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Wärtsilä 46 – Project guide for marine applications
Wärtsilä Finland Oy P.O.Box 252 65101 Vaasa, Finland Tel. +358 10 709 0000 Fax. +358 6 356 7188
Project guide for
Marine Applications
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.
COPYRIGHT 2000 BY WÄRTSILÄ FINLAND OY ALL RIGHTS RESERVED. NO PART OF THIS PUBLICATION MAY BE REPRODUCED OR COPIED IN ANY FORM OR BY ANY MEANS, WITHOUT PRIOR WRITTEN PERMISSION OF THE COPYRIGHT OWNER.
Marine Project Guide W46 - 1/2001
i
Table of Contents
Table of Contents 1. 1.1. 1.2. 1.3. 1.4. 1.5. 1.6.
General data and outputs . . . . . . . . . . . . . . . . . . . 1 Technical main data . . . . . . . . . . . . . . . . . . . . . . . . . 1 Fuel characteristics . . . . . . . . . . . . . . . . . . . . . . . . . 1 Maximum continuous output . . . . . . . . . . . . . . . . . . 3 Reference conditions . . . . . . . . . . . . . . . . . . . . . . . . 3 Principal dimensions and weights . . . . . . . . . . . . . . 4 Definitions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
14. 14.1. 14.2. 14.3. 14.4. 14.5. 14.6.
2. 2.1. 2.2. 2.3. 2.4. 2.5. 2.6.
Operation data . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Dimensioning of propellers . . . . . . . . . . . . . . . . . . . 7 Loading capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Operation at low air temperature . . . . . . . . . . . . . . 10 Restrictions for low load operation and idling . . . . 10 Lubricating oil quality . . . . . . . . . . . . . . . . . . . . . . . 11 Overhaul intervals and expected life times of engine components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
3. 3.1. 3.2. 3.3. 3.4.
Technical data . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Technical data tables . . . . . . . . . . . . . . . . . . . . . . . 18 Exhaust gas and heat balance diagrams . . . . . . . . 25 Specific fuel oil consumption curves . . . . . . . . . . . 42
15. Control and monitoring system . . . . . . . . . . . . 121 15.1. Normal start and stop of the diesel engine . . . . . 121 15.2. Automatic and emergency stop; load reduction and overspeed trip . . . . . . . . . . . . . . . . . . . . . . . . . . . 122 15.3. Speed control. . . . . . . . . . . . . . . . . . . . . . . . . . . . 122 15.4. Speed measuring system. . . . . . . . . . . . . . . . . . . 125 15.5. Cabinet for slow turning/start/stop . . . . . . . . . . . 125 15.6. Monitoring system . . . . . . . . . . . . . . . . . . . . . . . . 126 15.7. Electrically driven pumps . . . . . . . . . . . . . . . . . . . 127 15.8. Diesel electric propulsion. . . . . . . . . . . . . . . . . . . 129 15.9. Digital engine control system, optional . . . . . . . . 131
4.
Description of the engine . . . . . . . . . . . . . . . . . . 43
5.
Piping design, treatment and installation . . . . . 49
6. 6.1. 6.2. 6.3.
Fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 Internal fuel system . . . . . . . . . . . . . . . . . . . . . . . . 52 External fuel system . . . . . . . . . . . . . . . . . . . . . . . . 52
7. 7.1. 7.2.
Lubricating oil system . . . . . . . . . . . . . . . . . . . . . 68 Internal lubricating oil system. . . . . . . . . . . . . . . . . 68 External lubricating oil system . . . . . . . . . . . . . . . . 68
8. 8.1. 8.2. 8.3.
Cooling water system . . . . . . . . . . . . . . . . . . . . . 79 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79 Internal cooling water system . . . . . . . . . . . . . . . . 79 External cooling water system . . . . . . . . . . . . . . . . 82
9. 9.1. 9.2.
Starting air system . . . . . . . . . . . . . . . . . . . . . . . . 96 Internal starting air system . . . . . . . . . . . . . . . . . . . . 96 External starting air system . . . . . . . . . . . . . . . . . . 96
10. Turbocharger and air cooler cleaning system. 102 10.1. Turbocharger cleaning system . . . . . . . . . . . . . . . 102 10.2. Charge air cooler cleaning system (optional) . . . . 106 11.
Engine room ventilation . . . . . . . . . . . . . . . . . . . 107
12.
Crankcase ventilation system . . . . . . . . . . . . . . 109
13. 13.1. 13.2. 13.3.
Exhaust gas system . . . . . . . . . . . . . . . . . . . . . . 110 Design of the exhaust gas system . . . . . . . . . . . . 110 Silencer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110 Exhaust gas boiler . . . . . . . . . . . . . . . . . . . . . . . . 110
ii
Emission control options. . . . . . . . . . . . . . . . . . General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Low NOx combustion . . . . . . . . . . . . . . . . . . . . . EIAPP Statement of compliance . . . . . . . . . . . . . Direct water injection . . . . . . . . . . . . . . . . . . . . . . SCR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
117 117 117 117 118 118 120
16. 16.1. 16.2. 16.3.
Seating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rigid mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . Resilient mounting . . . . . . . . . . . . . . . . . . . . . . . .
132 132 132 140
17. 17.1. 17.2. 17.3. 17.4. 17.5. 17.6.
Dynamic characteristics . . . . . . . . . . . . . . . . . . General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . External forces and couples. . . . . . . . . . . . . . . . . Torque variations . . . . . . . . . . . . . . . . . . . . . . . . . Mass moments of inertia . . . . . . . . . . . . . . . . . . . Structure borne noise. . . . . . . . . . . . . . . . . . . . . . Air borne noise . . . . . . . . . . . . . . . . . . . . . . . . . . .
142 142 142 143 146 146 146
18. 18.1. 18.2. 18.3. 18.4.
Power transmission . . . . . . . . . . . . . . . . . . . . . . Elastic coupling . . . . . . . . . . . . . . . . . . . . . . . . . . Power-take-off from the free end. . . . . . . . . . . . . Torsional vibrations . . . . . . . . . . . . . . . . . . . . . . . Turning gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
147 147 147 147 148
19. 19.1. 19.2. 19.3. 19.4. 19.5. 19.6. 19.7. 19.8. 19.9. 19.10.
Engine room design . . . . . . . . . . . . . . . . . . . . . . 149 Space requirements for overhaul. . . . . . . . . . . . . 149 Platforms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150 Crankshaft distances . . . . . . . . . . . . . . . . . . . . . . 154 Four-engine arrangements. . . . . . . . . . . . . . . . . . 155 Father-and-son arrangement . . . . . . . . . . . . . . . . 159 Service areas and lifting arrangements . . . . . . . . 160 Ship inclination angles . . . . . . . . . . . . . . . . . . . . . 175 Cold conditions . . . . . . . . . . . . . . . . . . . . . . . . . . 176 Dimensions and weights of engine parts . . . . . . . 178 Engine room maintenance hatch . . . . . . . . . . . . . 182
20.
Transport dimensions and weights . . . . . . . . . 183
21.
General Arrangement. . . . . . . . . . . . . . . . . . . . . 187
22.
Dimensional drawings . . . . . . . . . . . . . . . . . . . . 193
23.
List of symbols . . . . . . . . . . . . . . . . . . . . . . . . . . 209
Marine Project Guide W46 - 1/2001
1. General data and outputs
1. General data and outputs 1.1. Technical main data
Number of valves
The Wärtsilä 46 is a 4-stroke, non-reversible, turbocharged and intercooled diesel engine with direct injection of fuel. Cylinder bore 460 mm Stroke 580 mm
Direction of rotation
Piston displacement
2 inlet valves and 2 exhaust valves Cylinder configuration 6, 8, 9, in-line 12, 16, 18 in V-form V-angle 45° clockwise, counter-clockwise on request
96.4 l/cyl A-rating
Speed [RPM] Cylinder output [kW] Cylinder output [HP] Mean effective pressure [bar] Mean piston speed [m/s]
450 905 1230 25.0 8.7
500 905 1230 22.5 9.7
B-rating 514 905 1230 21.9 9.9
500 975 1325 24.3 9.7
C-rating
514 975 1325 23.6 9.9
500 1050 1425 26.1 9.7
514 1050 1425 25.4 9.9
1.2. Fuel characteristics The Wärtsilä 46 is designed and developed for continuous operation, without reduction in the rated output, on fuels with the below mentioned properties. Heavy fuels of type HFO1 and HFO2 are permissible, the effect on overhaul intervals and expected component life times being indicated in chapter 2.6.
Light fuel oil (4V92A0941) Property
Unit
ISO-F-DMB
Viscosity, min., before injection pumps
cSt
2.8
2.8
ISO 3104
Viscosity, max.
cSt at 40°C
11.0
14.0
ISO 3104
Density, max.
kg/m³ at 15°C
900
920
ISO 3675 or 12185
35
-
ISO 5165 or 4264
2)
Cetane number
ISO-F-DMC
1)
Test method ref.
Water, max.
% volume
0.3
0.3
ISO 3733
Sulphur, max.
% mass
2.0
2.0
ISO 8574
Ash, max.
% mass
0.01
0.05
ISO 6245
mg/kg
—
100
ISO 14597
mg/kg
—
30
ISO 10478
mg/kg
—
25
ISO 10478
Aluminium + Silicon before engine, max. mg/kg
—
15
ISO 10478
0.30
2.50
ISO 10370
°C
60
60
ISO 2719
°C
0–6
0–6
ISO 3016
Sediment
% mass
0.07
—
ISO 3735
Total sediment potential, max.
% mass
—
0.10
ISO 10307-1
Vanadium, max. Sodium before engine, max.
2)
Aluminium + Silicon, max. 2)
Conradson carbon residue, max. 2)
Flash point (PMCC), min. Pour point, max.
3)
% mass
1)
Use of ISO-F-DMC category fuel is allowed provided that the fuel treatment system is equipped with a fuel centrifuge.
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.
Marine Project Guide W46 - 1/2001
1
1. General data and outputs
Heavy fuel oil (4V92A0941) Property
Unit
Viscosity, max.
cSt at 100°C cSt at 50°C Redwood No. 1 s at 100°F
Density, max.
kg/m³ at 15°C
CCAI, max.4)
Limit HFO 1
Limit HFO 2
Test method ref.
55 730 7200
55 730 7200
ISO 3104
1)
1)
991 /1010
991 /1010
850
870
2)
ISO 3675 or 12185 Shell’s formula
Water, max.
% volume
1.0
1.0
ISO 3733
Water before engine, max.4)
% volume
0.3
0.3
ISO 3733
Sulphur, max.
% mass
2.0
5.0
ISO 8754
Ash, max.
% mass
0.05
0.20
ISO 6245
Vanadium, max.
mg/kg
100
600 3)
ISO 14597
Sodium, max.4)
mg/kg
50
100
3)
ISO 10478
Sodium before engine, max.4)
mg/kg
30
30
ISO 10478
Aluminium + Silicon, max.
mg/kg
30
80
ISO 10478
Aluminium + Silicon before engine, max. 4)
mg/kg
15
15
ISO 10478
Conradson carbon residue, max. % mass
15
22
ISO 10370
Asphaltenes, max. 4)
% mass
8
14
ASTM D 3279
Flash point (PMCC), min.
°C
60
60
ISO 2719
Pour point, max.
°C
30
30
ISO 3016
Total sediment potential, max.
% mass
0.10
0.10
ISO 10307-2
1) 2)
Max. 1010 kg/m³ at 15°C provided the fuel treatment system can remove water and solids.
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 deposit 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 specified 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 2
Marine Project Guide W46 - 1/2001
1. General data and outputs
1.3.
Maximum continuous output
1.4. Reference conditions
Nominal speed 500 RPM is preferred, for propulsion engines.
The reference conditions of the max. continuous output are according to ISO 3046-1 : 1995(E), i.e.
The mean effective pressure can be calculated as follows:
• • • •
P1 [kW ] pe [bar ]= n [RPM] · 0.08033 P1 [hp ] pe [bar ]= n [RPM ] · 0.10921
total barometric pressure
1.0 bar
air temperature
25°C
relative humidity
30%
charge air coolant temperature 25°C The output is available up to a charge air coolant temperature of max. 38°C and an air temperature of max. 45°C. For higher temperatures, the output has to be reduced according to the formula stated in the ISO standard.
