Documenti di Didattica
Documenti di Professioni
Documenti di Cultura
Wärtsilä Finland Oy
P.O.Box 252
65101 Vaasa, Finland
Tel. +358 10 709 0000
Fax. +358 6 356 7188
www.wartsila.com
Introduction
Introduction
This Project Guide provides you with the information required for the layout of marine propulsion plants
with 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 Oy
Marine
P.O. Box 252
FIN-65101 VAASA
Finland
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.
Table of Contents
1. General data and outputs . . . . . . . . . . . . . . . . . . . 1 14. Emission control options. . . . . . . . . . . . . . . . . . 117
1.1. Technical main data . . . . . . . . . . . . . . . . . . . . . . . . . 1 14.1. General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
1.2. Fuel characteristics . . . . . . . . . . . . . . . . . . . . . . . . . 1 14.2. Low NOx combustion . . . . . . . . . . . . . . . . . . . . . 117
1.3. Maximum continuous output . . . . . . . . . . . . . . . . . . 3 14.3. EIAPP Statement of compliance . . . . . . . . . . . . . 117
1.4. Reference conditions . . . . . . . . . . . . . . . . . . . . . . . . 3 14.4. Direct water injection . . . . . . . . . . . . . . . . . . . . . . 118
1.5. Principal dimensions and weights . . . . . . . . . . . . . . 4 14.5. SCR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118
1.6. Definitions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 14.6. Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120
2. Operation data . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 15. Control and monitoring system . . . . . . . . . . . . 121
2.1. Dimensioning of propellers . . . . . . . . . . . . . . . . . . . 7 15.1. Normal start and stop of the diesel engine . . . . . 121
2.2. Loading capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 15.2. Automatic and emergency stop; load reduction and
2.3. Operation at low air temperature . . . . . . . . . . . . . . 10 overspeed trip . . . . . . . . . . . . . . . . . . . . . . . . . . . 122
2.4. Restrictions for low load operation and idling . . . . 10 15.3. Speed control. . . . . . . . . . . . . . . . . . . . . . . . . . . . 122
2.5. Lubricating oil quality . . . . . . . . . . . . . . . . . . . . . . . 11 15.4. Speed measuring system. . . . . . . . . . . . . . . . . . . 125
2.6. Overhaul intervals and expected life times of engine 15.5. Cabinet for slow turning/start/stop . . . . . . . . . . . 125
components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 15.6. Monitoring system . . . . . . . . . . . . . . . . . . . . . . . . 126
15.7. Electrically driven pumps . . . . . . . . . . . . . . . . . . . 127
3. Technical data . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 15.8. Diesel electric propulsion. . . . . . . . . . . . . . . . . . . 129
3.1. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 15.9. Digital engine control system, optional . . . . . . . . 131
3.2. Technical data tables . . . . . . . . . . . . . . . . . . . . . . . 18
3.3. Exhaust gas and heat balance diagrams . . . . . . . . 25 16. Seating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132
3.4. Specific fuel oil consumption curves . . . . . . . . . . . 42 16.1. General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132
16.2. Rigid mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . 132
4. Description of the engine . . . . . . . . . . . . . . . . . . 43
16.3. Resilient mounting . . . . . . . . . . . . . . . . . . . . . . . . 140
5. Piping design, treatment and installation . . . . . 49
17. Dynamic characteristics . . . . . . . . . . . . . . . . . . 142
6. Fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 17.1. General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142
6.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 17.2. External forces and couples. . . . . . . . . . . . . . . . . 142
6.2. Internal fuel system . . . . . . . . . . . . . . . . . . . . . . . . 52 17.3. Torque variations . . . . . . . . . . . . . . . . . . . . . . . . . 143
6.3. External fuel system . . . . . . . . . . . . . . . . . . . . . . . . 52 17.4. Mass moments of inertia . . . . . . . . . . . . . . . . . . . 146
17.5. Structure borne noise. . . . . . . . . . . . . . . . . . . . . . 146
7. Lubricating oil system . . . . . . . . . . . . . . . . . . . . . 68 17.6. Air borne noise . . . . . . . . . . . . . . . . . . . . . . . . . . . 146
7.1. Internal lubricating oil system. . . . . . . . . . . . . . . . . 68
7.2. External lubricating oil system . . . . . . . . . . . . . . . . 68 18. Power transmission . . . . . . . . . . . . . . . . . . . . . . 147
18.1. Elastic coupling . . . . . . . . . . . . . . . . . . . . . . . . . . 147
8. Cooling water system . . . . . . . . . . . . . . . . . . . . . 79 18.2. Power-take-off from the free end. . . . . . . . . . . . . 147
8.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79 18.3. Torsional vibrations . . . . . . . . . . . . . . . . . . . . . . . 147
8.2. Internal cooling water system . . . . . . . . . . . . . . . . 79 18.4. Turning gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148
8.3. External cooling water system . . . . . . . . . . . . . . . . 82
19. Engine room design . . . . . . . . . . . . . . . . . . . . . . 149
9. Starting air system . . . . . . . . . . . . . . . . . . . . . . . . 96 19.1. Space requirements for overhaul. . . . . . . . . . . . . 149
9.1. Internal starting air system . . . . . . . . . . . . . . . . . . . . 96 19.2. Platforms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150
9.2. External starting air system . . . . . . . . . . . . . . . . . . 96 19.3. Crankshaft distances . . . . . . . . . . . . . . . . . . . . . . 154
19.4. Four-engine arrangements. . . . . . . . . . . . . . . . . . 155
10. Turbocharger and air cooler cleaning system. 102 19.5. Father-and-son arrangement . . . . . . . . . . . . . . . . 159
10.1. Turbocharger cleaning system . . . . . . . . . . . . . . . 102 19.6. Service areas and lifting arrangements . . . . . . . . 160
10.2. Charge air cooler cleaning system (optional) . . . . 106 19.7. Ship inclination angles . . . . . . . . . . . . . . . . . . . . . 175
19.8. Cold conditions . . . . . . . . . . . . . . . . . . . . . . . . . . 176
11. Engine room ventilation . . . . . . . . . . . . . . . . . . . 107
19.9. Dimensions and weights of engine parts . . . . . . . 178
12. Crankcase ventilation system . . . . . . . . . . . . . . 109 19.10. Engine room maintenance hatch . . . . . . . . . . . . . 182
13. Exhaust gas system . . . . . . . . . . . . . . . . . . . . . . 110 20. Transport dimensions and weights . . . . . . . . . 183
13.1. Design of the exhaust gas system . . . . . . . . . . . . 110 21. General Arrangement. . . . . . . . . . . . . . . . . . . . . 187
13.2. Silencer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110
13.3. Exhaust gas boiler . . . . . . . . . . . . . . . . . . . . . . . . 110 22. Dimensional drawings . . . . . . . . . . . . . . . . . . . . 193
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 differ
from it.
3)
Different limits specified for winter and summer qualities.
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 delivered
as bunkers may range from 840 to - in exceptional cases - above 900. Most bunkers remain in the max. 850 to 870
range 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 the
fuel 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 based
only 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 the
performance 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
Engine A* A B C D E E2 F G H I K M Weight
[ton]
6L46 7580 8290 3343 2878 650 1457 1230 6170 460 1446 1940 1625 1014 93
8L46 9488 10005 3604 3177 650 1457 1230 7810 460 1446 1940 1830 1282 119
9L46 10308 10825 3604 3270 650 1457 1230 8630 460 1446 1940 1830 1282 134
V-engines (3V58E0538)
Engine A* A B C D E F G H I K M Weight
[ton]
12V46 10258 10377 3662 4415 800 1502 7850 460 1800 2290 2208 1903 166
16V46 12345 12480 3986 5347 800 1502 10050 460 1800 2290 2674 1790 213
18V46 13445 13580 3986 5347 800 1502 11150 460 1800 2290 2674 1790 237
1.6. Definitions
In-line engine (2V58F0007a)
V-engine (1V58F0008)
2. Operation data
2.1. Dimensioning of propellers A-rating: operating field for CP-propeller, rated
speed 500 RPM (4V93L0519a)
CP-propeller
The controllable pitch propellers are normally designed
so that 85 - 100% of the maximum continuous engine
output at nominal speed is utilized when the ship is on
trial at specified speed and load. Shaft generators or
generators connected to the free end of the engine
should be considered when dimensioning propellers in
case continuous generator output is to be used at sea.
Overload protection and CP-propeller load control are
required in all installations. In installations where several
engines 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 combination
diagram should be on the right hand side of the load limit
curve. The shaded range is for temporary operation
only.
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. Remarks:
Restrictions for low load operation to be observed.
A-rating: operating field for CP-propeller, rated
speed 450 RPM (4V93L0518a) B-rating: operating field for CP-propeller, rated
speed 500 RPM (4V93L0520a)
Remarks: Remarks:
Restrictions for low load operation to be observed. Restrictions for low load operation to be observed.
C-rating: operating field for CP-propeller, rated A-rating: operating field for FP-propeller, rated
speed 500 RPM (4V93L0539a) speed 500 RPM (4V93L0491)
Remarks:
FP-propeller (with A and B-rating only)
*) engine output (shaft losses 3% to be noted)
The dimensioning of fixed propellers should be made
very thoroughly for every vessel as there are only limited Restrictions for low load operation to be observed.
possibilities to control the absorbed power. Factors A shaft brake should be used to enable fast manoeuv-
which influence on the design are: ring (crash-stop).
• The resistance of the ship increases with time. 6L46, 8L46, 9L46 and 12V46 and 16V46 type engines
are available for fixed pitch installations.
• The frictional resistance of the propeller blade in water
increases with time. B-rating: operating field for FP-propeller, rated
• Bollard pull, towing and acceleration requires higher speed 500 rpm (4V93L0757)
torque than free running.
• Propellers rotating in ice require higher torque.
The FP-propeller should normally be designed so that it
absorbs maximum 85% of the maximum continuous
output of the engine (shaft losses included) at nominal
speed when the ship is on trial, at specific speed and
load. 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 or
at towing speed. The absorbed power at free running
and 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 operating
range for FP-propeller installations as well as the recom-
mended design area. The min. speed will be decided
separately for each installation.
A clutch to be used, the slipping time to be calculated
case by case (normally 3 - 5 s).
Normal max. Loading in operating condition (HT-water and lube oil temperature at nominal level)
Emergency loading
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 • To ensure starting, the inlet air temperature should be
min. 5°C.
Compared to rules for auxiliary generator engines the re-
quired loading capacity of engines for diesel-electric ap- • For idling, the inlet air temperature should be min.
plications is more subject to project specific 5°C.
considerations. Depending on the installation, e.g. a • The lowest permissible inlet air temperature at high
two-step or three-step loading from 0 - 100% might not load is -5°C with a standard engine. For lower temper-
be justified and therefore not required by classification atures special provisions shall be made.
rules.
During prolonged low load operation in cold climate the
The loading performance is affected by the rotational in- two-stage charge air cooler is useful in heating the
ertia of the whole generating set, the speed governor ad- charge air by the HT-water. To prevent undercooling of
justment and behaviour, generator design, alternator the HT-water special provisions shall be made, e.g. by
excitation system, voltage regulator behaviour and designing the preheating arrangement to heat the run-
nominal output influence the values. ning engine.
Maximum allowed instant load step, when steady state For operation at high load in cold climate the capacity of
is reached, is 33% MCR. Steady state speed band is the wastegate arrangement is specified on a
when the envelope of speed variation does not exceed case-by-case basis.
±1%.
For further guidelines, see chapter 19.8.
Steady state means that the turbocharged speed or
charge air pressure has levelled out at the previous load
before the intended step load is applied. The transient 2.4. Restrictions for low load operation
speed (frequency) decrease is 10% of the rated speed and idling
(frequency) and the recovery time to steady state speed
at target load is 5 seconds when a max. allowed step The engine can be started, stopped and run on heavy
load of 33% is applied. fuel under all operating conditions. Continuous opera-
tion on heavy fuel is preferred instead of changing over
An instant unloading of the whole max. continuous load to diesel fuel at low load operation and manoeuvring.
cause a transient increase in speed of 10% and the re- The following recommendations apply to idling and low
covery time to no load steady state speed band is 5 sec- load operation:
onds.
Absolute idling (declutched main engine, unloaded gen-
Loading capacity and overload specifications are to be
erator):
developed in cooperation between the plant designer,
engine manufacturer and classification society at an • Max. 10 min. (recommended 3 - 5 min.), if the engine
early stage of the project. Features to be incorporated in is to be stopped after the idling.
the propulsion control and power management systems • Max. 6 hours, if the engine is to be loaded after the
are presented in a separate chapter. idling.
