulated to avoid excessivetemperatures.

Local gauges

Local thermometers should be installed wherever a newtemperature occurs, i.e. before and after heatexchangers, etc.

Pressure gauges should be installed on the suction anddischarge side of each pump.



Classes of piping systems as per DNV rules

Media Class I Class II Class III

bar °C bar °C bar °C

SteamFuel oilOther media

> 16> 16> 40

or > 300or > 150or > 300

< 16< 16< 40

and < 300and < 150and < 300

< 7< 7< 16

and < 170and < 60and < 200



Cleaning procedures

All piping should be cleaned before installation and priorto be put in service according to the procedure listed be-low.

System Methods

Fuel oilLubricating oilStarting airCooling waterExhaust gasCharge air

A, B, C, D, FA, B, C, D, FA, B, CA, B, CA, B, CA, B, C

A Washing with alkaline solution in hot water at80°C for decreasing (only if pipes have beengreased)

B Removal of rust and scale with steel brush (notrequired for seamless precision tubes)

C Purging with compressed air

D Pickling

F Flushing

Pickling

Pipes are pickled in an acid solution of 10% hydrochlo-ric acid and 10% formaline inhibitor for 4-5 hours, rinsedwith hot water and blown dry with compressed air.

After the acid treatment the pipes are treated with a neu-tralizing solution of 10% caustic soda and 50 grams oftrisodiophosphate per litre of water for 20 minutes at40...50°C, rinsed with hot water and blown dry withcompressed air.

Flushing

The recommended flushing procedures are describedunder the relevant chapters concerning the fuel oil sys-tem and the lubricating oil system. Provisions to bemade to ensure that necessary temporary bypasses canbe arranged and that flushing hoses, filters and pumpswill be available when required.

Flexible bellows

Great care must be taken to ensure the proper installa-tion of flexible bellows between resiliently mounted en-gines and ship’s piping.

• Bellows must not be twisted

• Installation length of bellows must be correct

• Minimum bending radius must respected

• Piping must be concentrically aligned

• When specified the flow direction must be observed

• Mating flanges shall be clean from rust, burrs andanticorrosion coatings

• Bolts are to be tightened crosswise in several stages

• Flexibles must not be painted

• Rubber bellows must be kept clean from oil and fuel

• The piping must be rigidly supported close to the flex-ible bellows.

Flexible hoses (4V60B0100)

6. Fuel system

6.1. General

The Wärtsilä 46 engine is designed for continuous heavyfuel operation. It is, however, possible to operate the en-gine on diesel fuel without making any alterations.

The engine can be started and stopped on heavy fuelprovided that the engine and the fuel system are pre-heated to operating temperature.

If the engine is specified to operate only on diesel fuel,the exhaust valve specification is different.

6.2. Internal fuel system

The system is designed for heavy fuel operation. It com-prises the following equipment, built on the engine:

• heavy fuel injection pumps

• injection valves

• pressure control valve in the outlet pipe

All engines are furnished with injection pumps, the leakfuel oil of which is drained to atmospheric pressure (theclean leak fuel system). Leaking fuel from high pressurepipes is drained via an alarm device. The clean leak fuelcan be recontacted to the system without treatment.Concerning quantity of leak fuel, see Technical Data.Other possible leak fuel (the “dirty” leak fuel system) isdrained separately.

6.3. External fuel system

6.3.1. General

In ships intended for operation on heavy fuel, heatingcoils must be installed in the bunker tanks, so that it ispossible to maintain a temperature of 40 - 50°C (or evenhigher temperature, depending on the pour point andviscosity of the heavy fuel used).

Normally the heating coils are dimensioned on basis ofthe heat transfer required for raising the temperature ofthe tank to the above temperature in a certain time, e.g.1°C/h, as well as on the heat losses when maintainingthe tank at that temperature.

All tanks, from, which heavy fuel is pumped, are to bekept 5 - 10°C above the pour point. Max. allowed pourpoint for BSMA-M9 is +30°C.

The design of the external fuel system may vary fromship to ship, but every system should provide wellcleaned fuel with the correct temperature and pressureto each engine. When using heavy fuel it is most impor-tant that the fuel is properly cleaned from solid particlesand water. In addition to the harm poorly centrifugedfuel will do to the engine, a high content of water maycause big problems for the heavy fuel feed system. Forthe feed system, well-proven components should beused.

The fuel treatment system should comprise at least onesettling tank and two (or several) separators to supplythe engine(s) with sufficiently clean fuel. When operatingon heavy fuel the dimensioning of the separators is ofgreatest importance and therefore the recommenda-tions for the design of the separators should be closelyfollowed.

In multi-engine installations, the following main princi-ples should be followed when dimensioning the fuelsystem:

• Recommended maximum number of engines con-nected in parallel to the same fuel feed system is two.

• A separate fuel feed circuit is recommended for eachpropeller shaft (two-engine installations); in four- en-gine installations so that one engine from each shaft isfed from the same circuit.

• Main and auxiliary engines are recommended to beconnected to separate circuits.

When designing the piping diagram, the procedure toflush the fuel system with service air should be clarifiedand presented in the diagram.

Remarks:

When dimensioning the pipes of the fuel oil systemcommon known rules for recommended fluid velocitiesmust be followed.

The fuel oil pipe connections on the engine are smallerthan the pipe diameter on the installation side.

Local gauges

Local thermometers should be installed wherever a newtemperature occurs, i.e. before and after each heatexchanger etc.


6. Fuel system


Fuel oil viscosity-temperature diagram for determining the preheating temperatures of fuel oils

(4V92G0071a)

Example: A fuel oil with a viscosity of 380 cSt (A) at 50°C(B) or 80 cSt at 80°C (C) must be preheated to 115 -130°C (D-E) before the fuel injection pumps, to 98°C (F)at the centrifuge and to minimum 40°C (G) in the storagetanks. The fuel oil may not e pumpable below 36°C (H).

To obtain temperatures for intermediate viscosities,draw a line from the known viscosity/temperature point

in parallel to the nearest viscosity/temperature line in thediagram.

Example: Known viscosity 60 cSt at 50°C (K). The fol-lowing can be read along the dotted line: viscosity at80°C = 20 cSt, temperature at fuel injection pumps 74 -87°C, centrifuging temperature 86°C, minimum storagetank temperature 28°C.

6. Fuel system


Internal fuel system, in-line engine (4V69E8139-1d)

6. Fuel system


System components

01 Injection pump02 Injection valve03 Pressure control valve04 Clean fuel oil leakage collector05 Dirty fuel oil leakage collector06 Flywheel07 Camshaft08 Mechanical overspeed trip device09 Fuel rack

Pipe connections

101 Fuel oil inlet102 Fuel oil outlet103 Clean fuel oil leakage104 Dirty fuel oil leakage

Electrical Instruments

PT101 Fuel oil inlet pressureTE101 Fuel oil Inlet temperatureLS103 Clean fuel oil leakage levelA161 Speed setting deviceGT165 Fuel rack positionGT166 OverloadGS172 Mechanical overspeedST173... Engine speedST191 Torsional vibrationM755 Electric motor for turning gearGS792 Turning gear position

Internal fuel system, V-engine (4V69E8140-1d)

6. Fuel system


System components

01 Injection pump02 Injection valve03 Pressure control valve04 Clean fuel oil leakage collector05 Dirty fuel oil leakage collector06 Flywheel07 Camshaft08 Mechanical overspeed trip device09 Fuel rack

Pipe connections

101 Fuel oil inlet102 Fuel oil outlet103A Clean fuel oil leakage, A-bank103B Clean fuel oil leakage, B-bank104A Dirty fuel oil leakage, A-bank104B Dirty fuel oil leakage, B-bank

Electrical Instruments

PT101 Fuel oil inlet pressureTE101 Fuel oil Inlet temperatureLS103A Clean fuel oil leakage level, A-bankLS130B Clean fuel oil leakage level, B-bankA161 Speed setting deviceGT165 Fuel rack positionGT166 OverloadGS172 Mechanical overspeedST173... Engine speedST191 Torsional vibrationM755 Electric motor for turning gearGS792 Turning gear position

6.3.2. Transfer and separation system

Heavy fuel (residual, and mixtures of residuals and distil-lates) must be cleaned in an efficient centrifugal separa-tor before entering the day tank. In case pure distillatefuel is used, centrifuging is still recommended as the fuelmay be contaminated in the storage tanks. The rated ca-pacity of the separator may be used provided the fuelviscosity is less than 12 cSt at centrifuging temperature.Marine Gas Oil viscosity is normally less than12 cSt/15°C.

Settling tank, heavy fuel

The settling tank should normally be dimensioned to en-sure fuel supply for min. 24 operating hours when filledto maximum. The tank should be designed to providethe most efficient sludge and water rejecting effect. Thebottom of the tank should have slope to ensure gooddrainage. The tank is to be provided with a heating coiland should be well insulated.

The temperature in the settling tank should be between50 - 70°C.

The min. level in the settling tank should be kept as highas possible. In this way the temperature will not de-crease too much when filling up with cold bunker.

Settling tank, diesel fuel

As heavy fuel settling tank, but without heating coils andinsulation.

The temperature in the diesel oil settling tank should bebetween 20 - 40°C.

Suction filter of separator feed pump

A suction filter with a fineness of 0.5 mm should be fittedto protect the feed pump. The filter should be equippedwith heating jacket in case the installation place is cold.The filter can be either a duplex filter with change-overvalves or two separate simplex filters. The design of thefilter should be such that air suction cannot occur.

Feed pump of separator

The use of a high temperature resistant screw pump isrecommended. The pump should be separate from theseparator and electrically driven.

Design data:

The pump should be dimensioned for the actual fuelquality and recommended throughput through the sep-arator. The flow rate through the separators should,however, not exceed the maximum fuel consumption bymore than 10%. No control valve should be used to re-duce the flow of the pump.

• Operating pressure, max. 5 bar

• Operating temperature- HFO 100°C- MDO 40°C

• Viscosity for dimensioningof electric motor:- HFO 2000 cSt- MDO 40 cSt

Preheater of separator

The preheated is normally dimensioned according tothe pump capacity and a given settling tank tempera-ture. The heater surface temperature must not be toohigh in order to avoid cracking of the fuel.

The heater should be thermostatically controlled formaintaining the fuel temperature within ± 2°C. The rec-ommended preheating temperature for heavy fuel is98°C. For MDO the preheating temperature accordingto the separator supplier.

Design data:

The required maximum capacity of the heater is:

m = capacity of the separator feed pumpt = temperature rise in heater

For heavy fuels t = 48°C can be used, i.e. a settling tanktemperature of 50°C. Fuels having a viscosity higherthan 5 cSt at 50°C need preheating before the separa-tor.

The heaters to be provided with safety valves with es-cape pipes to a leakage tank (so that the possible leak-age can be seen).

Separator

Two separators, both of the same size, should be in-stalled. The capacity of one separator should be suffi-cient for the total fuel consumption.

The fuel oil separator should be sized according to therecommendations of the separator manufacturer.

The maximum service throughput of a separator for thespecific application should be:

P = max. Continuous rating of the diesel engineb = specific fuel consumption +15% safety marginp = density of the fuelt = daily separating time for self-cleaning separator

(usually = 23 h or 23,5 h)

For pure distillate fuel, a separate purifier should be in-stalled.

6. Fuel system


Q[l/h] =P[kW] · b ·[g/kWh] · 24[h]

p [kg/m³] · t[h]

1700

m[l/h ] · t[°C ]P[kW ]=

For MDO (max. viscosity 11 cSt at 50°C) a flow rate of80% and a preheating temperature of 45°C are recom-mended. The flow rates recommended for the separatorfor the grade of fuel in use are not to be exceeded. Thelower the flow rate, the better the efficiency.

Sludge tank

The sludge tank should be placed below the separatorsas close as possible. The sludge pipe should be continu-ously falling without any horizontal parts.

Day tank, heavy fuel

See Fuel Feed system.

Day tank, diesel fuel

See Fuel Feed system.

HFO separating system (3V69E2859)

System components

10 Settling tank11 Suction filter12 Feed pump13 Heater14 Separator15 Transfer pump16 Bunker tank17 Overflow tank18 Sludge tank19 Day tank

6. Fuel system


6.3.3. Fuel feed system, heavy fuel oil (HFO)

General

A pressurized fuel feed system is to be installed in HFOinstallations. The over pressure in the system preventsthe formation of gas and vapour in the return lines fromthe engines.

For marine diesel oil (MDO) a system with an opende-aeration tank may be installed, if the tanks can be lo-cated high enough to prevent cavitation in the fuel feedpump.

The heavy fuel pipes shall be properly insulated andequipped with trace heating. It has to be possible toshut- off the heating of the pipes when running withMDO (the tracing pipes to be grouped together accord-ing to their use). Any provision to change the type of fuelduring operation should be designed to obtain a smoothchange in fuel temperature and viscosity. When chang-ing from HFO to MDO or gas oil the viscosity at the en-gine should be above 2.8 cSt, and not drop below 2.0cSt even during short transient conditions. In certain ap-plications a cooler may be necessary.

A connection for compressed service air should be ar-ranged before the safety filter, together with a drain linefrom the return line to the clean fuel leakage or overflowtank, to enhance maintenance and work on the fuelpumps by blowing out the fuel before starting the work,thus avoiding spilling fuel into the hot-box.

As per Solas rules 1 July 1997, two day tanks have to beinstalled.

Day tank, heavy fuel

The heavy fuel day tank should normally bedimensioned to ensure fuel supply for about 24 operat-ing hours when filled to maximum. The design of thetank should be such that water and dirt particles do notcollect in the suction pipe. The tank has to be providedwith a heating coil and should be well insulated. Maxi-mum recommended viscosity in the day tank is 140 cSt.Due to the risk of vax formation, fuels with a lower vis-cosity than 50 cSt/50°C must be kept at higher tempera-tures than what the viscosity would require.

Fuel viscosity(cSt at 50°C)

Minimum day tanktemperature (°C)

730380180

807055

The tank and pumps should be placed so that a positivestatic pressure of 0.3 - 0.5 bar is obtained on the suctionside of the pumps.


The diesel fuel day tank should normally bedimensioned to ensure fuel supply for 12 - 24 operatinghours when filled to maximum.

In installations when the stand-by engines are to be fedfrom the diesel fuel tank at start in case of occasional

black-out, the day tank should be placed min. 15 mabove the engine crankshaft centre line.

Suction strainer, HFO system

A suction strainer with a fineness of 0.5 mm should beinstalled for protecting the feed pumps. The strainershould be equipped with heating jacket. The strainermay be either of duplex type with change-over valves ortwo simplex strainers in parallel. The design should besuch that air suction is prevented.

Feed pump, HFO system

The feed pump maintains the pressure in the fuel feedsystem. It is recommended to use a high temperatureresistant screw pump as feed pump.

Design data:

Capacity to cover the total consumption of the enginesand the flush quantity of a possible automatic filter

Operating pressure head 6 bar

Design pressure 16 bar

Design temperature 100°C

Viscosity (for dimensioningthe electric motor) 1000 cSt

Pressure control valve of the fuel feed pump, HFO

system

The pressure control valve maintains the pressure in thede-aeration tank directing the surplus flow to the HFOday tank.

Set point 3 - 5 bar

Automatically cleaned fine filter, HFO system

The use of automatically back-flushing filters is recom-mended, normally as a duplex filter with an insert filter asthe stand-by half. For back-flushing filters the pump ca-pacity should be sufficient to prevent pressure drop dur-ing the flushing operation.

Design data:

Fuel viscosity acc. to specification


Preheating from 180 cSt/50°C

Flow see Technical Data


Fineness:– back-flushing filter 90% separation above

20 �m (mesh sizemax. 35 �m)

– insert filter 60% separationabove 15 �mwith one through-flow

Maximum permittedpressure drop for normalfilters at 14 cSt:– clean filter 0.2 bar– alarm 0.8 bar

The automatic filter is recommended be placed be-tween the feeder pumps and the de-aeration tank to

6. Fuel system


avoid clogging of the filter mesh due to cracking of thefuel.

Fuel consumption meter, HFO system

If a fuel consumption metre is required, it should be fit-ted between the fuel feed pumps and the de-aerationtank together with a by-pass line. If the metre is providedwith a prefilter, it is recommendable to install an alarmfor high pressure difference across the filter.

De-aeration tank, HFO system

The volume of the de-aeration tank should be about 60 -150 l. It shall be equipped with a vent valve and a lowlevel alarm. It shall also be insulated and equipped with aheating coil. The vent pipe should, if possible, be leddownwards, e.g. to the overflow tank.

Circulating pump, HFO system

The purpose of this pump is to circulate the fuel in thesystem and maintain the correct pressure at the engine.

Design data:

Capacity about 3.0 - 3.5 times themax. fuel consumptionplus the capacity requi-red for flushing of theautomatic filter



Operating temperature 150°C


Heater, HFO system

The heater(s) is normally dimensioned to maintain an in-jection viscosity of 14 cSt (for fuels having a viscosityhigher than 380 cSt/50°C the temperature at the engineinlet should not exceed 135°C) at the maximum fuelconsumption and a given day tank temperature.

The day tank temperature depends on the separatingtemperature, tank heating arrangements and heatlosses of the separator piping and the tank itself. It mayalso be prudent to include a certain temperature drop ofthe day tank, if the separation is interrupted in port, in or-der to have sufficient heater capacity for a departure be-fore the day tank temperature has reached its normallevel.

Each heater should be dimensioned according to theabove mentioned criterion, with another heater of equalsize as stand-by.

To avoid cracking of the fuel the surface temperature inthe heater must not be too high. The surface power ofelectric heaters should not be higher than about1 W/cm². The output of the heater shall normally be con-trolled by a viscosimeter. As a reserve a thermostaticcontrol may be fitted.

The set point of the viscosimeter shall be somewhatlower than the required viscosity at the injection pumpsto compensate for heat losses in the pipes.

To compensate for heat losses due to radiation a certainallowance should be added, e.g. 10% + 5 kW.

The heaters to be provided with safety valves with es-cape pipes to a leakage tank (so that the possible leak-age can be seen).

Viscosimeter, HFO system

For the control of the heater(s) a viscosimeter has to beinstalled. A thermostatic control shall also be fitted, tobe used as safety when the viscosimeter is out of order.The viscosimeter should be of a design which standsthe pressure peaks caused by the injection pumps ofthe diesel engine.

Design data:

Viscosity range(at injection pumps) 10 - 24 cSt



Fuel oil safety filter, HFO system

The fuel oil safety filter is a full flow duplex type filter withsteelnet. This filter must be installed as near the engineas possible. The filter should be equipped with heatingjacket.

Design data:



Flow see Tech Data


Fineness 90% separationabove 20 �m(mesh size max. 35 �m)

Maximum permitted pressuredrops at 14 cSt:– clean filter 0.2 bar– alarm 0.8 bar

Leak fuel tank, clean fuel, HFO system

Clean leak fuel draining from the injection pumps can, ifdesired, be re-used without repeated treatment. Thefuel should then be drained to a separate leak fuel tankand, from there, be pumped to the day tank. Alterna-tively, the clean leak fuel tank can be drained to anothertank for clean fuel, e.g. the bunker tank, the overflowtank etc. The pipes from the engine to the drain tankshould be arranged continuously sloping and should beprovided with heating and insulation.

Leak fuel tank, dirty fuel, HFO system

Normally no fuel is leaking out of the dirty system duringoperation. Fuel, lubricating oil, water or sludge isdrained only in case of a possible leakage.

The pipes to the sludge tank should, if possible, bedrawn along the pipes for clean fuel in order to achieveheating, and be insulated.

6. Fuel system


Fuel feed unit, HFO system

If required, a completely assembled fuel feed unit can besupplied as an option.

This unit comprises normally the following equipment:

• two suction strainers

• two feed pumps of the screw type, equipped withbuilt-on safety valves and electric motors

• one pressure control/overflow valve

• one automatic back-flushing filter with by-pass filter

• one pressurized de-aeration tank, equipped with alevel switch and hand-operated vent valve

• two circulating pumps, same type as above

• two heaters, steam or electric, one in operation andthe other as spare

• one viscosimeter for the control of the heaters

• one steam control valve or control cabinet for electricheaters

• one thermostatic valve for emergency control of theheaters

• control cabinets with starters for pumps, automaticfilter and viscosimeter

• one alarm panel

The above equipment is built on a steel frame, which canbe welded or bolted to its foundation in the ship. Allheavy fuel pipes are insulated and provided with traceheating.

When installing the unit only power supply, group alarmsand fuel, steam and air pipes have to be connected.

It is recommended to supply not more than two enginesfrom the same system. Alternatively, an individual circu-lation pump (and a stand-by pump if required) should beprovided for each engine. It is very important to obtainthe correct and sufficient flow to the engine, ensuringthat nothing is “lost” in pressure control valves, safetyvalves, overflow valves, etc.

Adjustment of pressure levels

Control valves have to be adjusted to lower pressurelevel before the first start of the pumps and then care-fully increase the pressure to the correct value. To avoiddamages maximum pressures of all the equipment inthe system have to be checked and they must not be ex-ceeded during adjustments.

The first step is to adjust the pressure relief valves builton the feed (item 09 in 3V69E3615) and circulatingpumps (12). These valves act only as safety devices toprotect the pumps against mechanical failures in case ofclosed valve on the pressure side of the pump. Thepressure relief valves of the pumps should be com-pletely closed during normal operation and it is not al-lowed to use these valves for adjusting the operatingpressure of the system. The opening pressure has to beapproximately 2 bar above the maximum pressure in thesystem. Opening pressure is adjusted by running thepump for a short period against a closed valve.

Note: Long time running overheat the pump!

The next step is to adjust the pre-pressure valve (19).This can be done when both the feed (9) and the circulat-ing (12) pump are in normal operation.

The opening pressure of an overflow (16) valve (if in-stalled) has to be adjusted clearly above the openingpressure of the pressure control valve of the engines.For adjusting the overflow valve the engine fuel oil outlethas to be closed.

The pressure level of the circulating system is kept con-stant by the pressure control valve on engine (04). Thisvalve is adjusted when the engine is stopped, but wholefuel oil feed system is in normal operation.

It is important in multi-engine installations that the pres-sure levels of all engines are as close to each other aspossible. This is necessary in order to get equal fuel oilflow to each engine. In installations where engines of dif-ferent size are connected to the same system or backpressures of some of the engines differ from other spe-cial consideration has to be given to get the correct fueloil flow to each engine.

From the table below we can conclude that the pressureclass has to be (at least) PN16, when the relief valve isadjusted to 12 bar.

6. Fuel system


An example of the pressure adjustment in a standard fuel oil feed system

Pressure relief valve of the feed pump (09) 7 bar Measured at the pressure side of the pump

Pre-pressure control valve (19) 4 bar Measured at the pressure side of the feedpump

Pressure relief valve of the circulating pump (12) 12 bar Measured at the pressure side of the pump,when the feed pump is running

Pressure at engine inlet (101) 8 bar Measured at the local control panel

De-aeration tank safety valve 10 bar Measured at the pressure side of the feedpump

Overflow valve (if installed) (16) 9 bar Measured at the local control panel

6.3.4. Fuel feed system, marine diesel oil (MDO)


The diesel fuel day tank should normally bedimensioned to ensure fuel supply for 12 - 24 operatinghours when filled to maximum.