P 1 = output per cylinder pe = mean effective pressure
The stated specific fuel consumption applies to engines without engine driven pumps, operating in ambient conditions according to ISO 3046-1 : 1995(E).
n = engine speed
Maximum continuous output in kW (metric HP) Engine type
A-rating (450, 500, 514 RPM*)
B-rating (500, 514 RPM)
C-rating (500, 514 RPM)
[kW]
[HP]
[kW]
[HP]
[kW]
[HP]
6L46
5430
7380
5850
7950
6300
8550
8L46
7240
9840
7800
10600
8400
11400
9L46
8145
11070
8775
11925
9450
12825
12V46
10860
14760
11700
15900
12600
17100
16V46
14480
19680
15600
21200
16800
22800
18V46
16290
22140
17550
23850
18900
25650
* 18V46, only 500 and 514 RPM
Marine Project Guide W46 - 1/2001
3
1. General data and outputs
1.5. Principal dimensions and weights In-line engines (3V58E0537b)
Engine 6L46 8L46 9L46
A*
A
B
7580 8290 3343 9488 10005 3604 10308 10825 3604
C
D
E
E2
F
G
H
I
K
M
Weight [ton]
2878 3177 3270
650 650 650
1457 1457 1457
1230 1230 1230
6170 7810 8630
460 460 460
1446 1446 1446
1940 1940 1940
1625 1830 1830
1014 1282 1282
93 119 134
* Turbocharged at flywheel end The weights are dry weights of rigidly mounted engines with TPL turbochargers and without flywheel and pumps. For applications with restricted height a low sump can be specified (dimension E2 instead of E), However without the hydraulic jacks. Additional weights [ton]: Item
6L46
8L46
9L46
Flywheel Flexible mounting (without limiters) Built-on pumps
1-2 4.4 2.0
1-2 5.1 2.0
1-3 5.5 2.0
4
Marine Project Guide W46 - 1/2001
1. General data and outputs
V-engines (3V58E0538)
Engine
A*
A
12V46 10258 10377 16V46 12345 12480 18V46 13445 13580
B
C
D
E
F
G
H
I
K
M
Weight [ton]
3662 3986 3986
4415 5347 5347
800 800 800
1502 1502 1502
7850 10050 11150
460 460 460
1800 1800 1800
2290 2290 2290
2208 2674 2674
1903 1790 1790
166 213 237
* Turbocharged at flywheel end The weights are dry weights of rigidly mounted engines with TPL turbochargers and without flywheel and pumps. Additional weights [ton]: Item Flywheel Flexible mounting (without limiters) Built-on pumps
Marine Project Guide W46 - 1/2001
12V46
16V46
18V46
1-3 5.6 2.4
1-3 6.9 2.4
1-3 7.7 2.4
5
1. General data and outputs
1.6. Definitions In-line engine (2V58F0007a)
V-engine (1V58F0008)
6
Marine Project Guide W46 - 1/2001
2. Operation data
2. Operation data 2.1.
Dimensioning of propellers
CP-propeller
A-rating: operating field for CP-propeller, rated speed 500 RPM (4V93L0519a)
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 sharing is necessary. The diagrams show the operating ranges for CP-propeller 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 possible and will be decided separately in each case. Note! 18V46 is not available for diesel-mechanical applications.
A-rating: operating field for CP-propeller, rated speed 450 RPM (4V93L0518a)
Remarks: Restrictions for low load operation to be observed.
Marine Project Guide W46 - 1/2001
Remarks: Restrictions for low load operation to be observed.
B-rating: operating field for CP-propeller, rated speed 500 RPM (4V93L0520a)
Remarks: Restrictions for low load operation to be observed.
7
2. Operation data
C-rating: operating field for CP-propeller, rated speed 500 RPM (4V93L0539a)
A-rating: operating field for FP-propeller, rated speed 500 RPM (4V93L0491)
FP-propeller (with A and B-rating only)
Remarks: *) 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 possibilities to control the absorbed power. Factors which influence on the design are:
• The resistance of the ship increases with time. • The frictional resistance of the propeller blade in water increases with time.
• Bollard pull, towing and acceleration requires higher
Restrictions for low load operation to be observed. A shaft brake should be used to enable fast manoeuvring (crash-stop). 6L46, 8L46, 9L46 and 12V46 and 16V46 type engines are available for fixed pitch installations.
B-rating: operating field for FP-propeller, rated 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 propeller itself. For ships intended for towing, the propeller can be designed 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 additional torque of the ice should furthermore be considered. The diagram below shows the permissible operating range for FP-propeller installations as well as the recommended 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).
8
Marine Project Guide W46 - 1/2001
2. Operation data
Dredgers
2.2. Loading capacity
In a dredger application with a direct coupled sand pump drive it is often requested to have a capability for constant full torque down to 70% or 80% of the nominal speed i.e. down to 350 or 400 rpm. If the requirement is to go down to 400 rpm at constant torque the engine nominal MCR can be in accordance with standard A- or B- ratings without any de-rating, nominal speed 500 rpm. C-rating is not allowed. If the requirement is to go down to speed 350 rpm at constant torque the engine nominal MCR should be de-rated to 800 kW/cyl, nominal speed 500 rpm. Operation in this low speed / high torque range should only be temporary. Engine MCR is valid at 45ºC inlet air temperature and 38ºC LT-water inlet temperature.
The loading speed must be controlled in a modern turbocharged diesel engine so that sufficient amount of air corresponding to the need for a complete combustion of the injected fuel can be delivered by the turbocharged. This can be obtained if the loading speed does not exceed the curve in the diagram below.
Diesel-mechanical propulsion The loading is to be controlled by a load increase programme, which is included in the propeller control system. Emergency loading may only be possible with a separate emergency running programme. The use of this programme must create alarm lights and an audible alarm in the control room and alarm lights on the command bridge as well.
Load capacity (4V93D0040)
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)
Marine Project Guide W46 - 1/2001
9
2. Operation data
Main engines driving generators for propulsion Compared to rules for auxiliary generator engines the required loading capacity of engines for diesel-electric applications is more subject to project specific considerations. Depending on the installation, e.g. a two-step or three-step loading from 0 - 100% might not be justified and therefore not required by classification rules. The loading performance is affected by the rotational inertia of the whole generating set, the speed governor adjustment and behaviour, generator design, alternator excitation system, voltage regulator behaviour and nominal output influence the values. Maximum allowed instant load step, when steady state is reached, is 33% MCR. Steady state speed band is when the envelope of speed variation does not exceed ±1%. 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 speed (frequency) decrease is 10% of the rated speed (frequency) and the recovery time to steady state speed at target load is 5 seconds when a max. allowed step load of 33% is applied. An instant unloading of the whole max. continuous load cause a transient increase in speed of 10% and the recovery time to no load steady state speed band is 5 seconds. Loading capacity and overload specifications are to be developed in cooperation between the plant designer, engine manufacturer and classification society at an early stage of the project. Features to be incorporated in the propulsion control and power management systems are presented in a separate chapter.
2.3. Operation at low air temperature When planning specialized ships for cold conditions the following shall be considered:
• To ensure starting, the inlet air temperature should be min. 5°C.
• For idling, the inlet air temperature should be min. 5°C.
• The lowest permissible inlet air temperature at high load is -5°C with a standard engine. For lower temperatures special provisions shall be made.
During prolonged low load operation in cold climate the two-stage charge air cooler is useful in heating the charge air by the HT-water. To prevent undercooling of the HT-water special provisions shall be made, e.g. by designing the preheating arrangement to heat the running engine. For operation at high load in cold climate the capacity of the wastegate arrangement is specified on a case-by-case basis. For further guidelines, see chapter 19.8.
2.4. Restrictions for low load operation and idling The engine can be started, stopped and run on heavy fuel under all operating conditions. Continuous operation on heavy fuel is preferred instead of changing over to diesel fuel at low load operation and manoeuvring. The following recommendations apply to idling and low load operation: Absolute idling (declutched main engine, unloaded generator):
• Max. 10 min. (recommended 3 - 5 min.), if the engine is to be stopped after the idling.
• Max. 6 hours, if the engine is to be loaded after the idling. Operation at 5 - 20% load:
• Max. 100 hours’ continuous operation. At intervals of 100 operating hours the engine must be loaded to min. 70% of the rated load. Operation at higher than 20% load:
• No restrictions.
10
Marine Project Guide W46 - 1/2001
2. Operation data
2.5. Lubricating oil quality Engine lubricating oil The system oil should be of viscosity class SAE 40 (ISO VG 150). The alkalinity, BN, of the system oil should be 30 - 55 mg/KOH/g in heavy fuel use; higher at higher sulphur content of the fuel. It is recommended to use BN 40 lubricants with category C fuels. The use of high BN (50 55) lubricants in heavy fuel installations is recommended, if the use of BN 40 lubricants also causes short oil change intervals. Today’s modern trunk piston diesel engines are stressing the lubricating oils heavily due to a.o. low specific lubricating oil consumption. Also ingress of residual fuel combustion products into the lubricating oil can cause deposit formation on the surface of certain engine components resulting in severe operating problems. Due to this many lubricating oil suppliers have developed new lubricating oil formulations with better fuel and lubricating oil compatibility. The lubricating oils mentioned in Table 2 are representing a new detergent/dispersant additive chemistry and have shown good performance in Wärtsilä engines. These lubricating oils are recommended in the first place in order to reach full service intervals. The lubricating oils in Table 3, representing conventional additive technology, are also approved for use. However, with these lubricating oils, the service intervals will most likely be shorter.
If gas oil or marine diesel oil is used as fuel, a lubricating oil with a BN of 10 - 22 is recommended. However, an approved lubricating oil with a BN of 24 - 30 can also be used, if the desired lower BN lubricating oil brand is not included in Table 1. NB! Different oil brands not to be blended unless approved by oil supplier and, during guarantee time, by engine manufacturer.
Turbocharger lubricating oil The lubricating oil system of the ABB TPL turbocharged is incorporated in the lubricating oil system of the engine.
Speed governor For the speed governor both turbine and normal system oil can be used. Oil quantity in speed governor: Engine
Litres (approx.)
Wärtsilä L46 Wärtsilä V46
2 7
Engine turning device Refer to Table 4 for oil type. Oil quantity in turning device: Wärtsilä 6L, 8L46
9 litres
Wärtsilä 9L, 12V, 16V, 18V46
68 - 70 litres
Table 1 - Approved system oils recommended in the first place, in gas oil or marine diesel oil installations (fuel categories A and B) Supplier
Brand name
Viscosity
BN
Fuel category
BP
Energol HPDX40
SAE 40
12
A
Caltex
Delo 1000 Marine SAE 40 Delo 2000 Marine SAE 40
SAE 40 SAE 40
12 20
A A, B
Castrol
MHP 154 Seamax Extra 40 TLX 204
SAE 40 SAE 40 SAE 40
15 15 20
A, B A, B A, B
Chevron
Delo 1000 Marine 40 Delo 2000 Marine 40
SAE 40 SAE 40
12 20
A A, B
ExxonMobil
Mobilgard ADL 40 Mobilgard 412
SAE 40 SAE 40
15 15
A, B A, B
FAMM
Delo 1000 Marine 40
SAE 40
12
A
Shell
Gadinia Oil 40 (SL0391) Sirius FB Oil 40
SAE 40 SAE 40
12 13
A A
Texaco
Taro XD 40
SAE 40
12
A
TotalFina
Caprano S 412 Stellano S 420
SAE 40 SAE 40
12 20
A A, B
Marine Project Guide W46 - 1/2001
11
2. Operation data
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
BP
Energol IC-HFX 304 Energol IC-HFX 404 Energol IC-HFX 504
SAE 40 SAE 40 SAE 40
30 40 50
A, B, C A, B, C A, B, C
Caltex
Delo 3000 Marine SAE 40 Delo 3400 Marine SAE 40 Delo 3550 Marine SAE 40
SAE 40 SAE 40 SAE 40
30 40 55
A, B, C A, B, C A, B, C
Castrol
TLX 304 TLX 404 TLX 504 TLX 554
SAE 40 SAE 40 SAE 40 SAE 40
30 40 50 55
A, B, C A, B, C A, B, C A, B, C
Chevron
Delo 3000 Marine 40 Delo 3400 Marine 40 Delo 3550 Marine 40
SAE 40 SAE 40 SAE 40
30 40 55
A, B, C A, B, C A, B, C
Elf
Aurelia 4030 Aurelia XT 4040 Aurelia XT 4055
SAE 40 SAE 40 SAE 40
30 40 55
A, B, C A, B, C A, B, C
ExxonMobil
Exxmar 30 TP 40 PLUS Exxmar 40 TP 40 PLUS Exxmar 50 TP 40 PLUS Mobilgard 430 Mobilgard 440 Mobilgard 50 M Mobilgard SP 55
SAE 40 SAE 40 SAE 40 SAE40 SAE 40 SAE 40 SAE 40
30 40 50 30 40 50 55
A, B, C A, B, C A, B, C A, B, C A, B, C A, B, C A, B, C
FAMM
Taro 30 DP 40 Taro 40 XL 40 Taro 50 XL 40
SAE 40 SAE 40 SAE 40
30 40 50
A, B, C A, B, C A, B, C
Petron
Petromar XC 3040 Petromar XC 4040 Petromar XC 5540
SAE 40 SAE 40 SAE 40
30 40 55
A, B, C A, B, C A, B, C
Repsol YPF
Neptuno W NT 4000 SAE 40 Neptuno W NT 5500 SAE 40
SAE 40 SAE 40
40 55
A, B, C A, B, C
Shell
Argina T 40 Argina X 40 Argina XL 40
SAE 40 SAE 40 SAE 40
30 40 50
A, B, C A, B, C A, B, C
Texaco
Taro 30 DP 40 Taro 40 XL 40 Taro 50 XL 40
SAE 40 SAE 40 SAE 40
30 40 50
A, B, C A, B, C A, B, C
TotalFina
Stellano S 430 Stellano S 440 Stellano S450
SAE 40 SAE 40 SAE 40
30 40 50
A, B, C A, B, C A, B, C
12
Marine Project Guide W46 - 1/2001
2. Operation data
Table 3 - Approved system oils: lubricating oils with conventional detergent/dispersant additive chemistry Supplier
Brand name
Viscosity
BN
Fuel category
ExxonMobil
Exxmar 30 TP 40 Exxmar 40 TP 40
SAE 40 SAE 40
30 40
A, B, C A, B, C
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.)