Operation at 5 - 20% load:
2.3. Operation at low air temperature • Max. 100 hours’ continuous operation. At intervals of
100 operating hours the engine must be loaded to
When planning specialized ships for cold conditions the min. 70% of the rated load.
following shall be considered:
Operation at higher than 20% load:
• No restrictions.
2.5. Lubricating oil quality If gas oil or marine diesel oil is used as fuel, a lubricating oil
with a BN of 10 - 22 is recommended. However, an ap-
Engine lubricating oil proved lubricating oil with a BN of 24 - 30 can also be used,
The system oil should be of viscosity class SAE 40 (ISO if the desired lower BN lubricating oil brand is not included
VG 150). in Table 1.
The alkalinity, BN, of the system oil should be 30 - 55 NB! Different oil brands not to be blended unless approved
mg/KOH/g in heavy fuel use; higher at higher sulphur by oil supplier and, during guarantee time, by engine man-
content of the fuel. It is recommended to use BN 40 lu- ufacturer.
bricants with category C fuels. The use of high BN (50 - Turbocharger lubricating oil
55) lubricants in heavy fuel installations is recom-
mended, if the use of BN 40 lubricants also causes short The lubricating oil system of the ABB TPL turbocharged is
oil change intervals. incorporated in the lubricating oil system of the engine.
Today’s modern trunk piston diesel engines are stress- Speed governor
ing the lubricating oils heavily due to a.o. low specific lu- For the speed governor both turbine and normal system oil
bricating oil consumption. Also ingress of residual fuel can be used.
combustion products into the lubricating oil can cause
deposit formation on the surface of certain engine com- Oil quantity in speed governor:
ponents resulting in severe operating problems. Due to Engine Litres (approx.)
this many lubricating oil suppliers have developed new
lubricating oil formulations with better fuel and lubricat- Wärtsilä L46 2
ing oil compatibility. Wärtsilä V46 7
The lubricating oils mentioned in Table 2 are represent-
ing a new detergent/dispersant additive chemistry and Engine turning device
have shown good performance in Wärtsilä engines. Refer to Table 4 for oil type.
These lubricating oils are recommended in the first Oil quantity in turning device:
place in order to reach full service intervals.
Wärtsilä 6L, 8L46 9 litres
The lubricating oils in Table 3, representing conventional
Wärtsilä 9L, 12V, 16V, 18V46 68 - 70 litres
additive technology, are also approved for use. How-
ever, with these lubricating oils, the service intervals will
most likely be shorter.
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
Table 2 - Approved system oils: lubricating oils with improved detergent/dispersant additive chemistry - fuel
category C, recommended in the first place
Supplier Brand name Viscosity BN Fuel category
Table 3 - Approved system oils: lubricating oils with conventional detergent/dispersant additive chemistry
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 to
reduced 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.)
3. Technical data
3.1. Introduction Ambient conditions
General The basic heat balance (in the table) is given in the
so-called ISO-conditions (25°C suction air and 25°C
This chapter gives the technical data (heat balance data, LT-water temperature). The heat balance is, however,
exhaust gas parameters, pump capacities etc.) needed affected by the ambient conditions. The effect of the
to design auxiliary systems. charge air suction temperature can be seen in the fig-
The technical data tables give separate exhaust gas and ures below.
heat balance data for variable speed engines “CPP” and The recommended LT-water system is based on main-
diesel-electric engines “D-E”. The reason for this is that taining a constant charge air temperature to minimise
these engines are built to different specifications. condensate. The external cooling water system will
Engines driving controllable-pitch propellers belong to maintain an engine inlet temperature close to 38°C. On
the category “CPP” whether or not they have shaft gen- part load, the LT-water thermostatic valve of the engine
erators (operated at constant speed). will by-pass a part of the LT-water to maintain the
The parameters of engines driving fixed-pitch propellers charge air temperature at a constant level. With this ar-
are as ”CPP”. However, all outputs stages and nominal rangement the heat balance in not affected by variations
speeds are not available for FPP-applications. in the LT-water temperature.
All technical data is valid for engines with ABB TPL type
turbochargers and miller timing.
1,15
HT-water
1,10
1,05 LT-water
C onv.&Rad.
1,00 Lube oil
0,70
- 10 0 10 20 30 40 50
Sucti on ai r temperature, degr.C
40
30
20
10
0
Degr.C
-10 0 10 20 30 40 50
-10
-20
-30
-40
-50
Sucti on ai r temperature , degr.C
There are separate load-dependent exhaust gas and Engine driven pumps
heat balance diagrams for variable speed engines oper-
The basic fuel consumption given in the technical data
ated at:
tables are without engine driven pumps.
• Constant speed. This is a typical operating mode of a The increase in fuel consumption in g/kWh is given in the
variable speed engine with a shaft generator. The fig- table below:
ures are somewhat different from a pure constant
speed engine.
• Variable speed. Propeller law operation is assumed. If
necessary, accurate figures when operating accord-
ing to a combination curve can be obtained by inter-
polation from these two diagrams.
Engine load, %
50 75 85 100
Constant speed Lube oil pump 4.0 3.0 2.5 2.0
HT- & LT-pump total 2.0 1.6 1.3 1.0
Propeller law Lube oil pump 2.0 2.0 2.0 2.0
HT- <-pump total 1.0 1.0 1.0 1.0
30
16V46
25 12V46
9L46
Exhaust gas massflow kg/s
8L46
20 6L46
15
10
0
40 50 60 70 80 90 100
Output, %
30
16V46
25 12V46
9L46
Exhaust gas massflow kg/s
8L46
20 6L46
15
10
0
40 50 60 70 80 90 100
Output, %
30
16V46
25 12V46
9L46
Exhaust gas massflow kg/s
8L46
20 6L46
15
10
0
40 50 60 70 80 90 100
Output, %
30
16V46
25 12V46
9L46
Exhaust gas massflow kg/s
8L46
20 6L46
15
10
0
40 50 60 70 80 90 100
Output, %
4500
4000 16V46
12V46
3500 9L46
8L46
Heat dissipation, kW
3000 6L46
2500
2000
1500
1000
500
0
40 50 60 70 80 90 100
Output, %
4000 16V46
12V46
3500 9L46
8L46
Heat dissipation, kW
3000 6L46
2500
2000
1500
1000
500
0
40 50 60 70 80 90 100
Output, %
3500
16V46
3000 12V46
9L46
2500 8L46
Heat dissipation, kW
6L46
2000
1500
1000
500
0
40 50 60 70 80 90 100
Output, %
3500
16V46
3000 12V46
9L46
2500 8L46
Heat dissipation, kW
6L46
2000
1500
1000
500
0
40 50 60 70 80 90 100
Output, %
18V4 6
30 16V4 6
12V4 6
9L46
Exhaust gas ma ssflow kg/s
25 8L46
6L46
20
15
10
0
40 50 60 70 80 90 100
Output, %
5000
4500 18V46
16V46
4000 12V46
9L46
3500 8L46
Heat dissipation, kW
6L46
3000
2500
2000
1500
1000
500
0
40 50 60 70 80 90 100
Output, %
4000
18V46
3500 16V46
12V46
3000 9L46
Heat dissipation, kW
8L46
2500 6L46
2000
1500
1000
500
0
40 50 60 70 80 90 100
Output, %
30
16V46
25 12V46
9L46
Exhaust gas massflow kg/s
8L46
20 6L46
15
10
0
40 50 60 70 80 90 100
Output, %
30
16V46
25 12V46
9L46
Exhaust gas massflow kg/s
8L46
20 6L46
15
10
0
40 50 60 70 80 90 100
Output, %
5500
5000 16V46
12V46
4500
9L46
4000 8L46
Heat dissipation, kW
6L46
3500
3000
2500
2000
1500
1000
500
0
40 50 60 70 80 90 100
Output, %
5500
5000 16V46
4500 12V46
9L46
4000 8L46
Heat dissipation, kW
3500 6L46
3000
2500
2000
1500
1000
500
0
40 50 60 70 80 90 100
Output, %
3500
16V46
3000 12V46
9L46
2500 8L46
Heat dissipation, kW
6L46
2000
1500
1000
500
0
40 50 60 70 80 90 100
Output, %
3500
16V46
3000 12V46
9L46
2500 8L46
Heat dissipation, kW
6L46
2000
1500
1000
500
0
40 50 60 70 80 90 100
Output, %
25 9L46
8L46
20 6L46
15
10
0
40 50 60 70 80 90 100
Output, %
6000
5500 18V46
16V46
5000
12V46
4500 9L46
Heat dissipation, kW
8L46
4000
6L46
3500
3000
2500
2000
1500
1000
500
0
40 50 60 70 80 90 100
Output, %
4000
18V46
3500 16V46
12V46
3000 9L46
Heat dissipation, kW
8L46
2500 6L46
2000
1500
1000
500
0
40 50 60 70 80 90 100
Output, %
35
16V46
30 12V46
9L46
Exhaust gas massflow kg/s
25 8L46
6L46
20
15
10
0
40 50 60 70 80 90 100
Output, %
35
16V46
30 12V46
9L46
Exhaust gas massflow kg/s
25 8L46
6L46
20
15
10
0
40 50 60 70 80 90 100
Output, %
6000
5500 16V46
5000 12V46
9L46
4500 8L46
H eat dissipation, kW
4000 6L46
3500
3000
2500
2000
1500
1000
500
0
40 50 60 70 80 90 100
Output, %
4000 6L46
3500
3000
2500
2000
1500
1000
500
0
40 50 60 70 80 90 100
Output, %
4000
3500 16V46
12V46
9L46
3000 8L46
6L46
Heat dissipati on, kW
2500
2000
1500
1000
500
0
40 50 60 70 80 90 100
Output, %
4000
3500 16V46
12V46
9L46
3000 8L46
6L46
Heat dissipati on, kW
2500
2000
1500
1000
500
0
40 50 60 70 80 90 100
Output, %
40
18V46
35 16V46
12V46
30 9L46
Exhaust gas massflow kg/s
8L46
25 6L46
20
15
10
0
40 50 60 70 80 90 100
Output, %
6500
6000 18V46
5500 16V46
12V46
5000 9L46
Heat dissipation, kW
4500 8L46
4000 6L46
3500
3000
2500
2000
1500
1000
500
0
40 50 60 70 80 90 100
Output, %
3000
6L46
2500
2000
1500
1000
500
0
40 50 60 70 80 90 100
Output, %
380
330
280
40 50 60 70 80 90 100
Output (%)
450
370
350
330
310
290
40 50 60 70 80 90 100
Output(%)
450
430 A-RATING
B-RATING
410 C-RATING
390
degr. C
370
350
330
310
290
40 50 60 70 80 90 100
Output (%)
450
430 A-RATING
B-RATING
410 C-RATING
390
degr. C
370
350
330
310
290
40 50 60 70 80 90 100
Output (%)
+ SFOC [g/kWh]
30
25
20
15
10
0 OUTPUT [%]
(PG46-3v)
20 30 40 50 60 70 80 90 100
On variable speed engines a by-pass valve is installed to The injection pump is completely sealed off from the
operate the turbocharged at the optimum point at high camshaft compartment and provided with a separate
load and still have enough safety margin against surging drain for leakage oil.
at part load. The by-pass arrangement features a pipe
with an on/off butterfly valve conducting a part of the Lubricating oil system
charge air directly to the exhaust gas manifold (without As standard the engine mounted system consists of the
passing through the engine) to boost the speed of the by-pass centrifugal filter, and starting-up/running-in fil-
turbocharged at part load. ters.
The turbocharged of the in-line engine is installed trans- All the other equipment belongs to the external lubricat-
versely in either end of the engine. Vertical, inclined and ing oil system. The oil sump is of dry sump type.
horizontal exhaust gas outlets are available. An engine driven lubricating oil pump, located in the free
The turbochargers of the V-engines are installed trans- end of the engine, is available as option.
versely to minimise the required height above the engine
by permitting a horizontal, longitudinal exhaust gas out- Exhaust pipes
let. The turbochargers can be located in either end of the The exhaust pipes are made of a special nodular cast
engine. iron. The connections to the cylinder head are of the
clamp ring type. The complete exhaust gas system is
Cooling system enclosed in an insulating box consisting of easily remov-
The fresh water cooling system is divided into high tem- able panels fitted to a resiliently mounted frame.
perature (HT) and low temperature (LT) cooling system.
Direct water injection (DWI), optional
The HT-water cools cylinders, cylinder heads and the
1st stage of the charge air cooler. 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-
The LT-water cools the 2nd stage of the charge air
jector. The injector is equipped with a dual nozzle with
cooler, plus the lubricating oil in an external cooler.
separate needles for water and fuel. Excessive water is
Engine driven HT and LT pumps, located in the free end taken back to an external tank.
of the engine, are available as options.