In installations when the stand-by engines are to be fedfrom the diesel fuel tank at start in case of occasionalblack-out, the day tank should be placed min. 15 mabove the engine crankshaft centre line.

Suction strainer, MDO system

As in heavy fuel system, without heating coils.

Feed pump, MDO system

Feed pumps are not needed if there is enough gravity.

Circulating pump, MDO system

The purpose of the pump is to circulate the fuel in thesystem and maintain the correct pressure at the engine.

Design data:

Capacity about 3.0 - 3.5 times themax. fuel consumptionplus the capacityrequired for flushing ofthe automatic filter





Pressure control valve of the fuel feed pump

MDO system

See heavy fuel system.

Fuel consumption meter, MDO system

If a fuel consumption metre is required, it should be fit-ted before the mixing tank. If the metre is provided with aprefilter, it is recommendable to install an alarm for highpressure difference across the filter.

The common resistance of the flow metre and theprefilter must not be higher than the static height differ-ence.

De-aeration tank, MDO system

The volume of the de-aeration tank should be about60-150 l.

If a fuel consumption metre is not required, the easiestsolution is to conduct the return line directly to the daytank, avoiding the need to install a de-aeration tank.

Automatically cleaned fine filter, MDO system

The use of automatically back-flushing filters is recom-mended, normally as a duplex filter with an insert filter asthe stand-by half. For back-flushing filters the circulat-ing pump capacity should be sufficient to prevent pres-sure drop during the flushing operation.

Design data:



Flow see Technical Data


Fineness– back-flushing filter: 90% separation above

20 �m (mesh sizemax. 35 �m)

– insert filter: 60% separationabove 15 �mwith one through-flow

Maximum permitted pressure dropfor normal filters at 14 cSt:– clean filter 0.2 bar– alarm 0.8 bar

Fuel oil safety filter, MDO system

The fuel oil safety filter is a full flow duplex type filter withsteelnet. This filter must be installed as near the engineas possible.

Design data:



Flow see Tech Data


Fineness 90% separationabove 20 �m(mesh size max. 35 �m)

Maximum permitted pressuredrops at 14 cSt:– clean filter 0.2 bar– alarm 0.8 bar

Leak fuel tanks, MDO system

See heavy fuel system.

6. Fuel system


Fuel feed unit, diesel fuel

If required, a completely assembled fuel feed unit can besupplied as an option.

This unit comprises normally the following equipment:

• two suction strainers

• two circulation pumps of the screw type, equippedwith built-on safety valves and electric motors

• one pressure control/overflow valve

• one mixing tank

• one automatic back-flushing filter with by-pass filter

• control cabinets with starters for pumps and auto-matic filter

• one alarm panel

The above equipment is built on a steel frame, which canbe welded or bolted to its foundation in the ship.

When installing the unit only power supply, groupalarms and fuel and air pipes have to be connected.

Fuel oil cooler, MDO system

The minimum viscosity of the fuel supplied to the engineis 2.8 cSt. To prevent the viscosity from dropping belowthis value a cooler may be necessary, especially whenrunning on Marine Gas Oil (MGO). The temperature ofthe day tank should be estimated at the design stage. Itshould also be taken into consideration that heat istransferred from the engine to the return fuel; 4 kW/cyl atfull load and 0.5 kW/cyl at zero load.

The light fuel oil system should be designed to avoid ahigher temperature than 45...50°C.

6. Fuel system


Pressurized fuel feed system heavy fuel oil (3V69E3615c)

6. Fuel system


system components

01 Diesel engine03 Safety filter04 Pressure control valve05 Day tank, heavy fuel06 Day tank, diesel fuel07 Change-over valve08 Suction filter09 Fuel feed pump10 Flow meter11 De-aeration tank12 Circulating pump13 Heater14 Automatic filter15 Viscosimeter16 Overflow valve17 Leak fuel tank, clean fuel18 Leak fuel tank, dirty fuel19 Pressure control valve20 Cooler

Pipe connections Pipe dimensionsL46: V46:

101 Fuel inlet * DN32 DN32102 Fuel outlet * DN32 DN32103 Leak fuel drain, clean fuel Ø28 Ø28104 Leak fuel drain, dirty fuel DN40 DN40

Size of the piping in the installation to be calculated case bycase, having typically a larger diameter than the connection onthe engine.

* Elastic hoses are used on all engines (also rigidly mounted)to reduce pressure peaks.

External HFO fuel oil feed system, 1 x Wärtsilä 46 (3V69E8161)

6. Fuel system


System components

01 Diesel engine03 Safety filter04 Pressure control valve05 Day tank, heavy fuel06 Day tank, diesel fuel07 Change-over valve08 Suction filter09 Fuel feed pump10 Flow metre11 De-aeration tank12 Circulating pump13 Heater14 Automatic filter15 Viscosimeter17 Leak fuel tank, clean fuel18 Leak fuel tank, dirty fuel19 Pressure control valve20 Cooler


101 Fuel inlet * DN32 DN32102 Fuel outlet * DN32 DN32103 Leak fuel drain, clean fuel Ø28 Ø28104 Leak fuel drain, dirty fuel DN40 DN40

Size of the piping in the installation to be calculated case bycase, having typically a larger diameter than the connection onthe engine.

* Elastic hoses are used on all engines (also rigidly mounted) toreduce pressure peaks.

Fuel feed system, diesel fuel (3V69E3762c)

6. Fuel system


System components

01 Diesel engine03 Safety filter04 Pressure control valve06 Day tank, diesel fuel08 Suction filter10 Flow meter12 Circulating pump14 Automatic filter16 Overflow valve17 Leak fuel tank, clean fuel18 Leak fuel tank, dirty fuel

Pipe connections

101 Fuel inlet *102 Fuel outlet *103 Leak fuel drain, clean fuel104 Leak fuel drain, dirty fuel

Pipe dimensions

L46:DN32DN32Ø28DN40

V46:DN32DN32Ø28DN40

Size of the piping in the installation to be calculated case by case.

* Elastic hoses are used on all engines (also rigidly mounted) to reduce pressure peaks.

Fuel feed unit, example (2V76F5613)

6. Fuel system


The frame of panel to be supportedto ship’s steelstructure.

Dimension tolerances for locations of pipe connections ±25 mm

Counter flanges DIN2633 or DIN2576 Np16 included

Fuel booster units

Cylinders

689

12161824273236

Unit type

AMB-M15 SSAMB-M15 SSAMB-M15 SSAMB-M15 SSAMB-M26 SSAMB-M26 SSAMB-M36 SSAMB-M36 SSAMB-M36 SSAMB-M50 SS

DimensionsL* B* H

3120*1200*2050mm3120*1200*2050mm3120*1200*2050mm3120*1200*2050mm3120*1200*2050mm3120*1200*2050mm3200*1600*2050mm3200*1600*2050mm3200*1600*2050mm4300*1800*2050mm

Mixing tank 100 litres, automatic filter at cold side 34 microns.

Internal fuel oil system of fuel feed unit (4V76F5614)

6. Fuel system


7. Lubricating oil system

7.1. Internal lubricating oil system

As a standard the engine is equipped with a built-on sidestream centrifugal filter and starting-up/running-in fil-ter(s). An engine driven pump located at the free end ofthe engine is available as an option, however, not for in-stallations with fixed-pitch propellers.

The suction height must not exceed the capacity of thepump, which for the built-on pump is 0.4 bar includinglosses in piping. All the other equipment belongs to theexternal lubricating oil system. The oil sump is of drysump type.

Centrifugal filter

The centrifugal filter in by-pass is used as an indicator fil-ter.

• Capacity per filter 3.5 m³/h

• Filtering properties down to 1�m

Starting-up or running-in filter

All engines are provided with a full-flow paper cartridgefilter in the oil inlet line to each main bearing. The car-tridge is used only during running-in and at the first start-ing-up of the installation.

7.2. External lubricating oil system

Each engine should have a separate lubricating oil sys-tem of its own. Engines operating on heavy fuel shouldhave continuous centrifuging of the lubricating oil.

When designing the piping diagram, the procedure toflush the system should be clarified and presented in thediagram.

System oil tank

The engine dry sump has two drain outlets at each end.At least one outlet in each end should be used. Totally atleast three outlets should be used on the 8L, 9L, 16V and18V46 engines. If the engine is installed inclined, twooutlets should be used in the lower end, which typicallyis the driving end. When a mechanically driven oil pumpis specified, the outlet closest to the pump (in the freeend) may be unpractical to use due to space consider-ations.

The pipe connection between the sump and the systemoil tank should be arranged flexible enough to preventdamages due to thermal expansion. The drain pipe fromthe oil sump to the system oil tank shall end below themin. oil level and shall not be led to the same place as thesuction pipe.

The end of the suction pipe should be trumpet-shapedor conical in order to reduce the pressure loss. For thesame reason the suction pipe shall be as short and

straight as possible. A pressure gauge shall be installedclose to the inlet of the pump in order to make it possibleto check the suction height. The suction pipe should beequipped with a non-return valve of the flap type withoutspring, and installed in such a position as to ensureself-closing.

The suction and return pipes for the separator shouldnot be located near to each other The tank must not beplaced so that the oil is cooled so much that the recom-mended lubricating oil temperature cannot be main-tained.

Design data

Oil volume 1.2 - 1.5 l/kW see alsoTechnical data

Oil level at service 75 - 80% of tank volume

Oil level alarm 60% of tank volume

Suction strainer

If necessary, a suction strainer completed by magneticbars can be fitted in the suction pipe to protect the lubri-cating oil pump.

The suction strainer as well as the suction pipe diametershould be amply dimensioned to minimize the flow re-sistance.

Fineness 0.5 - 2.0 mm

Lubricating oil pump

The lubricating oil pump is normally of screw type andshould be provided with an overflow valve.

Design data:

Capacity see Technical data

Operating pressure, max. 8 bar

Operating temperature, max. 100°C

Lubricating oil viscosity SAE 40

Prelubricating pump

The prelubricating pump is a separately installed electri-cally driven screw pump, equipped with a safety valve.The pumps is used for:

1. Filling of the diesel engine lubricating oil systemand getting some pressure before starting andpreheating of the engine, when there is an enginedriven pump.

2. Providing additional capacity to the engine drivenlubricating oil pump in certain installations wherethe diesel engine speed drops below a certainvalue. In these cases, the discharge head of thepump should be selected accordingly, and thepump should start and stop automatically onsignals from the speed measuring system.



The installation of a prelubricating pump is compulsory.An electrically driven main pump or stand-by pump (withfull pressure) cannot work as a prelubricating pump, as alower pressure (max. 2 bar) is required during stand-stillto avoid leakage into the charge air manifold through thelabyrinth seal of the turbocharger. Such a leak does notoccur when the engine is running due to the charge airpressure. The pressure of an electrically driven mainpump may be excessive also if operated at reducedspeed with a 2-speed electric motor.

The piping shall be arranged in such a way as to permitoil from the prelubricating oil pump to fill the pump bodyof the mechanically driven main pump, for good sealingand lubrication of the pump.

Concerning flows and pressures, see Technical Data.The suction height of the system should not exceed thecapacity of the pump.

Lubricating oil cooler

Design data:

Nominal heat dissipation see Technical dataSafety margin to be added 15%+margin for fouling

Oil temperature to engine inlet nominal 63°C


Viscosity class SAE 40

Oil flow through oil cooler see Technical data

Water flow through oil cooler see Technical data

Local gauges

Local thermometers should be installed wherever a newtemperature occurs, i.e. before and after heat ex-changers, etc.


Orifice

An orifice can sometimes be useful in the by-pass line tobalance the pressure drop, unless included in the ther-mostatic valve.

Thermostatic valve

Design data:

Inlet oil temperature tobe kept constant, set point 63°C


To achieve the desired oil temperature at the engine in-let of 63°C, a thermostatic valve with suitable character-istics has to be selected. In case of a thermostatic valvewith wax elements the set point could be e.g. 57°C, inwhich case the opening starts at 54°C and the valve iscompletely open at 63°C. If a set point of 63°C is se-lected, it may be fully open at e.g. 68°C, which is toohigh when the engine is running at full power.

Automatic filter

An automatic self-cleaning filter must be installed.

Design data:

Lubricating oil viscosity SAE 40


Test pressure, min. 12 bar


Fineness 90% separation above20 �m (absolute meshwidth max. 35 �m

Max. permitted pressuredrop for normal filters:– clean filter 0.3 bar– alarm 0.8 bar

Lubricating oil safety filter

The lubricating oil safety filter is a duplex filter withsteelnet filter elements.

Design data:

Lubricating oil viscosity SAE40


Test pressure, min. 12 bar


Fineness 90% separation above50 �m at one through-flow (absolute meshwidth max. 60 �m)

Max. permitted pressuredrop for normal filters:– clean filter 0.3 bar– alarm 0.8 bar



Pressure peak damper

The 12V46 engine is delivered with a damper to be in-stalled in the external piping in accordance with3V35L3112.

Lube oil damper arrangement to external piping

(3V35L3112)

Separator

The separator should be dimensioned for continuouscentrifuging. Each lubricating oil system should have aseparator of its own. The separator system must not bedesigned for water mixing when centrifuging.

Design data:

Lubricating oil viscosity SAE 40Lubricating oil density 880 kg/m3

Centrifuging temperature 90 - 95°C

The following rule, based on a separation time of 23h/day, can be used for estimating the nominal capacityof the separator:

P = total engine output (kW)m = 4 for MDOm = 5 for HFO

Separator pump

The separator pump can be directly driven by the sepa-rator or separately driven by an electric motor. The flowshould be adapted to achieve the above mentioned op-timal flow.

Separator preheater

The preheated can be a steam or an electric heater. Thesurface temperature of the heater must not be too highin order to avoid coking of the oil.

Design data

• For engines with centrifuging during operation, theheater should be dimensioned for this operating con-dition. The temperature in the separate system oiltank in the ship’s bottom is normally 65 - 75°C.

• For engines with centrifuging when stopped engine,the heater should be large enough to allow centrifug-ing at optimal rate of the separator without heat sup-ply from the diesel engine.

Note!The heaters to be provided with safety valves with es-cape pipes to a leakage tank (so that the possible leak-age can be seen).

Lubrication oil gravity tank

In installations without an engine driven pump it is rec-ommended to have a lubricating oil gravity tank ar-rangement for black-out situations.

The required height of the tank is to obtain a pressure ofmin. 0.5 bar measured on the instrument panel of theengine.

Engine type Tank volume (m³)

6L468L46, 9L46, 12V4616V46, 18V46

1.02.03.0



23

(1.2...1.5) ·P ·mV(l/h) =

Internal lubricating oil system, in-line engine (4V69E8139-2d)



System components Electrical instruments

01 Oil sump02 Centrifugal filter03 Sampling cock04 Running-in filter05 Turbine06 Compressor07 Crankcase breather08 Lube oil main pump09 Pressure control valve

Pipe connections

201 Lube oil inlet (to manifold)202A Lube oil outlet (from oil sump), A-side202B Lube oil outlet (from oil sump), B-side203 Lube oil to engine driven pump204 Lube oil from engine driven pump701 Crankcase air vent

PSZ201 Lube oil inlet pressurePSZ201.1 Prelube oil inlet pressurePT201 Lube oil inlet pressureTE201 Lube oil inlet temperatureTSZ201 Lube oil inlet temperaturePS210 Lube oil inlet pressure (stand-by)PT274 Lube oil before TC pressureQS700... Oil mist in crankcaseTE700... Main bearing temperature

Internal connections

X Crankcase breather drainY Lube oil to intermediate gear wheelsZ Lube oil to valve gear, camshaft, injection

pumps etc.

Internal lubricating oil system, V-engine (4V69E8140-2d)



System components Electrical instruments

01 Oil sump02 Centrifugal filter03 Sampling cock04 Running-in filter05 Turbine06 Compressor07 Crankcase breather08 Lube oil main pump09 Pressure control valve

Pipe connections

201 Lube oil inlet (to manifold)202A Lube oil outlet (from oil sump), A-side202B Lube oil outlet (from oil sump), B-side203 Lube oil to engine driven pump204 Lube oil from engine driven pump701A Crankcase air vent, A-bank701B Crankcase air vent, B-bank

PSZ201 Lube oil inlet pressurePSZ201.1 Prelube oil inlet pressurePT201 Lube oil inlet pressureTE201 Lube oil inlet temperatureTSZ201 Lube oil inlet temperaturePS210 Lube oil inlet pressure (stand-by)PT274 Lube oil before TC pressure, A-bankPT284 Lube oil before TC pressure, B-bankQS700... Oil mist in crankcaseTE700... Main bearing temperature

Internal connections

XA Crankcase breather drain, A-bankXB Crankcase breather drain, B-bankY Lube oil to intermediate gear wheelsZA Lube oil to valve gear, camshaft, injection

pumps etc, A-bankZB Lube oil to valve gear, camshaft, injection

pumps etc, B-bank

Lubricating oil system, dry sump (3V69E3618d)



System components

01 Diesel engine Wärtsilä L46/V4602 Pressure control valve03 Centrifugal oil cleaner04 Oil cooler05 Thermostatic valve06 Safety filter07 Orifice08 Automatic filter09 Lube oil pump 110 Lube oil pump 211 Separator pump12 Heater13 Separator14 System oil tank15 Sludge oil tank16 Crankcase breather17 Gravity tank18 Prelubricating oil pump19 Orifice ø5 - 6 mm20 Condensate trap21 Damper (only 12V46)22 Sight glass


201 Lubricating oil inlet DN125 DN150202 Lubricating oil outlet1) DN200 DN250224 Control oil to pressure control valve M18*1.5 M18*1.5701 Crankcase air vent Ø114 2*Ø114

1) Two outlets in each end are available, outlets to be used:

Free end Driving end

6L, 12V 1 18L, 9L, 16V, 18V 1 2

* The non-Return valve should be located at a sufficient distancevertically below the gravity tank to ensure proper opening of thevalve, especially if it is of the spring-loaded type.

Main engine external lubricating oil system, engine driven pumps (3V69E8163)



System components

01 Diesel engine Wärtsilä L46/V4602 Pressure control valve03 Centrifugal oil cleaner04 Oil cooler05 Thermostatic valve06 Safety filter07 Orifice08 Automatic filter09 Lube oil pump, Engine driven10 Lube oil stand-by pump11 Separator pump12 Heater13 Separator14 System oil tank15 Sludge oil tank16 Crankcase breather18 Prelubricating oil pump20 Condensate trap21 Damper (only 12V46)

Pipe connections Pipe dimensions

6L46 8L,9L46 8L,9L46 V46constant variablespeed speed

201 Lubricating oil inlet DN125 DN125 DN125 DN200202 Lubricating oil outlet1) DN200 DN200 DN200 DN250203 Lube oil to engine DN250 DN250 DN300 DN300

driven pump204 Lube oil from engine DN150 DN150 DN200 DN200

driven pump701 Crankcase air vent Ø114 Ø114 Ø114 2*Ø114

1) Two outlets in each end are available, outlets to be used:

Free end Driving end

6L, 12V 1 18L, 9L, 16V, 18V 1 2

Lubricating oil cooler, example (4V47F0003)



In-line engines

Engine Dimensions, C

6L46 1105

8L46 1455

9L46 1455

V-engines

Engine Dimensions, C

12V46 1435

16V46 1735

18V46 2035

Thermostatic valve DN 125 for lubricating oil (4V34L0150)



Thermostatic valve DN 150 for lubricating oil (4V34L0149)



Electrically driven pumps



Example, for guidance only.

6L46 8L46 9L46 12V46 16V46 18V46

Main/standby oil pump, 50 Hz

Speed RPM 1450 1490 1475 1480 990 990

Power requirement at oil temperature 75°C kW 39 40 47 63 72 79


Electric motor kW 48 48 57 75 90 90

Main/standby oil pump, 60 Hz

Speed RPM 1180 1180 1180 1200 900 1200




Prelubricating oil pump, 50 Hz

Speed RPM 1490 1450 1480 1480 1000 990




Prelubricating oil pump, 60 Hz

Speed RPM 1800 1190 1190 1180 1190 1200




8. Cooling water system



8.1. General

For the cylinder cooling as well as the charge air and oilcooling fresh water is used. The pH-value and hardnessof the water should be within normal values. The chlo-rine and sulphate content should be as low as possible.To prevent forming of rust in the cooling water system, acorrosion inhibitor must be added to the water accord-ing to the instructions in the Instruction Book.

Shore water is not always suitable. The hardness ofshore water may be too low, which can be compensatedby additives, or too high, causing scale deposits evenwith additives.

Fresh water generated by a reverse osmosis plantonboard often has a high chloride content (higher thanthe permitted 80 mg/l) causing corrosion.

For ships with a wide sailing area a safe solution is to usefresh water produced by an evaporator (onboard), usingadditives according to the Instruction Book (important).

Sea-water will cause severe corrosion and deposits for-mation even in small amounts.

Rain water is unsuitable as cooling water due to a highoxygen and carbon dioxide content, causing a great riskfor corrosion.

To allow start on heavy fuel, the HT cooling water sys-tem has to be preheated to a temperature as near to theoperating temperature as possible, however min. 60°C.

8.2. Internal cooling water system

The proper combustion of heavy fuel at all loads re-quires a.o. optimum process temperatures. At highloads, the temperature must be low enough to limit ther-mal load and prevent hot corrosion of the componentsin the combustion chamber. At low loads, the tempera-ture must be high enough to ensure complete combus-tion and prevent cold corrosion in the combustionspace. These requirements are fulfilled by the high com-pression temperature caused by the high compressionratio.

The engine is as standard equipped with a built-ontwo-stage charge air cooler for increased heat recoveryor heating of cold combustion air.

The in-line engine has one cooler of the self-supportingblock type. The V-engine has two coolers of the inserttype.

The cooling water system comprises a low-temperature(LT) circuit and a high-temperature (HT) circuit. TheLT-circuit includes the LT-charge air cooler and lubri-cating oil cooler (separately installed) while the HT-cir-cuit includes the cylinders and the HT-charge air cooler.

The HT-side of the charge air cooler is connected in se-ries with the cylinders.

The charge air temperature is controlled by letting a partof the LT-water by-pass the charge air cooler at lowload. A temperature sensor in the charge air receivercontrols a LT-water thermostatic valve on the outletside. With this arrangement the charge air temperaturecan be kept at a desired and constant temperature irre-spective of variations in the engine load or LT-watertemperature, thus minimizing the amount of condensatewater in tropical conditions.

Circulating pumps

The LT- and HT-cooling water circuit pumps are nor-mally separately installed electrically driven pumps andnormally of centrifugal type.

Engine driven pumps, located at the free end of the en-gine, are available as options.

The pump curves of built-on engines are shown in thediagrams below.