Table 4 - Approved lubricating oils for engine turning device Supplier
Brand name
Agip
Viscosity [cSt at 40°C]
Viscosity [cSt at 100°C]
Viscosity index (VI)
Blasia 320
300
23.0
95
BP
Energol GR-XP 460
425
27.0
88
Castrol
Alpha SP 460
460
30.5
95
Elf
Epona Z 460
470
30.3
93
ExxponMobil
Spartan EP 460 Mobilgear 634
460 437
30.8 27.8
96 96
Shell
Omala Oil 460
460
30.8
97
Texaco
Meropa 460
460
31.6
100
Marine Project Guide W46 - 1/2001
13
2. Operation data
2.6. Overhaul intervals and expected life times of engine components The following over haul intervals and life times are for guidance only. Actual figures may vary depending on service conditions. Fuel qualities are specified in a separate chapter in the beginning of the Project Guide.
Time between overhauls (h) Work description
HFO2
HFO1
MDO
Injector, testing
3000
3000
3000
Injection pump
12000
12000
12000
Cylinder head
12000
12000
16000
Piston, liner
12000
12000
16000
Piston crown/skirt, dismantling of one
12000
12000
16000
Piston crown/skirt, dismantling of all
24000
24000
32000
Big end bearing, inspection of one
12000
12000
16000
Big end bearing, replacement of all
36000
36000
36000
Main bearing, inspection of one
18000
18000
18000
Main bearing replacement of all
36000
36000
36000
Camshaft bearing, inspection of one
36000
36000
36000
Camshaft bearing, replacement of all
60000
60000
60000
Turbocharger, mechanical cleaning
12000
12000
12000
Turbocharger bearings, inspection
12000
12000
12000
Charge air cooler cleaning
6000
6000
6000
Engine component
HFO2
HFO1
MDO
Injection nozzle
6000
6000
6000
Injection pump element
24000
24000
24000
Inlet valve seat
36000
36000
36000
Inlet valve, guide and rotator
24000
24000
32000
Exhaust valve seat
36000
36000
36000
Exhaust valve, guide and rotator
24000
24000
32000
Cylinder head
60000
60000
64000
Piston crown, including one reconditioning
36000
48000
48000
Piston skirt
60000
60000
64000
Piston rings
12000
12000
16000
Cylinder liner
72000
96000
96000
Antipolishing ring
12000
12000
16000
Gudgeon pin
60000
60000
64000
Gudgeon pin bearing
36000
36000
36000
Big end bearing
36000
36000
36000
Main bearing
36000
36000
36000
Camshaft bearing
60000
60000
60000
Turbocharger plain bearings
36000
36000
36000
Charge air cooler
36000
36000
48000
Rubber elements for flexible mounting
60000
60000
60000
Expected life time (h)
14
Marine Project Guide W46 - 1/2001
3. Technical data
3. Technical data 3.1.
Introduction
Ambient conditions
General This chapter gives the technical data (heat balance data, exhaust gas parameters, pump capacities etc.) needed to design auxiliary systems. The technical data tables give separate exhaust gas and heat balance data for variable speed engines “CPP” and diesel-electric engines “D-E”. The reason for this is that these engines are built to different specifications. Engines driving controllable-pitch propellers belong to the category “CPP” whether or not they have shaft generators (operated at constant speed). The parameters of engines driving fixed-pitch propellers are as ”CPP”. However, all outputs stages and nominal speeds are not available for FPP-applications. All technical data is valid for engines with ABB TPL type turbochargers and miller timing.
The basic heat balance (in the table) is given in the so-called ISO-conditions (25°C suction air and 25°C LT-water temperature). The heat balance is, however, affected by the ambient conditions. The effect of the charge air suction temperature can be seen in the figures below. The recommended LT-water system is based on maintaining a constant charge air temperature to minimise condensate. The external cooling water system will maintain an engine inlet temperature close to 38°C. On part load, the LT-water thermostatic valve of the engine will by-pass a part of the LT-water to maintain the charge air temperature at a constant level. With this arrangement the heat balance in not affected by variations in the LT-water temperature.
Influence of suction air temperature 1,15
HT-water 1,10
LT-water C onv.&Rad. Lube oil
1,05 1,00 0,95
Exhaust gas & C ombustion air
0,90
HT-water (jacket + CAC) heat load LT-water (jacket + CAC) heat load Lubricating oil heat load Convection and radiation Combustion air mass f low Exha ust gas mass flow
0,85 0,80 0,75 0,70 - 10
0
10
20
30
40
50
Sucti on ai r temperature, degr.C
Influence of suction air temperature on exhaust gas temperature 40
30 20
Degr.C
10
0 -10
0
10
20
30
40
50
-10 -20
-30
-40 -50 Sucti on ai r temperature , degr.C
Marine Project Guide W46 - 1/2001
15
3. Technical data
Coolers
Heat recovery
The coolers are typically dimensioned for tropical conditions, 45°C suction air and 32°C sea water temperature. A sea water temperature of 32°C typically translates to an LT-water temperature of 38°C. Correction factors are obtained from the diagrams. Example: The heat balance of a 6L46C engine (nominal speed 500 rpm, driving a CPP) in tropical conditions:
For heat recovery purposes, dimensioning conditions have to be evaluated on a project specific basis as to engine load, operating modes, ambient conditions etc. The load dependent diagrams (after the tables) are valid is ISO-conditions, representing average conditions reasonably well in many cases. Factor
ISO
Tropical
1.13 1.01 1.04 1.09 1.03 0.94 0.94 +30
25 1840 810 1540 3380 240 10.7 11.0 380
45 2073 818 1605 3678 247 10.1 10.3 410
C kW kW kW kW kW kg/s kg/s kW
Suction air temperature HT-water total (jacket + CAC) Lubricating oil LT-water total (lube oil + CAC) Central cooler (HT+LT) total Convection and radiation Combustion air mass flow Exhaust gas mass flow Exhaust gas temperature
The following load-dependent diagrams are included: Drawing name 1
2 3
4 5
6 7 8 9
Wärtsilä 46A CPP Heat balance vs. Load
450 450 500 500 450/500/514 450/500/514 450/500/514 450/500/514 Wärtsilä 46A D-E Heat balance vs. Load 514 500/514 500/514 500 Wärtsilä 46B CPP Heat balance vs. Load 500 500/514 500/514 500/514 500/514 Wärtsilä 46B D-E Heat balance vs. Load 514 500/514 500/514 500 Wärtsilä 46C CPP Heat balance vs. Load 500 500/514 500/514 500/514 500/514 514 Wärtsilä 46C D-E Heat balance vs. Load 500/514 500/514 450/500 Wärtsilä 46 CPP exhaust gas temp.after TC 450/500 Wärtsilä 46 D-E 500 rpm EG temp.after TC 500 Wärtsilä 46 D-E 514 rpm EG temp.after TC 514 EGF = Exhaust gas flow EGT = Exhaust gas temperature
16
Nom. rpm
rpm mode
Parameter
Doc.number
variable constant variable constant variable constant variable constant
EGF EGF EGF EGF HT HT LT LT EGF HT LT EGF EGF HT HT LT LT EGF HT LT EGF EGF HT HT LT LT EGF HT LT EGT EGT
4V93E0374
EGT EGT
4V93E0382 4V93E0383
variable constant variable constant variable constant
variable constant variable constant variable constant
variable constant
4V93E0375 4V93E0376
4V93E0377 4V93E0378
4V93E0379 4V93E0381
HT = HT-water heat balance LT = LT-water heat balance
Marine Project Guide W46 - 1/2001
3. Technical data
There are separate load-dependent exhaust gas and heat balance diagrams for variable speed engines operated at:
Engine driven pumps The basic fuel consumption given in the technical data tables are without engine driven pumps. The increase in fuel consumption in g/kWh is given in the table below:
• Constant speed. This is a typical operating mode of a
variable speed engine with a shaft generator. The figures are somewhat different from a pure constant speed engine.
• Variable speed. Propeller law operation is assumed. If
necessary, accurate figures when operating according to a combination curve can be obtained by interpolation from these two diagrams.
50
Engine load, % 75
85
100
Constant speed
Lube oil pump HT- & LT-pump total
4.0 2.0
3.0 1.6
2.5 1.3
2.0 1.0
Propeller law
Lube oil pump HT- <-pump total
2.0 1.0
2.0 1.0
2.0 1.0
2.0 1.0
Marine Project Guide W46 - 1/2001
17
3. Technical data
3.2. Technical data tables Wärtsilä 6L46 Engine speed
6L46A test
Engine output Engine output
RPM
450
kW HP
500
6L46B 514
500
5430 7385
514
6L46C 500
5850 7955
514 6300 8570
Combustion air system Flow of air, CPP Flow of air, D-E
1) 1)
kg/s kg/s
9.5 –
9.9 9.9
10.1 10.1
10.3 10.5
10.5 10.7
10.7 11.0
10.9 11.2
2) 2) 1) 1)
°C °C kg/s kg/s
380 – 9.7 –
380 360 10.2 10.2
375 355 10.4 10.4
380 360 10.6 10.8
375 355 10.8 11.0
380 360 11.0 11.3
375 355 11.2 11.5
3) 3) 3) 3) 3)
kW kW kW kW kW
Exhaust gas system Temperature after turbocharger, CPP Temperature after turbocharger, D-E Exhaust gas flow, CPP Exhaust gas flow, D-E
Heat balance at ISO conditions Lubricating oil Jacket water Charge air HT-circuit Charge air LT-circuit Radiation
730 610 840 590 220
770 630 1000 660 230
810 650 1190 730 240
3.1...3.8 4.5 22.5 172 173 171 173
3.3...4.1 4.5 22.5 173 173 171 173
3.6...4.4 4.5 22.5 174 174 171 173
Fuel system Circulation pump capacity Leak fuel flow, clean heavy fuel (100% load) Leak fuel flow, marine diesel oil (100% load) Fuel consumption, 100% load, CPP 4) Fuel consumption, 100% load, D-E 4) Fuel consumption, 85% load, CPP 4) Fuel consumption, 85% load, D-E 4)
m³/h kg/h kg/h g/kWh g/kWh g/kWh g/kWh
Lubricating oil system Pump capacity (main), direct driven - variable speed (CPP, FPP) - constant speed (D-E) Pump capacity (main), el. driven, separate Pump capacity (prelubricating) Oil flow to engine Oil volume in separate system oil tank, nom. Oil volume in engine
m³/h m³/h m³/h m³/h m³/h m³ m³
–
157 149 140 34 120 8 0.25
157 153
149
140 34 120 8 0.25
153
149
157 153 140 34 120 8 0.25
High temperature cooling water system Pump capacity Water volume in engine
m³/h m³
120 0.95
135 0.95
135 0.95
m³/h m³
120 0.1
135 0.1
135 0.1
Nm³
3.6
3.6
3.6
Low temperature cooling water system Pump capacity Water volume in engine
Starting air system Air consumption per start (20°C)
CPP
Controllable-pitch propeller installations
D-E
Diesel-electric installations
All engines have a waste-gate (on generator engines operated above 100% load). 1) 2)
At ISO 3046-1 conditions (ambient air temperature 25°C, LT-water 25°C) and 100% load. Tolerance ± 5%. At ISO 3046-1 conditions (ambient air temperature 25°C, LT-water 25°C) and 100% load. Tolerance ± 15°C.
3)
At ISO 3046-1 conditions (ambient air temperature 25°C, LT-water 25°C) and 100% load. Distribution of heat within the balance has a tolerance of 10%. Fouling factors and a margin to be taken into account when dimensioning the heat exchangers (lubricating oil cooler, central cooler).