An engine with DWI equipment can be operated with or
Fuel system without the DWI system in operation.
The fuel system piping and injection equipment are lo-
cated in a hot-box, a proven reliability feature necessary
for heavy fuel operation and providing for maximum
safety when using preheated fuels.
* The velocities given in the above table are guidance figures only. National standards can also be applied.
Trace heating • A design pressure of not less than 5.0 bar has to be
selected.
The following pipes shall be equipped with trace heating
(steam, thermal oil or electrical). It shall be possible to • The nearest pipe class to be selected is PN6.
shut off the trace heating. • Piping test pressure is normally 1.5 x the design pres-
• All heavy fuel pipes. sure = 7.5 bar.
• All leak fuel and filter flushing pipes carrying heavy Standard pressure classes are PN4, PN6, PN10, PN16,
fuel. PN25, PN40, etc.
Steam > 16 or > 300 < 16 and < 300 <7 and < 170
Fuel oil > 16 or > 150 < 16 and < 150 <7 and < 60
Other media > 40 or > 300 < 40 and < 300 < 16 and < 200
A Washing with alkaline solution in hot water at • Bolts are to be tightened crosswise in several stages
80°C for decreasing (only if pipes have been • Flexibles must not be painted
greased) • Rubber bellows must be kept clean from oil and fuel
B Removal of rust and scale with steel brush (not • The piping must be rigidly supported close to the flex-
required for seamless precision tubes) ible bellows.
C Purging with compressed air
Flexible hoses (4V60B0100)
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, rinsed
with 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 of
trisodiophosphate per litre of water for 20 minutes at
40...50°C, rinsed with hot water and blown dry with
compressed air.
Flushing
The recommended flushing procedures are described
under the relevant chapters concerning the fuel oil sys-
tem and the lubricating oil system. Provisions to be
made to ensure that necessary temporary bypasses can
be arranged and that flushing hoses, filters and pumps
will be available when required.
6. Fuel system
6.1. General The design of the external fuel system may vary from
ship to ship, but every system should provide well
The Wärtsilä 46 engine is designed for continuous heavy cleaned fuel with the correct temperature and pressure
fuel operation. It is, however, possible to operate the en- to each engine. When using heavy fuel it is most impor-
gine on diesel fuel without making any alterations. tant that the fuel is properly cleaned from solid particles
The engine can be started and stopped on heavy fuel and water. In addition to the harm poorly centrifuged
provided that the engine and the fuel system are pre- fuel will do to the engine, a high content of water may
heated to operating temperature. cause big problems for the heavy fuel feed system. For
If the engine is specified to operate only on diesel fuel, the feed system, well-proven components should be
the exhaust valve specification is different. used.
The fuel treatment system should comprise at least one
6.2. Internal fuel system settling tank and two (or several) separators to supply
the engine(s) with sufficiently clean fuel. When operating
The system is designed for heavy fuel operation. It com- on heavy fuel the dimensioning of the separators is of
prises the following equipment, built on the engine: greatest importance and therefore the recommenda-
• heavy fuel injection pumps tions for the design of the separators should be closely
followed.
• injection valves
In multi-engine installations, the following main princi-
• pressure control valve in the outlet pipe ples should be followed when dimensioning the fuel
All engines are furnished with injection pumps, the leak system:
fuel oil of which is drained to atmospheric pressure (the
• Recommended maximum number of engines con-
clean leak fuel system). Leaking fuel from high pressure
nected in parallel to the same fuel feed system is two.
pipes is drained via an alarm device. The clean leak fuel
can be recontacted to the system without treatment. • A separate fuel feed circuit is recommended for each
Concerning quantity of leak fuel, see Technical Data. propeller shaft (two-engine installations); in four- en-
Other possible leak fuel (the “dirty” leak fuel system) is gine installations so that one engine from each shaft is
drained separately. fed from the same circuit.
• Main and auxiliary engines are recommended to be
connected to separate circuits.
6.3. External fuel system
When designing the piping diagram, the procedure to
6.3.1. General flush the fuel system with service air should be clarified
and presented in the diagram.
In ships intended for operation on heavy fuel, heating Remarks:
coils must be installed in the bunker tanks, so that it is
When dimensioning the pipes of the fuel oil system
possible to maintain a temperature of 40 - 50°C (or even
common known rules for recommended fluid velocities
higher temperature, depending on the pour point and
must be followed.
viscosity of the heavy fuel used).
The fuel oil pipe connections on the engine are smaller
Normally the heating coils are dimensioned on basis of
than the pipe diameter on the installation side.
the heat transfer required for raising the temperature of
the tank to the above temperature in a certain time, e.g. Local gauges
1°C/h, as well as on the heat losses when maintaining
the tank at that temperature. Local thermometers should be installed wherever a new
temperature occurs, i.e. before and after each heat
All tanks, from, which heavy fuel is pumped, are to be
exchanger etc.
kept 5 - 10°C above the pour point. Max. allowed pour
point for BSMA-M9 is +30°C. Pressure gauges should be installed on the suction and
discharge side of each pump.
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 in parallel to the nearest viscosity/temperature line in the
(B) or 80 cSt at 80°C (C) must be preheated to 115 - diagram.
130°C (D-E) before the fuel injection pumps, to 98°C (F) Example: Known viscosity 60 cSt at 50°C (K). The fol-
at the centrifuge and to minimum 40°C (G) in the storage lowing can be read along the dotted line: viscosity at
tanks. The fuel oil may not e pumpable below 36°C (H). 80°C = 20 cSt, temperature at fuel injection pumps 74 -
To obtain temperatures for intermediate viscosities, 87°C, centrifuging temperature 86°C, minimum storage
draw a line from the known viscosity/temperature point tank temperature 28°C.
For MDO (max. viscosity 11 cSt at 50°C) a flow rate of HFO separating system (3V69E2859)
80% and a preheating temperature of 45°C are recom-
mended. The flow rates recommended for the separator
for the grade of fuel in use are not to be exceeded. The
lower the flow rate, the better the efficiency.
Sludge tank
The sludge tank should be placed below the separators
as close as possible. The sludge pipe should be continu-
ously falling without any horizontal parts.
Day tank, heavy fuel
See Fuel Feed system.
System components
10 Settling tank
11 Suction filter
12 Feed pump
13 Heater
14 Separator
15 Transfer pump
16 Bunker tank
17 Overflow tank
18 Sludge tank
19 Day tank
6.3.3. Fuel feed system, heavy fuel oil (HFO) black-out, the day tank should be placed min. 15 m
above the engine crankshaft centre line.
General
Suction strainer, HFO system
A pressurized fuel feed system is to be installed in HFO
installations. The over pressure in the system prevents A suction strainer with a fineness of 0.5 mm should be
the formation of gas and vapour in the return lines from installed for protecting the feed pumps. The strainer
the engines. should be equipped with heating jacket. The strainer
For marine diesel oil (MDO) a system with an open may be either of duplex type with change-over valves or
de-aeration tank may be installed, if the tanks can be lo- two simplex strainers in parallel. The design should be
cated high enough to prevent cavitation in the fuel feed such that air suction is prevented.
pump. Feed pump, HFO system
The heavy fuel pipes shall be properly insulated and
The feed pump maintains the pressure in the fuel feed
equipped with trace heating. It has to be possible to
system. It is recommended to use a high temperature
shut- off the heating of the pipes when running with
resistant screw pump as feed pump.
MDO (the tracing pipes to be grouped together accord-
ing to their use). Any provision to change the type of fuel Design data:
during operation should be designed to obtain a smooth Capacity to cover the total consumption of the engines
change in fuel temperature and viscosity. When chang- and the flush quantity of a possible automatic filter
ing from HFO to MDO or gas oil the viscosity at the en- Operating pressure head 6 bar
gine should be above 2.8 cSt, and not drop below 2.0
Design pressure 16 bar
cSt even during short transient conditions. In certain ap-
plications a cooler may be necessary. Design temperature 100°C
A connection for compressed service air should be ar- Viscosity (for dimensioning
ranged before the safety filter, together with a drain line the electric motor) 1000 cSt
from the return line to the clean fuel leakage or overflow Pressure control valve of the fuel feed pump, HFO
tank, to enhance maintenance and work on the fuel system
pumps by blowing out the fuel before starting the work,
thus avoiding spilling fuel into the hot-box. The pressure control valve maintains the pressure in the
de-aeration tank directing the surplus flow to the HFO
As per Solas rules 1 July 1997, two day tanks have to be
day tank.
installed.
Set point 3 - 5 bar
Day tank, heavy fuel
Automatically cleaned fine filter, HFO system
The heavy fuel day tank should normally be
dimensioned to ensure fuel supply for about 24 operat- The use of automatically back-flushing filters is recom-
ing hours when filled to maximum. The design of the mended, normally as a duplex filter with an insert filter as
tank should be such that water and dirt particles do not the stand-by half. For back-flushing filters the pump ca-
collect in the suction pipe. The tank has to be provided pacity should be sufficient to prevent pressure drop dur-
with a heating coil and should be well insulated. Maxi- ing the flushing operation.
mum recommended viscosity in the day tank is 140 cSt. Design data:
Due to the risk of vax formation, fuels with a lower vis- Fuel viscosity acc. to specification
cosity than 50 cSt/50°C must be kept at higher tempera- Design temperature 100°C
tures than what the viscosity would require.
Preheating from 180 cSt/50°C
Fuel viscosity Minimum day tank Flow see Technical Data
(cSt at 50°C) temperature (°C)
Design pressure 16 bar
730 80 Fineness:
380 70 – back-flushing filter 90% separation above
180 55 20 mm (mesh size
max. 35 mm)
The tank and pumps should be placed so that a positive – insert filter 60% separation
static pressure of 0.3 - 0.5 bar is obtained on the suction above 15 mm
side of the pumps. with one through-flow
Day tank, diesel fuel Maximum permitted
pressure drop for normal
The diesel fuel day tank should normally be filters at 14 cSt:
dimensioned to ensure fuel supply for 12 - 24 operating – clean filter 0.2 bar
hours when filled to maximum. – alarm 0.8 bar
In installations when the stand-by engines are to be fed The automatic filter is recommended be placed be-
from the diesel fuel tank at start in case of occasional tween the feeder pumps and the de-aeration tank to
avoid clogging of the filter mesh due to cracking of the To compensate for heat losses due to radiation a certain
fuel. allowance should be added, e.g. 10% + 5 kW.
Fuel consumption meter, HFO system The heaters to be provided with safety valves with es-
cape pipes to a leakage tank (so that the possible leak-
If a fuel consumption metre is required, it should be fit- age can be seen).
ted between the fuel feed pumps and the de-aeration
tank together with a by-pass line. If the metre is provided Viscosimeter, HFO system
with a prefilter, it is recommendable to install an alarm For the control of the heater(s) a viscosimeter has to be
for high pressure difference across the filter. installed. A thermostatic control shall also be fitted, to
De-aeration tank, HFO system be used as safety when the viscosimeter is out of order.
The viscosimeter should be of a design which stands
The volume of the de-aeration tank should be about 60 - the pressure peaks caused by the injection pumps of
150 l. It shall be equipped with a vent valve and a low the diesel engine.
level alarm. It shall also be insulated and equipped with a
Design data:
heating coil. The vent pipe should, if possible, be led
downwards, e.g. to the overflow tank. Viscosity range
(at injection pumps) 10 - 24 cSt
Circulating pump, HFO system Design temperature 180°C
The purpose of this pump is to circulate the fuel in the Design pressure 40 bar
system and maintain the correct pressure at the engine.
Design data: Fuel oil safety filter, HFO system
Capacity about 3.0 - 3.5 times the The fuel oil safety filter is a full flow duplex type filter with
max. fuel consumption steelnet. This filter must be installed as near the engine
plus the capacity requi- as possible. The filter should be equipped with heating
red for flushing of the jacket.
automatic filter Design data:
Operating pressure head 10 bar Fuel viscosity acc. to specification
Design pressure 16 bar Design temperature 150°C
Operating temperature 150°C Flow see Tech Data
Viscosity (for dimensioning Design pressure 16 bar
the electric motor) 500 cSt Fineness 90% separation
above 20 mm
Heater, HFO system
(mesh size max. 35 mm)
The heater(s) is normally dimensioned to maintain an in-
Maximum permitted pressure
jection viscosity of 14 cSt (for fuels having a viscosity
drops at 14 cSt:
higher than 380 cSt/50°C the temperature at the engine
– clean filter 0.2 bar
inlet should not exceed 135°C) at the maximum fuel
– alarm 0.8 bar
consumption and a given day tank temperature.