Pump curves

L46, HT and LT - pumps 500 rpm (based on 4V19L0332)

L46, HT- and LT -pumps 514 rpm (based on 4V19L0332)



0

5

10

15

20

25

30

35

40

45

0 50 100 150 200 250 300

Flow, m3/h

Deli

very

hea

d,

m

9L46 (Ø220)

8L46 (Ø210)

6L46 (Ø200)

0

5

10

15

20

25

30

35

40

45

0 50 100 150 200 250 300

Flow, m3/h

De

live

ryh

ead

,m

9L46 (Ø220)

8L46 (Ø210)

6L46 (Ø200)

V46, HT- and LT -pumps 500 rpm (based on 4V19L0333)

V46, HT- and LT -pumps 514 rpm (based on 4V19L0333)



0

5

10

15

20

25

30

35

40

0 50 100 150 200 250 300 350 400 450 500 550

Flow, m3/h

De

liv

ery

hea

d,

m

18V46 (Ø232)

16V46 (Ø225)

12V46 (Ø220)

0

5

10

15

20

25

30

35

40

0 50 100 150 200 250 300 350 400 450 500 550

Flow, m3/h

De

liv

ery

hea

d,

m

18V46 (Ø232)

16V46 (Ø225)

12V46 (Ø220)

8.3. External cooling water system

In large multi-engine plants it is recommended to installa part of the engines in one circuit and the other enginesin another circuit, main and auxiliary engines in separatecircuits etc. This gives safety against malfunctions likeloss of cooling water due to a broken elastic pipe con-nection or other piping component, loss of circulationdue to entrained air after overhaul, or entrained gases orsimilar accumulating in some cooling water pump. Incase of a large LT-water system it may also be prudentto separate the HT-circuit from the LT-circuit with a heatexchanger.

The maximum water velocities mentioned in chapter“Piping design, treatment and installation” should notbe exceeded.

Especially the sea-water suction pipes should be de-signed and installed to minimize the flow resistance asmuch as possible.

Sea-water pump

The sea-water pumps have to be electrically driven. Thecapacity of the pumps is determined by the type of thecoolers used and the heat to be dissipated.

Ships (with ice class) designed for cold sea-watershould have temperature regulation with a recirculationback to the sea chest:

• for heating of the sea chest to melt ice and slush, toavoid clogging the sea-water strainer

• to increase the sea-water temperature to enhance thetemperature regulation of the LT-water

Fresh water central cooler

The fresh water cooler can be of either tube or platetype. Due to the smaller dimensions the plate cooler isnormally used. The fresh water cooler can be commonfor several engines, also one independent cooler per en-gine is used.

Design data:

• Fresh water flow see Technical Data

• Pressure drop on fresh waterside, max. 0.6 bar

• If the flow resistance in the external pipes is high itshould be observed when designing the cooler.

• Sea-water flow acc. to coolermanufactorer,normally 1.2 - 1.5 xthe fresh water flow

• Pressure drop on sea-waterside, norm. 0.8 - 1.4 bar.

• Fresh water temperature aftercooler (before engine), max. 38°C.

• Heat to be dissipated see Technical Data

• Safety margin to be added 15% + margin forfouling

Circulating water pumps, LT- and HT-circuit

The pumps should normally be of the centrifugal typeand driven by an electric motor. Concerning capacity,see Technical Data. The delivery head of the pumpsshould be determined according to the actual flow resis-tance in the engine, in the external pipes and in thevalves.

The HT-circuit must have individual pumps for each cir-cuit.

The LT-water circuit can have individual pumps for eachengine, or for each engine, or two or three engines in thesame circuit can be supplied by the same separately in-stalled pump. This feature permits a reduction of engineroom components, as also other equipment can becooled by the same separately installed pumps, such asreduction gear, propeller hydraulics, shaft line compo-nents, compressors, steering gear hydraulics, genera-tors etc.

Lubricating oil cooler

The plate type lubricating oil cooler is intended to becooled by fresh water and connected in series with thecharge air cooler.

For technical data, see “Lubricating oil system”.



Thermostatic valve, LT-circuit

The thermostatic valve of the LT-circuit is installed tocontrol the charge air temperature.

This arrangement minimises the amount of condensatein the charge air.

Thermostatic valve, HT-circuit

Normally the outlet temperature of HT-water from theengine is controlled. Each engine must have own tem-perature control valve.

The water temperature after leaving the charge aircooler is approximately 91°C at full load. The set point ofthe HT-thermostatic valve after the engine is 91°C.

Expansion tank

The expansion tank should compensate for volumechanges in the cooling water system, serve as ventingarrangement and provide sufficient static pressure inthe cooling water system to achieve a pressure of 3.2 -4.8 bar on the engine inlet considering also pressurelosses in the piping.

Pressure from theexpansion tank 0.7 - 1.5 bar

Volume, min. 10% of the watervolume of the system

Concerning the engine water volumes, see Technicaldata.

The tank should be equipped so that it is possible todose water treatment agents.

The expansion tank is to be provided with inspection de-vices.

LT-piping, HT-piping, LT-coolers, HT-coolers and turbochargers to have separate venting pipes (from all en-gines), provided with name plates at the expansion tank.The vent pipes are to be led to the tank separately, con-tinuously rising, and the outlets are to be drawn belowthe water level, so that the possible formation of gas canbe noticed.

Vent pipes from the LT- and HT-circuits should not begrouped to a common line, as there may be a clear pres-sure difference creating a short circuit resulting in a mal-function of the venting, as the bubbles may flow backinto the system. For proper indication, the vent from thecylinders should be separate from the HT-side of the aircooler. For the same reason both cylinder banks inV-engines should be separately vented, but the ventfrom the HT air coolers could have a common line andfrom the LT air coolers another common line on the

same V-engine. Venting of several engines should neverbe combined.

Permanent venting pipes to be installed to the expan-sion tank from all high points of the piping system,where air and gases can accumulate.

The balance pipe down from the expansion tank shouldhave a cross-section area at least four times as big asthe combined cross-section area of the venting pipes.

Preheating pump

Engines require preheating of the HT-cooling water.

Design data of the pump:

Capacity 1.6 m³/h x cyl.

Pressure about 0.8 bar

Preheater

A preheating arrangement of the HT-water should be in-stalled.

The energy required for heating of the HT-cooling watercan be taken from a running engine or a separatesource. In both cases a separate circulating pumpshould be used. If the engines have their own coolingwater systems, which are separated from each other,the energy for preheating is recommended to be trans-mitted through a heat exchanger.

When preheating, the cooling water temperature of theengines should be kept as near the operating value aspossible.

Design data:

Preheating temperature, min. 60°C

Required heating power, about 12 kW/cyl

Special design criteria for cold climate are mentioned inthe chapter “Cold conditions”.

Preheating unit

A complete preheating unit can be supplied as option.The unit comprises:

• electric or steam heaters

• circulating pump

• control cabinet for heaters and pump

• safety valve

• one set of thermometers

For installations with several engines the preheated unitcan be dimensioned for heating up two engines. If theheat from a running engine can be used the power con-sumption of the heaters will be less than the nominal ca-pacity.



Air separator

Air and gas may be entrained in the piping after over-haul, centrifugal pump seals may leak, or air or gas mayleak from in any equipment connected the HT- or LT-cir-cuit, such as diesel engine, water cooled starting aircompressor etc.

As presented in the external cooling diagrams, it is rec-ommended that following air separators are installed:

1. At the HT-outlet from the engine. This is necessary fora quick venting after starting the engine, especially afteroverhaul when entrained air may remain in the system,and especially at departures at low load, when the HTthermostatic valve recirculates all water. At higher loadwhen a part of the HT-water goes to the cooler, any pos-sible air or gas bubbles may still be recirculated depend-ing on the geometry and position of the HT thermostaticvalve. If the branch to the cooler is vertically down thebubbles may be conducted to the by-pass line and backinto circulation.

2. One in the common HT/LT line for venting of any en-trained air in the HT- or LT-system.

The drawing below indicates rough dimensions.

Air separator (3V76C4757)

Local thermometers

Local thermometers should be installed wherever a newtemperature occurs, i.e. before and after each heatexchanger, etc.


Orifices

Orifices must be mounted in all main streams andby-pass lines to adjust and balance the pressure drop inall running modes.

Waste heat recovery

The waste heat of the HT-circuit may be used for freshwater production, central heating, tank heating etc. Insuch cases the piping system should permit by-passingof the central cooler. With this arrangement the HT-wa-ter flow through the heat recovery can be increased.

Note!The heat flow in the cooling water is affected by the am-bient conditions. The available heat is reduced due toleakages in the thermostatic valves, flow to the expan-sion tank and radiation losses from the piping. In prac-tice approx. 90% of the heat dissipation shown in thediagrams (valid in ISO conditions) in chapter 3 may beavailable. The HT heat flow in ISO conditions is clearlylower than in tropical conditions.

Elysator

As an alternative to the approved cooling water addi-tives, the elysator cooling water treatment system canalso be used. The elysator protects the engine from cor-rosion without any chemicals. It provides a cathodicprotection to the engine’s cooling water system by let-ting magnesium anodes corrode instead of the engineitself. Raw water quality specification is the same as inconnection with cooling water additives.



Internal cooling water system, in-line engine (4V69E8139-4d)



System components

01 Charge air cooler (HT)02 Charge air cooler (LT)03 HT-water pump04 LT-water pump05 Non return valve

Pipe connections

401 HT-water inlet402 HT-water outlet404 HT-water air vent406 Water from preheater to HT-circuit408 HT-water from stand-by pump411 HT-water drain416 HT-water air vent from CAC451 LT-water inlet452 LT-water outlet454 LT-water air vent from CAC468 LT-water to by-pass/from stand-by pump

Electrical instruments

PSZ401 HT-water inlet pressurePT401 HT-water inlet pressureTE401 HT-water inlet temperatureTE402 HT-water outlet temperatureTSZ402 HT-water outlet temperaturePS410 HT-water inlet pressure (stand-by)PT451 LT-water inlet pressureTE451 LT-water inlet temperatureTE452 LT-water outlet temperaturePS460 LT-water inlet pressure (stand-by)

Internal cooling water system, V-engine (4V69E8140-4d)



System components

01 Charge air cooler (HT)02 Charge air cooler (LT)03 HT-water pump04 LT-water pump05 Non return valve

Pipe connections

401 HT-water inlet402 HT-water outlet404A HT-water air vent, A-bank404B HT-water air vent, B-bank406 Water from preheater to HT-circuit408 HT-water from stand-by pump411 HT-water drain416A HT-water air vent from CAC, A-bank416B HT-water air vent from CAC, B-bank451 LT-water inlet452 LT-water outlet454A LT-water air vent from CAC, A-bank454B LT-water air vent from CAC, B-bank468 LT-water to by-pass/from stand-by pump474 LT-water to engine driven pump475 LT-water from engine driven pump


PSZ401 HT-water inlet pressurePT401 HT-water inlet pressureTE401 HT-water inlet temperatureTE402 HT-water outlet temperature, A-bankTE403 HT-water outlet temperature, B-bankTSZ402 HT-water outlet temperature, A-bankTSZ403 HT-water outlet temperature, B-bankPS410 HT-water inlet pressure (stand-by)PT451 LT-water inlet pressureTE451 LT-water inlet temperatureTE452 LT-water outlet temperaturePS460 LT-water inlet pressure (stand-by)

Cooling water system, 1 x Wärtsilä L46 (3V69E3621b)



System components

01 Diesel engine02 HT-air cooler03 LT-air cooler04 Lube oil cooler05 Orifice06 LT-thermostatic valve07 HT-thermostatic valve, 91ºC08 HT-circulating pump09 HT-stand-by pump10 LT-circulating pump11 LT-stand-by pump12 Preheating pump13 Preheater14 Heat recovery15 Thermostatic valve, 60ºC16 Central cooler17 Air separator18 Expansion tank19 Drain tank20 Transfer pump21 Additive dosing tank

22 LT-thermostatic valve, 38ºC


401 HT-water inlet DN150402 HT-water outlet DN150404 HT-water air vent ø22411 HT-water drain ø48416 HT-water air vent from CAC ø12451 LT-water inlet DN150452 LT-water outlet DN150454 LT-water air vent ø22

The drain line from connection 411 should have acontinuous slope downwards to the cooling water draintank.The vent pipes should have a continuous slopeupwards to the expansion tank.

Size of the piping in the installation to be calculatedcase by case, having typically a larger diameter thanthe connection on the engine.

Cooling water system, 1 x Wärtsilä L46 without built-on pumps (3V69E8164)



System components

01 Diesel engine02 HT-air cooler03 LT-air cooler04 Lubricating oil cooler05 Orifice06 LT-thermostatic valve07 HT-thermostatic valve, 91ºC08 HT-circulating pump09 HT-standby pump10 LT-circulating pump11 LT-standby pump12 Preheating pump13 Preheater14 Heat recovery15 Thermostatic valve, 60°C16 Central cooler17 Air separator18 Expansion tank19 Drain tank20 Transfer pump21 Additive dosing tank22 LT-thermostatic valve, 38°C


401 HT-water inlet DN150402 HT-water outlet DN150404 HT-water air vent Ø22411 HT-water drain Ø48416 HT-water air vent from CAC Ø12451 LT-water inlet DN150452 LT-water outlet DN150454 LT-water air vent Ø22

The drain line from connection 411 should have acontinuous slope downwards to the cooling water draintank.

The vent pipes should have a continuous slopeupwards to the expansion tank.

Size of the piping in the installation to be calculatedcase by case, having typically a larger diameter than theconnection on the engine.

Cooling water system, 2 x Wärtsilä L46 with built-on pumps (3V69E8166)



System components

01 Diesel engine02 HT-air cooler03 LT-air cooler04 Lubricating oil cooler05 HT-thermostatic valve, 91°C06 LT-thermostatic valve07 HT-circulating pump08 LT-circulating pump09 Preheater10 Preheating pump11 Heat recovery12 Thermostatic valve, 60°C13 Central cooler14 Circulating pump (if necessary)15 Air separator16 Expansion tank17 Fresh water pump18 Sea water pump19 Gear oil, CPP hydr. oil cooler, etc.20 Auxiliary equipment21 Thermostatic valve for central coolers, 38°C22 Additive dosing tank23 Drain tank

24 Transfer pump25 Orifice


401 HT-water inlet DN150402 HT-water outlet DN150404 HT-water air vent Ø22406 Water from preheater to DN40

HT-circuit411 HT-water drain Ø48416 HT-water air vent from CAC Ø12451 LT-water inlet DN150452 LT-water outlet DN150454 LT-water air vent Ø22468 LT-water, air cooler bypass DN150




Cooling water system, 1 x Wärtsilä L46 with built-on pumps (3V69E8167)



System components

01 Diesel engine02 HT-air cooler03 LT-air cooler04 Lubricating oil cooler05 HT-thermostatic valve, 91°C06 LT-thermostatic valve07 HT-circulating pump08 LT-circulating pump09 Preheater10 Preheating pump11 Heat recovery12 Thermostatic valve, 60°C13 Central cooler14 Circulating pump (if necessary)15 Air separator16 Expansion tank17 Fresh water pump18 Sea water pump19 Gear oil, CPP hydr. oil cooler, etc.20 Auxiliary equipment21 Thermostatic valve for central coolers, 38°C22 Additive dosing tank23 Drain tank24 Transfer pump

25 HT-water standby pump26 LT-water standby pump27 Orifice


401 HT-water inlet DN150402 HT-water outlet DN150404 HT-water air vent Ø22408 HT-water from standby pump DN150411 HT-water drain Ø48416 HT-water air vent from CAC Ø12451 LT-water inlet DN150452 LT-water outlet DN150454 LT-water air vent Ø22468 LT-water, air cooler bypass DN150




Cooling water system, 2 x Wärtsilä V46 with built-on pumps (3V69E8168)



System components

01 Diesel engine, 12V46, TC in free end02 Diesel engine, 12V46, TC in driving end03 HT-air cooler04 LT-air cooler05 Lubricating oil cooler06 HT-thermostatic valve, 91°C07 LT-thermostatic valve08 HT-circulating pump09 LT-circulating pump10 Preheater11 Preheating pump12 Heat recovery13 Thermostatic valve, 60°C14 Central cooler15 Circulating pump (if necessary)16 Air separator17 Expansion tank18 Fresh water pump19 Sea water pump20 Auxiliary equipment21 Thermostatic valve for central coolers, 38°C22 Additive dosing tank23 Drain tank24 Transfer pump


401 HT-water inlet DN200402 HT-water outlet DN200404 HT-water air vent Ø12406 HT-water from preheater DN150411 HT-water drain DN40416 HT-water air vent from CAC Ø12451 LT-water inlet DN200452 LT-water outlet DN200454 LT-water air vent Ø12468 LT-water, air cooler bypass DN200

(only with TC in free end)474 LT-water to engine driven pump DN200475 LT-water from engine driven pump DN200

(only with TC in driving end)


The vent pipes should have a continuous slope upwards tothe expansion tank.

Size of the piping in the installation to be calculated case bycase, having typically a larger diameter than the connectionon the engine.

Central cooler (4V47F0004)

Example, for guidance only



Number ofcylinders

A B C H T Weight(kg)

6 1910 720 1135 55 450 1350

8 1910 720 1135 55 450 1400

9 1910 720 1435 55 450 1430

12 1910 720 1435 55 450 1570

16 2080 790 2060 55 500 2020

18 2080 790 2060 55 500 2070

24 2690 1030 2380 0 500 3660

Preheating unit, steam (4V60L0790)

Counter flanges DIN 2633 or DIN 2576 NP16 included.

Connections

A DN50 HT-water inletB DN50 HT-water outletC DN25 Steam inletD DN25 Condensate outlet

Pump capacity[m³/h]

Heater capacity[kW]

Type

101313

7272

108

10-72S13-72S

13-108S



Preheating unit, electric (4V47K0045)



1 Electric flow heater2 Switch cabinet3 Circulating pump4 Non-return valve5 Safety valve

Connection flange DIN 2631operating pressure max. 6 baroperating temperature max. 95°C

Type A B B1 C ØD E H K L M N SA SB Z

KVES/TP 36KVES/TP 45KVES/TP 54KVES/TP 60KVES/TP 72KVES/TP 81

KVES/TP 108KVES/TP 135KVES/TP 147KVES/TP 169KVES/TP203KVES/TP 214KVES/TP 247KVES/TP 270

250275275300300300325325350350375375400400

560615615665665665715715765765940940990990

175200200225225225250250275275300300325325

14651460146014551455145514451645164016401710171017151715

290350350400400400450450500500550550600600

760810810910910910960960

106010601160116012101210

400450450500500500550550600600750750800800

525550550575575575630630680680765765790790

360385385410410410440440490490520520545545

370375380400400400400400400400420420435435

12101205119011851185118511751375137013701440144014351435

800850850950950950

10001000110011001200120012501250

500550550600600600650650700700850850900900

900720900720900900900

1100110011001100110011001100



Type Capacity

(kW)

Resistors

(kW)

Dim. Pump50 Hz

Pump60 Hz

Watercontent

(kg)

Weight

(kg)

KVES/TP 36 36 18/18 DN40 TP 40-120, 0.37kW TP 40-160, 0.75kW 29 150

KVES/TP 45 45 22.5/22.5 6 m³/h, 9mWS 12 m³/h, 11mWS 47 180

KVES/TP 54 54 27/27 TP 40-180, 0.55kW 46 185

KVES/TP 60 60 15/22.5/22.5 12 m³/h, 10mWS 67 225

KVES/TP 72 72 18/27/27 67 225

KVES/TP 81 81 27/27/27 67 225

KVES/TP 108 108 36/36/36 DN50 TP 50-180, 0.75kW TP 50-160, 1.1kW 91 260

KVES/TP 135 135 45/45/45 22m³/h, 9 mWS 22 m³/h, 11mWS 109 260

KVES/TP 147 147 34/34/34/45 143 315

KVES/TP 169 169 34/45/45/45 142 315

KVES/TP203 203 34/34/45/45/45 DN65 TP 65-180, 1.1kW TP 65-160, 1.5kW 190 375

KVES/TP 214 214 34/45/45/45/45 29 m³/h, 10 mWS 29 m³/h, 11 mWS 190 375

KVES/TP 247 247 45/45/45/56/56 230 400

KVES/TP 270 270 45/56/56/56/56 229 400

9. Starting air system

9.1. Internal starting air system

All engines are started by means of compressed air witha nominal pressure of 30 bar, the minimum recom-mended air pressure is 15 bar (normally 10 bar is still suf-ficient to start the engine). The start is performed bydirect injection of air into the cylinders through the start-ing air valves in the cylinder heads. The 12V-engines areprovided with starting air valves for the cylinder on Abank, 16V- and 18V-engines on both banks. The masterstarting valve is built on the engine and can be operatedboth manually and electrically.

The compressed air system for operation of the startingfuel limiter, the electro-pneumatic overspeed trip as wellas control air for starting, slow turning and starting airbooster for speed governor has its own connection fromthe external 30 bar starting air system.

9.2. External starting air system

The design of the starting air system is partly determinedby the rules of the classification societies.

Starting air receiver

The starting air receiver should be dimensioned for anominal pressure of 30 bar.

The number and the capacity of the air receivers for pro-pulsion engines depend on the requirements of the clas-sification societies and the type of installation.

See the tables “Starting air compressor and receiver ca-pacities”.

If the receivers are installed horizontally, there must be aslope of 3 - 5° towards the bottom-end to provide gooddraining.

Oil and water separator

An oil and water separator should always be installed inthe pipe between the compressor and the air receiver.Depending on the operation conditions of the installa-tion, an oil water separator may be needed in the pipebetween the air receiver and the engine.

The starting air pipes should always be drawn with slopeand be arranged with manual or automatic draining atthe lowest points.

Starting air compressor

At least two starting air compressors must be installed.It should be possible to fill the starting air receiver fromminimum to maximum pressure in 30 minutes. For exactdetermination of the capacity, the rules of the classifica-tion societies should be followed.

See the tables “Starting air compressor and receiver ca-pacities”.



Starting air compressor and receiver capacities

The following classification societies have been consid-ered:

• American Bureau of Shipping

• Bureau Veritas

• Det Norske Veritas

• Germanischer Lloyd

• Lloyd’s Register of Shipping

• Registro Italiano Navale

• Maritime Register

(1) For multi-engine installations the number of startsrequired by the classification societies is normallynot specified in the rules. If the requirements differfrom the number of starts specified above, thecapacities must be corrected in the sameproportion.

(2) For installation with clutches.

Configuration table (4V59L0168)

In multiple engine propulsion installations the minimumcapacity of the starting air vessels shall be multiplied bythe factor mentioned in table 4V59L0168, or at least asrequired as rules.