4)
According to ISO 3046-1-1993, lower calorific value 42700 kJ/kg, without engine driven pumps. Tolerance ± 5%. For propulsion engines the consumption is given according to propeller law
18
Marine Project Guide W46 - 1/2001
3. Technical data
Wärtsilä 8L46
8L46A
Engine speed
RPM
Engine output Engine output
kW HP
450
500
8L46B 514
7240 9845
500
514
8L46C 500
7800 10610
514
8400 11425
Combustion air system Flow of air, CPP Flow of air, D-E
1) 1)
kg/s kg/s
12.7 -
13.2 13.2
13.5 13.5
13.7 14.0
14.0 14.3
14.3 14.7
14.5 14.9
2) 2) 1) 1)
°C °C kg/s kg/s
380 12.9 -
380 360 13.6 13.6
375 355 13.9 13.9
380 360 14.1 14.4
375 355 14.4 14.7
380 360 14.7 15.1
375 355 14.9 15.3
3) 3) 3) 3) 3)
kW kW kW kW kW
Exhaust gas system Temperature after turbocharger, CPP Temperature after turbocharger, D-E Exhaust gas flow, CPP Exhaust gas flow, D-E
Heat balance at ISO conditions Lubricating oil Jacket water HT circuit Charge air HT-circuit Charge air LT-circuit Radiation
970 820 1120 780 290
1020 840 1340 880 300
1080 870 1580 980 320
4.1...5.0 6 30 172 173 171 173
4.5...5.5 6 30 173 173 171 173
4.8...5.9 6 30 174 174 171 173
Fuel system Circulation pump capacity Leak fuel flow, clean heavy fuel (100% load) Leak fuel flow, marine diesel oil (100% load) Fuel consumption, 100% load, CPP 4) Fuel consumption, 100% load, D-E 4) Fuel consumption, 85% load, CPP 4) Fuel consumption, 85% load, D-E 4)
m³/h kg/h kg/h g/kWh g/kWh g/kWh g/kWh
Lubricating oil system Pump capacity (main), direct driven - variable speed (CPP, FPP) - constant speed (D-E) Pump capacity (main), separate, el. driven Pump capacity (prelubricating) Oil flow to engine Oil volume in separate system oil tank, nom. Oil volume in engine
m³/h m³/h m³/h m³/h m³/h m³ m³
-
198 149 145 45 115 10.8 0.33
153
149
198 145 45 115 10.8 0.33
198 153 145 45 115 10.8 0.33
153
149
High temperature cooling water system Pump capacity Water volume in engine
m³/h m³
160 1.35
180 1.35
180 1.35
m³/h m³
160 0.1
180 0.1
180 0.1
Nm³
4.8
4.8
4.8
Low temperature cooling water system Pump capacity Water volume in engine
Starting air system Air consumption per start (20°C)
CPP
Controllable-pitch propeller installations
D-E
Diesel-electric installations
All engines have a waste-gate (on generator engines operated above 100% load). 1) 2)
At ISO 3046-1 conditions (ambient air temperature 25°C, LT-water 25°C) and 100% load. Tolerance ± 5%. At ISO 3046-1 conditions (ambient air temperature 25°C, LT-water 25°C) and 100% load. Tolerance ± 15°C.
3)
At ISO 3046-1 conditions (ambient air temperature 25°C, LT-water 25°C) and 100% load. Distribution of heat within the balance has a tolerance of 10%. Fouling factors and a margin to be taken into account when dimensioning the heat exchangers (lubricating oil cooler, central cooler).
4)
According to ISO 3046-1-1993, lower calorific value 42700 kJ/kg, without engine driven pumps. Tolerance ± 5%. For propulsion engines the consumption is given according to propeller law.
Marine Project Guide W46 - 1/2001
19
3. Technical data
Wärtsilä 9L46
9L46A
Engine speed
RPM
Engine output Engine output
kW HP
450
500
9L46B 514
8145 11075
500
514
8775 11935
9L46C 500
514
9450 12850
Combustion air system Flow of air, CPP Flow of air, D-E
1) 1)
kg/s kg/s
14.2 -
14.9 14.9
15.1 15.1
15.5 15.8
15.8 16.0
16.0 16.5
16.4 16.8
2) 2) 1) 1)
°C °C kg/s kg/s
380 14.6 -
380 360 15.3 15.3
375 355 15.6 15.6
380 360 15.9 16.2
375 355 16.2 16.5
380 360 16.5 16.9
375 355 16.8 17.3
3) 3) 3) 3) 3)
kW kW kW kW kW
Exhaust gas system Temperature after turbocharger, CPP Temperature after turbocharger, D-E Exhaust gas flow, CPP Exhaust gas flow, D-E
Heat balance at ISO conditions Lubricating oil Jacket water HT-circuit Charge air HT-circuit Charge air LT-circuit Radiation
1100 920 1260 880 330
1150 950 1500 990 340
1210 970 1780 1100 360
4.6...5.6 6.8 34 172 173 171 173
5.0...6.1 6.8 34 173 173 171 173
5.4...6.6 6.8 34 174 174 171 173
Fuel system Circulation pump capacity Leak fuel flow, clean heavy fuel (100% load) Leak fuel flow, marine diesel oil (100% load) Fuel consumption, 100% load, CPP 4) Fuel consumption, 100% load, D-E 4) Fuel consumption, 85% load, CPP 4) Fuel consumption, 85% load, D-E 4)
m³/h kg/h kg/h g/kWh g/kWh g/kWh g/kWh
Lubricating oil system Pump capacity (main), direct driven - variable speed (CPP, FPP) - constant speed (D-E) Pump capacity (main), separate, el. driven Pump capacity (prelubricating) Oil flow to engine Oil volume in separate system oil tank, nom. Oil volume in engine
m³/h m³/h m³/h m³/h m³/h m³ m³
-
198 157 160 51 130 12.2 0.37
162
157
198 160 51 130 12.2 0.37
198 162 160 51 130 12.2 0.37
162
157
High temperature cooling water system Pump capacity Water volume in engine
m³/h m³
180 1.5
200 1.5
200 1.5
m³/h m³
180 0.1
200 0.1
200 0.1
Nm³
5.4
5.4
5.4
Low temperature cooling water system Pump capacity Water volume in engine
Starting air system Air consumption per start (20°C)
CPP
Controllable-pitch propeller installations
D-E
Diesel-electric installations
All engines have a waste-gate (on generator engines operated above 100% load). 1) 2)
At ISO 3046-1 conditions (ambient air temperature 25°C, LT-water 25°C) and 100% load. Tolerance ± 5%. At ISO 3046-1 conditions (ambient air temperature 25°C, LT-water 25°C) and 100% load. Tolerance ± 15°C.
3)
At ISO 3046-1 conditions (ambient air temperature 25°C, LT-water 25°C) and 100% load. Distribution of heat within the balance has a tolerance of 10%. Fouling factors and a margin to be taken into account when dimensioning the heat exchangers (lubricating oil cooler, central cooler).
4)
According to ISO 3046-1-1993, lower calorific value 42700 kJ/kg, without engine driven pumps. Tolerance ± 5%. For propulsion engines the consumption is given according to propeller law.
20
Marine Project Guide W46 - 1/2001
3. Technical data
Wärtsilä 12V46
12V46A
Engine speed
RPM
Engine output Engine output
kW HP
450
500
12V46B 514
10860 14770
500
514
11700 15910
12V46C 500
514
12600 17135
Combustion air system Flow of air, CPP Flow of air, D-E
1) 1)
kg/s kg/s
19.0 -
19.8 19.8
20.2 20.2
20.6 21.0
21.0 21.4
21.4 22.0
21.8 22.4
2) 2) 1) 1)
°C °C kg/s kg/s
380 19.4 -
380 360 20.4 20.4
375 355 20.8 20.8
380 360 21.2 21.6
375 355 21.6 22.0
380 360 22.0 22.6
375 355 22.4 23.0
3) 3) 3) 3) 3)
kW kW kW kW kW
Exhaust gas system Temperature after turbocharger, CPP Temperature after turbocharger, D-E Exhaust gas flow, CPP Exhaust gas flow, D-E
Heat balance at ISO conditions Lubricating oil Jacket water Charge air HT-circuit Charge air LT-circuit Radiation
1320 1260 1880 950 420
1380 1320 2270 1080 430
1400 1420 2640 1190 450
6.1...7.5 9 45 172 173 171 173
6.7...8.2 9 45 173 173 171 173
7.3...8.9 9 45 174 174 171 173
Fuel system Circulation pump capacity Leak fuel flow, clean heavy fuel (100% load) Leak fuel flow, marine diesel oil (100% load) Fuel consumption, 100% load, CPP 4) Fuel consumption, 100% load, D-E 4) Fuel consumption, 85% load, CPP 4) Fuel consumption, 85% load, D-E 4)
m³/h kg/h kg/h g/kWh g/kWh g/kWh g/kWh
Lubricating oil system Pump capacity (main), direct driven - variable speed (CPP, FPP) - constant speed (D-E) Pump capacity (main), separate, el. driven Pump capacity (prelubricating) Oil flow to engine Oil volume in separate system oil tank, nom. Oil volume in engine
m³/h m³/h m³/h m³/h m³/h m³ m³
-
263 215 210 65 170 16.3 0.37
221
215
263
221
210 65 170 16.3 0.37
215
263 221 210 65 170 16.3 0.37
High temperature cooling water system Pump capacity Water volume in engine
m³/h m³
240 1.7
270 1.7
270 1.7
m³/h m³
240 0.2
270 0.2
270 0.2
Nm³
6.0
6.0
6.0
Low temperature cooling water system Pump capacity Water volume in engine
Starting air system Air consumption per start (20°C)
CPP
Controllable-pitch propeller installations
D-E Diesel-electric installations All engines have a waste-gate (on generator engines operated above 100% load). 1)
At ISO 3046-1 conditions (ambient air temperature 25°C, LT-water 25°C) and 100% load. Tolerance ± 5%.
2)
At ISO 3046-1 conditions (ambient air temperature 25°C, LT-water 25°C) and 100% load. Tolerance ± 15°C.
3)
At ISO 3046-1 conditions (ambient air temperature 25°C, LT-water 25°C) and 100% load. Distribution of heat within the balance has a tolerance of 10%. Fouling factors and a margin to be taken into account when dimensioning the heat exchangers (lubricating oil cooler, central cooler). According to ISO 3046-1-1993, lower calorific value 42700 kJ/kg, without engine driven pumps. Tolerance ± 5%. For propulsion engines the consumption is given according to propeller law.
4)
Marine Project Guide W46 - 1/2001
21
3. Technical data
Wärtsilä 16V46
16V46A
Engine speed
RPM
Engine output Engine output
kW HP
450
500
514
14480 19695
16V46B
16V46C
500
500
514
15600 21215
514
16800 22850
Combustion air system Flow of air, CPP Flow of air, D-E
1) 1)
kg/s kg/s
25.3 -
26.4 26.4
26.9 26.9
27.5 28.0
28.0 28.5
28.5 29.3
29.1 29.9
2) 2) 1) 1)
°C °C kg/s kg/s
380 25.9 -
380 360 27.2 27.2
375 355 27.7 27.7
380 360 28.3 28.8
375 355 28.8 29.3
380 360 29.3 30.1
375 355 29.9 30.7
3) 3) 3) 3) 3)
kW kW kW kW kW
Exhaust gas system Temperature after turbocharger, CPP Temperature after turbocharger, D-E Exhaust gas flow, CPP Exhaust gas flow, D-E
Heat balance at ISO conditions Lubricating oil Jacket water Charge air HT-circuit Charge air LT-circuit Radiation
1760 1680 2500 1260 560
1840 1760 3020 1440 580
1870 1890 3520 1584 610
8.2...10.0 12 60 172 173 171 173
8.9...10.9 12 60 173 173 171 173
9.7...11.8 12 60 174 174 171 173
Fuel system Circulation pump capacity Leak fuel flow, clean heavy fuel (100% load) Leak fuel flow, marine diesel oil (100% load) Fuel consumption, 100% load, CPP 4) Fuel consumption, 100% load, D-E 4) Fuel consumption, 85% load, CPP 4) Fuel consumption, 85% load, D-E 4)
m³/h kg/h kg/h g/kWh g/kWh g/kWh g/kWh
Lubricating oil system Pump capacity (main), direct driven - variable speed (CPP, FPP) - constant speed (D-E) Pump capacity (main), separate, el. driven Pump capacity (prelubricating) Oil flow to engine Oil volume in separate system oil tank, nom. Oil volume in engine
m³/h m³/h m³/h m³/h m³/h m³ m³
-
289 263 260 85 230 22 0.49
272
263
289 260 85 230 22 0.49
289 272 260 85 230 22 0.49
272
263
High temperature cooling water system Pump capacity Water volume in engine
m³/h m³
320 2.1
355 2.1
355 2.1
m³/h m³
320 0.2
355 0.2
355 0.2
Nm³
7.8
7.8
7.8
Low temperature cooling water system Pump capacity Water volume in engine
Starting air system Air consumption per start (20°C)
CPP
Controllable-pitch propeller installations
D-E
Diesel-electric installations
All engines have a waste-gate (on generator engines operated above 100% load). 1) 2)
At ISO 3046-1 conditions (ambient air temperature 25°C, LT-water 25°C) and 100% load. Tolerance ± 5%. At ISO 3046-1 conditions (ambient air temperature 25°C, LT-water 25°C) and 100% load. Tolerance ± 15°C.