The day tank temperature depends on the separating Leak fuel tank, clean fuel, HFO system
temperature, tank heating arrangements and heat Clean leak fuel draining from the injection pumps can, if
losses of the separator piping and the tank itself. It may desired, be re-used without repeated treatment. The
also be prudent to include a certain temperature drop of fuel should then be drained to a separate leak fuel tank
the day tank, if the separation is interrupted in port, in or- and, from there, be pumped to the day tank. Alterna-
der to have sufficient heater capacity for a departure be- tively, the clean leak fuel tank can be drained to another
fore the day tank temperature has reached its normal tank for clean fuel, e.g. the bunker tank, the overflow
level. tank etc. The pipes from the engine to the drain tank
Each heater should be dimensioned according to the should be arranged continuously sloping and should be
above mentioned criterion, with another heater of equal provided with heating and insulation.
size as stand-by.
Leak fuel tank, dirty fuel, HFO system
To avoid cracking of the fuel the surface temperature in
the heater must not be too high. The surface power of Normally no fuel is leaking out of the dirty system during
electric heaters should not be higher than about operation. Fuel, lubricating oil, water or sludge is
1 W/cm². The output of the heater shall normally be con- drained only in case of a possible leakage.
trolled by a viscosimeter. As a reserve a thermostatic The pipes to the sludge tank should, if possible, be
control may be fitted. drawn along the pipes for clean fuel in order to achieve
The set point of the viscosimeter shall be somewhat heating, and be insulated.
lower than the required viscosity at the injection pumps
to compensate for heat losses in the pipes.
Pre-pressure control valve (19) 4 bar Measured at the pressure side of the feed
pump
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 feed
pump
Overflow valve (if installed) (16) 9 bar Measured at the local control panel
6.3.4. Fuel feed system, marine diesel oil (MDO) De-aeration tank, MDO system
Day tank, diesel fuel The volume of the de-aeration tank should be about
60-150 l.
The diesel fuel day tank should normally be
If a fuel consumption metre is not required, the easiest
dimensioned to ensure fuel supply for 12 - 24 operating
solution is to conduct the return line directly to the day
hours when filled to maximum.
tank, avoiding the need to install a de-aeration tank.
In installations when the stand-by engines are to be fed
from the diesel fuel tank at start in case of occasional Automatically cleaned fine filter, MDO system
black-out, the day tank should be placed min. 15 m The use of automatically back-flushing filters is recom-
above the engine crankshaft centre line. mended, normally as a duplex filter with an insert filter as
Suction strainer, MDO system the stand-by half. For back-flushing filters the circulat-
ing pump capacity should be sufficient to prevent pres-
As in heavy fuel system, without heating coils. sure drop during the flushing operation.
Feed pump, MDO system Design data:
Feed pumps are not needed if there is enough gravity. Fuel viscosity acc. to specification
Design temperature 50°C
Circulating pump, MDO system
Flow see Technical Data
The purpose of the pump is to circulate the fuel in the
system and maintain the correct pressure at the engine. Design pressure 16 bar
Design data: Fineness
– back-flushing filter: 90% separation above
Capacity about 3.0 - 3.5 times the 20 mm (mesh size
max. fuel consumption max. 35 mm)
plus the capacity – insert filter: 60% separation
required for flushing of above 15 mm
the automatic filter with one through-flow
Operating pressure head 10 bar Maximum permitted pressure drop
Design pressure 16 bar for normal filters at 14 cSt:
Design temperature 50°C – clean filter 0.2 bar
Viscosity (for dimensioning – alarm 0.8 bar
the electric motor) 90 cSt Fuel oil safety filter, MDO system
Pressure control valve of the fuel feed pump The fuel oil safety filter is a full flow duplex type filter with
MDO system steelnet. This filter must be installed as near the engine
as possible.
See heavy fuel system.
Design data:
Fuel consumption meter, MDO system
Fuel viscosity acc. to specification
If a fuel consumption metre is required, it should be fit- Design temperature 50°C
ted before the mixing tank. If the metre is provided with a
Flow see Tech Data
prefilter, it is recommendable to install an alarm for high
pressure difference across the filter. Design pressure 16 bar
The common resistance of the flow metre and the Fineness 90% separation
prefilter must not be higher than the static height differ- above 20 mm
ence. (mesh size max. 35 mm)
Maximum permitted pressure
drops at 14 cSt:
– clean filter 0.2 bar
– alarm 0.8 bar
Leak fuel tanks, MDO system
See heavy fuel system.
Fuel feed unit, diesel fuel When installing the unit only power supply, group
alarms and fuel and air pipes have to be connected.
If required, a completely assembled fuel feed unit can be
supplied as an option. Fuel oil cooler, MDO system
This unit comprises normally the following equipment: The minimum viscosity of the fuel supplied to the engine
• two suction strainers is 2.8 cSt. To prevent the viscosity from dropping below
• two circulation pumps of the screw type, equipped this value a cooler may be necessary, especially when
with built-on safety valves and electric motors running on Marine Gas Oil (MGO). The temperature of
the day tank should be estimated at the design stage. It
• one pressure control/overflow valve should also be taken into consideration that heat is
• one mixing tank transferred from the engine to the return fuel; 4 kW/cyl at
• one automatic back-flushing filter with by-pass filter full load and 0.5 kW/cyl at zero load.
• control cabinets with starters for pumps and auto- The light fuel oil system should be designed to avoid a
matic filter higher temperature than 45...50°C.
• one alarm panel
The above equipment is built on a steel frame, which can
be welded or bolted to its foundation in the ship.
* Elastic hoses are used on all engines (also rigidly mounted) to reduce pressure peaks.
Each engine should have a separate lubricating oil sys- Lubricating oil pump
tem of its own. Engines operating on heavy fuel should The lubricating oil pump is normally of screw type and
have continuous centrifuging of the lubricating oil. should be provided with an overflow valve.
When designing the piping diagram, the procedure to Design data:
flush the system should be clarified and presented in the Capacity see Technical data
diagram.
Operating pressure, max. 8 bar
System oil tank Operating temperature, max. 100°C
The engine dry sump has two drain outlets at each end. Lubricating oil viscosity SAE 40
At least one outlet in each end should be used. Totally at
least three outlets should be used on the 8L, 9L, 16V and Prelubricating pump
18V46 engines. If the engine is installed inclined, two The prelubricating pump is a separately installed electri-
outlets should be used in the lower end, which typically cally driven screw pump, equipped with a safety valve.
is the driving end. When a mechanically driven oil pump The pumps is used for:
is specified, the outlet closest to the pump (in the free 1. Filling of the diesel engine lubricating oil system
end) may be unpractical to use due to space consider- and getting some pressure before starting and
ations. preheating of the engine, when there is an engine
The pipe connection between the sump and the system driven pump.
oil tank should be arranged flexible enough to prevent 2. Providing additional capacity to the engine driven
damages due to thermal expansion. The drain pipe from lubricating oil pump in certain installations where
the oil sump to the system oil tank shall end below the the diesel engine speed drops below a certain
min. oil level and shall not be led to the same place as the value. In these cases, the discharge head of the
suction pipe. pump should be selected accordingly, and the
The end of the suction pipe should be trumpet-shaped pump should start and stop automatically on
or conical in order to reduce the pressure loss. For the signals from the speed measuring system.
same reason the suction pipe shall be as short and
(1.2...1.5) ·P ·m
V(l/h) =
23
Pipe connections
Internal connections
201 Lube oil inlet (to manifold)
202A Lube oil outlet (from oil sump), A-side X Crankcase breather drain
202B Lube oil outlet (from oil sump), B-side Y Lube oil to intermediate gear wheels
203 Lube oil to engine driven pump Z Lube oil to valve gear, camshaft, injection
204 Lube oil from engine driven pump pumps etc.
701 Crankcase air vent
Pipe connections
201 Lube oil inlet (to manifold)
Internal connections
202A Lube oil outlet (from oil sump), A-side
202B Lube oil outlet (from oil sump), B-side XA Crankcase breather drain, A-bank
203 Lube oil to engine driven pump XB Crankcase breather drain, B-bank
204 Lube oil from engine driven pump Y Lube oil to intermediate gear wheels
701A Crankcase air vent, A-bank ZA Lube oil to valve gear, camshaft, injection
pumps etc, A-bank
701B Crankcase air vent, B-bank
ZB Lube oil to valve gear, camshaft, injection
pumps etc, B-bank
Main engine external lubricating oil system, engine driven pumps (3V69E8163)
In-line engines
Engine Dimensions, C
6L46 1105
8L46 1455
9L46 1455
V-engines
Engine Dimensions, C
12V46 1435
16V46 1735
18V46 2035
Electric motor kW 48 48 57 75 90 90
Electric motor kW 8 12 12 16 19 19
Electric motor kW 9 10 10 13 18 18
Circulating pumps Engine driven pumps, located at the free end of the en-
gine, are available as options.
The LT- and HT-cooling water circuit pumps are nor-
mally separately installed electrically driven pumps and The pump curves of built-on engines are shown in the
normally of centrifugal type. diagrams below.
Pump curves
L46, HT and LT - pumps 500 rpm (based on 4V19L0332)
45
40
35
Delivery head, m
30
25 9L46 (Ø220)
8L46 (Ø210)
20 6L46 (Ø200)
15
10
0
0 50 100 150 200 250 300
Flow, m3/h
45
40
35
Delivery head, m
30
25 9L46 (Ø220)
8L46 (Ø210)
20 6L46 (Ø200)
15
10
0
0 50 100 150 200 250 300
Flow, m3/h
40
35
30
Delivery head, m
25
18V46 (Ø232)
20 16V46 (Ø225)
12V46 (Ø220)
15
10
0
0 50 100 150 200 250 300 350 400 450 500 550
Flow, m3/h
40
35
30
Delivery head, m
25
18V46 (Ø232)
20 16V46 (Ø225)
12V46 (Ø220)
15
10
0
0 50 100 150 200 250 300 350 400 450 500 550
Flow, m3/h
Thermostatic valve, LT-circuit same V-engine. Venting of several engines should never
be combined.
The thermostatic valve of the LT-circuit is installed to
control the charge air temperature. Permanent venting pipes to be installed to the expan-
sion tank from all high points of the piping system,
This arrangement minimises the amount of condensate
where air and gases can accumulate.
in the charge air.
The balance pipe down from the expansion tank should
Thermostatic valve, HT-circuit have a cross-section area at least four times as big as
Normally the outlet temperature of HT-water from the the combined cross-section area of the venting pipes.
engine is controlled. Each engine must have own tem-
Preheating pump
perature control valve.
Engines require preheating of the HT-cooling water.
The water temperature after leaving the charge air
cooler is approximately 91°C at full load. The set point of Design data of the pump:
the HT-thermostatic valve after the engine is 91°C. Capacity 1.6 m³/h x cyl.
Expansion tank Pressure about 0.8 bar
Number of A B C H T Weight
cylinders (kg)
6 1910 720 1135 55 450 1350
Counter flanges DIN 2633 or DIN 2576 NP16 included. Pump capacity Heater capacity Type
Connections [m³/h] [kW]
A DN50 HT-water inlet
10 72 10-72S
B DN50 HT-water outlet
13 72 13-72S
C DN25 Steam inlet
13 108 13-108S
D DN25 Condensate outlet
Type A B B1 C ØD E H K L M N SA SB Z
KVES/TP 36 250 560 175 1465 290 760 400 525 360 370 1210 800 500 900
KVES/TP 45 275 615 200 1460 350 810 450 550 385 375 1205 850 550 720
KVES/TP 54 275 615 200 1460 350 810 450 550 385 380 1190 850 550 900
KVES/TP 60 300 665 225 1455 400 910 500 575 410 400 1185 950 600 720
KVES/TP 72 300 665 225 1455 400 910 500 575 410 400 1185 950 600 900
KVES/TP 81 300 665 225 1455 400 910 500 575 410 400 1185 950 600 900
KVES/TP 108 325 715 250 1445 450 960 550 630 440 400 1175 1000 650 900
KVES/TP 135 325 715 250 1645 450 960 550 630 440 400 1375 1000 650 1100
KVES/TP 147 350 765 275 1640 500 1060 600 680 490 400 1370 1100 700 1100
KVES/TP 169 350 765 275 1640 500 1060 600 680 490 400 1370 1100 700 1100
KVES/TP203 375 940 300 1710 550 1160 750 765 520 420 1440 1200 850 1100
KVES/TP 214 375 940 300 1710 550 1160 750 765 520 420 1440 1200 850 1100
KVES/TP 247 400 990 325 1715 600 1210 800 790 545 435 1435 1250 900 1100
KVES/TP 270 400 990 325 1715 600 1210 800 790 545 435 1435 1250 900 1100
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
Number of cylinders 6 8 9 12 16 18
Single screw vessel with 1 engine Receiver m³ 2 x 1.0 2 x 1.0 2 x 1.0 2 x 1.0 2 x 1.5 2 x 1.5
Number of starts: 6 Compressor m³/h 2 x 30 2 x 30 2 x 30 2 x 30 2 x 45 2 x 45
Single screw vessel with 2 engines Receiver m³ 2 x 1.0 2 x 1.0 2 x 1.0 2 x 1.0 2 x 1.5 2 x 1.5
Number of starts: 6 (1), (2) Compressor m³/h 2 x 30 2 x 30 2 x 30 2 x 30 2 x 45 2 x 45
Twin screw vessel with 1 engine/shaft Receiver m³ 2 x 1.5 2 x 1.5 2 x 2.0 2 x 2.0 2 x 2.5 2 x 3.0
Number of starts: 12 (1) Compressor m³/h 2 x 45 2 x 45 2 x 60 2 x 60 2 x 75 2 x 90
Twin screw vessel with 2 engines/shaft Receiver m³ 2 x 1.5 2 x 1.5 2 x 2.0 2 x 2.0 2 x 2.5 2 x 3.0
Number of starts: 12 (1), (2) Compressor m³/h 2 x 45 2 x 45 2 x 60 2 x 60 2 x 75 2 x 90
Recommended size for the main starting air pipe in the installation
6L DN 65 Recommended pressure losses in the piping between
8L, 9L DN 80 the starting air vessel and the engine are about 1 bar
12V DN 80, starting air to A-bank during the starting process. The recommended size for
16V, 18V DN 100, starting air to A- and B-banks the piping is based on pressure losses in a piping with a
length of 40 m.