Installation with nonreversible engines and CP-propeller

Number of cylinders 6 8 9 12 16 18

Single screw vessel with 1 engineNumber of starts: 6

Receiver m³Compressor m³/h

2 x 1.02 x 30

2 x 1.02 x 30

2 x 1.02 x 30

2 x 1.02 x 30

2 x 1.52 x 45

2 x 1.52 x 45

Single screw vessel with 2 enginesNumber of starts: 6 (1), (2)


2 x 1.02 x 30

2 x 1.02 x 30

2 x 1.02 x 30

2 x 1.02 x 30

2 x 1.52 x 45

2 x 1.52 x 45

Twin screw vessel with 1 engine/shaftNumber of starts: 12 (1)


2 x 1.52 x 45

2 x 1.52 x 45

2 x 2.02 x 60

2 x 2.02 x 60

2 x 2.52 x 75

2 x 3.02 x 90

Twin screw vessel with 2 engines/shaftNumber of starts: 12 (1), (2)


2 x 1.52 x 45

2 x 1.52 x 45

2 x 2.02 x 60

2 x 2.02 x 60

2 x 2.52 x 75

2 x 3.02 x 90

Configuration Factor

1.5

1.5

2

Twin engines with clutches

on single propeller

Two engines

on two propellers

Double - twin engines

with clutches

on two propellers

Internal starting and compressed air system, in-line engines (4V69E8139-3d)



System components

01 Starting air master valve02 Blocking valve, when turning gear engaged03 Shut-off valve04 Starting booster for speed governor05 Flame arrestor06 Starting air valve in cylinder head07 Starting air distributor08 Pneumatic cylinder at each injection pump09 Valve for automatic draining10 High pressure filter11 Air container12 Stop valve13 Starting fuel limiter14 Pressure control valve18 Oil mist detector19 Speed governor20 Turbine and compressor cleaning unit

(see page 5)

Pipe connections

301 Starting air inlet, 30 bar302 Control air inlet, 30 bar303 Driving air to oil mist detector, 2 - 12 bar*304 Speed setting air to governor*311 Control air to WG, BP and TC-cleaning, 4-8 bar*


Y151 Fuel limitingY153 AutostopY154 Emergency stopPT301 Starting air pressure, inletPT311 Control air pressureY321 StartingY331 Slow turningY519 I/P converter for waste gate valveY643 By-pass valve

* Clean and dry control air

Internal starting and compressed air system, V-engines (4V69E8140-3d)



System components

01 Starting air master valve02 Drain valve03 Pressure control valve04 Slow turning valve05 Starting booster for speed governor06 Flame arrestor07 Starting air valve in cylinder head08 Starting air distributor09 Pneumatic sylinder at each injection pump10 Valve for automatic draining11 High pressure filter12 Air container13 Stop valve14 Blocking valve, when turning gear engaged15 Starting fuel limiter16 Closing valve17 Mechanical overspeed trip device19 Oil mist detector20 Speed Governor21 Turbine and compressor cleaning unit

Pipe connections

301 Starting air inlet, 30 bar302 Control air inlet, 30 bar303 Driving air to oil mist detector, 2-12 bar*304 Speed setting air to governor*311 Control air to WG, BP and TC-cleaning, 4-8 bar*


Y151 Fuel limitingY153 AutostopY154 EmergencyPT301 Starting air inlet pressurePT311 Control air pressureY321 StartingY331 Slow turningY519 I/P converter for waste gate valve

*) clean and try control air

Starting air system, 2 x Wärtsilä 46 (3V69E3648b)

Recommended size for the main starting air pipe in the installation

6L DN 658L, 9L DN 8012V DN 80, starting air to A-bank16V, 18V DN 100, starting air to A- and B-banks

Recommended pressure losses in the piping betweenthe starting air vessel and the engine are about 1 barduring the starting process. The recommended size forthe piping is based on pressure losses in a piping with alength of 40 m.



System components

01 Diesel engine02 Starting air vessel03 Starting air compressor04 Oil and water separator05 Manual drainage (from lowest point)06 Control air filter and dryer07 Propulsion plant remote control system

Pipe connections Pipe dimensionsL46, 12V46 16, 18V46

301 Starting air inlet 30 bar DN50 2*DN50302 Control air inlet 30 bar Ø18 Ø18303 Driving air to oil mist detec- Ø10 Ø10

tor 2-12 bar, clean and dry304 Speed setting air to governor Ø6 Ø6311 Control air to WG, BP and

TC-cleaning, 4 - 8 bar Ø8 Ø8

Connection 301:- Compressed air to cylinders for starting andslow-turning

Connection 302:- Starting booster for speed governor- Fuel pump stop cylinders- Starting fuel limiter- Pilot air for starting, slow-turning and stop valves- Overspeed trip device (V46 only)

Connection 303:- Control air to oil mist detector

Connection 304:- Speed setting air to governor (only in case ofmechanical governor with pneumatic speed setting

Connection 311:- Control air to 1/P convertor for waste-gate valve- Control air to charge air by-pass valve if installed- Turbine and compressor cleaning unit

Starting air vessel (4V49A0019)

Connections

A Inlet R 3/4 inB Outlet Ø 50C Pressure gauge R 1/4 inD Drain R 1/4 inE Auxiliary connection R ½ inG Safety valve R ½ in

Size[liters]

Dimensions Weight[kg]

L D

500100015002000

3204356034604610

480650800800

48089010901450



10.Turbocharger and air cooler cleaning sys-tem

10.1. Turbocharger cleaning system

An automatic turbine and compressor cleaning systemis available for ABB TPL turbochargers. The systemconsists of a supply unit serving cleaning water to 1 - 4engines and valve units mounted on each engine.

The figure shows schematically how cleaning controlcan be provided for automatic cleaning of the compres-sor and the turbine on one or more turbochargers on oneengine at a time.

Cleaning is controlled electrically. The cleaning se-quences are started manually and stopped automati-cally at the end of the cleaning sequence.

The engine load is monitored by the control system, sothat a cleaning operation can be performed only in the

specified range of engine loading (exhaust gas temper-ature).

To prevent deposits in the pipes to the turbocharger, thepipe connections from the valve unit on the engine areblown clear with air following every water injection. Theconnecting pipe from the valve unit to the gas inlet cas-ing is also blown out with air periodically to prevent de-posits adhering from the turbine (blowout interval:approx. 5 hours; air pulse duration: approx. 5 seconds)

Two alternative washing programmes are used for tur-bine cleaning:

1. High load shock washing using short waterinjection periods when the engine is still operatingclose to normal service power. Efficient undernormal conditions.

2. Low load turbine washing where higher waterquantities are used for cleaning when the engineis operating at low load.

10. Turbocharger and air cooler cleaning system




Turbocharger cleaning system (3V69E8155a)

Pos. Pipe connection

0102030405

Diesel engineTC washing unit (in-line engine)TC washing unit (V-engine)Rubber hoseWater feed unit

Note!

All pressure valves are over pressures (pabs -pamb)

04 The rubber hose length 1 m

05 Max. pipeline length between water feed unitand turbocharger is 30 m.The water feed unit is allowed to be locatedmax. 1 m below or 10 m above the engine feet.

Pipe connections

Pos Pipe connection Size

----507

Water inlet to water feed unitAir inlet to water feed unitWater outlet from water feed unitRubber hose connection to pipelineCleaning water to TC unit

G1G1/2G2DN50G2



Operating parameters

Engine Water feed unit TC unit

Engine Turbo-charger

Water inletpressure

[bar]

Water inletflow rate[l/min]

Air inletpressure

[bar]

Air inlet flowrate [l/s]

Water tankvolume [l]

Air inletpressure

[bar]

6L468L469L4612V4616V4618V46

TPL 73TPL 77TPL 772 x TPL 732 x TPL 772 x TPL 77

2.0 - 6.02.0 - 6.02.0 - 6.02.0 - 6.02.0 - 6.02.0 - 6.0

37.555.055.075.0

110.0110.0

5.5 - 8.05.5 - 8.05.5 - 8.05.5 - 8.05.5 - 8.05.5 - 8.0

3.03.03.06.06.06.0

202020204040

4.0 - 8.04.0 - 8.04.0 - 8.04.0 - 8.04.0 - 8.04.0 - 8.0

Cleaning parameters

Component Cleaningmethod

Turbo-charger

Temp. atturbine

inlet [°C]

Injectiontime per

injection [s]

Watervolume per

inj.[l]1)

Waterpressure

[bar]

Injectioninterval[min]

Amount ofinjections

Turbine Thermalshock

TPL 73 430 - 500 2 - 4 3.8 - 7.6 5.0 - 6.0 3 4

Compressor Compressorwashing

TPL 73 10 2.3 5.0 - 6.0 1

Turbine Thermalshock

TPL 77 430 - 500 2 - 4 5.4 - 10.8 5.0 - 6.0 3 4

Compressor Compressorwashing

TPL 77 10 2.8 5.0 - 6.0 1

1) The water volume is specified per turbocharger.

Water feed unit for turbine and compressor washing (4V37C1579-2a)



10.2. Charge air cooler cleaning system

(optional)

A charge air cooler cleaning system can be supplied asan option. The system consists of a separately installedpressure tank and fixed nozzles on the engine. Thecleaning liquid is injected into the charge air cooler be-fore the air cooler while the engine is running.

Cleaning equipment for charge air cooler (3V37E0003a)



To Spraynozzles

Spray nozzles mountedon engine

25 Liters pressure tank

Cleaning liquid

Compressed air

11.Engine room ventilation

General

To obtain good working conditions in the engine roomand to ensure trouble free operation of all equipment at-tention shall be paid to the engine room ventilation andthe supply of combustion air.

The air intakes to the engine room must be so locatedthat water spray, rain water, dust and exhaust gasescannot enter the ventilation ducts and the engine room.

The dimensioning of blowers and extractors should en-sure that an overpressure of about 5 mmWC is main-tained in the engine room in all running conditions.

For the minimum requirements concerning the engineroom ventilation and more details, see applicable stan-dards, such as ISO 8861.

For guide lines for cold conditions, see chapter 19.8.

Ventilation

The amount of air required for ventilation is calculatedfrom the total heat emission � to evacuate. To deter-mine �, all heat sources shall be considered, e.g.:

• Main and auxiliary diesel engines

• Exhaust gas piping

• Alternators

• Electric appliances and lighting

• Boilers

• Steam and condensate piping

• Tanks

It is recommended to consider an outside air tempera-ture of not less than 35°C and a temperature rise of 11°Cfor the ventilation air.

The amount of air required for ventilation is then calcu-lated from the formula:

qv = amount of ventilation air (m3/s)

� = total heat emission to be evacuated (kW)

� = density of ventilation air 1.15 kg/m3

�t = temperature rise in the engine room (ºC)

c = specific heat capacity of the ventilation air1.01 kJ/kgK

The heat emitted by the engine is listed in the TechnicalData.

The ventilation air is to be equally distributed in the en-gine room considering air flows from points of deliverytowards the exits. This is usually done so that the funnelserves as an exit for the majority of the air. To avoid stag-nant air, extractors can be used.

It is good practice to provide areas with significant heatsources, such as separator rooms with their own airsupply and extractors.

Combustion air

Usually, the air required for combustion is taken fromthe engine room through a filter fitted on theturbocharger. This reduces the risk for too low tempera-tures and contamination of the combustion air. It is im-perative that the combustion air is free from sea water,dust, fumes, etc.

The combustion air should be delivered through a dedi-cated duct close to the turbocharger(s), directed to-wards the turbocharger air intake(s). Also auxiliaryengines shall be served by dedicated combustion airducts.

For the required amount of combustion air, see Techni-cal Data.

If necessary, the combustion air duct can be directlyconnected to the turbocharger with a flexible connec-tion piece. To protect the turbocharger a filter must bebuilt into the air duct. The permissible pressure drop inthe duct is max. 100 mmWC. See also “Cold operatingconditions” below.

All engines are equipped with a condensate separator.The condensate water from the charge air cooler can beconducted to the bilge, a bilge well or similar. Theamount of condensate during different conditions canbe established with the aid of the graph below.

11. Engine room ventilation


� �· t · c

�q =V

Engine room ventilation (4V69E8169)

1 Diesel engine2 Suction louver *3 Water trap4 Combustion air fan5 Engine room ventilation fan6 Flap7 Outlets with flaps

* Recommended to be equipped with a filter for areaswith dirty air (rivers, coastal areas, etc.)

Condensation in charge air coolers

Example, according to the diagram:

At an ambient air temperature of 35°C and a relative hu-midity of 80%, the content of water in the air is 0.029 kgwater/ kg dry air. If the air manifold pressure (receiverpressure) under these conditions is 2.5 bar (= 3.5 bar ab-solute), the dew point will be 55°C. If the air temperaturein the air manifold is only 45°C, the air can only contain0.018 kg/kg. The difference, 0.011 kg/kg (0.029 - 0.018)will appear as condensed water.

11. Engine room ventilation


12.Crankcase ventilation system

Each engine shall have its own crankcase vent pipe. Thevent pipe should be led out of the engine room in such away that the risk of water condensation in the pipe iseliminated. The use of an automatic water separatornear the engine is recommended.

The connection between engine and pipe is to be madeflexible.

The temperature of the crankcase ventilation gases typi-cally rises to 70 - 80°C at full load. The material of theflexible pipe connection should be selected to withstandthis temperature.

On the engine room side, the pipe of the in-line engine isDN100.

The two crankcase ventilation pipes of a V-engine canbe combined into one larger DN150 pipe on the engineroom side.

The vent pipe from a separate lube oil system tank mustnot be connected to the crankcase vent pipe.

Flame arresters should not cause excessive flow resis-tance. The back pressure should be measured on thesea trial.

See also the diagrams in chapter Lubricating oil system.

12. Crankcase ventilation system


13.Exhaust gas system

13.1. Design of the exhaust gas system

Each engine should have its own exhaust pipe into openair. Flexible bellows have to be mounted directly to theturbocharger outlet, to compensate for thermal expan-sion and prevent damages on the turbocharger due tovibrations. The pipe outside these bellows has to beproperly fixed. The piping should be as short andstraight as possible.

The bends should be made with the largest possiblebending radius, minimum radius used should be 1.5 D.The exhaust pipe should be insulated all the way fromthe turbocharger and the insulation is to be protected bya covering plate or similar to keep the insulation intact. Itis especially important to prevent the turbocharger fromsucking the insulation away.

The exhaust gas pipes and/or silencers should be pro-vided with water separating pockets and drainage. Ab-solute maximum exhaust gas back pressure is 0.03 barat full load, which should be verified by a calculation,made by the shipyard. The back pressure should also bemeasured on the sea trial. A connection should be pro-vided on each exhaust pipe during construction.

Recommended maximum flow velocity in the exhaustpipe is 40 m/s at full load. If the pipe is long, or an ex-haust gas boiler and/or an SCR is installed, the velocityneeds to be lower. The diameter of the TPL turbochargeroutlet is clearly smaller than the rest of the piping. There-

fore a transition piece has to be installed after theturbocharger by the yard.

Concerning exhaust gas quantities and temperatures,see Technical Data. The waste-gate and the by-pass(where installed) are internal to the engine and do not af-fect the external piping.

13.2. Silencer

When included in the scope of supply, the standard si-lencer is of the absorption type, equipped with a sparkarrester. It is also provided with a soot collector and awater drain, but is without mounting brackets and insu-lation. The silencer can be mounted either horizontallyor vertically.

The noise attenuation of the standard silencer is either25 or 35 dB(A).

The dimensional drawing 4V49E0143 is based on an av-erage flow velocity of approx. 35 m/s and a flow resis-tance of approx. 100 mmWC.

13.3. Exhaust gas boiler

Each engine should have a separate exhaust gas boiler.Alternatively, a common boiler with separate gas sec-tions for each engine is acceptable.

For dimensioning the boiler, the exhaust gas quantitiesand temperatures given in Technical Data may be used.

13. Exhaust gas system


Charge air and exhaust gas system, in-line engine (4V69E8139-5d)



System components

01 Air filter02 Compressor03 Charge air cooler04 Water separator05 Drainer06 Cylinder07 Turbine08 By-pass valve09 Waste gate valve10 Turbine and compressor cleaning unit11 From starting and compressed air system

Pipe connections

501 Exhaust gas outlet507 Cleaning water to turbine and compressor607 Condensate water from cooler608 Cleaning water to charge air cooler


TE51CA.. Exhaust gas after each cylinder temperatureTE711A.. Cylinder liner temperatureTE511 Exhaust gas before turbine temperatureTE517 Exhaust gas after turbine temperatureSE518 Turbine speedPT601 Charge air after CAC pressureTE601 Charge air after CAC temperaturePCT601 Charge air after CAC temperature for WG controlPCS601 Charge air after CAC pressure for BP controlTCE601 Charge air after CAC Temperature for H/L load

Charge air and exhaust gas system, V-engine (4V69E8140-5d)

System components

01 Air filter02 Compressor03 Charge air cooler04 Water separator05 Drainer06 Cylinder07 Turbine09 Waste gate valve10 Turbine and compressor cleaning unit11 From starting and compressed air system

Pipe connections

501A Exhaust gas outlet, A-bank501B Exhaust gas outlet, B-bank507 Cleaning water to turbine and compressor607A Condensate water from cooler, A-bank607B Condensate water from cooler, B-bank608A Cleaning water to charge air cooler, A-bank608B Cleaning water to charge air cooler, B-bank


TE51CA.. Exhaust gas after each cylinder temperatureTE711A.. Cylinder liner temperatureTE511 Exhaust gas before turbine temperature,

A-bankTE521 Exhaust gas before turbine temperature,

B-bankTE517 Exhaust gas after turbine temperature,

A-bankTE527 Exhaust gas after turbine temperature,

B-bankSE518 Turbine speed, A-bankSE528 Turbine speed, B-bankPT601 Charge air after CAC pressureTE601 Charge air after CAC temperaturePCT601 Charge air after CAC temperature for

WG control



Exhaust pipe connection, in-line engine (4V58F0036)

Exhaust pipe connection, V-engine with transferal turbochargers (4V58F0037)



12V46 2 x DN600

16V46 2 x DN700

18V46 2 x DN700

6L46 DN600

8L46 DN700

9L46 DN700

External exhaust gas system (4V69E8170)

External exhaust gas system with SCR (4V69E8171)



1 Diesel engine2 Flexible pipe joint3 Connection for measurement of back pressure4 Transition piece5 Drainage with water trap, continuously open6 Urea injection equipment7 Evaporation pipe8 Static mixer9 Selective catalytic reduction plant10 NOX analyser11 Exhaust gas boiler12 Silencer (unless integrated in SCR)

1 Diesel engine2 Flexible pipe joint3 Connection for measurement of back pressure4 Transition piece5 Drainage with water trap, continuously open6 Exhaust gas boiler7 Silencer

Fixing of exhaust pipe (4V76A2674)

(4V76A2675)

(4V76A2676)



Exhaust silencer (4V49E0143)



Engine Attenuation 25 dB[A] 35 dB[A]

A-output B-output C-output NS D A B L kg L kg

6L468L469L4612V46

16, 18V46

6L46

8, 9L46

12V4616V4618V46

6L468L469L4612V46

16V4618V46

800900

100011001200130014001500

17001800190021002300240025002600

9201020112012401320141015201610

300300300300300300300300

48405360588062007000750081658165

17001900275032004000471054406100

634068707620820090009500

1016510165

20002400350042005100570062006900

Flanges DIN 2501 PN 6

14.Emission control options

14.1. General

Emission control of large diesel engines means primarilycontrol of nitrogen oxides (commonly called NOX). Otheremissions such as carbon monoxide (CO) and hy-dro-carbons (CH) are low. Sulphur oxide (SOX) emis-sions are directly proportional to the sulphur content inthe fuel. Specific carbon dioxide (CO2) emissions for thediesel engine are low due to high efficiency rate.

Wärtsilä has chosen three methods for NOx reduction:

• Low NOx combustion

• Direct Water Injection, optional

• SCR (Selective Catalytic Reduction), optional

14.2. Low NOx combustion

The Low NOX combustion concept has been imple-mented in the standard engine to comply with the pro-posed IMO NOx regulation. For Wärtsilä 46 this meansthat with a rated speed of 500 rpm the NOx level is below13.0 g/kWh and with 514 rpm the NOx level is below12.9 g/kWh, when tested according to IMO regulations(NOx Technical Code).

The IMO NOx limit is defined as follows:

NOx (g/kWh) = 17 rpm < 130= 45 x rpm-0.2 130 < rpm < 2000= 9.8 rpm < 2000

IMO NOX limit

14.3. EIAPP Statement of compliance

The MARPOL Diplomatic Conference has agreed abouta limitation of NOX emissions, referred to as Annex VI toMarpol 73/78. The regulation will enter into force12 months from the date on which not less than 15states, constituting not less than 50% of the gross ton-nage of the world’s merchant fleet, have signed the pro-tocol. Ships constructed after 1st of January 2000 (dateof keel-laying) will be required to comply (also retroac-tively if the Annex VI enters into force after this date).

When testing the engine for NOX emissions, the refer-ence fuel is Marine Diesel Oil (Distillate) and the test isperformed according to ISO 8178 test cycles:

14. Emission control options


8

9

10

11

12

13

14

15

16

17

18

0 500 1000 1500 2000

Rated engine speed ( rpm)

NO

x,

we

igh

ted

(g/k

Wh

)

E2: Diesel electric propulsion,variable pitch propeller

Speed (%)Power (%)Weighting factor

1001000.2

100750.5

10050

0.15

10025

0.15

E3: Propeller law Speed (%)Power (%)Weighting factor

1001000.2

91750.5

8050

0.15

6325

0.15

D2: Auxiliary engine Speed (%)Power (%)Weighting factor

1001000.05

10075

0.25

100500.3

100250.3

100100.1

Subsequently, the NOX value has to be calculated usingdifferent weighting factors for different loads that havebeen corrected to ISO 8178 conditions.

An EIAPP (Engine International Air Pollution Prevention)certificate will be issued for each engine showing thatthe engine complies with the regulation. At the time ofwriting, only a “provisional” certificate can be issued dueto the regulation not yet in force.

According to the IMO regulations, a Technical File shallbe made for each engine. This Technical File containsinformation about the components affecting NOx emis-sions, and each critical component is marked with aspecial IMO number. Such critical components are in-jection nozzle, injection pump, camshaft, cylinder head,piston, connecting rod, charge air cooler andturbo-charger. The allowable setting values and param-eters for running the engine are also specified in theTechnical File.

The marked components can later, on-board the ship,be easily identified by the surveyor and thus an IAPP (In-ternational Air Pollution Prevention) certificate for theship can be issued on basis of the EIAPP and theon-board inspection.

14.4. Direct water injection

Water has a positive influence reducing NOX by reduc-ing temperature peaks during the combustion. Wärtsilähas chosen direct water injection as the method for in-troducing water into the cylinder.

Direct water injection has the following merits:

• efficient NOX

reduction - up to 60%

• possibility to switch on and off without stopping theengine

• no negative influence on engine components

• water injection system completely independent of fueloil system

• easy retrofit

General system description

The high pressure water injection and the fuel injectionare completely independent of each other. Fuel and wa-ter are injected through separate nozzles integrated inthe same injector. The performance of the engine is thusunaffected whether the water injection system is in op-eration or not. The water injection typically ends beforethe fuel injection starts in order not to interfere with thefuel injection spray pattern and the combustion process.

The injection of water is electronically controlled. A sole-noid valve, that is mounted on the injector, opens oncommand from the control unit to let the high pressurewater itself open and close the needle. On each cylinder,there is a flow fuse mounted as an essential safeguard

against flooding of the engine cylinders. If the injectionnozzle does not close properly, the water flow is physi-cally blocked and the system is shut down. The transferto “non-water” operational mode is automatic and in-stant.

The required pressure is generated using a pistonpump. Excessive water is taken back to a small tank.The water used should be clean fresh water, for instancefrom the evaporator. The required water quality is as fol-lows:

pH > 5hardness < 10°DHchlorides < 80 mg/dm³SiO2 < 50 mg/dm³particles < 50 mg/dm³

The water system is to be regarded as a high pressurehydraulic water system which means that the waterquality and the filtration of the water is of outmost impor-tance to ensure the system reliability.

Typical NOx levels with Direct Water Injection onWärtsilä 46 are 4–6 g/kWh when operating on marinediesel oil and 5–7 g/kWh when operating on heavy fueloil.

The required investment (assuming that fresh water isavailable) consists of the special fuel injectors, one highpressure pump module, one low pressure pump moduleplus piping and electronic control system. When retrofit-ting the cylinder heads have to be modified.

Required fresh water supply is typically more than half ofthe fuel oil consumption, i.e. 100–130 g/kWh (margin in-cluded). However, if the DWI system is used only incoastal or port areas, the water consumption has to berelated to this.