3)
At ISO 3046-1 conditions (ambient air temperature 25°C, LT-water 25°C) and 100% load. Distribution of heat within the balance has a tolerance of 10%. Fouling factors and a margin to be taken into account when dimensioning the heat exchangers (lubricating oil cooler, central cooler).
4)
According to ISO 3046-1-1993, lower calorific value 42700 kJ/kg, without engine driven pumps. Tolerance ± 5%. For propulsion engines the consumption is given according to propeller law.
22
Marine Project Guide W46 - 1/2001
3. Technical data
Wärtsilä 18V46
18V46A
Engine speed
RPM
Engine output Engine output
kW HP
450
500
18V46B 514
16290 22155
500
514
18V46C 500
17550 23870
514
18900 25705
Combustion air system Flow of air, D-E
1)
kg/s
-
29.7
30.0
31.5
32.1
33.0
33.6
2) 1)
°C kg/s
-
360 30.6
355 31.2
360 32.4
355 33.0
360 33.9
355 34.5
3) 3) 3) 3) 3)
kW kW kW kW kW
Exhaust gas system Temperature after turbocharger, D-E Exhaust gas flow, D-E
Heat balance at ISO conditions Lubricating oil Jacket water Charge air HT-circuit Charge air LT-circuit Radiation
1980 1890 2810 1420 630
2070 1980 3400 1620 650
2100 2120 3960 1780 680
m³/h kg/h kg/h g/kWh g/kWh
9.2...11.3 13.6 68 173 173
10.0...12.3 13.6 68 173 173
10.9...13.3 13.6 68 174 173
m³/h m³/h m³/h m³/h m³ m³
-
Fuel system Circulation pump capacity Leak fuel flow, clean heavy fuel (100% load) Leak fuel flow, marine diesel oil (100% load) Fuel consumption, 100% load, D-E 4) Fuel consumption, 85% load, D-E 4)
Lubricating oil system Pump capacity (main), direct driven - constant speed (D-E) Pump capacity (main), separate, el. driven Pump capacity (prelubricating) Oil flow to engine Oil volume in separate system oil tank, nom. Oil volume in engine
289 289 100 260 25 0.55
297
289
297
289
289 100 260 25 0.55
297 289 100 260 25 0.55
High temperature cooling water system Pump capacity Water volume in engine
m³/h m³
360 2.6
400 2.6
400 2.6
m³/h m³
360 0.2
400 0.2
400 0.2
Nm³
9.0
9.0
9.0
Low temperature cooling water system Pump capacity Water volume in engine
Starting air system Air consumption per start (20°C)
D-E
Diesel-electric installations
All engines have a waste-gate (on generator engines operated above 100% load). 1)
At ISO 3046-1 conditions (ambient air temperature 25°C, LT-water 25°C) and 100% load. Tolerance ± 5%.
2) 3)
At ISO 3046-1 conditions (ambient air temperature 25°C, LT-water 25°C) and 100% load. Tolerance ± 15°C. At ISO 3046-1 conditions (ambient air temperature 25°C, LT-water 25°C) and 100% load. Distribution of heat within the balance has a tolerance of 10%. Fouling factors and a margin to be taken into account when dimensioning the heat exchangers (lubricating oil cooler, central cooler).
4)
According to ISO 3046-1-1993, lower calorific value 42700 kJ/kg, without engine driven pumps. Tolerance ± 5%. For propulsion engines the consumption is given according to propeller law.
Marine Project Guide W46 - 1/2001
23
3. Technical data
Design parameters of auxiliary systems Combustion air system Ambient air temperature, max. Air temperature after air cooler Air temperature after air cooler, alarm
°C °C °C
45 40...70 75
bar bar cSt cSt
7 4 16 ...24 2.8
bar bar bar bar bar bar bar bar °C °C °C microns microns microns microns bar g/kWh
4 3 2 8 0.4 0.8 0.5 0.8...1.0 63 80 78 20 35 50 60 0.8 0.5
bar bar bar °C °C °C °C °C bar bar bar bar bar
3.2 2 4.8 74 82 91 105 110 2.5 0.5 0.2 0.7...1.5 0.6
bar bar bar °C °C bar bar bar bar bar bar
3.2 2 4.4 38 25 2.5 0.3 0.4...0.6 0.2 0.6 0.7...1.5
Fuel system Pressure before injection pumps, nom Pressure before injection pumps, alarm Injection viscosity, HFO Injection viscosity, MDO/MGO, min.
Lubricating oil system Pressure before engine, nom. Pressure before engine, alarm Pressure before engine, stop Pressure after main oil pump, max. Suction ability of built-on pump Prelubricating pressure, nom. Prelubricating pressure, alarm Pressure drop over lubricating oil cooler Temperature before engine, nom. Temperature before engine, alarm Temperature after engine, about Filter fineness, nom. (automatic fine filter) Absolute mesh size, max. (automatic fine filter) Filter fineness, nom. (safety filter) Absolute mesh size, max. (safety filter) Filter differential pressure, alarm Oil consumption (100% load), tol. +0.3 g/kWh
High temperature cooling water system Pressure before engine, nom. (incl. static pressure) Pressure before engine, alarm (incl. static pressure) Pressure before engine, max. (incl. static pressure) Temperature before engine, about Temperature after cylinders, nom. Temperature after charge air cooler, nom. Temperature after cylinders, alarm Temperature after cylinders, stop Delivery head of pump Pressure drop over engine Pressure drop over charge air cooler Pressure from expansion tank Pressure drop over central cooler, typical
2)
1)
Low temperature cooling water system Pressure before engine, nom. (incl. static pressure) Pressure before engine, alarm (incl. static pressure) Pressure before engine, max. (incl. static pressure) Temperature before engine, max. Temperature before engine, min. Delivery head of pump Pressure drop over charge air cooler Pressure drop over lubricating oil cooler, typical Pressure drop over thermostatic valve, typical Pressure drop over central cooler, typical Pressure from expansion tank
2)
1)
Starting air system Air pressure, nom. bar Air pressure, min. (20°C)/max. bar Air pressure, alarm bar 1) Final delivery head of pump to be specified according to actual piping system. 2)
24
30 10/30 18
The highest point of the pump curve must not be above 4.8 bar (HT) and 4.4 bar (LT), respectively (incl. static pressure).
Marine Project Guide W46 - 1/2001
3. Technical data
3.3.
Exhaust gas and heat balance diagrams
Wärtsilä 46A CPP (4V93E0374)
Exhaust gas massflow, Wärtsilä 46A, CPP 450 rpm variable speed ISO 3046 conditions. Tolerance +5 %.
30 16V46 12V46 9L46 8L46 6L46
Exhaust gas massflow kg/s
25
20
15
10
5
0 40
50
60
70
80
90
100
90
100
Output, %
Exhaust gas massflow, W ärtsilä 46A, CPP 450 rpm constant speed ISO 3046 c onditions. Tolerance +5 %.
30 16V46 12V46 9L46 8L46 6L46
Exhaust gas massflow kg/s
25
20
15
10
5
0 40
50
60
70
80
Output, %
Marine Project Guide W46 - 1/2001
25
3. Technical data
Exhaust gas massflow, Wärtsilä 46A, CPP 500 rpm variable speed ISO 3046 conditions. Tolerance +5 %.
30 16V46 12V46 9L46 8L46 6L46
Exhaust gas massflow kg/s
25
20
15
10
5
0 40
50
60
70
80
90
100
90
100
Output, %
Exhaust gas massflow, W ärtsilä 46A, CPP 500 rpm constant speed ISO 3046 conditions. Tolerance +5 %.
30 16V46 12V46 9L46 8L46 6L46
Exhaust gas massflow kg/s
25
20
15
10
5
0 40
50
60
70
80
Output, %
26
Marine Project Guide W46 - 1/2001
3. Technical data
HT circuit (jacket + charge air cooler) heat dissipation, W ärtsilä 46A, CPP 450/500/514 rpm variable speed ISO 3046 conditions. Tolerance +10 %.
4500 16V46 12V46 9L46 8L46 6L46
4000
Heat dissipation, kW
3500 3000 2500 2000 1500 1000 500 0 40
50
60
70
80
90
100
90
100
Output, %
HT circuit (jacket + charge air cooler) heat dissipation, Wärtsilä 46A, CPP 450/500/514 rpm constant speed ISO 3046 conditions. Tolerance +10 %.
4500 4000
16V46 12V46 9L46 8L46 6L46
Heat dissipation, kW
3500 3000 2500 2000 1500 1000 500 0 40
50
60
70
80
Output, %
Marine Project Guide W46 - 1/2001
27
3. Technical data
LT circuit (lubricating oil + charge air cooler) heat dissipation, W ärtsilä 46A, CPP 450/500/514 rpm variable speed ISO 3046 conditions. Tolerance +10 %.
3500 16V46 12V46 9L46 8L46 6L46
Heat dissipation, kW
3000 2500 2000 1500 1000 500 0 40
50
60
70
80
90
100
90
100
Output, %
LT circuit (lubricating oil + charge air cooler) heat dissipation, Wärtsilä 46A, CPP 450/500/514 rpm constant speed ISO 3046 conditions. Tolerance +10 %.
3500 16V46 12V46 9L46 8L46 6L46
Heat dissipation, kW
3000 2500 2000 1500 1000 500 0 40
50
60
70
80
Output, %
28
Marine Project Guide W46 - 1/2001
3. Technical data
Wärtsilä 46A Diesel-electric (4V93E0375)
Exhaust gas massflow, Wärtsilä 46A, 514 rpm D-E ISO 3046 conditions. Tolerance +5 %. 35 18V4 6 16V4 6 12V4 6 9L46 8L46 6L46
Exhaust gas ma ssflow kg/s
30
25
20
15
10
5
0 40
50
60
70
80
90
100
Output, %
HT circuit (jacket + charge air cooler) heat dissipation, W ärtsilä 46A, D-E 500/514 rpm ISO 3046 conditions . Tolerance +10 %.
5000 18V46 16V46 12V46 9L46 8L46 6L46
4500
Heat dissipation, kW
4000 3500 3000 2500 2000 1500 1000 500 0 40
50
60
70
80
90
100
Output, %
Marine Project Guide W46 - 1/2001
29
3. Technical data
LT circuit (lubricating oil + charge air cooler) heat dissipation, Wärtsilä 46A, D-E 500/514 rpm ISO 3046 conditions. Tolerance +10 %.
4000 18V46 16V46 12V46 9L46 8L46 6L46
3500
Heat dissipation, kW
3000 2500 2000 1500 1000 500 0 40
50
60
70
80
90
100
90
100
Output, %
Wärtsilä 46B CPP (4V93E0376)
Exhaust gas massflow, Wärtsilä 46B, CPP 500 rpm variable speed ISO 3046 conditions. Tolerance +5 %.
30 16V46 12V46 9L46 8L46 6L46
Exhaust gas massflow kg/s
25
20
15
10
5
0 40
50
60
70
80
Output, %
30
Marine Project Guide W46 - 1/2001
3. Technical data
Exhaust gas massflow, W ärtsilä 46B, CPP 500 rpm constant speed ISO 3046 conditions. Tolerance +5 %.
30 16V46 12V46 9L46 8L46 6L46
Exhaust gas massflow kg/s
25
20
15
10
5
0 40
50
60
70
80
90
100
Output, %
HT circuit (jacket + charge air cooler) heat dissipation, W ärtsilä 46B, CPP 500/514 rpm variable speed ISO 3046 c onditions. Tolerance +10 %.
5500 16V46 12V46 9L46 8L46 6L46
5000
Heat dissipation, kW
4500 4000 3500 3000 2500 2000 1500 1000 500 0 40
50
60
70
80
90
100
Output, %
Marine Project Guide W46 - 1/2001
31
3. Technical data
HT circuit (jacket + charge air cooler) heat dissipation, W ärtsilä 46B, CPP 500/514 rpm constant speed ISO 3046 conditions. Tolerance +10 %.
5500 5000
16V46 12V46 9L46 8L46 6L46
Heat dissipation, kW
4500 4000 3500 3000 2500 2000 1500 1000 500 0 40
50
60
70
80
90
100
90
100
Output, %
LT circuit (lubricating oil + charge air cooler) heat dissipation, W ärtsilä 46B, CPP 500/514 rpm variable speed ISO 3046 conditions . Tolerance +10 %.
3500 16V46 12V46 9L46 8L46 6L46
Heat dissipation, kW
3000 2500 2000 1500 1000 500 0 40
50
60
70
80
Output, %
32
Marine Project Guide W46 - 1/2001
3. Technical data
LT circuit (lubricating oil + charge air cooler) heat dissipation, W ärtsilä 46B, CPP 500/514 rpm constant speed ISO 3046 conditions. Tolerance +10 %.