Operating parameters
Engine Water feed unit TC unit
Engine Turbo- Water inlet Water inlet Air inlet Air inlet flow Water tank Air inlet
charger pressure flow rate pressure rate [l/s] volume [l] pressure
[bar] [l/min] [bar] [bar]
6L46 TPL 73 2.0 - 6.0 37.5 5.5 - 8.0 3.0 20 4.0 - 8.0
8L46 TPL 77 2.0 - 6.0 55.0 5.5 - 8.0 3.0 20 4.0 - 8.0
9L46 TPL 77 2.0 - 6.0 55.0 5.5 - 8.0 3.0 20 4.0 - 8.0
12V46 2 x TPL 73 2.0 - 6.0 75.0 5.5 - 8.0 6.0 20 4.0 - 8.0
16V46 2 x TPL 77 2.0 - 6.0 110.0 5.5 - 8.0 6.0 40 4.0 - 8.0
18V46 2 x TPL 77 2.0 - 6.0 110.0 5.5 - 8.0 6.0 40 4.0 - 8.0
Cleaning parameters
Component Cleaning Turbo- Temp. at Injection Water Water Injection Amount of
method charger turbine time per volume per pressure interval injections
inlet [°C] injection [s] inj.[l]1) [bar] [min]
Turbine Thermal TPL 73 430 - 500 2-4 3.8 - 7.6 5.0 - 6.0 3 4
shock
Turbine Thermal TPL 77 430 - 500 2-4 5.4 - 10.8 5.0 - 6.0 3 4
shock
Pos. Pipe connection 05 Max. pipeline length between water feed unit
and turbocharger is 30 m.
01 Diesel engine The water feed unit is allowed to be located
02 TC washing unit (in-line engine) max. 1 m below or 10 m above the engine feet.
03 TC washing unit (V-engine) Pipe connections
04 Rubber hose
05 Water feed unit Pos Pipe connection Size
Compressed air
Cleaning liquid
To Spray
nozzles
Spray nozzles mounted
on engine
1 Diesel engine
2 Suction louver *
3 Water trap
4 Combustion air fan
5 Engine room ventilation fan
6 Flap
7 Outlets with flaps
* Recommended to be equipped with a filter for areas
with dirty air (rivers, coastal areas, etc.)
Pipe connections
501 Exhaust gas outlet
507 Cleaning water to turbine and compressor
607 Condensate water from cooler
608 Cleaning water to charge air cooler
6L46 DN600
8L46 DN700
9L46 DN700
12V46 2 x DN600
16V46 2 x DN700
18V46 2 x DN700
1 Diesel engine
2 Flexible pipe joint
3 Connection for measurement of back pressure
4 Transition piece
5 Drainage with water trap, continuously open
6 Exhaust gas boiler
7 Silencer
1 Diesel engine
2 Flexible pipe joint
3 Connection for measurement of back pressure
4 Transition piece
5 Drainage with water trap, continuously open
6 Urea injection equipment
7 Evaporation pipe
8 Static mixer
9 Selective catalytic reduction plant
10 NOX analyser
11 Exhaust gas boiler
12 Silencer (unless integrated in SCR)
(4V76A2675)
6L46 6L46 800 1700 920 300 4840 1700 6340 2000
8L46 6L46 900 1800 1020 300 5360 1900 6870 2400
9L46 8, 9L46 8L46 1000 1900 1120 300 5880 2750 7620 3500
12V46 9L46 1100 2100 1240 300 6200 3200 8200 4200
12V46 12V46 1200 2300 1320 300 7000 4000 9000 5100
16, 18V46 16V46 1300 2400 1410 300 7500 4710 9500 5700
18V46 16V46 1400 2500 1520 300 8165 5440 10165 6200
18V46 1500 2600 1610 300 8165 6100 10165 6900
E2: Diesel electric propulsion, Speed (%) 100 100 100 100
variable pitch propeller Power (%) 100 75 50 25
Weighting factor 0.2 0.5 0.15 0.15
D2: Auxiliary engine Speed (%) 100 100 100 100 100
Power (%) 100 75 50 25 10
Weighting factor 0.05 0.25 0.3 0.3 0.1
Subsequently, the NOX value has to be calculated using against flooding of the engine cylinders. If the injection
different weighting factors for different loads that have nozzle does not close properly, the water flow is physi-
been corrected to ISO 8178 conditions. cally blocked and the system is shut down. The transfer
An EIAPP (Engine International Air Pollution Prevention) to “non-water” operational mode is automatic and in-
certificate will be issued for each engine showing that stant.
the engine complies with the regulation. At the time of The required pressure is generated using a piston
writing, only a “provisional” certificate can be issued due pump. Excessive water is taken back to a small tank.
to the regulation not yet in force. The water used should be clean fresh water, for instance
According to the IMO regulations, a Technical File shall from the evaporator. The required water quality is as fol-
be made for each engine. This Technical File contains lows:
information about the components affecting NOx emis- pH >5
sions, and each critical component is marked with a hardness < 10°DH
special IMO number. Such critical components are in- chlorides < 80 mg/dm³
jection nozzle, injection pump, camshaft, cylinder head, SiO2 < 50 mg/dm³
piston, connecting rod, charge air cooler and particles < 50 mg/dm³
turbo-charger. The allowable setting values and param- The water system is to be regarded as a high pressure
eters for running the engine are also specified in the hydraulic water system which means that the water
Technical File. quality and the filtration of the water is of outmost impor-
The marked components can later, on-board the ship, tance to ensure the system reliability.
be easily identified by the surveyor and thus an IAPP (In- Typical NOx levels with Direct Water Injection on
ternational Air Pollution Prevention) certificate for the Wärtsilä 46 are 4–6 g/kWh when operating on marine
ship can be issued on basis of the EIAPP and the diesel oil and 5–7 g/kWh when operating on heavy fuel
on-board inspection. oil.
The required investment (assuming that fresh water is
14.4. Direct water injection available) consists of the special fuel injectors, one high
pressure pump module, one low pressure pump module
Water has a positive influence reducing NOX by reduc- plus piping and electronic control system. When retrofit-
ing temperature peaks during the combustion. Wärtsilä ting the cylinder heads have to be modified.
has chosen direct water injection as the method for in-
Required fresh water supply is typically more than half of
troducing water into the cylinder.
the fuel oil consumption, i.e. 100–130 g/kWh (margin in-
Direct water injection has the following merits: cluded). However, if the DWI system is used only in
• efficient NOX reduction - up to 60% coastal or port areas, the water consumption has to be
• possibility to switch on and off without stopping the related to this.
engine When operating the direct water injection system the
• no negative influence on engine components fuel oil consumption will increase with 2–3%.
• water injection system completely independent of fuel
oil system 14.5. SCR
• easy retrofit Selective Catalytic Reduction (SCR) is the only way to
reach a NOx reduction level of 85–95%.
General system description
The reducing agent - aqueous solution of urea (40% wt.)
The high pressure water injection and the fuel injection - is injected into the exhaust gas directly after the
are completely independent of each other. Fuel and wa-
turbocharger. Urea decays immediately to ammonium
ter are injected through separate nozzles integrated in
and carbon dioxide. The mixture is passed through the
the same injector. The performance of the engine is thus
catalyst where NOx is converted to nitrogen and water,
unaffected whether the water injection system is in op-
which are harmless substances normally found in the air
eration or not. The water injection typically ends before
that we are breathing. The catalyst elements are of hon-
the fuel injection starts in order not to interfere with the
eycomb type and are typically of a ceramic structure
fuel injection spray pattern and the combustion process.
with the active catalytic material spread over the cata-
The injection of water is electronically controlled. A sole- lyst surface.
noid valve, that is mounted on the injector, opens on The injection of urea is controlled by feedback from a
command from the control unit to let the high pressure NOx measuring device after the catalyst. The rate of
water itself open and close the needle. On each cylinder, NOX reduction depends on the amount of urea added
there is a flow fuse mounted as an essential safeguard
which can be expressed as a NH3/NO X ratio. Increasing
the catalyst volume can also increase the reduction rate.
When operating on HFO, the exhaust gas temperature Urea consumption and replacement of catalyst layers
before the SCR has to be at least 330°C, depending on are generating the main running costs of the catalyst.
the sulphur content of the fuel. When operating on MDO, The urea consumption is about 20g/kWh of 40 wt-%
the exhaust gas temperature can be lower. If needed, urea. The urea solution can be prepared mixing urea
the exhaust gas waste gate control system can be spec- granulates with water or the urea can be purchased as a
ified to maintain the exhaust gas temperature on the 40 wt-% solution. The urea tank should be big enough
correct level. If an exhaust gas boiler is specified, it for the ship to achieve a relative autonomy.
should be installed after the SCR.
The disadvantages of the SCR are the large size and the 14.6. Summary
relatively high installation and operation costs. To re-
duce the size, Wärtsilä has developed the Compact Wärtsilä can offer a stepwise approach to the reduction
SCR, which is a combined silencer and SCR. The Com- of NOX emissions based on ISO 8178 test fuel (MDO)
pact SCR will require only a little more space than an or- and test cycle:
dinary silencer.
The lifetime of the catalyst is mainly dependent on the Reduction [%] NOX [g/kWh]
fuel oil quality and also to some extent on the lubricating
oil quality. The lifetime of a catalyst is typically 3–5 years Standard engine max. 12.9
for liquid fuels and slightly longer if the engine is operat-
ing on gas. The total catalyst volume is usually divided Direct water injection 50 – 60 4 – 6 on MDO
into three layers of catalyst, and thus one layer at a time 5 – 7 on HFO
can be replaced, and remaining activity in the older lay-
ers can be utilised. Compact SCR 80 – 95 1– 2
15.2. Automatic and emergency stop; load slow turning unit. When the main engine speed has de-
creased to a preset value the solenoid valve is de-ener-
reduction and overspeed trip gized and the speed is again controlled by the governor.
The engine is provided with the following shut-down so- Genset engines are normally stopped if the overspeed
lenoids: device has been activated. At the same time as the
• a solenoid in the speed governor for remote stop overspeed device is activated, the stop solenoid of the
governor is also energized. The setting speed levels of
• a solenoid for Autostop (activating pneumatic stop the overspeed device are as follows:
cylinders)
• a separate solenoid for emergency stop (activating Electro-pneumatic
pneumatic stop cylinders)
Nom. max. speed Operating speed
Automatic stop, as well as emergency stop, is accom-
plished by energizing the relevans shut-down solenoid 450 RPM 500 ± 10 RPM
and the solenoid in the speed governor until the engine 500 RPM 550 ± 10 RPM
is stopped. 514 RPM 570 ± 10 RPM
All engines are equipped with ON/OFF switches for au-
tomatic stop at: Mechanical
• low lubricating oil pressure PSZ 201
Nom. max. speed Tripping speed
• high HT-cooling water temperature TSZ 402
The parameters below shall cause an automatic stop. 450 RPM 530 ± 10 RPM
These signals can be one common signal/parameter 500 RPM 590 ± 10 RPM
from the alarm system to the safety system and a com- 514 RPM 605 ± 10 RPM
bined signal to the cabinet for slow turning/start
• high main bearing temperature TEZ 70_
• high cylinder liner temperature TEZ 71_ 15.3. Speed control
All engines are also equipped with load reduction
15.3.1. Mechanic-hydraulic governors for main
switches/sensors:
engines
• high lubricating oil temperature, inlet TSZ 201
The engines are normally provided with mechanic-
• high HT-cooling water temperature, hydraulic governors prepared for pneumatic speed set-
outlet TSZ 402
ting.