When operating the direct water injection system thefuel oil consumption will increase with 2–3%.

14.5. SCR

Selective Catalytic Reduction (SCR) is the only way toreach a NOx reduction level of 85–95%.

The reducing agent - aqueous solution of urea (40% wt.)- is injected into the exhaust gas directly after theturbocharger. Urea decays immediately to ammoniumand carbon dioxide. The mixture is passed through thecatalyst where NOx is converted to nitrogen and water,which are harmless substances normally found in the airthat we are breathing. The catalyst elements are of hon-eycomb type and are typically of a ceramic structurewith the active catalytic material spread over the cata-lyst surface.

The injection of urea is controlled by feedback from aNOx measuring device after the catalyst. The rate ofNOX reduction depends on the amount of urea addedwhich can be expressed as a NH3/NOX ratio. Increasingthe catalyst volume can also increase the reduction rate.



Direct Water Injection typical P&ID

The SCR process



When operating on HFO, the exhaust gas temperaturebefore the SCR has to be at least 330°C, depending onthe sulphur content of the fuel. When operating on MDO,the exhaust gas temperature can be lower. If needed,the exhaust gas waste gate control system can be spec-ified to maintain the exhaust gas temperature on thecorrect level. If an exhaust gas boiler is specified, itshould be installed after the SCR.

The disadvantages of the SCR are the large size and therelatively high installation and operation costs. To re-duce the size, Wärtsilä has developed the CompactSCR, which is a combined silencer and SCR. The Com-pact SCR will require only a little more space than an or-dinary silencer.

The lifetime of the catalyst is mainly dependent on thefuel oil quality and also to some extent on the lubricatingoil quality. The lifetime of a catalyst is typically 3–5 yearsfor liquid fuels and slightly longer if the engine is operat-ing on gas. The total catalyst volume is usually dividedinto three layers of catalyst, and thus one layer at a timecan be replaced, and remaining activity in the older lay-ers can be utilised.

Urea consumption and replacement of catalyst layersare generating the main running costs of the catalyst.The urea consumption is about 20g/kWh of 40 wt-%urea. The urea solution can be prepared mixing ureagranulates with water or the urea can be purchased as a40 wt-% solution. The urea tank should be big enoughfor the ship to achieve a relative autonomy.

14.6. Summary

Wärtsilä can offer a stepwise approach to the reductionof NOX emissions based on ISO 8178 test fuel (MDO)and test cycle:

Reduction [%] NOX [g/kWh]

Standard engine max. 12.9

Direct water injection 50 – 60 4 – 6 on MDO5 – 7 on HFO

Compact SCR 80 – 95 1 – 2



15.Control and monitoring system

15.1. Normal start and stop of the diesel

engine

Main engine

The engine can be started by operating the master start-ing valve, either locally or, at remote starting, by energiz-ing the solenoid built on the master starting valve. Notethat the fuel rack is blocked, if the stop lever on the en-gine is in STOP position. The start is pneumatically andelectrically blocked, if the turning gear is engaged.

The starting system incorporates a slow turning valveand a master starting valve. When starting, the slowturning valve is first activated and the engine is turnedslowly two revolutions without fuel. Then the masterstarting valve is activated, and the diesel engine acceler-ates with full air flow. If the engine recently has been inuse (within 30 minutes) the engine will immediately startwithout slow turning.

Normally, the start is performed at minimum speed(idling speed), i.e. the lever on the bridge or in the controlroom is set at zero (when the speed can be controlledsexlessly). The engine can also be started at nominalspeed.

During starting, the fuel rack can be limited by the stoplever. At remote start through the starting solenoid valvewith mechanic-hydraulic governor (as well as at localstart), a pneumatically operated limiting cylinder is auto-matically engaged to optimize the fuel injection duringthe acceleration period. A solenoid valve mounted onthe engine controls the limiting cylinder, which limits thefuel injection as follows:

1. The solenoid valve is energized always when thespeed of the diesel engine is below 80 - 90% ofthe idle speed (or of the rated speed on constantspeed applications).

2. When the engine speed during starting hasreached the preset value, the speed measuringsystem de-energizes the limiting solenoid after atime delay of about 2 seconds. The limitingcylinder is vented and full injection is possible.

When an electronic governor is installed, the start fuellimiter is in the governor software.

A relay in the speed measuring system, the switchingpoint of which is 120 RPM, will indicate when the dieselengine is running.

The engine can be stopped either locally (also mechani-cally by turning the stop lever to STOP position), or re-motely by giving an external stop signal to the slowturning unit, which energizes the stop solenoid mountedin the mechanic-hydraulic governor or gives the stopcommand to the electronic governor.

The stop solenoid, which is delivered as standard, stopsthe engine when energized. A stop solenoid which stopsthe engine when de-energized can be delivered, if sepa-rately specified. To ensure that the engine stops, the so-lenoids will be energized until the engine speed hasdropped to zero. During this time the stop sequence canbe interrupted by giving a start order, if necessary.

When two or several engines are connected to a com-mon reduction gear, it is recommended that theclutches of stopped engines are blocked in the “OUT”position, i.e. normally the respective clutches should notbe allowed to be engaged before the engine is running.

When one engine is stopped, the clutch should open toprevent the engine from being driven by a running en-gine. In case of overspeed the clutch should remainclosed.

Generating sets

Local and remote start of the generating sets can beperformed in the same way as described in previouschapter. The engine selected for stand-by should re-ceive an impulse for slow turning once in every 30 min tobe prepared for immediate start.

All generating sets are provided with the above de-scribed starting fuel limiter. Also the local and remoteshut-down of the generating sets is performed the sameway as in the previous chapter. An external start signal isnormally given automatically at black-outs or when theoperating generating set reaches the preset output forthe start up of the next set. If the engine fails to start, analarm should occur.

15. Control and monitoring system


15.2. Automatic and emergency stop; load

reduction and overspeed trip

The engine is provided with the following shut-down so-lenoids:

• a solenoid in the speed governor for remote stop

• a solenoid for Autostop (activating pneumatic stopcylinders)

• a separate solenoid for emergency stop (activatingpneumatic stop cylinders)

Automatic stop, as well as emergency stop, is accom-plished by energizing the relevans shut-down solenoidand the solenoid in the speed governor until the engineis stopped.

All engines are equipped with ON/OFF switches for au-tomatic stop at:

• low lubricating oil pressure PSZ 201

• high HT-cooling water temperature TSZ 402

The parameters below shall cause an automatic stop.These signals can be one common signal/parameterfrom the alarm system to the safety system and a com-bined signal to the cabinet for slow turning/start

• high main bearing temperature TEZ 70_

• high cylinder liner temperature TEZ 71_

All engines are also equipped with load reductionswitches/sensors:

• high lubricating oil temperature, inlet TSZ 201

• high HT-cooling water temperature,outlet TSZ 402

• low HT-cooling water pressure PSZ 401

• high oil mist concentration in crankcase QSZ 701

The signals from the alarm system shall also cause loadreduction at:

• high exhaust gas temperature after cylinder

• high exhaust gas temperature deviation after cylinder

TSZ 402 should first give load reduction and after a de-lay shut-down, if the temperature does not drop.

The remote emergency stop push buttons on e.g. thebridge should energize the emergency stop solenoid di-rectly and not through a relay automatics.

When arranging a delay for the autostop it is possible toprevent the engine from stopping by overriding the sig-nal before the stop solenoids are energized.

All engines are provided with an electro-pneumaticoverspeed device in addition to the all-mechanicaloverspeed device. The electro-pneumatic overspeeddevice is activated when a tachorelay in the speed mea-suring system energizes a solenoid valve built on the en-gine. This valve allows air to the shut-down cylinders oneach injection pump. This overspeed trip is built on the

slow turning unit. When the main engine speed has de-creased to a preset value the solenoid valve is de-ener-gized and the speed is again controlled by the governor.

Genset engines are normally stopped if the overspeeddevice has been activated. At the same time as theoverspeed device is activated, the stop solenoid of thegovernor is also energized. The setting speed levels ofthe overspeed device are as follows:

Electro-pneumatic

Nom. max. speed Operating speed

450 RPM500 RPM514 RPM

500 ± 10 RPM550 ± 10 RPM570 ± 10 RPM

Mechanical

Nom. max. speed Tripping speed

450 RPM500 RPM514 RPM

530 ± 10 RPM590 ± 10 RPM605 ± 10 RPM

15.3. Speed control

15.3.1. Mechanic-hydraulic governors for main

engines

The engines are normally provided with mechanic-hydraulic governors prepared for pneumatic speed set-ting.

The idling speed is set separately for each installation,for CP-propeller installations normally at 60–70% of thenominal speed and for FP-propeller installations atabout 35%.

The standard control air pressure for pneumatically con-trolled governor on engines driving CP-propellers is:



250 289 450 500

1

2

3

4

5

Engine speed [RPM]

Speed setting pressure [bar]

The standard governor is provided with the followingfeatures:

• fuel injection limiter as a function of the charge airpressure

• shut-down solenoid

• lubricating oil pressure shut-down device withauto-reset feature, microswitch for indication

• speed droop

• microswitch for fuel limiter, this contact can be usedfor external control purposes e.g. to reduce the pro-peller pitch increase or only for indication

Governors are, as standard, equipped with a built-in de-lay of the speed change rate so that the time for speedacceleration from idle to nominal speed is 10–12 sec-onds.

15.3.2. Electronic governors

Electronic governors consist of the separately mountedelectronic speed control unit and the actuator built-onthe engine.

The main advantage of electronic governors is that theyoffer efficient tools for filtering of speed and load signals,which is often required in order to achieve good stabilitywithout sacrificing the transient response. Further thedynamic response can easily be adjusted and optimizedfor the particular installation, or even for different operat-ing modes of the same engine.

Electronic governors are also capable of so calledisochronous load sharing. In isochronous mode, there isno need for external load sharing, frequency adjust-ment, or engine loading/unloading control in the exter-nal control system. Both isochronous load sharing andtraditional speed droop are standard features in all elec-tronic speed controllers and either mode can be easilyselected.

Speed droop means that the engine speed decreasesautomatically as the engine load increases (in steadystate conditions). This will cause a parallel engine to takeon load in relation to the speed decrease. The speeddroop is normally adjusted to about 4%.

Isochronous load sharing means that the engine speedstays the same, regardless of the load level (in steadystate conditions).

Propulsion engines

Electronic governors are recommended for more de-manding installations, e.g. main engine installations with

two engines connected to the same reduction gear, inparticular if there is a shaft generator on the reductiongear. Isochronous load sharing is recommended for en-gines on the same reduction gear.

The speed setting can be either an increase/decreasesignal, or an analog 4–20mA speed reference. The rateat which the speed changes is adjustable in the controlunit.

Actuators with mechanical backup are only recom-mended for single main engines one engine per shaftline. The actuator should in this case be reverse acting,so that the change over to the mechanical backup takesplace automatically. The selected governor/actuatortype should in this case be a PGA-EG and the pneu-matic speed reference from the I/P-converter should beconstantly tracking the electric speed reference in orderto keep the pneumatic speed reference just slightlyabove the electric speed reference. Should howevermechanical backup be used on any other applications, itshould be of the direct acting type.

Start & maximum fuel limiter

The Start fuel limit for limiting over fuelling during enginestart-up is active when the engine is started. When thePID takes control, the ‘Start fuel limit’ is switched out,and the ‘Maximum fuel limit’ is switched in, until the nexttime the engine is started.

An additional starting fuel limiter function is also pro-vided in the electronic governor by Wärtsilä, to achievean optimum acceleration with a minimum of smoke dur-ing the start. The speed overshoot when reaching thetarget speed is also smaller.

Charge air pressure fuel limiter

This function can be used for diesel-mechanical plantsto reduce the amount of smoke produced during loadapplications, by reducing the fuel injection to corre-spond to the amount of air supplied by the turbochargeruntil it has accelerated to a steady state speed.

This function is always used for FPP installations andmostly also for CPP installations.

Torque fuel limiter

In applications where a high torque can occur at anyspeed, such as dredgers, tug boats and die-sel-mechanical icebreakers, the torque limiter functionshould be used to protect the engine.



Fuel limit indication

A relay output is provided to give an indication when theactuator output is nearing any one of the fuel limiters.

Fuel limit shift

This function can be used to move the fuel limit out of theway in certain situations by activating an input to thespeed control unit.

Ready to close/open clutch

This function monitors the engine speed as a part of theclutch-in automation, giving an output signal to theclutch control system. This is an alternative function tothe Fuel Limit Indication (both can not be configured si-multaneously).

Fixed speed

Constant speed mode can be selected by activating aninput to the speed control unit. The engine speed will au-tomatically ramp to the programmed speed.

This is an alternative function to the Fuel Limit Shift (bothcan not be configured simultaneously).

Overspeed limiter

This function is independent of the governor settingsand therefore faster. In case of a sudden load rejectione.g. due to a clutch automatic disengagement at highload, or the propeller emerging from the water in roughseas, a load rejection algorithm will come into effect, giv-ing reduced speed overshoot characteristics. The actu-ator output will be driven to a certain reduced positionfor a certain period of time, if a certain speed is ex-ceeded.

This function is useful in propulsion engines, especiallyin single engine applications, minimizing the risk for ac-cidental stopping of the main engine.

Diesel engines for electric propulsion

Electronic governors and isochronous load sharing arerecommended for diesel electric installations.

There is typically a possibility to split the mainswitch-board into two independent halves. For this pur-pose the load sharing lines between the speed controlunits for isochronous load sharing must be grouped ac-cordingly.

The running-in of a diesel engine after overhaul can beenhanced by running the engine at constant desiredload in the droop mode in parallel with other enginesrunning in the isochronous mode.

Actuators with mechanical backup are not recom-mended for multi engine installations. Should mechani-cal backup be used, however, it should be of the directacting type. It is not recommended to run an enginewhich is controlled by the mechanical backup in parallelwith engines which are controlled by electronic gover-nors.

Start & maximum fuel limiter

See propulsion engines above.

Charge air pressure fuel limiter

This function is available in the governor, but not recom-mended for generator engines operating in parallel, inother words not in typical diesel-electric applications.To minimize the formation of smoke during load applica-tions a load increase function should be included in thepropulsion control system.

Generator breaker load rejection

In the case of a load rejection due to the generatorbreaker opening, a load rejection algorithm will comeinto effect, giving reduced speed overshoot character-istics. This will be activated by the generator breakeropening if the load was above a certain level. The actua-tor output will be driven to zero for a period dependenton the amount of load before the breaker was opened.This function should always be used in diesel generatorapplications.

Overspeed trip

This function stops the engine if a certain speed is ex-ceeded.



15.4. Speed measuring system

The speed measuring system includes two inductivepick-ups for engine speed and one magnetic pick-up forturbocharger speed for each turbocharger as well as acentral unit with power supply, measuring convertersand relay outputs. A separate wiring diagram of thespeed measuring system is supplied for each installa-tion.

The following equipment is prewired on the engine:

• Two inductive pick-ups for engine speed

• Magnetic pick-up for turbocharger speed

• Double scale indicator for engine and turbochargerspeed installed in the engine instrument panel

• Hour counter installed in the engine instrument panel

• Solenoid for starting fuel limiter (When applicable)

The speed measuring system is provided with possibili-ties for the following external connections:

• Analogue signal indicating the engine speed 0...10 VDC (0...650 RPM)

• Analogue signal indicating the turbocharger speed0...10 V DC (0...30000 RPM)

• Relay, switch point 10% above nominal speed

• Relay, switch point 120 RPM

• Relay, switch point 250 RPM (adjustable)

• Relay, for indication of tacho/power failure

• Each relay can be loaded with 24 VDC, 0.5 A

15.5. Cabinet for slow turning/start/stop

The engine delivery can optionally include a cabinet (de-livered loose) with the following functions:

• Speed measuring system

• Start/stop/slow turning sequence control

• Charge air by-pass control for variable speed engines

The cabinet is provided with the following inputs andoutputs for external connections:

• Start/slow turning failure

• Local/remote control selector switch position

• Stop order activated

• Input for external safety system stop order and startblocking

• Input for remote start/stop order



15.6. Monitoring system

The set of the micro-switches/analogue transducersbuilt-on the engine can vary from one installation to an-other. The actual set of transducers can be found in theelectric wiring diagram which is supplied for each instal-lation.

All micro-switches are of the NO/NC type with threewires connected to the terminal strips in the terminalbox.

Sensors normally mounted on the engine are listed inthe following table.



Sensors on the engine Symbol Alarm Loadreduction

Stop Signal Setpoint

Unit

L H L H L H

Fuel system

Pressure before injection pumpsTemperature before enginesFuel H.P. pipe leakage

PT101TE101LS103

XX

X

4 - 20 mAPt100binary

4.01)

bar°C

Lubricating oil system

Pressure before engine 7)Pressure before engineTemperature before engineTemperature before engine

PT201PSZ201TE201TSZ201

X

XX

X4 - 20 mAbinaryPt100binary

3.02.08090

barbar°C°C

Starting air systemStarting air pressure before engine PT301 X 4 - 20 mA 18 bar

HT-cooling water systemPressure before enginePressure before engineTemperature before engineTemperature after engineTemperature after engine

PT401PSZ401TE401TE402TSZ402

X

X

X

X 3) X

4 - 20 mAbinaryPt100Pt100binary

2.01.5

105110

barbar°C°C°C

LT-cooling water systemPressure before engine PT451 X 4 - 20 mA 2.0 bar

Charge airPressure charge air cooler outletTemp. charge air cooler outletPressure charge air cooler outlet 4)Pressure charge air cooler outlet 5)

PT601TE601PCT601PCS 601

XX

4 - 20 mAPt1004 - 20 mAbinary

3.275

0.15

bar°Cbarbar

Exhaust gas

Temp. after cylinder, 2 pcs/cyl. 2)Temperature turbine inletTemperature turbine outlet

TE5_TE511TE517

490580380

6)550600400

mVmV

°C

Main bearings

Temperature TE70__ 1006)

120 mV °C

Cylinder liners

Temp. in cylinder liner, 3 pcs/cyl. TE7__ 1606)

180 mV °C

Speeds

Engine speed 1Engine speed 2Turbine speed (A/B)

ST173ST174SE518

pulsepulsepulse

RPMRPMRPM

Miscellaneous

Released mech. overspeed tripEngine overloadEngaged turning gear 7)Oil mist in crankcase

GS172GS166GS792QS700

XX

X X

X binarybinarybinarybinary

118 %

Symbols according to ISO 3511:

First letter Next letter

L = LevelP = PressureS = SpeedT = TemperatureU = MultivariableG = Position

C = ControlE = ElementS = SwichT = TransmitterZ = Safety acting

1) Set point according to viscosity

2) Alarm for deviation from the average temperatureis to be set ± 80°C at 170°C and± 50°C at 450°C. Corresponding values for loadreduction are ± 100°C and ± 70°C

3) At first load reduction and after delay shut-down,if the temperature does not drop

4) For waste gate control, a mA converter and an IPconverter are also included and mounted

5) For by-pass control for variable speed enginesL = Low, H = HighNote! The pressure values include staticpressure)

6) One common output from the alarm system foreach parameter

7) Start blocking at 0.5 bar

A torsional vibration monitoring system is used to mea-sure and monitor torsional vibrations. The vibrations aredetected from the pick-up sensor mounted at the fly-wheel. Alarm limits are adjustable and settings are donein the panel mounted monitor.

15.7. Electrically driven pumps

15.7.1. Electric prelubricating pump

The pump is used for filling of the lubricating oil systemand for prelubricating of the engine before starting andpreheating by circulating warm separated lubricating oil.The colder the engine is the earlier the pump should bestarted. The pump may run continuously when the en-gine is not running.

The pump is also used for postlubricating for a con-trolled cooling-down process after stopping. If the en-gine is rigidly mounted, the pump should remain runningduring the whole stop in port, to prevent vibration fromrunning gensets from affecting bearings in the standingengine.

The pump should start when the engine stops and stopwhen the engine starts.

Following a black-out, the pump should be started asquickly as possible. An electric supply from the emer-gency switchboard is recommended on all ships, and iscompulsory on diesel-electric ships.

For manual operation, the following label near the oper-ating switch is recommended:

• Operate the pump continuously when the engine isstopped.

In installations with engine driven main pump and a widespeed range the pump may be used to provide addi-tional capacity when operating at low speed.

15.7.2. Electric lubricating oil main pump (if

installed)

The pump is only used when the engine is running. Thepump shall be started not earlier than a few minutes be-fore the engine starts and be stopped within a few min-utes after stopping the engine.

The pump should not be used for prelubricating pur-poses, due to the risk for leakage in the labyrinth seals ofthe standing TPL turbochargers.

Following a black-out, the pump should be started asquickly as possible. An electric supply from the emer-gency switchboard is compulsory on diesel-electricships.


• Do not operate continuously when the engine is notrunning.

15.7.3. Electric lubricating oil stand-by pump (if

installed)

The pump is only used for stand-by purposes when theengine is running, starting automatically when the pres-sure drops below a certain pressure. Like an electricallydriven main pump, the stand-by pump should not beused for prelubricating purposes. To avoid excessivepressures, it should also not be operated in parallel withthe main pump.


• Do not operate continuously when the engine is notrunning.

15.7.4. Engine driven HT cooling water pump (if

installed)

On variable speed engines with a wide speed range, thepressure decreases at lower engine speeds, in extremecases reaching the alarm limit, depending on the throt-tling orifice in the by-pass line etc. To avoid unnecessaryalarms suitable actions can be taken on a project spe-cific basis.



15.7.5. Electric HT cooling water stand-by pump

(if installed)

A separately installed electrically driven stand-by pumpis necessary on single-engine ships, and may be in-stalled in any installation.

The stand-by pump shall start automatically if the pres-sure drops when the engine is running.

15.7.6. Electric HT cooling water main pump (if

installed)

There may be either one pump, or two identical electri-cally driven pumps, one of which is stand-by.

The pump shall be started before the engine starts. For acontrolled cooling-down process the pump should notbe stopped earlier than 30 minutes after stopping of theengine.

In case of black-out, the pump should be restarted asquickly as possible.


• Start before engine starts.

• Stop not earlier than 30 min after engine stops.

15.7.7. Cooling water preheating pump

The pump is used for continuous preheating of astopped engine.

If the main pump is built-on and driven by the engine, thepreheating pump should start automatically immedi-ately when the engine stops (to ensure water circulationthrough the hot engine), and stop when the enginestarts.

For manual operation, the following label near the oper-ating switch is recommended in case the main pump isbuilt-on:

• Start immediately when stopping engine.

• Stop when starting engine.

If the main pump is electrically driven, the pump shouldstart when the HT-cooling water pump stops and stopwhen the HT-cooling water pump starts.

For manual operation, the following label near the oper-ating switch is recommended if the main pump is electri-cally driven:

• Start when stopping HT pump.

• Stop when starting HT pump.

In case of black-out, the pump should be started asquickly as possible. An electric supply from the emer-gency switchboard is recommended.

Installations running at low load in very cold conditionsshould be arranged to permit preheating of running en-gines, to avoid undercooling of the HT cooling water.

15.7.8. Engine driven LT cooling water pump (ifinstalled)

On variable speed engines with a wide speed range, thepressure decreases at lower engine speeds, in extremecases reaching the alarm limit, depending on the throt-tling orifice in the by-pass line etc. To avoid unnecessaryalarms suitable actions can be taken on a project spe-cific basis.