3500 16V46 12V46 9L46 8L46 6L46
Heat dissipation, kW
3000 2500 2000 1500 1000 500 0 40
50
60
70
80
90
100
80
90
100
Output, %
Wärtsilä 46B Diesel-electric (4V93E0377)
Exhaust gas massflow, Wärtsilä 46B, 514 rpm D-E ISO 3046 c onditions. Toleranc e +5 % .
35
18V46 16V46 12V46 9L46 8L46 6L46
Exhaust gas massflow kg/s
30 25 20 15 10 5 0 40
50
60
70 Output, %
Marine Project Guide W46 - 1/2001
33
3. Technical data
HT circuit (jacket + charge air cooler) heat dissipation, W ärtsilä 46B, D -E 500/514 rpm ISO 3046 conditions . Tolerance +10 %.
6000 5500
18V46 16V46 12V46 9L46 8L46 6L46
5000 Heat dissipation, kW
4500 4000 3500 3000 2500 2000 1500 1000 500 0 40
50
60
70
80
90
100
90
100
Output, %
LT circuit (lubricating oil + charge air cooler) heat dissipation, Wärtsilä 46B, D-E 500/514 rpm ISO 3046 conditions. Tolerance +10 %.
4000 18V46 16V46 12V46 9L46 8L46 6L46
3500
Heat dissipation, kW
3000 2500 2000 1500 1000 500 0 40
50
60
70
80
Output, %
34
Marine Project Guide W46 - 1/2001
3. Technical data
Wärtsilä 46C CPP (4V93E0378)
Exhaust gas massflow, W ärtsilä 46C, CPP 500 rpm variable speed ISO 3046 conditions. Tolerance +5 %.
35 16V46 12V46 9L46 8L46 6L46
Exhaust gas massflow kg/s
30 25 20 15 10 5 0 40
50
60
70
80
90
100
90
100
Output, %
Exhaust gas massflow, W ärtsilä 46C, CPP 500 rpm constant speed ISO 3046 conditions. Tolerance +5 %.
35 16V46 12V46 9L46 8L46 6L46
Exhaust gas massflow kg/s
30 25 20 15 10 5 0 40
50
60
70
80
Output, %
Marine Project Guide W46 - 1/2001
35
3. Technical data
HT circuit (jacket + charge air cooler) heat dissipation, W ärtsilä 46C, CPP 500/514 rpm variable speed ISO 3046 conditions. Tolerance +10 %.
6000 5500
16V46 12V46 9L46 8L46 6L46
5000 H eat dissipation, kW
4500 4000 3500 3000 2500 2000 1500 1000 500 0 40
50
60
70
80
90
100
90
100
Output, %
HT circuit (jacket + charge air cooler) heat dissipation, Wärtsilä 46C, CPP 500/514 rpm constant speed ISO 3046 conditions. Tolerance +10 %.
6000 5500
16V46 12V46 9L46 8L46 6L46
5000 Heat dissipation, kW
4500 4000 3500 3000 2500 2000 1500 1000 500 0 40
50
60
70
80
Output, %
36
Marine Project Guide W46 - 1/2001
3. Technical data
LT circuit (lubricating oil + charge air cooler) heat di ssipation, Wärtsilä 46C, CPP 500/514 rpm variable speed ISO 3046 conditions. Tolerance +10 %. 4000 3500
16V46 12V46 9L46 8L46 6L46
Heat dissipati on, kW
3000 2500 2000 1500 1000 500 0 40
50
60
70
80
90
100
Output, %
LT circuit (lubricati ng oil + charge air cooler) heat dissipation, W ärtsilä 46C, CPP 500/514 rpm constant speed ISO 3046 conditions. Tolerance +10 %. 4000 16V46 12V46 9L46 8L46 6L46
3500
Heat dissipati on, kW
3000 2500 2000 1500 1000 500 0 40
50
60
70
80
90
100
Output, %
Marine Project Guide W46 - 1/2001
37
3. Technical data
Wärtsilä 46C Diesel-electric (4V93E0379) Exhaust gas massflow, Wärtsilä 46C, 514 rpm D-E ISO 3046 cond itio ns. Tolerance + 5 % . 40
18V46 16V46 12V46 9L46 8L46 6L46
Exhaust gas massflow kg/s
35 30 25 20 15 10 5 0 40
50
60
70
80
90
100
90
100
Output, %
HT circuit (jacket + charge air cooler) heat dissipation, W ärtsilä 46C, D-E 500/514 rpm ISO 3046 conditions. Tolerance +10 %.
6500 6000
18V46 16V46 12V46 9L46 8L46 6L46
5500 Heat dissipation, kW
5000 4500 4000 3500 3000 2500 2000 1500 1000 500 0 40
50
60
70
80
Output, %
38
Marine Project Guide W46 - 1/2001
3. Technical data
LT circuit (lubricating oil + charge air cooler) heat dissipation, W ärtsilä 46C, D-E 500/514 rpm ISO 3046 conditions. Tolerance +10 %.
4500 18V46 16V46 12V46 9L46 8L46 6L46
4000
Heat dissipation, kW
3500 3000 2500 2000 1500 1000 500 0 40
50
60
70
80
90
100
Output, %
Wärtsilä 46 CPP exhaust gas temperature (4V93E0381)
Exhaust gas temperature after turbine CPP-propulsion variable speed 450/500 rpm ISO 3046 conditions. Tolerance +/-15 degrC. A-RATING 450 rpm A-RATING 500 rpm B-RATING 500 rpm C-RATING 500 rpm
degr. C
430 380 330 280 40
50
60
70
80
90
100
Output (%)
Marine Project Guide W46 - 1/2001
39
3. Technical data
Exhaust gas temperature after turbine CPP-propulsion constant speed 450/500 rpm ISO 3046 conditions. Tolerance +/-15 degrC.
450 430
A-RATING 450/500 rpm B-RATING 500 rpm
410
degr. C
C-RATING 500 rpm 390 370 350 330 310 290 40
50
60
70
80
90
100
Output(%)
Wärtsilä 46 Diesel-electric 500 rpm exhaust temperature (4V93E0382)
Exhaust gas temperature after turbine Diesel-Electric 500 rpm ISO 3046 conditions. Tolerance +/-15 degrC.
450 A-RATING B-RATING C-RATING
430
degr. C
410 390 370 350 330 310 290 40
50
60
70
80
90
100
Output (%)
40
Marine Project Guide W46 - 1/2001
3. Technical data
Wärtsilä 46 Diesel-electric 514 rpm exhaust temperature (4V93E0383)
Exhaust gas temperature after turbine Diesel-Electric 514 rpm ISO 3046 conditions. Tolerance +/-15 degrC.
450 A-RATING B-RATING C-RATING
430
degr. C
410 390 370 350 330 310 290 40
50
60
70
80
90
100
Output (%)
Marine Project Guide W46 - 1/2001
41
3. Technical data
3.4. Specific fuel oil consumption curves Specific fuel oil consumption, marine propulsion engines(4V93L0525a) Average for B- and C-output. The mussel diagram is very installation specific. For guidance only.
Typical specific fuel oil consumption curve for constant speed
+ SFOC [g/kWh]
30
25
20
15
10
5 OUTPUT [%]
0 20
42
30
40
50
60
70
80
90
100
(PG46-3v)
Marine Project Guide W46 - 1/2001
4. Description of the engine
4. Description of the engine Engine block The engine block is made of nodular cast iron in one piece for all cylinder numbers. The engine block has been given a stiff and durable design to absorb internal forces and the engine can therefore also be resiliently mounted in propulsion systems not requiring any intermediate foundations. The crankshaft is mounted in the engine block in an underslung way. The main bearing caps, made of nodular cast iron, are fixed from below by two hydraulically tensioned screws. They are guided sideways by the engine block at the top as well as at the bottom. Hydraulically tensioned horizontal side screws support the main bearing caps. Hydraulic jacks, supported in the oil sump, offer the possibility to lower and lift the main bearing caps for easy maintenance. Lubricating oil is led to the bearings and piston through the same jack. A combined flywheel/thrust bearing is located at the driving end of the engine. The oil sump, a light welded construction, is mounted on the engine block from below and sealed by O-rings. The oil sump is of dry sump type and includes the main distributing pipe for lubricating oil. The sump is drained at both ends to a separate system oil tank. For applications with restricted height a low sump can be specified, however without the hydraulic jacks.
Crankshaft The crankshaft design is based on a reliability philosophy with very low bearing loads. High axial and torsional rigidity is achieved with a moderate bore to stroke ratio. The crankshaft is forged in one piece. In the V-engines the connecting rods are arranged side-by-side on the same crank in order to obtain a high degree of standardisation between in-line and V-engines. For the same reason the diameters of the crank pins and journals are equal regardless of the engine size. Counterweights are fitted on every web. High degree of balancing results in an even and thick oil film for all bearings.
Marine Project Guide W46 - 1/2001
All crankshafts can be provided with torsional vibration dampers at the free end of the engine, if necessary. Full output can be taken off at either end of the engine.
Connecting rod The connecting rod is of three-piece design, which makes it possible to pull a piston without touching the big end bearing. Extensive research and development has been made to develop a connecting rod in which the combustion forces are distributed to a maximum area of the big end bearing. The connecting rod of alloy steel is forged and machined with round sections. The lower end is split horizontally to allow removal of piston and connecting rod through the cylinder liner. All connecting rod bolts are hydraulically tightened. The gudgeon pin bearing is of tri-metal type. Oil is led to the gudgeon pin bearing and piston through a bore in the connecting rod.
Main bearings and big end bearings The main bearings and the big end bearings are of tri-metal type with steel back, lead bronze lining and a soft and thick running layer.
Cylinder liner The centrifugal cast cylinder liner is designed with a high and rigid collar, making it resistant against deformations. A distortion free liner bore in combination with excellent lubrication improves the running conditions for the piston and piston rings and reduces wear. Accurate temperature control of the cylinder liner is achieved with optimally located longitudinal cooling bores. The material composition is based on several years’ experience with a gray-cast iron alloy developed for good wear resistance and high strength. To eliminate the risk of bore polishing, the liner is equipped with an anti-polishing ring. The cooling water space between block and liner is sealed off by double O-rings.
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4. Description of the engine
Piston The piston is of composite type, having nodular cast iron skirt and steel top. The piston skirt and cylinder liner are lubricated by a unique piston skirt lubricating system equipped with lubricating nozzles in the piston skirt. The cooling gallery design assures efficient cooling and high rigidity to the piston top.
Piston rings The piston ring set consists of two directional compression rings and one spring-loaded conformable oil scraper ring.
Cylinder head The cylinder head design features high reliability and easy maintenance. A stiff box/cone like design can cope with high combustion pressure. The basic criterion for the exhaust valve design is correct temperature by carefully controlled cooling. The cylinder head is designed for easy maintenance with only four hydraulically tightened cylinder head studs. No valve cages are used, which results in very good flow dynamics in the exhaust gas channel.
Camshaft and valve mechanism The cams are integrated in the drop forged shaft material. The bearing journals are made in separate pieces which are fitted to the camshaft pieces by means of flange connections. This solution allows removing of the camshaft pieces sideways. The bearing housings are integrated in the engine block casting. The camshaft bearings are installed and removed by means of a hydraulic tool. The camshaft covers, one for each cylinder, seal against the engine block with a closed sealing profile. The valve mechanism guide block is integrated into the cylinder block. The valve tappet is of the piston type with a self-adjustment of roller against cam to give an even
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distribution of the contact pressure. Double valve springs make the valve mechanism dynamically stable.
Camshaft drive The camshafts are driven by the crankshaft through a gear train. The driving gear is fixed to the crankshaft by means of flange connections.
Injection system The injection system for each cylinder consists of one injection pump, a high pressure pipe and the injection valve. The injector is designed to have small areas of the nozzle tip exposed to the combustion chamber, thus not requiring separate nozzle-cooling system. The injection pump design is a reliable mono-element type designed for injection pressures up to 1500 bar. The constant pressure relief valve system provides for optimum injection, free from cavitation and secondary injection, which guarantees long intervals between overhauls. A drained and sealed-off compartment between the pump and the tappet prevents leakage fuel from mixing with lubricating oil. Each pump is equipped with a pneumatic stop cylinder.
Turbocharging and charge air cooling The SPEX (Single Pipe Exhaust System) turbocharging system combines the advantages of both pulse and constant pressure system. In order to optimize the turbocharging system for both high and low load performance a pressure relief valve system “waste gate” is installed on the exhaust gas side. The waste gate is activated at high load. See chapter Exhaust gas diagrams. For cleaning of the turbocharged during operation there is, as standard, a washing device for the compressor and turbine side. The charge air cooler is as standard of 2-stage type, consisting of HT- and LT-water stage. Fresh water is used for both circuits.