• low HT-cooling water pressure PSZ 401 The idling speed is set separately for each installation,
• high oil mist concentration in crankcase QSZ 701 for CP-propeller installations normally at 60–70% of the
The signals from the alarm system shall also cause load nominal speed and for FP-propeller installations at
reduction at: about 35%.
• high exhaust gas temperature after cylinder The standard control air pressure for pneumatically con-
trolled governor on engines driving CP-propellers is:
• high exhaust gas temperature deviation after cylinder
TSZ 402 should first give load reduction and after a de- Speed setting pressure [bar]
lay shut-down, if the temperature does not drop. 5
The remote emergency stop push buttons on e.g. the
bridge should energize the emergency stop solenoid di- 4
rectly and not through a relay automatics.
When arranging a delay for the autostop it is possible to 3
prevent the engine from stopping by overriding the sig-
nal before the stop solenoids are energized.
2
All engines are provided with an electro-pneumatic
overspeed device in addition to the all-mechanical
1
overspeed device. The electro-pneumatic overspeed
device is activated when a tachorelay in the speed mea-
suring system energizes a solenoid valve built on the en-
250 289 450 500
gine. This valve allows air to the shut-down cylinders on
Engine speed [RPM]
each injection pump. This overspeed trip is built on the
The standard governor is provided with the following two engines connected to the same reduction gear, in
features: particular if there is a shaft generator on the reduction
• fuel injection limiter as a function of the charge air gear. Isochronous load sharing is recommended for en-
pressure gines on the same reduction gear.
The speed setting can be either an increase/decrease
• shut-down solenoid
signal, or an analog 4–20mA speed reference. The rate
• lubricating oil pressure shut-down device with at which the speed changes is adjustable in the control
auto-reset feature, microswitch for indication unit.
• speed droop Actuators with mechanical backup are only recom-
• microswitch for fuel limiter, this contact can be used mended for single main engines one engine per shaft
for external control purposes e.g. to reduce the pro- line. The actuator should in this case be reverse acting,
peller pitch increase or only for indication so that the change over to the mechanical backup takes
Governors are, as standard, equipped with a built-in de- place automatically. The selected governor/actuator
lay of the speed change rate so that the time for speed type should in this case be a PGA-EG and the pneu-
acceleration from idle to nominal speed is 10–12 sec- matic speed reference from the I/P-converter should be
onds. constantly tracking the electric speed reference in order
to keep the pneumatic speed reference just slightly
above the electric speed reference. Should however
15.3.2. Electronic governors
mechanical backup be used on any other applications, it
Electronic governors consist of the separately mounted should be of the direct acting type.
electronic speed control unit and the actuator built-on
the engine. Start & maximum fuel limiter
The main advantage of electronic governors is that they The Start fuel limit for limiting over fuelling during engine
offer efficient tools for filtering of speed and load signals, start-up is active when the engine is started. When the
which is often required in order to achieve good stability PID takes control, the ‘Start fuel limit’ is switched out,
without sacrificing the transient response. Further the and the ‘Maximum fuel limit’ is switched in, until the next
dynamic response can easily be adjusted and optimized time the engine is started.
for the particular installation, or even for different operat- An additional starting fuel limiter function is also pro-
ing modes of the same engine. vided in the electronic governor by Wärtsilä, to achieve
Electronic governors are also capable of so called an optimum acceleration with a minimum of smoke dur-
isochronous load sharing. In isochronous mode, there is ing the start. The speed overshoot when reaching the
no need for external load sharing, frequency adjust- target speed is also smaller.
ment, or engine loading/unloading control in the exter-
Charge air pressure fuel limiter
nal control system. Both isochronous load sharing and
traditional speed droop are standard features in all elec- This function can be used for diesel-mechanical plants
tronic speed controllers and either mode can be easily to reduce the amount of smoke produced during load
selected. applications, by reducing the fuel injection to corre-
spond to the amount of air supplied by the turbocharger
Speed droop means that the engine speed decreases
until it has accelerated to a steady state speed.
automatically as the engine load increases (in steady
state conditions). This will cause a parallel engine to take This function is always used for FPP installations and
on load in relation to the speed decrease. The speed mostly also for CPP installations.
droop is normally adjusted to about 4%.
Torque fuel limiter
Isochronous load sharing means that the engine speed
In applications where a high torque can occur at any
stays the same, regardless of the load level (in steady
speed, such as dredgers, tug boats and die-
state conditions).
sel-mechanical icebreakers, the torque limiter function
Propulsion engines should be used to protect the engine.
Electronic governors are recommended for more de-
manding installations, e.g. main engine installations with
15.6. Monitoring system All micro-switches are of the NO/NC type with three
wires connected to the terminal strips in the terminal
The set of the micro-switches/analogue transducers box.
built-on the engine can vary from one installation to an- Sensors normally mounted on the engine are listed in
other. The actual set of transducers can be found in the the following table.
electric wiring diagram which is supplied for each instal-
lation.
Sensors on the engine Symbol Alarm Load Stop Signal Set Unit
reduction point
L H L H L H
Fuel system
Pressure before injection pumps PT101 X 4 - 20 mA 4.0 bar
Temperature before engines TE101 X Pt100 1) °C
Fuel H.P. pipe leakage LS103 X binary
Charge air
Pressure charge air cooler outlet PT601 X 4 - 20 mA 3.2 bar
Temp. charge air cooler outlet TE601 X Pt100 75 °C
Pressure charge air cooler outlet 4) PCT601 4 - 20 mA bar
Pressure charge air cooler outlet 5) PCS 601 binary 0.15 bar
Exhaust gas 6)
Temp. after cylinder, 2 pcs/cyl. 2) TE5_ 490 550 mV °C
Temperature turbine inlet TE511 580 600 mV
Temperature turbine outlet TE517 380 400
Main bearings 6)
Temperature TE70__ 100 120 mV °C
Cylinder liners 6)
Temp. in cylinder liner, 3 pcs/cyl. TE7__ 160 180 mV °C
Speeds
Engine speed 1 ST173 pulse RPM
Engine speed 2 ST174 pulse RPM
Turbine speed (A/B) SE518 pulse RPM
Miscellaneous
Released mech. overspeed trip GS172 X X binary 118 %
Engine overload GS166 X binary
Engaged turning gear 7) GS792 binary
Oil mist in crankcase QS700 X X binary
Symbols according to ISO 3511: Following a black-out, the pump should be started as
quickly as possible. An electric supply from the emer-
First letter Next letter
gency switchboard is recommended on all ships, and is
L = Level C = Control compulsory on diesel-electric ships.
P = Pressure E = Element For manual operation, the following label near the oper-
S = Speed S = Swich ating switch is recommended:
T = Temperature T = Transmitter
• Operate the pump continuously when the engine is
U = Multivariable Z = Safety acting
stopped.
G = Position
In installations with engine driven main pump and a wide
1) Set point according to viscosity speed range the pump may be used to provide addi-
2) Alarm for deviation from the average temperature tional capacity when operating at low speed.
is to be set ± 80°C at 170°C and
± 50°C at 450°C. Corresponding values for load 15.7.2. Electric lubricating oil main pump (if
reduction are ± 100°C and ± 70°C installed)
3) At first load reduction and after delay shut-down, The pump is only used when the engine is running. The
if the temperature does not drop pump shall be started not earlier than a few minutes be-
4) For waste gate control, a mA converter and an IP fore the engine starts and be stopped within a few min-
converter are also included and mounted utes after stopping the engine.
5) For by-pass control for variable speed engines The pump should not be used for prelubricating pur-
L = Low, H = High poses, due to the risk for leakage in the labyrinth seals of
Note! The pressure values include static the standing TPL turbochargers.
pressure) Following a black-out, the pump should be started as
6) One common output from the alarm system for quickly as possible. An electric supply from the emer-
each parameter gency switchboard is compulsory on diesel-electric
7) Start blocking at 0.5 bar ships.
A torsional vibration monitoring system is used to mea- For manual operation, the following label near the oper-
sure and monitor torsional vibrations. The vibrations are ating switch is recommended:
detected from the pick-up sensor mounted at the fly- • Do not operate continuously when the engine is not
wheel. Alarm limits are adjustable and settings are done running.
in the panel mounted monitor.
15.7.3. Electric lubricating oil stand-by pump (if
15.7. Electrically driven pumps installed)
The pump is only used for stand-by purposes when the
15.7.1. Electric prelubricating pump engine is running, starting automatically when the pres-
sure drops below a certain pressure. Like an electrically
driven main pump, the stand-by pump should not be
The pump is used for filling of the lubricating oil system
used for prelubricating purposes. To avoid excessive
and for prelubricating of the engine before starting and
pressures, it should also not be operated in parallel with
preheating by circulating warm separated lubricating oil.
the main pump.
The colder the engine is the earlier the pump should be
started. The pump may run continuously when the en- For manual operation, the following label near the oper-
gine is not running. ating switch is recommended:
The pump is also used for postlubricating for a con- • Do not operate continuously when the engine is not
trolled cooling-down process after stopping. If the en- running.
gine is rigidly mounted, the pump should remain running
during the whole stop in port, to prevent vibration from 15.7.4. Engine driven HT cooling water pump (if
running gensets from affecting bearings in the standing installed)
engine.
On variable speed engines with a wide speed range, the
The pump should start when the engine stops and stop pressure decreases at lower engine speeds, in extreme
when the engine starts. cases reaching the alarm limit, depending on the throt-
tling orifice in the by-pass line etc. To avoid unnecessary
alarms suitable actions can be taken on a project spe-
cific basis.
15.7.5. Electric HT cooling water stand-by pump Installations running at low load in very cold conditions
(if installed) should be arranged to permit preheating of running en-
gines, to avoid undercooling of the HT cooling water.
A separately installed electrically driven stand-by pump
is necessary on single-engine ships, and may be in-
15.7.8. Engine driven LT cooling water pump (if
stalled in any installation.
installed)
The stand-by pump shall start automatically if the pres-
sure drops when the engine is running. On variable speed engines with a wide speed range, the
pressure decreases at lower engine speeds, in extreme
15.7.6. Electric HT cooling water main pump (if cases reaching the alarm limit, depending on the throt-
installed) tling orifice in the by-pass line etc. To avoid unnecessary
alarms suitable actions can be taken on a project spe-
There may be either one pump, or two identical electri- cific basis.
cally driven pumps, one of which is stand-by.
The pump shall be started before the engine starts. For a 15.7.9. Electric LT cooling water stand-by pump
controlled cooling-down process the pump should not (if installed)
be stopped earlier than 30 minutes after stopping of the
engine. A separately installed electrically driven stand-by pump
is necessary on single-engine ships, and may be in-
In case of black-out, the pump should be restarted as stalled in any installation.
quickly as possible.
The stand-by pump shall start automatically if the pres-
For manual operation, the following label near the oper- sure drops when the engine is running.
ating switch is recommended:
• Start before engine starts. 15.7.10. Electric LT cooling water main pump (if
• Stop not earlier than 30 min after engine stops. installed)
There may be either one pump, or two identical electri-
15.7.7. Cooling water preheating pump cally driven pumps, one of which is stand-by.
The pump is used for continuous preheating of a The pump shall be started before the engine starts and
stopped engine. can be stopped when the engine is stopped.
If the main pump is built-on and driven by the engine, the For manual operation, the following label near the oper-
preheating pump should start automatically immedi- ating switch is recommended:
ately when the engine stops (to ensure water circulation • Start before engine starts.
through the hot engine), and stop when the engine
starts. • Can be stopped when the engine is stopped.
For manual operation, the following label near the oper-
ating switch is recommended in case the main pump is
15.7.11. Sea water cooling pumps
built-on: The pump can be stopped whenever the engine is not
• Start immediately when stopping engine. running, unless cooling is required for other equipment
in the same circuit.
• Stop when starting engine.
It is recommended to keep the pump(s) running as long
If the main pump is electrically driven, the pump should as necessary to dissipate heat from HT- and LT-circuits,
start when the HT-cooling water pump stops and stop if the engine has been stopped from high power (which
when the HT-cooling water pump starts. is not recommended).
For manual operation, the following label near the oper-
ating switch is recommended if the main pump is electri- 15.7.12. Lubricating oil separator
cally driven:
It is recommended to keep the separator running also in
• Start when stopping HT pump.
port.