15.7.9. Electric LT cooling water stand-by pump

(if installed)

A separately installed electrically driven stand-by pumpis necessary on single-engine ships, and may be in-stalled in any installation.

The stand-by pump shall start automatically if the pres-sure drops when the engine is running.

15.7.10. Electric LT cooling water main pump (if

installed)

There may be either one pump, or two identical electri-cally driven pumps, one of which is stand-by.

The pump shall be started before the engine starts andcan be stopped when the engine is stopped.


• Start before engine starts.

• Can be stopped when the engine is stopped.

15.7.11. Sea water cooling pumps

The pump can be stopped whenever the engine is notrunning, unless cooling is required for other equipmentin the same circuit.

It is recommended to keep the pump(s) running as longas necessary to dissipate heat from HT- and LT-circuits,if the engine has been stopped from high power (whichis not recommended).

15.7.12. Lubricating oil separator

It is recommended to keep the separator running also inport.

15.7.13. Fuel pumps

It is recommended to keep the pumps running also inport.



15.8. Diesel electric propulsion

15.8.1. Propulsion control and power management

Typical features to be incorporated in the propulsioncontrol and power management systems in a die-sel-electric ship:

1. The load increase program limits the rate of loadincrease of the diesel-generators during normalload changes and during load transfer whenconnecting a new generator to the switchboardaccording to the curves in the figure in the chapter“2.2 Loading Capacity”.

• Continuously active limit: “normal max loadingin operating condition”.

• During the first 6 minutes after starting an en-gine: “preheated engine”

2. The above mentioned curves may be by-passedand the curve “emergency loading” activatedonly with a special emergency function with clearindication on the bridge and in the control room.

3. The system limits the power supplied to thepropulsion motors to avoid a load > 100% on anygenerator. The fuel rack is adjusted to 110% toallow for transients and give some playroom forthe governor and overload protection, but theengine should not be operated above 100%.

4. Tripping of a generator breaker causes anautomatic start-up of one stand-by diesel-generator, which will be connected to the switch-board and contribute to restoring the originalpower as necessary.

5. When one generator breaker trips, the systeminstantaneously reduces the power supplied tothe propulsion motors to avoid drastic load stepsof the remaining diesel-generators. The power isthen increased according to a fast ramp, but notfaster than “emergency loading” in the diagramabove, up to a maximum of 100% power of theremaining diesel-generators if necessary.

Compared with an instant step-wise loadincrease on the remaining generator(s), the effecton the ship’s speed is marginal, but a stablefrequency can be maintained on the mainswitchboard. If the remaining diesel-generatorsare not sufficient to restore the original power, astand-by diesel-generator will produce themissing output.

6. The propulsion control system should be of theso-called “power control” system, where thecontrol lever position on the bridge correspondsto a certain requested propulsion power demand.With the power control system a smoothacceleration of the ship is achieved withoutunnecessary start ing and stopping ofdiesel-generators. This type is more preferablethan a so-called “speed control” where a leverposition corresponds to a certain requestedpropeller speed, with the drawback that for aconstant lever position the power absorption ofthe propeller varies significantly with the ship’sspeed e.g. during acceleration. For synchronizingof the propellers, also a “speed control” mode isnecessary.

7. The system should monitor the networkfrequency and reduce the load increase rate(and/or reduce the propulsion load), if thenetwork frequency tends to drop excessively.

8. The rate of load reduction of the propulsion plantshould be equipped with a delay during normalmanufacturing. During crash stops (recognizedby the system e.g. by a large lever movementfrom high power ahead to astern) the loadreduction speed can be quicker.

9. The maximum amount of reverse power whichcan be fed to the diesel engine is 5% of thenominal output. This function may be needed inthe control system to optimize the crash stopperformance of a diesel-electric ship with a lowship’s service electric load, and with frequencyconverters of a type permitting transmission ofreverse power.



15.8.2. Switchboard

Normally a diesel-electric ship is operated with a com-mon switchboard, which gives the best flexibility inpower generation. Load transients are distributed on alarge number of diesel-generators, and the most optimalnumber of units can be connected to the bus during sta-ble operation at constant load.

Another possibility is to sail with independentswitchboard halves supplying two independent net-works. In this case the ship is virtually blackout proof,which could be attractive in congested waters. In thisoperating mode one network including one propeller (ina twin-screw ship) is lost if one generator trips (if it wasthe only one), the other, however, remaining operablewithout a risk for a complete black-out. For this purposethe load sharing lines between the speed controllers forisochronous load sharing must be grouped accordingly.

15.8.3. Crash stop

During a crash stop on a diesel-electric ship withfixed-pitch propeller reverse power is produced in twodifferent ways, mechanically and hydrodynamically:

• The mechanical back power produced by the inertiaof the rotating masses is proportional to the rate of re-tardation of the propulsion unit and can of course eas-ily be adjusted.

• A reduced ship´s speed clearly reduces the hydrody-namic back power from the propeller. A “Robinson”curve (= “four quadrant diagram”) is useful when se-lecting these parameters.

The crash stop procedure can be designed in differentways with different frequency converters, but with e.g. asynchroconverter or cycloconverter the reverse powerfrom the propulsion motor can be fed to the switchboard(which is not the case with an inverter where a separateResistance Braking Unit is required).

Comparing e.g. a diesel-electric tanker with a die-sel-electric cruise ship, the tanker has a low ship’s ser-vice load, maybe 500 kW when sailing. Back power canbe fed backwards to the diesel engines, provided thatthe amount of back power is limited in a reliable manner(and accurately shared between the connected genera-tors).

Isochronous load sharing (by means of load sharinglines between the speed control units) generally pro-vides a more accurate load sharing in transient situa-tions than a traditional power management system withspeed droop.

Due to mechanical friction the diesel engine is capableof absorbing roughly 5% of the nominal power. Aroundnominal speed the torque is proportional to approx. n1.2,where n is the engine speed. The setting of the ReversePower Protection of 8–15% of the rated power men-tioned in some classification rules is too high.

It should be ensured that the mechanical reverse powerto the engine is measured with a reasonable accuracyfrom the electrical parameters of the generator. To pro-tect the diesel-generators, it is useful to include an auto-matic function to limit the rate of propeller motor speedreduction during the crash stop also based on over fre-quency from the generator.

There is normally no specified crash stop performancein the rules, except that stopping of a ship has to be“reasonable”. There is an IMO Resolution recommen-ding a maximum stopping distance of 15 ship lengths,but that is not a mandatory rule. Passenger ships usuallyhave clearly shorter stopping distance.

If further improvement in the crash stop performance isconsidered necessary, the propulsion control system ofa diesel-electric twin-screw (and multiple-screw) shipwith a low ship’s service load can be designed to per-form a sequential crash stop procedure, meaning astep-wise approach where one screw is reversed whenthe other is still absorbing power, and then vice versa,even if both (all) control levers are reversed simulta-neously. With this arrangement:

• there is continuously a consumer big enough to ab-sorb any reverse power

• There will always be a certain load on the diesel-generators, the advantage being smaller load tran-sients.



Principal diagram of automation for Wärtsilä 46 engines (3V50E0076)

15.9. Digital engine control system,

optional

As an alternative to the standard control system a digitalcontrol system can be provided, called Wärtsilä EngineControl System, WECS.

Wärtsilä Engine Control System, WECS 2000

The engine is equipped with a computerized distributedreal-time system for monitoring and control.

The hardware consists of computers mounted on theengine. These are the main control unit (MCU) with relaymodule (RM) containing back up and hardwired func-tions, and a number of Distributed Control Units (DCU)and Sensor Multiplexer Units (SMU). All sensors on theengine are connected to the DCUs and the SMUs, whilethe signals to and from the external systems are con-nected to the main control unit, MCU. Engine parame-ters are displayed on a local display unit (LDU).

The following functions are incorporated in the system:

• Start blockings (lubricating oil pressure, turning gear,local selected, etc.)

• Measuring of engine and turbocharger speed

• Normal start and stop of the engine

• Automatic shut-down (lubricating oil pressure, over-speed, etc.)

• Waste gate and charge air by-pass control

• Start fuel limiter control

• Signal processing of monitoring and alarm sensors

• Signal processing of condition monitoring sensors(cylinder liner and main bearing temperature and ex-haust gas valve condition)

• Slow turning control

• Data communication with external systems (e.g.alarm and monitoring systems)

The WECS communicates with external systems via aModbus serial link. Modbus is a standard defined byModicon primarily for use in industrial applications. Inthe WECS system the RTU-mode of Modbus is used.The physical connection is according to the RS-485standard.



16.Seating

16.1. General

The main engines can be rigidly mounted to the founda-tion, either on steel or resin chocks, or flexibly mountedon rubber elements.

The foundation and the double bottom should be as stiffas possible in all directions to absorb the dynamicforces caused by the engine, reduction gear and thrustbearing.

The foundation should be dimensioned and designed sothat harmful deformations are avoided.

16.2. Rigid mounting

Installation on steel chocks

The rider plates of the engine girders are usually inclinedoutwards with regard to the centre line of the engine.The inclination of the supporting surface should be1/100. The rider plate should be designed so that thewedge-type chocks can easily be fitted into their posi-tions.

If the rider plate of the engine girder is placed in a fullyhorizontal position, a chock is welded to each point ofsupport. The chocks should be welded around the pe-riphery as well as through the holes drilled at regular in-tervals to avoid possible relative movement in thesurface layer. After that the welded chocks areface-milled to an inclination of 1/100. The surfaces of thewelded chocks should be big enough to fully cover thewedge-type chocks.

The size of the wedge-type chocks should be 200 x360 mm. The chock should always cover two bolts toprevent it from turning. However, the chock closest tothe flywheel will be a single screw chock. The materialmay be cast iron or steel.

When fitting the chocks, the supporting surface of therider plate is planed by means of a grinding wheel and aface plate until an evenly distributed bearing surface ofmin. 40% is obtained. The chock should be fitted so thatthe distance between the bolt holes and the edges isequal at both sides.

The clearance hole in the chock and rider plate shouldhave a diameter about 2 mm bigger than the bolt diame-ter for all chocks, except those which are to be reamedand equipped with fitted bolts.

Side supports should be installed for all engines. Theremust be three supports on both sides. The side supportsare to be welded to the rider plate before aligning the en-gine and fitting the chocks. The side support wedgesshould be fitted, so that a bearing surface of 40% is ob-tained.

The holding down bolts are usually through-bolts withlock nuts at the lower end and a hydraulically tightenednut at the upper end. Two Ø 46/n6 mm fitted bolts on

each side of the engine are required. The fitted bolts arelocated as bolts number two and three from the flywheel end. A distance sleeve should be used togetherwith the fitted bolts. The distance sleeve must bemounted between the seating top plate and the lowernut in order to provide a sufficient guiding length for thefitted bolt in the seating top plate. The guiding length inthe seating top plate should be at least equal to the boltdiameter.

Other bolts are provided with clearance holes.

The design of the various holding down bolts appearfrom the foundation drawing. It is recommended thatthe bolts are made from a high strength steel, e.g.42CrMo4 or similar, but the bolts are designed to allowthe use of St 52-3 steel quality, if necessary. A highstrength material makes it possible to use a higher bolttension, which results in a larger bolt elongation (strain).A large bolt elongation improves the safety against loos-ening of the nuts.

To avoid a gradual reduction of tightening tension due toamong others, unevenness in threads, the bolt threadmust fulfil tolerance 6g and the nut thread must fulfil tol-erance 6H. In order to avoid extra bending stresses inthe bolts, the contact face of the nut underneath therider plate should be counter bored.

The tensile stress in the bolts is allowed to be max.80%of the material yield strength. It is however permissibleto exceed this value during installation in order to com-pensate for setting of the bolt connection, but it must beverified that this does not make the bolts yield. Boltsmade from St 52-3 are to be tightened to 80% of the ma-terial yield strength. It is however sufficient to tightenbolts that are made from a high strength steel, e.g.42CrMo4 or similar, to about 60-70% of the materialyield strength.

The tool included in the standard set of engine tools isused for hydraulic tightening. The piston area of thetools is 72.7 cm².

Depending on the material of the bolts, the following hy-draulic tightening pressures should be used, providedthat the minimum diameter is 35 mm:

• St52-3 Tightened to 80% of yield strengthPhyd = 420 bar

• 42CrMo4 Tightened to 70% of yield strengthP

hyd=710 bar

Installation on resin chocks

Installation of main engines on resin chocks is possibleprovided that the requirements of the classification so-cieties are fulfilled.

During normal conditions, the support face of the enginefeet has a maximum temperature of about 75°C, whichshould be considered when choosing type of resin.

16. Seating


The recommended size of the resin chocks for L46 en-gines is about 600 x 180 mm and for V46 engines about1000 x 180 mm. The chock should cover at least twobolts to prevent it from turning.

The total surface pressure on the resin must not exceedthe maximum value, which depends on the type of resinand the requirements of the classification society. It isrecommended to select a resin type, which has a typeapproval from the relevant classification society for a to-tal surface pressure of 5 N/mm2. (A typical conservativevalue is ptot � 3.5 N/mm2 ).

The bolts must be made as tensile bolts with a reducedshank diameter to ensure a sufficient elongation, sincethe bolt force is limited bu the permissible surface pres-sure on the resin.

For a given bolt diameter the permissible bolt force islimited either by the strength of the bolt material (max.

stress 80% of the yield strength), or by the maximumpermissible surface pressure on the resin. Assumingbolt dimensions and chock dimensions according todrawing 1V69L0082a and 1V69L0083b the followinghydraulic tightening pressures should be used:

• In-line engine, St 52-3 bolt material, maximum totalsurface pressure 2.9 N/mm2. Phyd = 200 bar

• In-line engine, 42CrMo4 bolt material, maximum totalsurface pressure 4.5 N/mm2. Phyd = 335 bar

• V-engine, St 52-3 bolt material, maximum total sur-face pressure 3.5 N/mm2. P

hyd= 310 bar

• V-engine, 42CrMo4 bolt material, maximum total sur-face pressure 5.0 N/mm2. Phyd = 475 bar

Locking of the upper nuts is required, when using St52-3 material, or when the total surface pressure on theresin chocks is below 4 N/mm2. The lower nuts shouldalways be locked regardless of the bolt tension.

16. Seating


Seating and fastening, rigidly mounted L46, steel chocks (1V69L1651)

Seating and fastening, rigidly mounted V46, steel chocks (1V69L1659)

16. Seating


Seating and fastening, rigidly mounted L46, steel chocks (1V69L1651)

16. Seating


Seating and fastening, rigidly mounted V46, steel chocks (1V69L1659)

16. Seating


Seating and fastening, rigidly mounted L46, resin chocks (1V69L0082a)

Seating and fastening, rigidly mounted V46, resin chocks (1V69L0083b)

16. Seating


Seating and fastening, rigidly mounted L46, resin chocks (1V69L0082a)

16. Seating


Seating and fastening, rigidly mounted V46, resin chocks (1V69L0083b)

16. Seating


16.3. Resilient mounting

In order to reduce vibrations and structure borne noise,main engines may be flexibly mounted. The engineblock is so rigid that no intermediate base frame is nec-essary, but the rubber mounts are fixed to the enginefeet by means of a rail. The advantage of the vertical typemounting is easier alignment. Typical structure bornenoise levels are shown in chapter 17.5.

The material of the mounts is natural rubber, which hassuperior vibration technical properties, but unfortu-nately is prone to damage by mineral oil. The rubbermounts are protected against dripping and splashing bymeans of covers.

The brackets of the side and end mounts are welded tothe foundation. Steel chocks are manufactured and in-stalled below the rubber elements, when the final align-ment of the engine has been completed. The steelchocks are fixed to the foundation with bolts. A machin-ing tool for machining of the top plate under the steelchocks can be either rented or bought from Wärtsilä.The machining tool permits a maximum distance of 85mm between the fixing rail and the top plate

For resiliently mounted engines a speed range of 350 -500 RPM is generally available.

Due to the soft mounting the engine will move whenpassing resonance speeds at start and stop. Typicalamplitudes are ± 1 mm at the crankshaft centre and± 5 mm at top of the engine. The torque reaction willcause a displacement of the engine of up to 1.5 mm atthe crankshaft centre and 10 mm at the turbochargeroutlet. Furthermore the creep and thermal expansion ofthe rubber mounts have to be considered when install-ing and aligning the engine.

Flexible pipe connections

When the engine is resiliently installed, all connectionsmust be flexible and no grating nor ladders may be fixedto the set. Especially the connection to turbochargermust be arranged so that the above mentioned dis-placements can be absorbed.

When installing the flexible pipe connections, unneces-sary bending or stretching should be avoided. The pipeoutside the flexible connection must be well fixed andclamped to prevent vibrations, which could damage theflexible connection and increase structure borne noise.

Flexibly mounted main engine, in-line engines (2V69A0129b)

Remark: At both ends of the engine are also side and end mounts.

16. Seating


Flexibly mounted main engine, V-engines (2V69A0128b)

16. Seating


17.Dynamic characteristics

17.1. General

Dynamic forces and moments caused by the engine ap-pear from the table. Due to manufacturing tolerancessome variation of these values may occur.

The ship designer should avoid natural frequencies ofdecks, bulkheads and other structures close to the exci-tation frequencies. The double bottom should be stiffenough to avoid resonances especially with the rollingfrequencies.

Some cylinder numbers have external couples. Oncargo ships, the frequency of the lowest hull girder vi-

bration modes are generally far below the 1. order. Thehigher modes are unlikely to be excited due to the ab-sence of or low magnitude of the external couples, andthe location of the engine in relation to nodes andantinodes is therefore not so critical.

On ships with narrow superstructures (like on containership) the ship designer should avoid superstructure nat-ural frequencies close to the excitation frequencies.

17.2. External forces and couples

Co-ordinate system of external couples (2V58F0015)

17. Dynamic characteristics


External forces F = 0 for all cylinder numbers

External couples (the values are instructive and to be calculated case by case)

Engine Speed[RPM]

Frequency MY

MZ

[Hz] [kNm] [kNm]Frequency M

YM

Z

[Hz] [kNm] [kNm]FrequencyM

YM

Z

[Hz] [kNm] [kNm]

9L46 *) 450500514

7.5 25.5 25.58.3 31.5 31.58.6 33.3 33.3

15.0 30.8 —16.7 38.0 —17.1 40.2 —

30.0 10.5 —33.3 12.9 —34.4 13.6 —

18V46 500514

8.3 283.8 283.88.6 299.9 299.9

16.7 135.1 55.917.1 142.7 59.1

33.3 — 4.034.3 — 4.3

*) Subject to selected firing orders— couples and forces = zero or insignificant

17.3. Torque variations

Torque variation, A-rating



Engine Speed[RPM]

Frequency MX

[Hz] [kNm]Frequency M

X


X

[Hz] [kNm]

6L46 450500514

22.5 119.925.0 90.425.7 82.7

45.0 49.650.0 50.551.4 50.4

67.5 9.475.0 11.377.1 11.5

6L46, idle 450500514

22.5 48.625.0 69.825.7 75.8

45.0 11.950.0 12.051.4 12.1

67.5 3.075.0 3.077.1 3.0

8L46 450500514

30.0 169.533.3 161.834.3 160.1

60.0 21.866.7 24.468.5 24.7

90.0 3.7100.0 5.0102.8 5.1

9L46 450500514

33.8 155.137.5 153.438.6 151.6

67.5 14.275.0 16.977.1 17.2

101.2 2.7112.5 3.8115.6 3.9

12V46 450500514

22.5 91.825.0 69.225.7 63.3

45.0 70.150.0 71.451.4 71.3

67.5 17.475.0 20.877.1 31.2

12V46, idle 450500514

22.5 37.225.0 53.425.7 58.0

45.0 16.950.0 17.051.4 17.1

67.5 5.575.0 5.677.1 5.6

16V46 450500514

— —— —— —

60.0 43.666.7 48.968.5 49.4

120.0 2.0133.4 3.4137.0 3.5

18V46 450500514

33.8 304.237.5 298.938.6 297.4

67.5 26.275.0 31.277.1 31.7

101.2 4.5112.5 6.3115.6 6.4

The values are instructive and are to be calculated case by case.

— couples and forces = zero or insignificant

Torque variation, B-rating



Engine Speed[RPM]

Frequency MX

[Hz] [kNm]Frequency MX

[Hz] [kNm]Frequency MX

[Hz] [kNm]

6L46 450500514

22.5 132.525.0 101.225.7 94.0

45.0 48.150.0 49.651.4 50.0

67.5 6.875.0 9.277.1 9.6

6L46, idle 450500514

22.5 48.625.0 69.825.7 75.8

45.0 11.950.0 12.051.4 12.1

67.5 3.075.0 3.077.1 3.0

8L46 450500514

30.0 176.533.3 167.934.3 166.9

60.0 18.066.7 21.668.5 22.2

90.0 2.5100.0 3.6102.8 3.9

9L46 450500514

33.8 158.937.5 156.038.6 156.0

67.5 10.275.0 13.977.1 14.4

101.2 2.0112.5 2.8115.6 3.0

12V46 450500514

22.5 101.425.0 77.425.7 71.9

45.0 68.050.0 70.251.4 70.7

67.5 12.575.0 17.177.1 17.7

12V46, idle 450500514

22.5 37.225.0 53.425.7 58.0

45.0 16.950.0 17.051.4 17.1

67.5 5.575.0 5.677.1 5.6

16V46 450500514

— —— —— —

60.0 36.066.7 43.368.5 44.4

120.0 1.3133.4 2.2137.0 2.5

18V46 450500514

33.8 311.737.5 305.938.6 306.1

67.5 18.875.0 25.677.1 26.6

101.2 3.3112.5 4.6115.6 5.0



Torque variation, C-rating



Engine Speed[RPM]

Frequency MX


X


X

[Hz] [kNm]

6L46 450500514

22.5 151.025.0 113.325.7 105.0

45.0 52.950.0 55.651.4 56.0

67.5 7.875.0 12.077.1 12.6

6L46, idle 450500514

22.5 48.625.0 69.825.7 75.8

45.0 11.950.0 12.051.4 12.1

67.5 3.075.0 3.077.1 3.0

8L46 450500514

30.0 192.933.3 181.334.3 179.5

60.0 20.366.7 26.468.5 27.2

90.0 2.1100.0 4.9102.8 5.3

9L46 450500514

33.8 173.437.5 169.138.6 168.7

67.5 11.675.0 18.077.1 18.8

101.2 1.5112.5 3.5115.6 3.8

12V46 450500514

22.5 115.525.0 86.725.7 80.4

45.0 74.750.0 78.751.4 79.2

67.5 14.475.0 22.277.1 23.2

12V46, idle 450500514

22.5 37.225.0 53.425.7 58.0

45.0 16.950.0 17.051.4 17.1

67.5 5.575.0 5.677.1 5.6

16V46 450500514

— —— —— —

60.0 40.666.7 52.868.5 54.4

120.0 1.2133.4 2.6137.0 2.9

18V46 450500514

33.8 340.437.5 332.038.6 331.1

67.5 21.575.0 33.377.1 34.8

101.2 2.5112.5 5.7115.6 6.3





17.4. Mass moments of inertia

Mass moments of inertia [J/kgm²]

Engine Speed [RPM]

450 500 514

6L468L469L4612V4616V4618V46

35303870690054907510

—

302035306550538069707700

289034506550526067007700

These typical inertia values include the flexible couplingpart connected to the flywheel and torsional vibrationdamper, if needed.