Marine Project Guide W46 - 1/2001
4. Description of the engine
On variable speed engines a by-pass valve is installed to operate the turbocharged at the optimum point at high load and still have enough safety margin against surging at part load. The by-pass arrangement features a pipe with an on/off butterfly valve conducting a part of the charge air directly to the exhaust gas manifold (without passing through the engine) to boost the speed of the turbocharged at part load. The turbocharged of the in-line engine is installed transversely in either end of the engine. Vertical, inclined and horizontal exhaust gas outlets are available. The turbochargers of the V-engines are installed transversely to minimise the required height above the engine by permitting a horizontal, longitudinal exhaust gas outlet. The turbochargers can be located in either end of the engine.
Cooling system The fresh water cooling system is divided into high temperature (HT) and low temperature (LT) cooling system. The HT-water cools cylinders, cylinder heads and the 1st stage of the charge air cooler. The LT-water cools the 2nd stage of the charge air cooler, plus the lubricating oil in an external cooler. Engine driven HT and LT pumps, located in the free end of the engine, are available as options.
Fuel system
The injection pump is completely sealed off from the camshaft compartment and provided with a separate drain for leakage oil.
Lubricating oil system As standard the engine mounted system consists of the by-pass centrifugal filter, and starting-up/running-in filters. All the other equipment belongs to the external lubricating oil system. The oil sump is of dry sump type. An engine driven lubricating oil pump, located in the free end of the engine, is available as option.
Exhaust pipes The exhaust pipes are made of a special nodular cast iron. The connections to the cylinder head are of the clamp ring type. The complete exhaust gas system is enclosed in an insulating box consisting of easily removable panels fitted to a resiliently mounted frame.
Direct water injection (DWI), optional Water is supplied from an external pump unit to a manifold in the hot-box, and further via a flow fuse to each injector. The injector is equipped with a dual nozzle with separate needles for water and fuel. Excessive water is taken back to an external tank. An engine with DWI equipment can be operated with or without the DWI system in operation.
The fuel system piping and injection equipment are located in a hot-box, a proven reliability feature necessary for heavy fuel operation and providing for maximum safety when using preheated fuels.
Marine Project Guide W46 - 1/2001
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4. Description of the engine
Cross section of an in-line engine (1V58F0010)
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Marine Project Guide W46 - 1/2001
4. Description of the engine
Cross section of V-engine (1V58F0009a)
Marine Project Guide W46 - 1/2001
47
4. Description of the engine
Built-on pumps at the free end of the engine (4V58D0091)
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Marine Project Guide W46 - 1/2001
5. Piping design, treatment and installation
5. Piping design, treatment and installation • Pockets shall be avoided and when not possible
General This chapter provides general guidelines for the design, construction and installation of piping systems, however, not excluding other solutions of at least equal standard. Fuel, lubricating oil, fresh water and compressed air piping is usually made in seamless carbon steel (DIN 2448) and seamless precision tubes in carbon or stainless steel (DIN 2391), exhaust gas piping in welded pipes of corten or carbon steel (DIN 2458). Sea-water piping should be in Cunifer or hot dip galvanized steel.
equipped with drain plugs and air vents
• Leak fuel drain pipes shall have continuous slope • Vent pipes shall be continuously rising • Flanged connections shall be used, Ermeto joints for precision tubes
• Pipe branches shall have flanged connections Maintenance access to coolers, thermostatic valves and other fittings must be ensured
Pipe dimensions Recommended maximum fluid velocities and flow rates for pipework* Flow rate [m/sec] Flow amount [m³/h]
Nominal pipe diameter (Media —> Pipe material —> Pump side —>)
Sea-water Steel galvanized
Fresh water Mild steel
Lubricating oil Mild steel
Marine diesel oil Mild steel
Heavy fuel oil Mild steel
suction 1.0 2.9 1.2 5.4 1.3 9.2
delivery 1.4 4.1 1.6 7.2 1.8 12.7
suction 1.5 4.3 1.7 7.7 1.9 13.4
delivery 1.5 4.3 1.7 7.7 1.9 13.4
suction 0.6 1.7 0.7 3.2 0.8 5.7
delivery 1.0 2.9 1.2 5.4 1.4 9.9
suction 0.9 2.6 1.0 4.5 1-1 7.8
delivery 1.1 3.2 1.2 5.4 1.3 9.2
suction 0.5 1.4 0.5 2.3 0.5 3.5
delivery 0.6 1.7 0.7 3.2 0.8 5.7
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1.5 17.9
2.0 23.9
2.1 25.1
2.1 25.1
0.8 9.6
1.5 17.9
1.2 14.3
1.4 16.7
0.6 7.2
0.9 10.8
80
1.6 29.0
2.1 38.0
2.2 39.8
2.2 39.8
0.9 16.3
1.6 29.0
1.3 23.5
1.5 27.1
0.6 10.9
1.0 18.1
100
1.8 50.9
2.2 62.2
2.3 65.0
2.3 65.0
0.9 25.5
1.6 45.2
1.4 39.6
1.6 45.2
0.7 19.8
1.2 33.9
125
2.0 88.4
2.3 101.6
2.4 106.0
2.4 110.4
1.1 48.6
1.7 75.1
1.5 66.3
1.7 75.1
0.8 35.3
1.4 61.9
150
2.2 140.0
2.4 152.7
2.5 159.0
2.6 165.4
1.3 82.7
1.8 114.5
1.5 95.4
1.8 114.5
0.9 57.3
1.6 108.2
200
2.3 260.2
2.5 282.8
2.6 294.1
2.7 305.4
1.3 147.0
1.8 203.6
— —
— —
— —
— —
2.6 459.5
2.7 477.2
2.7 477.2
1.3 229.8
1.9 335.8
— —
— —
— —
— —
2.6 661.7
2.7 687.2
2.7 687.2
1.3 330.9
1.9 483.6
— —
— —
— —
— —
2.6 900.5
2.7 935.2
2.7 935.2
1.4 484.9
2.0 692.7
— —
— —
— —
— —
2.7 1221.5
2.7 1221.5
2.7 1221.5
1.4 633.3
2.0 904.8
— —
— —
— —
— —
2.7 1545.9
2.7 1545.9
1.4 801.6
2.0 1145.1
— —
— —
— —
— —
2.7 1908.5
2.7 1908.5
1.5 1060.4
2.1 1484.6
— —
— —
— —
— —
32 40 50
Aluminium brass 250
2.6 294.0 2.5 441.8
Aluminium brass 300
2.7 447.2 2.6 661.7
Aluminium brass 350 Aluminium brass 400 Aluminium brass 450 Aluminium brass 500 Aluminium brass
2.8 712.5 2.6 900.5 2.8 969.8 2.6 1176.2
2.8 1266.7 2.6 1488.6
2.7 1545.9
2.9 1660.4 2.6 1837.8
2.7 1908.5
2.9 2049.9
* The velocities given in the above table are guidance figures only. National standards can also be applied.
Marine Project Guide W46 - 1/2001
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5. Piping design, treatment and installation
• A design pressure of not less than 5.0 bar has to be
Trace heating
selected.
The following pipes shall be equipped with trace heating (steam, thermal oil or electrical). It shall be possible to shut off the trace heating.
• The nearest pipe class to be selected is PN6. • Piping test pressure is normally 1.5 x the design pres-
• All heavy fuel pipes. • All leak fuel and filter flushing pipes carrying heavy
sure = 7.5 bar. Standard pressure classes are PN4, PN6, PN10, PN16, PN25, PN40, etc.
fuel.
Pressure class
Pipe class
The pressure class of the piping should be higher than or equal to the design pressure, which should be higher than or equal to the highest operating (working) pressure, which is equal to the setting of the safety valve in a system with a positive displacement pump or a part of a system which can be isolated and heated (e.g. a preheated), or equal to the pressure in the system caused by a combination of static pressure and the highest point of (centrifugal) pump curve. Example 1:
For the purpose of testing, type of joint to be used, heat treatment and welding procedure, classification societies categorize piping systems in classes (e.g. DNV), or groups (e.g. ABS). Systems with high design pressures and temperatures and hazardous media belong to class I (or group I), others to II or III as applicable. Quality requirements are highest on class I. Examples of classes of piping systems as per DNV rules are presented in the table below.
Insulation
The fuel pressure before the engine should be 7 bar. The safety filter in dirty condition may cause a pressure loss of 1.0 bar. The viscosimeter, automatic filter, preheated and piping may cause a pressure loss of 2.5 bar. Consequently the discharge pressure of the circulating pumps may rise to 10.5 bar, and the safety valve of the pump is adjusted e.g. to 12 bar.
The following pipes shall be insulated
• All trace heated pipes. • Exhaust gas pipes. Insulation is also recommended for
• Pipes between engine or system oil tank and lubricating oil separator.
• A design pressure of not less than 12 bar has to be se-
• Pipes between engine and jacket water preheater. • For personnel protection any exposed parts of pipes
lected.
• The nearest pipe class to be selected is PN16. • Piping test pressure is normally 1.5 x the design pres-
at walkways, etc., to be insulated to avoid excessive temperatures.
sure = 18 bar. Example 2: The pressure on the suction side of the cooling water pump is 1.0 bar. The delivery head of the pump is 3.0 bar, leading to a discharge pressure of 4.0 bar. The highest point of the pump curve (at or near zero flow) is 1.0 bar higher than the nominal point, and consequently the discharge pressure may rise to 5.0 bar (with closed or throttled valves).
Local gauges Local thermometers should be installed wherever a new temperature occurs, i.e. before and after heat exchangers, etc. Pressure gauges should be installed on the suction and discharge side of each pump.
Classes of piping systems as per DNV rules Media
Steam Fuel oil Other media
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Class I
Class II
Class III
bar
°C
bar
°C
bar
°C
> 16 > 16 > 40
or > 300 or > 150 or > 300
< 16 < 16 < 40
and < 300 and < 150 and < 300
<7 <7 < 16
and < 170 and < 60 and < 200
Marine Project Guide W46 - 1/2001
5. Piping design, treatment and installation
Cleaning procedures
Flexible bellows
All piping should be cleaned before installation and prior to be put in service according to the procedure listed below.
Great care must be taken to ensure the proper installation of flexible bellows between resiliently mounted engines and ship’s piping.
System
Methods
Fuel oil Lubricating oil Starting air Cooling water Exhaust gas Charge air
A, B, C, D, F A, B, C, D, F A, B, C A, B, C A, B, C A, B, C
A
C
Washing with alkaline solution in hot water at 80°C for decreasing (only if pipes have been greased) Removal of rust and scale with steel brush (not required for seamless precision tubes) Purging with compressed air
D F
Pickling Flushing
B
• • • • • •
Bellows must not be twisted
• • • •
Bolts are to be tightened crosswise in several stages
Installation length of bellows must be correct Minimum bending radius must respected Piping must be concentrically aligned When specified the flow direction must be observed Mating flanges shall be clean from rust, burrs and anticorrosion coatings Flexibles must not be painted Rubber bellows must be kept clean from oil and fuel The piping must be rigidly supported close to the flexible bellows.
Flexible hoses (4V60B0100)
Pickling Pipes are pickled in an acid solution of 10% hydrochloric 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 neutralizing 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 system 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.
Marine Project Guide W46 - 1/2001
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6. Fuel system
6. Fuel system 6.1. General The Wärtsilä 46 engine is designed for continuous heavy fuel operation. It is, however, possible to operate the engine on diesel fuel without making any alterations. The engine can be started and stopped on heavy fuel provided that the engine and the fuel system are preheated to operating temperature. If the engine is specified to operate only on diesel fuel, the exhaust valve specification is different.
6.2. Internal fuel system The system is designed for heavy fuel operation. It comprises the following equipment, built on the engine:
• heavy fuel injection pumps • injection valves • pressure control valve in the outlet pipe All engines are furnished with injection pumps, the leak fuel oil of which is drained to atmospheric pressure (the clean leak fuel system). Leaking fuel from high pressure pipes is drained via an alarm device. The clean leak fuel can be recontacted to the system without treatment. Concerning quantity of leak fuel, see Technical Data. Other possible leak fuel (the “dirty” leak fuel system) is drained separately.
6.3. External fuel system 6.3.1.
General
In ships intended for operation on heavy fuel, heating coils must be installed in the bunker tanks, so that it is possible to maintain a temperature of 40 - 50°C (or even higher temperature, depending on the pour point and viscosity of the heavy fuel used). Normally the heating coils are dimensioned on basis of the heat transfer required for raising the temperature of the tank to the above temperature in a certain time, e.g. 1°C/h, as well as on the heat losses when maintaining the tank at that temperature. All tanks, from, which heavy fuel is pumped, are to be kept 5 - 10°C above the pour point. Max. allowed pour point for BSMA-M9 is +30°C.