• Stop when starting HT pump.
In case of black-out, the pump should be started as 15.7.13. Fuel pumps
quickly as possible. An electric supply from the emer-
gency switchboard is recommended. It is recommended to keep the pumps running also in
port.
15.9. Digital engine control system, • Automatic shut-down (lubricating oil pressure, over-
speed, etc.)
optional
• Waste gate and charge air by-pass control
As an alternative to the standard control system a digital
control system can be provided, called Wärtsilä Engine • Start fuel limiter control
Control System, WECS. • Signal processing of monitoring and alarm sensors
Wärtsilä Engine Control System, WECS 2000 • Signal processing of condition monitoring sensors
(cylinder liner and main bearing temperature and ex-
The engine is equipped with a computerized distributed haust gas valve condition)
real-time system for monitoring and control.
• Slow turning control
The hardware consists of computers mounted on the
engine. These are the main control unit (MCU) with relay
• Data communication with external systems (e.g.
alarm and monitoring systems)
module (RM) containing back up and hardwired func-
tions, and a number of Distributed Control Units (DCU) The WECS communicates with external systems via a
and Sensor Multiplexer Units (SMU). All sensors on the Modbus serial link. Modbus is a standard defined by
engine are connected to the DCUs and the SMUs, while Modicon primarily for use in industrial applications. In
the signals to and from the external systems are con- the WECS system the RTU-mode of Modbus is used.
nected to the main control unit, MCU. Engine parame- The physical connection is according to the RS-485
ters are displayed on a local display unit (LDU). standard.
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
16.Seating
16.1. General each side of the engine are required. The fitted bolts are
located as bolts number two and three from the fly
The main engines can be rigidly mounted to the founda- wheel end. A distance sleeve should be used together
tion, either on steel or resin chocks, or flexibly mounted with the fitted bolts. The distance sleeve must be
on rubber elements. mounted between the seating top plate and the lower
The foundation and the double bottom should be as stiff nut in order to provide a sufficient guiding length for the
as possible in all directions to absorb the dynamic fitted bolt in the seating top plate. The guiding length in
forces caused by the engine, reduction gear and thrust the seating top plate should be at least equal to the bolt
bearing. diameter.
The foundation should be dimensioned and designed so Other bolts are provided with clearance holes.
that harmful deformations are avoided. The design of the various holding down bolts appear
from the foundation drawing. It is recommended that
16.2. Rigid mounting the bolts are made from a high strength steel, e.g.
42CrMo4 or similar, but the bolts are designed to allow
Installation on steel chocks the use of St 52-3 steel quality, if necessary. A high
The rider plates of the engine girders are usually inclined strength material makes it possible to use a higher bolt
outwards with regard to the centre line of the engine. tension, which results in a larger bolt elongation (strain).
The inclination of the supporting surface should be A large bolt elongation improves the safety against loos-
1/100. The rider plate should be designed so that the ening of the nuts.
wedge-type chocks can easily be fitted into their posi- To avoid a gradual reduction of tightening tension due to
tions. among others, unevenness in threads, the bolt thread
If the rider plate of the engine girder is placed in a fully must fulfil tolerance 6g and the nut thread must fulfil tol-
horizontal position, a chock is welded to each point of erance 6H. In order to avoid extra bending stresses in
support. The chocks should be welded around the pe- the bolts, the contact face of the nut underneath the
riphery as well as through the holes drilled at regular in- rider plate should be counter bored.
tervals to avoid possible relative movement in the The tensile stress in the bolts is allowed to be max.80%
surface layer. After that the welded chocks are of the material yield strength. It is however permissible
face-milled to an inclination of 1/100. The surfaces of the to exceed this value during installation in order to com-
welded chocks should be big enough to fully cover the pensate for setting of the bolt connection, but it must be
wedge-type chocks. verified that this does not make the bolts yield. Bolts
The size of the wedge-type chocks should be 200 x made from St 52-3 are to be tightened to 80% of the ma-
360 mm. The chock should always cover two bolts to terial yield strength. It is however sufficient to tighten
prevent it from turning. However, the chock closest to bolts that are made from a high strength steel, e.g.
the flywheel will be a single screw chock. The material 42CrMo4 or similar, to about 60-70% of the material
may be cast iron or steel. yield strength.
When fitting the chocks, the supporting surface of the The tool included in the standard set of engine tools is
rider plate is planed by means of a grinding wheel and a used for hydraulic tightening. The piston area of the
face plate until an evenly distributed bearing surface of tools is 72.7 cm².
min. 40% is obtained. The chock should be fitted so that Depending on the material of the bolts, the following hy-
the distance between the bolt holes and the edges is draulic tightening pressures should be used, provided
equal at both sides. that the minimum diameter is 35 mm:
The clearance hole in the chock and rider plate should • St52-3 Tightened to 80% of yield strength
have a diameter about 2 mm bigger than the bolt diame- Phyd = 420 bar
ter for all chocks, except those which are to be reamed
• 42CrMo4 Tightened to 70% of yield strength
and equipped with fitted bolts.
Phyd =710 bar
Side supports should be installed for all engines. There
must be three supports on both sides. The side supports Installation on resin chocks
are to be welded to the rider plate before aligning the en- Installation of main engines on resin chocks is possible
gine and fitting the chocks. The side support wedges provided that the requirements of the classification so-
should be fitted, so that a bearing surface of 40% is ob- cieties are fulfilled.
tained.
During normal conditions, the support face of the engine
The holding down bolts are usually through-bolts with feet has a maximum temperature of about 75°C, which
lock nuts at the lower end and a hydraulically tightened should be considered when choosing type of resin.
nut at the upper end. Two Ø 46/n6 mm fitted bolts on
The recommended size of the resin chocks for L46 en- stress 80% of the yield strength), or by the maximum
gines is about 600 x 180 mm and for V46 engines about permissible surface pressure on the resin. Assuming
1000 x 180 mm. The chock should cover at least two bolt dimensions and chock dimensions according to
bolts to prevent it from turning. drawing 1V69L0082a and 1V69L0083b the following
The total surface pressure on the resin must not exceed hydraulic tightening pressures should be used:
the maximum value, which depends on the type of resin • In-line engine, St 52-3 bolt material, maximum total
and the requirements of the classification society. It is surface pressure 2.9 N/mm 2. P hyd = 200 bar
recommended to select a resin type, which has a type
• In-line engine, 42CrMo4 bolt material, maximum total
approval from the relevant classification society for a to-
surface pressure 4.5 N/mm 2. P hyd = 335 bar
tal surface pressure of 5 N/mm2. (A typical conservative
value is ptot [ 3.5 N/mm2 ). • V-engine, St 52-3 bolt material, maximum total sur-
face pressure 3.5 N/mm2. Phyd = 310 bar
The bolts must be made as tensile bolts with a reduced
shank diameter to ensure a sufficient elongation, since • V-engine, 42CrMo4 bolt material, maximum total sur-
2
the bolt force is limited bu the permissible surface pres- face pressure 5.0 N/mm . Phyd = 475 bar
sure on the resin. Locking of the upper nuts is required, when using St
For a given bolt diameter the permissible bolt force is 52-3 material, or when the total surface pressure on the
limited either by the strength of the bolt material (max. resin chocks is below 4 N/mm2. The lower nuts should
always be locked regardless of the bolt tension.
16.3. Resilient mounting For resiliently mounted engines a speed range of 350 -
500 RPM is generally available.
In order to reduce vibrations and structure borne noise, Due to the soft mounting the engine will move when
main engines may be flexibly mounted. The engine passing resonance speeds at start and stop. Typical
block is so rigid that no intermediate base frame is nec- amplitudes are ± 1 mm at the crankshaft centre and
essary, but the rubber mounts are fixed to the engine ± 5 mm at top of the engine. The torque reaction will
feet by means of a rail. The advantage of the vertical type cause a displacement of the engine of up to 1.5 mm at
mounting is easier alignment. Typical structure borne the crankshaft centre and 10 mm at the turbocharger
noise levels are shown in chapter 17.5. outlet. Furthermore the creep and thermal expansion of
The material of the mounts is natural rubber, which has the rubber mounts have to be considered when install-
superior vibration technical properties, but unfortu- ing and aligning the engine.
nately is prone to damage by mineral oil. The rubber
mounts are protected against dripping and splashing by Flexible pipe connections
means of covers. When the engine is resiliently installed, all connections
The brackets of the side and end mounts are welded to must be flexible and no grating nor ladders may be fixed
the foundation. Steel chocks are manufactured and in- to the set. Especially the connection to turbocharger
stalled below the rubber elements, when the final align- must be arranged so that the above mentioned dis-
ment of the engine has been completed. The steel placements can be absorbed.
chocks are fixed to the foundation with bolts. A machin- When installing the flexible pipe connections, unneces-
ing tool for machining of the top plate under the steel sary bending or stretching should be avoided. The pipe
chocks can be either rented or bought from Wärtsilä. outside the flexible connection must be well fixed and
The machining tool permits a maximum distance of 85 clamped to prevent vibrations, which could damage the
mm between the fixing rail and the top plate flexible connection and increase structure borne noise.
17.Dynamic characteristics
17.1. General
Dynamic forces and moments caused by the engine ap- bration modes are generally far below the 1. order. The
pear from the table. Due to manufacturing tolerances higher modes are unlikely to be excited due to the ab-
some variation of these values may occur. sence of or low magnitude of the external couples, and
The ship designer should avoid natural frequencies of the location of the engine in relation to nodes and
decks, bulkheads and other structures close to the exci- antinodes is therefore not so critical.
tation frequencies. The double bottom should be stiff On ships with narrow superstructures (like on container
enough to avoid resonances especially with the rolling ship) the ship designer should avoid superstructure nat-
frequencies. ural frequencies close to the excitation frequencies.
Some cylinder numbers have external couples. On
cargo ships, the frequency of the lowest hull girder vi-
17.2. External forces and couples
18V46 500 8.3 283.8 283.8 16.7 135.1 55.9 33.3 — 4.0
514 8.6 299.9 299.9 17.1 142.7 59.1 34.3 — 4.3
17.4. Mass moments of inertia These typical inertia values include the flexible coupling
part connected to the flywheel and torsional vibration
Mass moments of inertia [J/kgm²] damper, if needed.
-8
Lv/dB (ref 5 x 10 m/s)
110
100
90
80
60
50
Below the flexible mounting
40
31,5 63 125 250 500 1000
140
120
100
ref 2x10 -5 N/mm2
80
60
40
20
0
31,5 63 125 250 500 1K 2K 4K 8K Lin dB(A)
Frequence/Hz
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.
18.Power transmission
18.1. Elastic coupling • dimensions of all shafts
The power transmission of propulsion engines is ac- • mass moment of inertia of all rotating parts including
complished through a flexible coupling or a combined shafts and flanges
flexible coupling and clutch mounted on the flywheel. • torsional stiffness of shafts between rotating masses
The crankshaft is equipped with an additional shield • material of shafts including tensile strength and mo-
bearing at the flywheel end. Therefore also a rather dules of rigidity
heavy coupling can be mounted on the flywheel without
intermediate bearings. • gear ratios
The type of flexible coupling to be used has to be de- • drawing number of the diagram
cided separately in each case on the basis of the tor- Data of propeller and shafting
sional vibration calculations.
A mass-elastic diagram or propeller shaft drawing
Also in generating set installations a flexible coupling
showing:
between the engine and the generator is required. This
means that the generator must be of the 2-bearing type. • mass moment of inertia of all rotating parts including
the rotating part of the OD-box, SKF couplings and
rotating parts of the bearings
18.2. Power-take-off from the free end
• mass moment of inertia of the propeller at full/zero
Full output is also available from the free end of the en- pitch in water
gine of all cylinder numbers of in-line and V engines. • torsional stiffness or dimensions of the shaft
This PTO cannot be provided together with built on
• material of the shaft including tensile strength and
pumps.
modules of rigidity
The weight of the coupling and the need for a support
• drawing number of the diagram or drawing
bearing is subject to special consideration by Wärtsilä
on a case-by-case basis. Such a support bearing is pos- Data of shaft alternator
sible only with rigidly mounted engines.
A mass-elastic diagram or an alternator shaft drawing
When the available length for the installation is limited, showing:
an elastic coupling of Geislinger type can be built into
• alternator output, speed and sense of rotation
the engine in the vibration damper space to achieve a
short overall length. • mass moment of inertia of all rotating parts or a total
inertia value of the rotor, including the shaft
18.4. Turning gear • Installations with a stern tube with a high friction
torque
The engine is equipped with an electrically driven turn-
• Installations with a heavy ice-classed shaft line
ing gear, capable of turning the propeller shaft line or
generator in most installations. A turning gear with a ca- • Installations with several engines connected to the
pability of turning a higher external torque may be same shaft line
needed e.g. in installations as listed below, in which • If the shaft line and a heavy generator are to be turned
case consideration should be given to installing a sepa- at the same time.
rate turning gear e.g. on the reduction gear.