17.5. Structure borne noise

Typical structure borne noise levels (4V93F0089)

17.6. Air borne noise

Noise level for a Wärtsilä 46 engine (4V93F0090a)

The noise level is measured in a test cell with a turbo air filter 1 m from the engine. 90% of the values measured on pro-duction engines are below the figures in the diagram.

31,5 63 125 250 500 1000

110

100

90

80

70

60

50

40

Above the flexible mounting

Below the flexible mounting

1/3 octave band centre frequency/Hz

Lv/dB (ref 5 x 10 m/s)-8

0

20

40

60

80

100

120

140

Frequence/Hz

ref

2x

10

-5N

/mm

2

31,5 63 125 250 500 1K 2K 4K 8K Lin dB(A)

18.Power transmission

18.1. Elastic coupling

The power transmission of propulsion engines is ac-complished through a flexible coupling or a combinedflexible coupling and clutch mounted on the flywheel.The crankshaft is equipped with an additional shieldbearing at the flywheel end. Therefore also a ratherheavy coupling can be mounted on the flywheel withoutintermediate bearings.

The type of flexible coupling to be used has to be de-cided separately in each case on the basis of the tor-sional vibration calculations.

Also in generating set installations a flexible couplingbetween the engine and the generator is required. Thismeans that the generator must be of the 2-bearing type.

18.2. Power-take-off from the free end

Full output is also available from the free end of the en-gine of all cylinder numbers of in-line and V engines.

This PTO cannot be provided together with built onpumps.

The weight of the coupling and the need for a supportbearing is subject to special consideration by Wärtsiläon a case-by-case basis. Such a support bearing is pos-sible only with rigidly mounted engines.

When the available length for the installation is limited,an elastic coupling of Geislinger type can be built intothe engine in the vibration damper space to achieve ashort overall length.

18.3. Torsional vibrations

A torsional vibration calculation is made for each instal-lation. For this purpose exact data of all components in-cluded in the shaft system are required. See the listbelow.

General

• Classification

• Ice class

• Operating modes

Data of reduction gear

A mass elastic diagram showing:

• all clutching possibilities

• sense of rotation of all shafts

• dimensions of all shafts

• mass moment of inertia of all rotating parts includingshafts and flanges

• torsional stiffness of shafts between rotating masses

• material of shafts including tensile strength and mo-dules of rigidity

• gear ratios

• drawing number of the diagram

Data of propeller and shafting

A mass-elastic diagram or propeller shaft drawingshowing:

• mass moment of inertia of all rotating parts includingthe rotating part of the OD-box, SKF couplings androtating parts of the bearings

• mass moment of inertia of the propeller at full/zeropitch in water

• torsional stiffness or dimensions of the shaft

• material of the shaft including tensile strength andmodules of rigidity

• drawing number of the diagram or drawing

Data of shaft alternator

A mass-elastic diagram or an alternator shaft drawingshowing:

• alternator output, speed and sense of rotation

• mass moment of inertia of all rotating parts or a totalinertia value of the rotor, including the shaft

• torsional stiffness or dimensions of the shaft

• material of the shaft including tensile strength andmodules of rigidity

• drawing number of the diagram or drawing

Data of flexible coupling/clutch

If a certain make of flexible coupling has to be used, thefollowing data of it must be informed:

• mass moment of inertia of all parts of the coupling

• number of flexible elements

• linear, progressive or degressive torsional stiffnessper element

• dynamic magnification or relative damping

• nominal torque, permissible vibratory torque and per-missible power loss

• drawing of the coupling showing make, type anddrawing number

18. Power transmission


18.4. Turning gear

The engine is equipped with an electrically driven turn-ing gear, capable of turning the propeller shaft line orgenerator in most installations. A turning gear with a ca-pability of turning a higher external torque may beneeded e.g. in installations as listed below, in whichcase consideration should be given to installing a sepa-rate turning gear e.g. on the reduction gear.

• Installations with a stern tube with a high frictiontorque

• Installations with a heavy ice-classed shaft line

• Installations with several engines connected to thesame shaft line

• If the shaft line and a heavy generator are to be turnedat the same time.

Turning gear torque (4V48L0238)

18. Power transmission


Cylinder number Type of turning gear Max. torque atcrankshaft [kNm]

Torque needed toturn the engine [kNm]

Additional torqueavailable [kNm]

6L LKV 145 18 12 6

8L LKV 145 18 15 3

9L LKV 250 75 17 58

12V LKV 250 75 25 50

16V LKV 250 75 35 40

18V LKV 250 75 40 35

19.Engine room design

19.1. Space requirements for overhaul

In-line engines (3V69C0192a)

V-engines (3V69C0193a)

19. Engine room design


Minimum overhauling heights L46:

1. Overhauling along the engine CL (vertical position)a) over the valve gear coversb) valve gear covers removed

2. Overhauling sidewards (vertical position)a) over the fuel oil pipesb) cover of fuel oil pipes removedc) fuel oil pipes removedd) over insulation box

3. Overhauling along the engine CL (horizontal pos.)a) over the valve gear coversb) valve gear covers removed

Minimum overhauling heights V46:

1. Overhauling sidewardsa) over fuel oil pipesb) over insulation box

2. Overhauling along the enginea) over the valve gear coversb) valve gear covers removed

3. Overhauling along the engine (horizontal pos.)a) over the valve gear coversb) valve gear covers removed

Dismounting lubricating pump (4V58B2163)

19.2. Platforms

Maintenance platforms, in-line engine (3V69C0246)



Maintenance platforms, V-engine (3V69C0244)



Engine contour for service platforms, in-line engine (1V90C0198)



6L46

8L46

Engine contour for service platforms, V-engine (1V90C0199)



12

V4

6,

TC

D.E

.12

V4

6,

TC

F.E

.

19.3. Crankshaft distances

Crankshaft distances, in-line engine (3V69C0245)

Crankshaft distances, V-engine (3V69C0241)



Engine type Turbocharger A

6L468L469L46

TPL 73TPL 77TPL 77

350037003700

Enginetype

Turbocharger

Amin.

Bmin.

Arec.

Brec.

12V4616V46

TPL 73TPL 77

46005500*

200200

49005800

500500

* subject to project specific consideration

Required crankshaft distance is 4500 mm, if theturbochargers are installed in different ends (thisis however not recommended in low enginerooms as lifting arrangement becomes difficult).

19.4. Four-engine arrangements

Main engine arrangement, 4 x L46 (3V69C0238)



Minimum distance between engines

Engine type A B C

6L468L469L46

105010501050

210021002100

350037003700

Intermediate shaft diameter to be determined case bycase.

Main engine arrangement, 4 x V46 (3V69C0243)




Engine type A B C, min. C, rec.

12V4616V46

13001300

26002600

46005500*

49005800

* Subject to project specific consideration

Intermediate shaft diameter to be determined case bycase.

Dismantling of big end bearing requires 2045 mm onone side and 2400 mm on the other side. Direction maybe freely chosen.

Required crankshaft distance is 4500 mm, if theturbochargers are in different ends (this is however notrecommended in low engine rooms as the lifting ar-rangement becomes difficult)

Main engine arrangement, 4 x L46C (2V69C0232)




Engine type A B C

6L468L469L46

230023002300

460046004600

350037003700

Intermediate shaft diameter to be determined case by case.

Dismantling of big end bearing requires 1580 mm on one sideand 2210 mm on the other side. Direction may be freely cho-sen.

Main engine arrangement, 4 x V46 (2V69C0242)




Engine type A B C, min. C, rec.

12V4616V46

27002700

54005400

46005500*

49005800

* Subject to project specific consideration

Intermediate shaft diameter to be determinedcase by case.

Dismantling of big end bearing requires 2045mm on one side and 2400 mm on the otherside. Direction may be freely chosen.

Required crankshaft distance is 4500 mm, ifthe turbochargers are installed in differentends (this is however not recommended inlow engine rooms as the lifting arrangementbecomes difficult)

19.5. Father-and-son arrangement

Drawing 1V91B0616 shows an example of an in-line anda V-engine of the Wärtsilä 46 type connected to thesame gearbox. In this case the engines (8L46 and12V46) are roughly equally long, and therefore theturbochargers are close to each other.

To minimize the crankshaft distance the manoeuvringside of the L46 should be towards the V-engine, other-wise dismantling of the air cooler of the V-engine will de-termine the required distance to avoid interference withthe charge air cooler of the in-line engine. If the enginesare clearly of different length (other cylinder numbersthan 8L46 and 12V46) the pattern is different.

When the manoeuvring side of the L46 is towards theV-engine, the recommended platform height betweenthe engines is as recommended for the L46 (1450 mmabove crankshaft). A platform height as recommendedfor the V46 (1200 mm above crankshaft) would interferewith the camshaft covers of the L46. In other words, thisfather-and-son arrangement has a slight ergonomic dis-advantage, the platform being located 250 mm higherthan recommended for the V-engine, assuming a reduc-tion gear with a pure horizontal offset. This issue is dif-ferent in case there is a vertical offset between thecrankshafts.

Main engine arrangement, 12V46 + 8L46 (1V91B0616a)



Alternative 1*) 50 mm for clearance included

Alternative 2*) 50 mm for clearance included

19.6. Service areas and lifting

arrangements

19.6.1. Service and landing areas

All main components should have well prepared liftingarrangements and suitable landing areas. Landing andservice areas should be plain steel deck dimensionedfor heavy engine components. If parts must be trans-ported further with trolley or pallet truck, the surface ofthe deck should be smooth enough to allow this. If trans-portation to final destination must be carried out usingseveral lifting equipment, coverage areas of adjacentcranes should be as close as possible to each other.

Required deck area to carry out overhaul work:

• for piston-conrod assembly 2.5 m x 3 m

• for cylinder head 2 m x 2 m

Required service area for overhauling both cylinderhead and piston-connecting rod assembly (not at thesame time) is approximately 8…10 m².

For overhauling more than one cylinder at a time, anadditional area of about 4 m² per cylinder is required.This area is used for temporary storing of dismantledparts.

Example of recommended service area for overhaulingwhole bank:

8L46 12V46one bank

Service area for overhaulwork of one cylinder

10 m² 10 m²

Storage area for dismantledparts (8L46 7 cylinders,12V46 5 cylinders)

28 m² 20 m²

Total service area required 38 m² 30 m²

19.6.2. Recommended lifting equipment

Considering the weight and size of Wärtsilä 46 maincomponents, it is highly recommended to use an over-head travelling crane as primary lifting equipment. It of-fers superior manoeuvrability and makes the work fasterand safer. The sweeping area of the crane should besufficient to carry out all normal maintenance work. Inaddition it should cover storage location of heavy spareparts and tools, which are needed for emergency repair.If the workshop or storage is located at the upper plat-form level, the crane should also be able to operatethere. Usually spatial limitations force to use a separatelifting rail with chain block for turbocharger overhauls.

Required hook height vertically above floor level forstoring and servicing engine parts (for V-engines somemore space is needed if the component is lifted in in-clined position):

L46 V46inclined

Above piston - connectingrod trestle

1850 mm 1900 mm

Above storage place forcylinder liner

1700 mm 1800 mm

Above cylinder head trestle(in workshop)

1650 mm 1650 mm

Recommended lifting capacity for overhead travellingcrane:

• Engine parts including dismantledturbocharger 2.0 ton

• Engine parts including completeTPL 73 turbocharger 2.5 ton

• Engine parts including completeTPL 77 turbocharger 3.8 ton

Typical space requirement for 2 - 4 ton overhead travel-ling crane (see drawings 3V69C0248 and 3V69C0249):

• Free width beyond hook (C) 700...1200 mm

• Free height above hook (D) 700...1000 mm



19.6.3. Required crane hook height from deck

Required crane hook height from deck for different lifting positions of W46 man components (3V69C0228b)



1. Piston connecting rod assembly

2. Cylinder liner

3. Cylinder head

Required hook height from deck [mm]:

Inclined Vertically Horizontallywith 1 hook

Horizontallywith 2 hooks

Piston-ConRod ass. 1800 1750 1500 1000

Cylinder liner 1850 1750 1000 1000

Cylinder head 1100 900 N/A N/A

19.6.4. Bridge crane for Wärtsilä L46

Space requirements for overhaul of main components (3V69C0248)

Minimum transverse travel of hook for overhauling main parts of Wärtsilä L46 engines



Operational requirement on the operating side of the engine Reference No. A [mm] (all engines)

• For removing lower half of connecting rod big end 1) TOS1 1400

• For removing upper half of connecting rod big end 1) TOS2 1600

• For removing main parts pass hot-box or transporting longitu-dinally along operating side of engine

TOS3 1500

1) Direction of removal can be freely chosen (see drawing 3V69C0248). The service platforms must be removable to al-low crane access to the connecting rod big end halves.

Operational requirement on the rear side of the engine Reference No. B [mm]

6L46 8L46 and 9L46

• For removing lower half of connecting rod big end 1) TRS1 1400 1400

• For removing upper half of connecting rod big end 1) TRS2 1600 1600

• For lifting or lowering the charge air cooler from its housing 2) TRS3 1600 1850

• For lowering or transporting main parts pass insulation box TRS4 1800 1800

• For removing charge air cooler sideways 2) TRS5 2000 2150

• For lowering or transporting main parts pass charge air coolerhousing

TRS6 2150 2300

1) Direction of removal can be freely chosen (see drawing 3V69C0248). The service platforms must be removable toallow crane access to the connecting rod big end halves.

2) A vertical hook height of 4000 mm(E) is required for lifting the charge air cooler upwards to free it from its housing.Otherwise the cooler will have to be lowered or removed from its housing sideways.

Required hook height vertically above crankshaft when overhauling main parts along centerline of engine to

landing area at non-turbocharger end of engine

Required hook height vertically above crankshaft when overhauling main parts sideways to operating side

of the engine

Required hook height vertically above crankshaft when overhauling main parts sideways to rear side of

engine over exhaust manifold insulation box

Required hook height vertically above crankshaft for lifting charge air cooler



Reference No. AC1 AC2 AC3 AC4 AC5 AC6

Required hook height, E [mm]: 4860 4760 1) 4610 45101) 4110 4010 1)

• Piston-Conrod assembly C2 C2 C3 C3 C4 C4

• Cylinder liner L2 L2 L3 (L4) L3 (L4) L3 (L4) L3 (L4)

• Cylinder head H2 H2 H2 H2 H2 H2

1) The valve gear covers must be removed

Reference No. OS1 OS2 OS3 OS4

Required hook height, E [mm]: 4000 3960 1) 3820 3820 2)

• Piston-Conrod assembly C2 C2 C3 (C4) C2

• Cylinder liner L2 L2 L3 (L4) L2

• Cylinder head H2 H2 H2 H2

1) The fuel pipe covers must be removed2) The fuel pipes must be removed

Reference No. RS1 RS2 RS3

Required hook height, E [mm]: 5000 4750 4250

• Piston-Conrod assembly C2 C3 C4

• Cylinder liner L2 L3 (L4) L3 (L4)

• Cylinder head H2 H2 H2

Operational requirement Reference No. Required hook height, E [mm]

• For lifting the cooler over the exhaust manifold insulationbox in vertical position

CD1 5200

• For lifting the cooler over the exhaust manifold insulationbox in horizontal position

CD2 4150

• For removing the cooler straight up from its housing CD3 4000

Requirement for longitudinal travel of hook for overhauling main parts, turbocharger at free end of the

engine (3V58B2177)



6L46 8L46 9L46

R Reference from crankshaft flange 850 850 850

F Minimum longitudinal travel to cover cylinders,charge air cooler and camshaft driving end 1)

5700 7350 8150

G To cover turbocharger 2) 850 850 850

H To cover landing area at the free end of the engine 3) min. 1250 min. 1300 min. 1300

I To cover flywheel, elastic coupling, gearbox, shaftgenerator or landing area at driving end of theengine

depends on application,100 to cover flywheel

All dimensions in millimetres.1) Landing area at either side of the engine2) Exhaust pipes may limit the travel of the crane, separate lifting rail may be required3) Travel of the crane is usually restricted by exhaust pipes

Requirement for longitudinal travel of hook for overhauling main parts, turbocharger at driving end of the

engine (3V58B2178)



6L46 8L46 9L46


F Minimum longitudinal travel to cover cylinders,charge air cooler and camshaft driving end 1)

4950 6550 7400

G To cover turbocharger 2) 500 700 700

H To cover flywheel, elastic coupling, gearbox, shaftgenerator or landing area at driving end of theengine. Required dimension depends onapplication; the dimension given here allows thehook to pass charge air manifold 3)

650 850 850

I To cover landing area for spares and tools at freeend of the engine and to access built-on pumps

for pumps: min. 1150,for landing area: min. 1900

All dimensions in millimetres.1) Landing area at either side of the engine2) Exhaust pipes may limit the travel of the crane, separate lifting rail may be required3) Travel of the crane is usually restricted by exhaust pipes

Example 1: Lifting arrangements for multi-engine ferry or roro-ship

The engine room height is typically limited, especially onferries and roro-ships.

Assumptions in this example:

• Mechanical single-prop driveline with two 8L46 en-gines

• Turbochargers at driving end of the engines

• Main parts overhauled to the operating side of engineand moved along the engine side to landing area atfree end of the engines

• Turbochargers are covered with designated liftingrails with chain blocks on them.

• Prime movers are covered with a single overheadtraveling crane.



Approximate space reservations for one overhead travelling crane:

Vertically Main deck girders, approx.Bridge crane, free height above hook, approx.Hook height vertically above crankshaft, OS1 1)

From crankshaft center to oil sump bottom 2)

Distance from oil sump to tanktop 3)

Double bottom, approx.Total from base line to main deck, approx:

0.6 m0.7 m4.0 m1.5 m0.1 m1.8 m8.7 m

Transversely Transverse travel of hook on operating side, TOS3 4)

Transverse travel of hook on rear side, TRS5 5)

Free width transversely beyond hook on each sideDistance between crankshaftsTransverse width between pillars/bulkheads etc, approx.

1.5 m2.2 m0.8 m (x2)3.7 m9.0 m

Longitudinally To cover cylinders, charge air cooler and camshaft driving endTo cover landing areaTotal longitudinal travel

6)

6.6 m1.9 m8.5 m

1) Lifting strategy OS1 can be followed; parts can be lifted in vertical position2) An oil sump 230 mm lower is available as an option3) If necessary, engine oil sump may be recessed into tanktop4) Allows transportation of components along engine side (TOS3)5) Allows removing charge air cooler sideways from its housing (TRS5)6) Longitudinal travel of the crane should start at approx. 850 mm from flywheel flange towards the free end of the

engine

Example 2: Lifting arrangements for single engine cargo ship

The engine room of cargo ship may be high in case it islocated underneath the superstructure. Thus the heightis not limiting dismantling procedures and transporta-tion of engine components. To minimise the engineroom length the landing area for components should beat the engine side rather than at the end of the engine.On single-engine ships it is important to arrange thebridge crane to cover the storage space for tools andspares needed for an emergency repair.


• Mechanical single prop driveline with single 9L46 en-gine

• Engine equipped with built-on pumps at the free endof the engine

• Turbocharger at the driving end of engine

• Main parts overhauled to landing area at operatingside of the engine

• Turbocharger is covered with designated lifting railwith chain block on it.

• Prime mover is covered with an overhead travellingcrane.




Vertically Hook height vertically above crankshaft, OS1, CD11)

5.2 m

Transversely Transverse travel of hook on operating side of engine, TOS3 2)

Transverse travel of hook on rear side of engine, TRS3 3)

Free width transversely beyond hook on each side, approx.Transverse free width between pillars/bulkheads, etc. approx.

2.3 m1.9 m0.8 m (x2)5.8 m

Longitudinally To cover cylinders, charge air cooler and camshaft driving endTo cover built-on pumpsTotal longitudinal travel

4)

7.4 m1.2 m8.6 m

1) Allows lifting charge air cooler from rear side of engine in vertical position over the exhaust manifold insulation boxto the landing area at the operating side of the engine (CD1). For other components lifting strategy OS1 is app-lied; parts can be lifted in vertical position

2) Covers landing area on operating side (TOS3) of the engine, part of which acts as storage of emergency spare partsand tools. Assumed that next to the engine hot-box is 800 mm wide grating, unsuitable for landing heavy parts

3) Allows lifting charge air cooler from its housing (TRS3)4) Longitudinal travel of the crane should start at approx. 850 mm from flywheel flange towards the free end of the

engine

19.6.5. Bridge crane for Wärtsilä V46

Space requirement for overhaul of main components (3V69C0249)



Operational requirement on both sides of

engineRef No A and B [mm]

12V46 16V46 and 18V46

For removing connecting rod big end halves 1)TT1 1860 1860

For removing charge air coolers TT2 1990 2140

For lowering main parts pass hot box ortransporting longitudinally along engine side

TT3 2250 2250

For dismantling turbochargers TT4 2710 3180

1) Service platforms must be removable to access connecting rod big end halves with the crane

Minimum transverse travel of hook for overhauling main parts of Wärtsilä V46 engines

Required hook height vertically above crankshaft when overhauling main parts longitudinally above

cylinder bank to landing area at non-turbocharger end of engine1)

Required hook height vertically above crankshaft when overhauling main parts to the side of engine

Required hook height vertically above crankshaft when lifting main parts over exhaust manifold insulation

box

Required hook height vertically above crankshaft for lifting charge air cooler over exhaust manifold

insulation box



Reference No. AC1 AC2 AC3 AC4 AC5 AC6

Required hook height, E[mm]:

4450 4350 2) 4100 4000 2) 3700 3600 2,3)


• Cylinder liner L1 L1 L3 (L4) L3 (L4) L3 (L4) L3 (L4)


1) Hook travelling 1860 mm of the engine centerline2) The valve gear covers must be removed3) Minimum height of 3650 mm is required for the empty hook to travel over exhaust manifold insulation box

Reference number LS1

Required hook height, E [mm]: 3600 1)

• Piston-Conrod assembly C1

• Cylinder liner L1

• Cylinder head H1

1) Care must be taken that the transverse beam of the crane has adequate clearance over exhaust manifold in-sulation box. Insulation box height (3650 mm from crankshaft) will also limit the transverse travel of the hook.

Reference No. NL1 NL2 NL3 NL4 NL5 NL6

Required hook height, E [mm]: 5500 5450 5400 5150 4750 4650


• Cylinder liner L1 L2 L2 L3 (L4) L3 (L4) L3 (L4)


Operational requirement Ref No Required hook height, E [mm]

12V46 16V46 and 18V46

For lifting cooler in vertical position CD1 5200 5300

For lifting cooler in horizontal position CD2 4500 4550

Requirement for longitudinal travel of hook for overhauling main parts, turbocharger at free end of the

engine (3V58B2175)



12V46 16V46 18V46


F Minimum longitudinal travel to cover cylinders andcamshaft driving end 1)

6500 8700 9800

G To cover turbochargers and charge air coolers 2)1600 1600 1700

H To cover landing area at the free end of the engine 3)min. 1700 min. 1700 min. 1700

I To cover flywheel, elastic coupling, gearbox or shaftgenerator or landing area at driving end of the engine

Depends on application, 30 to cover flywheel

All dimensions in millimetres.1) Landing area at the side of the engine2) Exhaust pipes may limit the travel of the crane, separate lifting rail may be required3) Travel of the crane is usually restricted by exhaust pipes.