Cylinder number Type of turning gear Max. torque at Torque needed to Additional torque
crankshaft [kNm] turn the engine [kNm] available [kNm]
6L LKV 145 18 12 6
8L LKV 145 18 15 3
9L LKV 250 75 17 58
19.2. Platforms
Maintenance platforms, in-line engine (3V69C0246)
Engine Turbo A B A B
type charger min. min. rec. rec.
Engine type A B C
Engine type A B C
2. Cylinder liner
3. Cylinder head
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- TOS3 1500
dinally along operating side of engine
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]
• For removing lower half of connecting rod big end 1) TRS1 1400 1400
• 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 lowering or transporting main parts pass charge air cooler TRS6 2150 2300
housing
1)
Direction of removal can be freely chosen (see drawing 3V69C0248). The service platforms must be removable to
allow 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
• Piston-Conrod assembly C2 C2 C3 C3 C4 C4
• Cylinder head H2 H2 H2 H2 H2 H2
1)
The valve gear covers must be removed
Required hook height vertically above crankshaft when overhauling main parts sideways to operating side
of the engine
• Cylinder head H2 H2 H2 H2
1)
The fuel pipe covers must be removed
2)
The fuel pipes must be removed
Required hook height vertically above crankshaft when overhauling main parts sideways to rear side of
engine over exhaust manifold insulation box
Reference No. RS1 RS2 RS3
• Piston-Conrod assembly C2 C3 C4
• Cylinder head H2 H2 H2
Required hook height vertically above crankshaft for lifting charge air cooler
• For lifting the cooler over the exhaust manifold insulation CD1 5200
box in vertical position
• For lifting the cooler over the exhaust manifold insulation CD2 4150
box in horizontal position
• 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)
Requirement for longitudinal travel of hook for overhauling main parts, turbocharger at driving end of the
engine (3V58B2178)
I To cover landing area for spares and tools at free for pumps: min. 1150,
end of the engine and to access built-on pumps for landing area: min. 1900
Longitudinally To cover cylinders, charge air cooler and camshaft driving end 6.6 m
To cover landing area 1.9 m
Total longitudinal travel 6) 8.5 m
1)
Lifting strategy OS1 can be followed; parts can be lifted in vertical position
2)
An oil sump 230 mm lower is available as an option
3)
If necessary, engine oil sump may be recessed into tanktop
4)
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
Longitudinally To cover cylinders, charge air cooler and camshaft driving end 7.4 m
To cover built-on pumps 1.2 m
Total longitudinal travel 4) 8.6 m
1)
Allows lifting charge air cooler from rear side of engine in vertical position over the exhaust manifold insulation box
to 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 parts
and 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
Minimum transverse travel of hook for overhauling main parts of Wärtsilä V46 engines
For lowering main parts pass hot box or TT3 2250 2250
transporting longitudinally along engine side
For dismantling turbochargers TT4 2710 3180
1)
Service platforms must be removable to access connecting rod big end halves with the crane
Required hook height vertically above crankshaft when overhauling main parts longitudinally above
cylinder bank to landing area at non-turbocharger end of engine 1)
• Piston-Conrod assembly C1 C1 C3 C3 C4 C4
• Cylinder head H1 H1 H1 H1 H1 H1
1)
Hook travelling 1860 mm of the engine centerline
2)
The valve gear covers must be removed
3)
Minimum height of 3650 mm is required for the empty hook to travel over exhaust manifold insulation box
Required hook height vertically above crankshaft when overhauling main parts to the side of engine
Reference number LS1
1)
Required hook height, E [mm]: 3600
• 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.
Required hook height vertically above crankshaft when lifting main parts over exhaust manifold insulation
box
Reference No. NL1 NL2 NL3 NL4 NL5 NL6
Required hook height, E [mm]: 5500 5450 5400 5150 4750 4650
• Piston-Conrod assembly C1 C1 C2 C3 C4 C4
• Cylinder head H1 H1 H1 H1 H1 H2
Required hook height vertically above crankshaft for lifting charge air cooler over exhaust manifold
insulation box
Operational requirement Ref No Required hook height, E [mm]
12V46 16V46 and 18V46
Requirement for longitudinal travel of hook for overhauling main parts, turbocharger at free end of the
engine (3V58B2175)
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 shaft Depends on application, 30 to cover flywheel
generator or landing area at driving end of the engine
Requirement for longitudinal travel of hook for overhauling main parts, turbocharger at driving end of the
engine (3V58B2176)
G To cover landing area for spares and tools at free end of for pumps min. 1150
the engine and to access built-on pumps for landing area min. 1900
I To access flywheel, elastic coupling, gearbox or shaft depends on application, 1480 for hook to pass
generator or landing area at driving end of the engine 3) charge air manifold
8L46 4470 1550 1000 1180 1500 150 8960 890 3511
9L46 4470 1550 1000 1180 1500 150 9780 890 3511
Classification society Lloyd’s Register of Det Norske American Bu- Germanischer Bureau Veri-
Shipping Veritas reau of Lloyd tas
1997 1997 Shipping, 1996 1994 1996
Emergency sets
Paragraph 5.1.3.6 4.1.3.B200 4.1.3.B200 4.1.2013 2.1.C.1 17-014.3
Heel to each side 22.5* 22.5* 22.5* 22.5* 22.5* 22.5*
Rolling to each side 22.5 22.5* 22.5* 22.5* 22.5* 22.5*
Trim 10 10 10 10 10 10
Pitching 10 10 10 10 10 10
Classification society Russian Mari- Polsky Rejestr Registro Italiano China Classifi- Korean Register
time Reg. of Statkow Navale cation Society of Shipping
Shipping, 1995 1991 1995
1996
Engine room design criteria for cold conditions: • Each engine has its own combustion air fan, with a ca-
pacity slightly higher than the maximum air consump-
1. Under-cooling of the engine room should be tion. The fan should have a two-speed electric motor
avoided during all conditions (service conditions, (or variable speed) for enhanced flexibility. In addition
slow steaming and in port). to manual control, the fan speed can be controlled by
2. Cold draft in the engine room should be avoided, the engine load.
especially in areas of frequent maintenance • The combustion air is conducted close to the
activities. turbocharger, the outlet being equipped with a flap for
3. To avoid excessive firing pressures the suction air controlling the direction and amount of air.
temperature to the diesel engines should not be With these arrangements the normally required mini-
too cold. mum air temperature to the main engine (starting +5ºC,
4. If an SCR plant is installed, very cold suction air idling +5ºC, high load +5ºC) can typically be maintained.
temperatures should be avoided to maintain the For lower temperatures special provisions are neces-
required exhaust gas temperature. sary.
5. Under-cooling of the HT-cooling water during In special cases the duct with filter and silencer can be
periods of slow steaming should be avoided. connected directly to the turbocharger, with a stepless
The engine room ventilation, cooling water preheating, change-over flap to take the air from the engine room or
shaft generator arrangement, choice of NOx abatement from outside depending on engine load.
technology and ship’s operational profile are all more or
Engine room ventilation
less interrelated issues.
The need for ventilation varies very much. To comply • The rest of the engine room ventilation (including the
with below mentioned controversial requirements the combustion air to diesel generators in a diesel- me-
ventilation plant needs to be flexible. chanical plant) is provided by separate ventilation
fans. These fans should preferably have two-speed
electric motors (or variable speed) for enhanced flexi-
Power Climate Required bility.
ventilation flow • The capacity of the total system should be sufficient
to permit a maximum temperature increase of 12ºC.
high warm high
• The combustion air to the diesel-generators is con-
low warm medium ducted close to the turbocharger, and the rest of the
air is conducted to all parts of the engine room. The
high cold medium outlets are equipped with flaps for controlling the di-
low cold low rection and amount of air.
• This system permits flexible operation, e.g. in port the
capacity can be reduced during overhaul of the main
The combustion air to the main engine(s) should prefera- engine when it is not preheated (and therefore not
bly be separated from the rest of the ventilation system heating the room).
e.g. as follows:
• For very cold conditions a preheater in the system
should be considered. Suitable media could be ther-
mal oil or water/glycol to avoid the risk for freezing. If
steam is specified as a heating system for the ship the
preheater would be in a secondary circuit.
Main engine cooling water system at full speed and reduced pitch is higher than when run-
ning on the combinator curve.
During prolonged low load operation in cold climate the
two-stage charge air cooler of the Wärtsilä 46 engine is Selective Catalytic Reduction (SCR)
useful in heating the charge air by the HT-cooling water.
When starting the engine a temperature sensor in the
On the other hand the cooling effect of the charge air
gas outlet of the SCR blocks the injection of urea if the
may exceed the heat transferred from the engine to the
gas temperature is too low (when the catalyst is cold).
HT-water, causing a risk for under-cooling. Especially
for HFO operation special provisions shall be made, e.g This blocking function is continuously active, blocking
by designing the preheating system to heat the running the injection of urea anytime if the exhaust gas tempera-
engine. The project specific solution for this depends on ture for some reason drops to much. To avoid this, the
the number of main engines (in the same circuit), and exhaust gas waste gate control system is specified to
whether auxiliary engines are connected to the same cir- maintain the exhaust gas temperature on a level re-
cuit to permit utilisation of their hot cooling water for pre- quired by the SCR, e.g. 330°C based on a sulphur con-
heating of main engine(s). tent in the fuel of max 3%. This control is activated in
During low load operation in cold climate the use of any cold ambient conditions only, when the thermal load is
heat recovery such as fresh water generators should be lower than usual, with a suction air temperature down to
avoided. a specified value. In case the ship is operating in even
colder conditions, this automatic function may not be
For this kind of operation the standard figure for sufficient to maintain the exhaust gas temperature re-
dimensioning of the preheater (12 kW/cylinder) could be quired by the SCR, and the injection of urea is blocked.
increased e.g. to 18 kW/cylinder. This is especially im-
If the installation is intended to operate at variable
portant to avoid cold starts and cold corrosion in sin-
speed, the picture is somewhat more complicated. At
gle-engine ships (and twin-engine ships if both engines
low load the charge air by-pass valve is open, causing a
are required at departure), as there usually is very little
drop in the exhaust gas temperature. This drop cannot
time after overhaul before departure.
be compensated by opening the waste-gate, because
The above described issue is of even greater impor- both valves cannot be open at the same time. The issue
tance on fast ships, as the power needed before reach- has to be evaluated on a project specific basis. If the
ing open sea (and in canals) is relatively low compared temperature drop is acceptable for the SCR, the engine
with the installed output. Furthermore the low load issue will be equipped with a by-pass arrangement. For low
is more important if there is no shaft generator or the load operation below, consideration could be given to
shaft generator is not in use. With the shaft generator increasing the exhaust gas temperature margin, e.g. by
connected the main engine load is increased, and fur- reducing the capacity of the by-pass valve. The by-pass
thermore the power absorption of the propeller running valve can be omitted, if a narrow operating field is ac-
ceptable.
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
1)
Turbocharger at free end
2)
Turbocharger at flywheel end
1)
Turbocharger at free end
2)
Turbocharger at flywheel end
Engine type 1
X ) Y
2)
Weights without flywheel [ton]
[mm] [mm]
Engine Lifting device Transport cradle Total weight
1)
Turbocharger at free end
2)
Turbocharger at flywheel end
1) 2)
Engine type X Y Weights without flywheel [ton]
[mm] [mm]
Engine Lifting device Transport Fixing rails Total weight
cradle
1)
Turbocharger at free end
2)
Turbocharger at flywheel end
21.General Arrangement
General arrangement of a Wärtsilä 9L46 engine (1V58B1910e)
(1V58B1910e)
(1V58B1910e)
Pipe connections X Y Z
(1V58B2031c)
(1V58B2031c)
Pipe connections X Y Z
607A Condensate water from charge air receiver Ø28 Z+ +9260 +640 +1080
607B Condensate water from charge air receiver Ø28 Z+ +9260 -640 +1080
22.Dimensional drawings
Wärtsilä 6L46, turbocharger at driving end (4V58B2076)
Scale 1:100
23.List of symbols
Valve, general design
Non-return valve, general design
Electrically driven compressor
Automatic actuating valve
Flexible hose
Self-actuated thermostatic valve
Insulated pipe
Solenoid valve
Insulated and heated pipe
Pump, general design
Orifice
Air distributor
Compressor
Throttle valve
Turbocharger
Receiver
Pressure switch, with emergency
or safety acting
Water, oil and condensate separator,
general design
Level switch