Requirement for longitudinal travel of hook for overhauling main parts, turbocharger at driving end of the

engine (3V58B2176)



12V46 16V46 18V46


F Minimum longitudinal travel to cover cylinders andcamshaft driving end 1)

6500 8700 9800

G To cover landing area for spares and tools at free end ofthe engine and to access built-on pumps

for pumps min. 1150for landing area min. 1900

H To cover turbochargers and charge air coolers 2)180 180 180

I To access flywheel, elastic coupling, gearbox or shaftgenerator or landing area at driving end of the engine 3)

depends on application, 1480 for hook to passcharge air manifold

All dimensions in millimetres.1) Landing area at the side of the engine2) Exhaust pipes may limit the travel of the crane, separate lifting rail may be required3) Travel of the crane is usually restricted by exhaust pipes.

Example 1: Multi-engine cruise ship

The engine room height is typically limited in this type ofvessel. Ship’s structures, e.g. pillars, often divide the en-gine room space. These force to use more than oneoverhead travelling crane to cover the engine room.


• Diesel-electric driveline with 12V46 engines

• Turbochargers at free end of the engines

• Main parts overhauled to the side of engine andmoved along the engine side to landing area at drivingend of the engines

• Turbochargers and charge air coolers are coveredwith designated lifting rails with chain blocks on them.

• Each engine is covered by own overhead travellingcrane.




Vertically Main deck girders, approx.Bridge crane, free height above hook, approx.Hook height vertically above crankshaft, LS1 1)

From crankshaft center to oil sump bottomDistance from oil sump to tanktop 2)

Double bottom, approx.Total from base line to main deck, approx:

0.5 m0.7 m3.6 m1.5 m0.1 m1.8 m8.2 m

Transversely Transverse travel of hook on each side, TT3 3)

Free width transversely beyond hook on each sideTransverse width between pillars/bulkheads etc, approx.

2.3 m0.8 m (x2)6.2 m

Longitudinally To cover cylinders and camshaft driving endTo cover flywheel, elastic coupling (and landing area, which islocated on a deck above the coupling)Total longitudinal travel

4)

7.4 m2.5 m

9.9 m

1) Lifting strategy LS1 can be followed. Care must be taken that the transverse beam of the crane hasadequate clearance over exhaust manifold insulation box.

2) If necessary, engine oil sump may be recessed into tanktop3) Allows transportation along engine side (TT3)4) Longitudinal travel of the crane should start at the centerline of cylinder B6

Example 2: Single engine cargo ship

The engine room may be high in case it is located under-neath the superstructure. Thus the height is not limitingdismantling procedures and transportation of enginecomponents. To minimise the engine room length thelanding area for engine components should be at the en-gine side rather than at the end of the engine. On singleengine ships it is important to arrange the bridge craneto cover the storage space for tools and spares neededfor an emergency repair.


• Mechanical single prop driveline with single 16V46engine

• Engine equipped with built-on pumps at the free endof the engine

• Turbochargers at the driving end of engine

• Main parts overhauled to landing areas at operatingside of the engine

• Turbocharger and charge air cooler is covered withdesignated lifting rail with chain block on it.

• Prime mover is covered with an overhead travellingcrane.




Vertically Hook height vertically above crankshaft, LS1, NL11)

5.5 m

Transversely Transverse travel of hook on operating side of engine, TT3 2)

Transverse travel of hook on rear side of engine, TT1 3)

Free width transversely beyond hook on each side, approx.Transverse free width between pillars/bulkheads, etc. approx.

3.1 m1.9 m0.8 m (x2)6.6 m

Longitudinally To cover cylinders and camshaft driving endTo cover built-on pumpsTotal longitudinal travel

4)

8.7 m1.2 m9.9 m

1) Allows lifting parts from rear side of engine in vertical position over exhaust manifold insulation box.Lifting strategy LS1 is applied for cylinders in the operating side and NL1 for cylinders in the rear side of engine.

2) Covers landing area on operating side of the engine (TT3), part of which also acts as storage space of emergencyspare parts. Assumed that next to engine hot box is 800 mm wide grating, unsuitable for landing heavy parts.

3) Allows lifting of connecting rod big end halves (TT1)4) Longitudinal travel of the crane should start at approx. 920 mm from flywheel flange towards the free end of the

engine

19.6.6. Lifting dimensions for turbochargers

Lifting arrangement for turbocharger overhauling, in-line engine (4V69C0252)

Lifting arrangement for turbocharger overhauling, V-engine (4V69C0253)



Engine Amin A1min Bmin Cmin C1min D E Heaviest TCcomponentweight [kg]

TC weight [kg]

6L46 4170 1400 1000 880 1300 330 7330 550 2275

8L46 4470 1550 1000 1180 1500 150 8960 890 3511

9L46 4470 1550 1000 1180 1500 150 9780 890 3511

Engine Amin

A1min

B Cmin

C1min

D E Heaviest TCcomponentweight [kg]

TC weight [kg]

12V46 4490 1400 - 2120 1300 40 8810 550 2275

16V46 4850 1550 - 2460 1500 140 11010 890 3511

18V46 4850 1550 - 2460 1500 140 12210 890 3511

19.7. Ship inclination angles

Inclination angles at which main and essential auxiliary machinery is to operate satisfactorily (4V92C0200a)



Classification society Lloyd’s Register ofShipping

1997

Det NorskeVeritas1997

American Bu-reau ofShipping, 1996

GermanischerLloyd1994

Bureau Veri-tas

1996

Main and aux. engines

ParagraphHeel to each sideRolling to each sideShip length, LTrimPitching

5.1.3.615

22.5

4.1.3.B20015

22.5-5

7.5

4.1.201315

22.5-5

7.5

2.1.C.115

22.5-5

7.5

17-014.315

22.5-5

7.5

L < 1005

7.5

L > 100500/L

7.5

Emergency sets

ParagraphHeel to each sideRolling to each sideTrimPitching

5.1.3.622.5*22.51010

4.1.3.B20022.5*22.5*

1010

4.1.3.B20022.5*22.5*

1010

4.1.201322.5*22.5*

1010

2.1.C.122.5*22.5*

1010

17-014.322.5*22.5*

1010

Electrical installation**


6.2.1.915

22.5

4.4.2.A10115

22.5

510

4.1.201322.522.5

1010

***3.1.E.122.5*22.5*

1010

18-011.7215

22.5

57.5

L < 1005

7.5

L > 100500/L

7.5

Classification society Russian Mari-time Reg. of

Shipping, 1995

Polsky RejestrStatkow

Registro ItalianoNavale

1996

China Classifi-cation Society

1991

Korean Registerof Shipping

1995

Main and aux. engines


VII-1.615

22.5-5

7.5

1990VII-1.6

1522.5

-5

7.5

C.2.1.515

22.5-5

7.5

III-1.1.2.115

22.5-5

7.5

5.1.10315

22.5-5

7.5

Emergency sets

ParagraphHeel to each sideRolling to each sideTrimPitching

VII-1.622.5*22.5*

1010

1990VII-1.622.5*22.5*

1010

C.2.1.522.5*22.5*

1010

III-1.1.2.122.522.51010

5.1.10322.5*22.5*

1010

Electrical installation**


XI-5.2.1.2.215

22.5

510

1980XI-5.1.3.4

1522.5

510

***D.II.1.1.4

22.522.5

1010

IV.1.2.1.115

22.5

57.5

6.1.10722.5*22.5*

1010

19.8. Cold conditions

Engine room design criteria for cold conditions:

1. Under-cooling of the engine room should beavoided during all conditions (service conditions,slow steaming and in port).

2. Cold draft in the engine room should be avoided,especially in areas of frequent maintenanceactivities.

3. To avoid excessive firing pressures the suction airtemperature to the diesel engines should not betoo cold.

4. If an SCR plant is installed, very cold suction airtemperatures should be avoided to maintain therequired exhaust gas temperature.

5. Under-cooling of the HT-cooling water duringperiods of slow steaming should be avoided.

The engine room ventilation, cooling water preheating,shaft generator arrangement, choice of NOx abatementtechnology and ship’s operational profile are all more orless interrelated issues.

The need for ventilation varies very much. To complywith below mentioned controversial requirements theventilation plant needs to be flexible.

Power Climate Requiredventilation flow

high warm high

low warm medium

high cold medium

low cold low

The combustion air to the main engine(s) should prefera-bly be separated from the rest of the ventilation systeme.g. as follows:

Main engine combustion air

• Each engine has its own combustion air fan, with a ca-pacity slightly higher than the maximum air consump-tion. The fan should have a two-speed electric motor(or variable speed) for enhanced flexibility. In additionto manual control, the fan speed can be controlled bythe engine load.

• The combustion air is conducted close to theturbocharger, the outlet being equipped with a flap forcontrolling the direction and amount of air.

With these arrangements the normally required mini-mum air temperature to the main engine (starting +5ºC,idling +5ºC, high load +5ºC) can typically be maintained.For lower temperatures special provisions are neces-sary.

In special cases the duct with filter and silencer can beconnected directly to the turbocharger, with a steplesschange-over flap to take the air from the engine room orfrom outside depending on engine load.

Engine room ventilation

• The rest of the engine room ventilation (including thecombustion air to diesel generators in a diesel- me-chanical plant) is provided by separate ventilationfans. These fans should preferably have two-speedelectric motors (or variable speed) for enhanced flexi-bility.

• The capacity of the total system should be sufficientto permit a maximum temperature increase of 12ºC.

• The combustion air to the diesel-generators is con-ducted close to the turbocharger, and the rest of theair is conducted to all parts of the engine room. Theoutlets are equipped with flaps for controlling the di-rection and amount of air.

• This system permits flexible operation, e.g. in port thecapacity can be reduced during overhaul of the mainengine when it is not preheated (and therefore notheating the room).

• For very cold conditions a preheater in the systemshould be considered. Suitable media could be ther-mal oil or water/glycol to avoid the risk for freezing. Ifsteam is specified as a heating system for the ship thepreheater would be in a secondary circuit.



Main engine cooling water system

During prolonged low load operation in cold climate thetwo-stage charge air cooler of the Wärtsilä 46 engine isuseful in heating the charge air by the HT-cooling water.On the other hand the cooling effect of the charge airmay exceed the heat transferred from the engine to theHT-water, causing a risk for under-cooling. Especiallyfor HFO operation special provisions shall be made, e.gby designing the preheating system to heat the runningengine. The project specific solution for this depends onthe number of main engines (in the same circuit), andwhether auxiliary engines are connected to the same cir-cuit to permit utilisation of their hot cooling water for pre-heating of main engine(s).

During low load operation in cold climate the use of anyheat recovery such as fresh water generators should beavoided.

For this kind of operation the standard figure fordimensioning of the preheater (12 kW/cylinder) could beincreased e.g. to 18 kW/cylinder. This is especially im-portant to avoid cold starts and cold corrosion in sin-gle-engine ships (and twin-engine ships if both enginesare required at departure), as there usually is very littletime after overhaul before departure.

The above described issue is of even greater impor-tance on fast ships, as the power needed before reach-ing open sea (and in canals) is relatively low comparedwith the installed output. Furthermore the low load issueis more important if there is no shaft generator or theshaft generator is not in use. With the shaft generatorconnected the main engine load is increased, and fur-thermore the power absorption of the propeller running

at full speed and reduced pitch is higher than when run-ning on the combinator curve.

Selective Catalytic Reduction (SCR)

When starting the engine a temperature sensor in thegas outlet of the SCR blocks the injection of urea if thegas temperature is too low (when the catalyst is cold).

This blocking function is continuously active, blockingthe injection of urea anytime if the exhaust gas tempera-ture for some reason drops to much. To avoid this, theexhaust gas waste gate control system is specified tomaintain the exhaust gas temperature on a level re-quired by the SCR, e.g. 330°C based on a sulphur con-tent in the fuel of max 3%. This control is activated incold ambient conditions only, when the thermal load islower than usual, with a suction air temperature down toa specified value. In case the ship is operating in evencolder conditions, this automatic function may not besufficient to maintain the exhaust gas temperature re-quired by the SCR, and the injection of urea is blocked.

If the installation is intended to operate at variablespeed, the picture is somewhat more complicated. Atlow load the charge air by-pass valve is open, causing adrop in the exhaust gas temperature. This drop cannotbe compensated by opening the waste-gate, becauseboth valves cannot be open at the same time. The issuehas to be evaluated on a project specific basis. If thetemperature drop is acceptable for the SCR, the enginewill be equipped with a by-pass arrangement. For lowload operation below, consideration could be given toincreasing the exhaust gas temperature margin, e.g. byreducing the capacity of the by-pass valve. The by-passvalve can be omitted, if a narrow operating field is ac-ceptable.



19.9. Dimensions and weights of engine parts

Turbocharger (3V92L1224)

Charge air cooler insert (3V92L1063)



Engine Dimensions Weight[kg]

C D E

6L46 1650 745 640 985

8L46 1650 955 640 1190

9L46 1650 955 640 1190

12V46 1330 787 615 610

16V46 1430 930 685 830

18V46 1430 930 685 830

Enginetype

Turbo-charger

A B C D E F G Turbo-charger*

Rotorblock

cartridge*

6L46 TPL 73 2188 1200 627 648 576 616 DN600 2275 546

8L46 TPL 77 2654 1417 746 768 684 732 DN700 3511 868

9L46 TPL 77 2654 1417 746 768 684 732 DN700 3511 868

12V46 TPL 73 2188 1200 627 648 576 616 DN600 2275 546

16V46 TPL 77 2654 1417 746 768 684 732 DN700 3511 868

18V46 TPL 77 2654 1417 746 768 684 732 DN700 3511 868

* Weights in kg

Major spare parts (4V92L0929a)



Item Weight [kg]

1. Piston 2072. Gudgeon pin 103.53. Connecting rod, upper part 278

Connecting rod, lower part 3604. Cylinder head 12005. Cylinder liner 1120




Item Weight [kg]

6. Injection pump 987. Valve 108. Injection valve 179. Starting air valve 2.410. Main bearing shell 1211. Main bearing screw 5912. Cylinder head screw 89




Item Weight [kg]

13. Split gear wheel 36014. Camshaft gear wheel 68415. Bigger intermediate gear wheel 68416. Smaller intermediate gear wheel 550

19.10.Engine room maintenance hatch

Engine room maintenance hatch, recommended minimum free opening for engine parts, charge air cooler

and turbocharger



Engine type TC minimum size, m

6L468L469L46

12V4616V4618V46

TPL 73TPL 77TPL 77TPL 73TPL 77TPL 77

1.4 x 1.41.6 x 1.61.6 x 1.61.4 x 1.41.6 x 1.61.6 x 1.6

20.Transport dimensions and weights

Rigidly mounted in-line engines (4V83D0212c)


20. Transport dimensions and weights

Engine type X[mm]

Y[mm]

H[mm]

Weights without flywheel [ton]

Engine Lifting device Transportcradle

Total weight

6L46 8290 1)

7815 2)

16501650

55105510

93.193.1

3.33.3

6.46.4

102.8102.8

8L46 10005 1)

9455 2)

18601860

55105510

119.0119.0

3.33.3

6.46.4

128.7128.7

9L46 11015 1)

10275 2)

18601860

56755675

133.5133.5

3.33.3

9.69.6

146.4146.4

1) Turbocharger at free end2) Turbocharger at flywheel end

Flexibly mounted in-line engines (4V83D0211c)



Engine type X[mm]

Y[mm]

H[mm]

Weights without flywheel [ton]

Engine Fixing rails Liftingdevice

Transportcradle

Totalweight

6L46 8290 1)

7815 2)

16501650

56505650

93.193.1

4.04.0

3.33.3

6.46.4

106.8106.8

8L46 10005 1)

9455 2)

18601860

56505650

119.0119.0

4.74.7

3.33.3

6.46.4

133.4133.4

9L46 11015 1)

10275 2)

18601860

58155815

133.5133.5

5.05.0

3.33.3

9.69.6

151.4151.4


Rigidly mounted V-engines (4V83D0248a)



Engine type X 1)[mm]

Y 2)

[mm]Weights without flywheel [ton]

Engine Lifting device Transport cradle Total weight

12V46 10330 10055 166.1 3.4 9.6 179.1

16V46 12530 12255 213.9 3.4 9.6 226.9

18V46 13630 13355 237.0 3.4 9.6 250.0


Flexibly mounted V-engines (4V83D0249a)



Engine type X 1)

[mm]Y 2)

[mm]Weights without flywheel [ton]

Engine Lifting device Transportcradle

Fixing rails Total weight

12V46 10330 10055 166.1 3.4 9.6 5.1 184.2

16V46 12530 12255 213.9 3.4 9.6 6.3 233.2

18V46 13630 13355 237.0 3.4 9.6 6.9 256.9


21.General Arrangement

General arrangement of a Wärtsilä 9L46 engine (1V58B1910e)

21. General Arrangement


(1V58B1910e)



(1V58B1910e)



Pipe connections X Y Z

Code Explanation DN or OD Direct.

101102103104

Fuel inletFuel outletLeak fuel drain, clean fuelLeak fuel drain, dirty fuel

3232

Ø28��

X-Z+X-Z+Y-Z+Y-Z+

+9325+9325+1210+1210

+870+1025+1300+1300

-170-170-85

-140

201202202203204224

Lubricating oil inletLubricating oil outlet, from oil sumpLubricating oil outlet, from oil sumpLube oil inlet, to engine driven pumpLube oil outlet, from engine driven pumpControl oil to lube oil press.cont. valve

125200200300200

Y+X+X-X+

Y+Z-Z+

+9410+375

+9175+9175+9530+350

0+295-295-510-31

+420

-1300-1287-1287-644-573+625

301302303304305

Starting air inletControl air inletDriving air to oil mist detectorControl air to seed governorControl air to thermostat valve

50Ø18Ø10Ø6Ø6

Y-Z+Y-Z+Z+Z+Y+

+525+525

+5310+800+500

+1057+1096+ 850+1250+ 750

-140-75

+200+2000+1700

401402404406411451452454

HT-water inletHT-water outletHT-water air ventWater from preheater to HT-circuitHT-water drainLT-water inletLT-water outletLT-water air vent

150150Ø3040

Ø48150150Ø22

X-Y+Z-Y-Z+X-Y+Z-

+9620+380

+1000+9520+9165+9620+690+750

+400-1505-139+500-455-400

-1505-1310

+220-195

+3104+850

+1175+220-195

+2180

501507

Exhaust gas outletCleaning water to turbine and compressor

700Ø50

X-Z+Z-

-332+1750

-315+1950

+3405-1200

607608

Condensate water from coolerCleaning water to cooler

Ø35Ø8

Z+Y+

+1315+500

-13250

-395+1400

701 Crankcase air vent Ø114 Z- - - -

General arrangement of a Wärtsilä 12V46 engine (1V58B2031c)



(1V58B2031c)



(1V58B2031c)



Pipe connections X Y Z

Code Explanation DN or OD Direct.

101102103A103B104A104B

Fuel inletFuel outletLeak fuel drain, clean fuelLeak fuel drain, clean fuelLeak fuel drain, dirty fuelLeak fuel drain, dirty fuel

3232

Ø28Ø28��

��

X-Z+X-Z+Y-Z+Y+Z+Y-Z+Y+Z+

+8655+8655+1245+1245+1245+1245

+940+1085+1295-1295+1200-1200

-260-260-210-210-260-260

201202A202A202B203204

Lubricating oil inletLubricating oil outlet, from oil sumpLubricating oil outlet, from oil sumpLubricating oil outlet, from oil sumpLubricating oil to engine driven pumpLubricating oil from engine driven pump

200250250250300200

X-X+X-X+Z+

Y-Z+

+8815+375

+8365+375

+8935+8755

0+350+350-350-585-105

-1325-1300-1300-1300-760-535

301302303305

Starting air inletControl air inletDriving air to oil mist detectorControl air to thermostat valve

50Ø18Ø10Ø6

Y-Z+Y-Z+Z+

Y+Z+

+525+525

+4510+1130

+1280+1255-1065+1380

-45-80

-135+1645

401402404A404B406411416A416B451452454A454B

HT-water inletHT-water outletHT-water air ventHT-water air ventWater from preheater to HT-circuitHT-water drainHT-water airvent from air coolerHT-water airvent from air coolerLT-water inletLT-water outletLT-water air ventLT-water air vent

200200Ø12Ø124040

Ø12Ø12200200Ø12Ø12

X-Y+Z+

Z-Z-X-X+Z-Z-X-

Y+Z+Z-Z-

+8910+9315+8060+8060+8990+220

+8155+8155+8910+8595+8115+8115

-420-1805+1245-1245+150

+1295-1295-420

-1805+1295-1295

+370-320

+3720+3720+945

+1060+3705+3705+370-320

+3700+3700

501A501B507

Exhaust gas outletExhaust gas outletCleaning water to turbine and compressor

600600Ø50

X-Z-X-Z-X-

+9215+9215

+10155

+815-815-430

+3490+3490+2340

607A607B

Condensate water from charge air receiverCondensate water from charge air receiver

Ø28Ø28

Z+Z+

+9260+9260

+640-640

+1080+1080

701A701B

Crankcase air ventCrankcase air vent

Ø114Ø114

Z-Z-

+8130+8130

+1255-1255

+3215+3215

22.Dimensional drawings

Wärtsilä 6L46, turbocharger at driving end (4V58B2076)

Scale 1:100

22. Dimensional drawings


Wärtsilä 6L46 engine, turbocharger at free end (1V58B2077)

Scale 1:100



Wärtsilä 8L46, turbocharger at driving end (4V58B2078)

Scale 1:100



Wärtsilä 8L46, turbocharger at free end (4V58B2046a)

Scale 1:100



Wärtsilä 9L46, turbocharger at driving end (4V58B2079a)

Scale 1:100



Wärtsilä 9L46, turbocharger at free end (4V58B2080a)

Scale 1:100



Wärtsilä 12V46, turbochargers at driving end (4V58B2020a)

Scale 1:100



Wärtsilä 12V46, turbochargers at free end (4V58B2019a)

Scale 1:100



Wärtsilä 16V46, turbochargers at driving end (4V58B2100)

Scale 1:100



Wärtsilä 16V46, turbochargers at free end (4V58B2099)

Scale 1:100



Wärtsilä 18V46, turbochargers at driving end (4V58B2082)

Scale 1:100



Wärtsilä 18V46, turbochargers at free end (4V58B2083)

Scale 1:100



23.List of symbols

23. List of symbols


Valve, general design

Non-return valve, general design

Automatic actuating valve

Spring loaded overflow valve

Remote-controlled valve

Three-way valve, general design

Self-actuated thermostatic valve

Solenoid valve

Pump, general design

Electrically driven pump

Compressor

Turbocharger

Filter or strainer

Automatic filter with by-pass filter

Heat exchanger

Separator

Air distributor

Throttle valve

Pressure peak damper

Thermometer

Temperature element, analogical

Temperature element, analogicalwith emergency or safety acting

Temperature switch, withemergency or safety acting

Quick-coupling

Orifice

Insulated and heated pipe

Insulated pipe

Flexible hose

Tank

Electrically driven compressor

Flow meter

Viscosimeter

Receiver

Water, oil and condensate separator,general design

Pressure gauge

Pressure transmitter, analogical

Pressure switch, with emergencyor safety acting

Level switch

Everything About Warstilla Engine

Documents

Transcript of Everything About Warstilla Engine