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The design of the external fuel system may vary from ship to ship, but every system should provide well cleaned fuel with the correct temperature and pressure to each engine. When using heavy fuel it is most important that the fuel is properly cleaned from solid particles and water. In addition to the harm poorly centrifuged fuel will do to the engine, a high content of water may cause big problems for the heavy fuel feed system. For the feed system, well-proven components should be used. The fuel treatment system should comprise at least one settling tank and two (or several) separators to supply the engine(s) with sufficiently clean fuel. When operating on heavy fuel the dimensioning of the separators is of greatest importance and therefore the recommendations for the design of the separators should be closely followed. In multi-engine installations, the following main principles should be followed when dimensioning the fuel system:
• Recommended maximum number of engines connected in parallel to the same fuel feed system is two.
• A separate fuel feed circuit is recommended for each propeller shaft (two-engine installations); in four- engine installations so that one engine from each shaft is fed from the same circuit.
• Main and auxiliary engines are recommended to be
connected to separate circuits. When designing the piping diagram, the procedure to flush the fuel system with service air should be clarified and presented in the diagram. Remarks: When dimensioning the pipes of the fuel oil system common known rules for recommended fluid velocities must be followed. The fuel oil pipe connections on the engine are smaller than the pipe diameter on the installation side.
Local gauges Local thermometers should be installed wherever a new temperature occurs, i.e. before and after each heat exchanger etc. Pressure gauges should be installed on the suction and discharge side of each pump.
Marine Project Guide W46 - 1/2001
6. Fuel system
Fuel oil viscosity-temperature diagram for determining the preheating temperatures of fuel oils (4V92G0071a)
Example: A fuel oil with a viscosity of 380 cSt (A) at 50°C (B) or 80 cSt at 80°C (C) must be preheated to 115 130°C (D-E) before the fuel injection pumps, to 98°C (F) at the centrifuge and to minimum 40°C (G) in the storage tanks. The fuel oil may not e pumpable below 36°C (H). To obtain temperatures for intermediate viscosities, draw a line from the known viscosity/temperature point
Marine Project Guide W46 - 1/2001
in parallel to the nearest viscosity/temperature line in the diagram. Example: Known viscosity 60 cSt at 50°C (K). The following can be read along the dotted line: viscosity at 80°C = 20 cSt, temperature at fuel injection pumps 74 87°C, centrifuging temperature 86°C, minimum storage tank temperature 28°C.
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6. Fuel system
Internal fuel system, in-line engine (4V69E8139-1d)
System components 01 Injection pump 02 Injection valve 03 Pressure control valve 04 Clean fuel oil leakage collector 05 Dirty fuel oil leakage collector 06 Flywheel 07 Camshaft 08 Mechanical overspeed trip device 09 Fuel rack Pipe connections 101 Fuel oil inlet 102 Fuel oil outlet 103 Clean fuel oil leakage 104 Dirty fuel oil leakage
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Electrical Instruments PT101 Fuel oil inlet pressure TE101 Fuel oil Inlet temperature LS103 Clean fuel oil leakage level A161 Speed setting device GT165 Fuel rack position GT166 Overload GS172 Mechanical overspeed ST173... Engine speed ST191 Torsional vibration M755 Electric motor for turning gear GS792 Turning gear position
Marine Project Guide W46 - 1/2001
6. Fuel system
Internal fuel system, V-engine (4V69E8140-1d)
System components 01 Injection pump 02 Injection valve 03 Pressure control valve 04 Clean fuel oil leakage collector 05 Dirty fuel oil leakage collector 06 Flywheel 07 Camshaft 08 Mechanical overspeed trip device 09 Fuel rack Pipe connections 101 Fuel oil inlet 102 Fuel oil outlet 103A Clean fuel oil leakage, A-bank 103B Clean fuel oil leakage, B-bank 104A Dirty fuel oil leakage, A-bank 104B Dirty fuel oil leakage, B-bank
Marine Project Guide W46 - 1/2001
Electrical Instruments PT101 Fuel oil inlet pressure TE101 Fuel oil Inlet temperature LS103A Clean fuel oil leakage level, A-bank LS130B Clean fuel oil leakage level, B-bank A161 Speed setting device GT165 Fuel rack position GT166 Overload GS172 Mechanical overspeed ST173... Engine speed ST191 Torsional vibration M755 Electric motor for turning gear GS792 Turning gear position
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6. Fuel system
6.3.2.
Transfer and separation system
Heavy fuel (residual, and mixtures of residuals and distillates) must be cleaned in an efficient centrifugal separator before entering the day tank. In case pure distillate fuel is used, centrifuging is still recommended as the fuel may be contaminated in the storage tanks. The rated capacity of the separator may be used provided the fuel viscosity is less than 12 cSt at centrifuging temperature. Marine Gas Oil viscosity is normally less than 12 cSt/15°C.
Settling tank, heavy fuel The settling tank should normally be dimensioned to ensure fuel supply for min. 24 operating hours when filled to maximum. The tank should be designed to provide the most efficient sludge and water rejecting effect. The bottom of the tank should have slope to ensure good drainage. The tank is to be provided with a heating coil and should be well insulated. The temperature in the settling tank should be between 50 - 70°C. The min. level in the settling tank should be kept as high as possible. In this way the temperature will not decrease too much when filling up with cold bunker.
Settling tank, diesel fuel As heavy fuel settling tank, but without heating coils and insulation. The temperature in the diesel oil settling tank should be between 20 - 40°C.
Suction filter of separator feed pump A suction filter with a fineness of 0.5 mm should be fitted to protect the feed pump. The filter should be equipped with heating jacket in case the installation place is cold. The filter can be either a duplex filter with change-over valves or two separate simplex filters. The design of the filter should be such that air suction cannot occur.
Feed pump of separator The use of a high temperature resistant screw pump is recommended. The pump should be separate from the separator and electrically driven. Design data: The pump should be dimensioned for the actual fuel quality and recommended throughput through the separator. The flow rate through the separators should, however, not exceed the maximum fuel consumption by more than 10%. No control valve should be used to reduce the flow of the pump.
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• Operating pressure, max. • Operating temperature - HFO - MDO
5 bar 100°C 40°C
• Viscosity for dimensioning of electric motor: - HFO - MDO
2000 cSt 40 cSt
Preheater of separator The preheated is normally dimensioned according to the pump capacity and a given settling tank temperature. The heater surface temperature must not be too high in order to avoid cracking of the fuel. The heater should be thermostatically controlled for maintaining the fuel temperature within ± 2°C. The recommended preheating temperature for heavy fuel is 98°C. For MDO the preheating temperature according to the separator supplier. Design data: The required maximum capacity of the heater is:
P[kW ]=
m[l/h ] · t[°C ] 1700
m = capacity of the separator feed pump t = temperature rise in heater For heavy fuels t = 48°C can be used, i.e. a settling tank temperature of 50°C. Fuels having a viscosity higher than 5 cSt at 50°C need preheating before the separator. The heaters to be provided with safety valves with escape pipes to a leakage tank (so that the possible leakage can be seen).
Separator Two separators, both of the same size, should be installed. The capacity of one separator should be sufficient for the total fuel consumption. The fuel oil separator should be sized according to the recommendations of the separator manufacturer. The maximum service throughput of a separator for the specific application should be:
Q[l/h] =
P[kW] · b ·[g/kWh] · 24[h] p [kg/m³] · t[h]
P = max. Continuous rating of the diesel engine b = specific fuel consumption +15% safety margin p = density of the fuel t = daily separating time for self-cleaning separator (usually = 23 h or 23,5 h) For pure distillate fuel, a separate purifier should be installed.
Marine Project Guide W46 - 1/2001
6. Fuel system
For MDO (max. viscosity 11 cSt at 50°C) a flow rate of 80% and a preheating temperature of 45°C are recommended. 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.
HFO separating system (3V69E2859)
Sludge tank The sludge tank should be placed below the separators as close as possible. The sludge pipe should be continuously falling without any horizontal parts.
Day tank, heavy fuel See Fuel Feed system.
Day tank, diesel 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
Marine Project Guide W46 - 1/2001
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6. Fuel system
6.3.3.
Fuel feed system, heavy fuel oil (HFO)
General A pressurized fuel feed system is to be installed in HFO installations. The over pressure in the system prevents the formation of gas and vapour in the return lines from the engines. For marine diesel oil (MDO) a system with an open de-aeration tank may be installed, if the tanks can be located high enough to prevent cavitation in the fuel feed pump. The heavy fuel pipes shall be properly insulated and equipped with trace heating. It has to be possible to shut- off the heating of the pipes when running with MDO (the tracing pipes to be grouped together according to their use). Any provision to change the type of fuel during operation should be designed to obtain a smooth change in fuel temperature and viscosity. When changing from HFO to MDO or gas oil the viscosity at the engine should be above 2.8 cSt, and not drop below 2.0 cSt even during short transient conditions. In certain applications a cooler may be necessary. A connection for compressed service air should be arranged before the safety filter, together with a drain line from the return line to the clean fuel leakage or overflow tank, to enhance maintenance and work on the fuel pumps by blowing out the fuel before starting the work, thus avoiding spilling fuel into the hot-box. As per Solas rules 1 July 1997, two day tanks have to be installed.
Day tank, heavy fuel The heavy fuel day tank should normally be dimensioned to ensure fuel supply for about 24 operating hours when filled to maximum. The design of the tank should be such that water and dirt particles do not collect in the suction pipe. The tank has to be provided with a heating coil and should be well insulated. Maximum recommended viscosity in the day tank is 140 cSt. Due to the risk of vax formation, fuels with a lower viscosity than 50 cSt/50°C must be kept at higher temperatures than what the viscosity would require. Fuel viscosity (cSt at 50°C)
Minimum day tank temperature (°C)
730 380 180
80 70 55
The tank and pumps should be placed so that a positive static pressure of 0.3 - 0.5 bar is obtained on the suction side of the pumps.
Day tank, diesel fuel The diesel fuel day tank should normally be dimensioned to ensure fuel supply for 12 - 24 operating hours when filled to maximum. In installations when the stand-by engines are to be fed from the diesel fuel tank at start in case of occasional
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black-out, the day tank should be placed min. 15 m above the engine crankshaft centre line.
Suction strainer, HFO system A suction strainer with a fineness of 0.5 mm should be installed for protecting the feed pumps. The strainer should be equipped with heating jacket. The strainer may be either of duplex type with change-over valves or two simplex strainers in parallel. The design should be such that air suction is prevented.
Feed pump, HFO system The feed pump maintains the pressure in the fuel feed system. It is recommended to use a high temperature resistant screw pump as feed pump. Design data: Capacity to cover the total consumption of the engines and the flush quantity of a possible automatic filter Operating pressure head
6 bar
Design pressure Design temperature Viscosity (for dimensioning the electric motor)
16 bar 100°C 1000 cSt
Pressure control valve of the fuel feed pump, HFO system The pressure control valve maintains the pressure in the de-aeration tank directing the surplus flow to the HFO day tank. Set point 3 - 5 bar
Automatically cleaned fine filter, HFO system The use of automatically back-flushing filters is recommended, normally as a duplex filter with an insert filter as the stand-by half. For back-flushing filters the pump capacity should be sufficient to prevent pressure drop during the flushing operation. Design data: Fuel viscosity acc. to specification Design temperature 100°C Preheating from 180 cSt/50°C Flow see Technical Data Design pressure 16 bar Fineness: – back-flushing filter 90% separation above 20 mm (mesh size max. 35 mm) – insert filter 60% separation above 15 mm with one through-flow Maximum permitted pressure drop for normal filters at 14 cSt: – clean filter 0.2 bar – alarm 0.8 bar The automatic filter is recommended be placed between the feeder pumps and the de-aeration tank to Marine Project Guide W46 - 1/2001
6. Fuel system
avoid clogging of the filter mesh due to cracking of the fuel.
Fuel consumption meter, HFO system If a fuel consumption metre is required, it should be fitted between the fuel feed pumps and the de-aeration tank together with a by-pass line. If the metre is provided with a prefilter, it is recommendable to install an alarm for high pressure difference across the filter.
De-aeration tank, HFO system The volume of the de-aeration tank should be about 60 150 l. It shall be equipped with a vent valve and a low level alarm. It shall also be insulated and equipped with a heating coil. The vent pipe should, if possible, be led downwards, e.g. to the overflow tank.
Circulating pump, HFO system The purpose of this pump is to circulate the fuel in the system and maintain the correct pressure at the engine. Design data: Capacity
Operating pressure head Design pressure Operating temperature
about 3.0 - 3.5 times the max. fuel consumption plus the capacity required for flushing of the automatic filter 10 bar 16 bar 150°C
Viscosity (for dimensioning the electric motor)
500 cSt
Heater, HFO system The heater(s) is normally dimensioned to maintain an injection viscosity of 14 cSt (for fuels having a viscosity higher than 380 cSt/50°C the temperature at the engine inlet should not exceed 135°C) at the maximum fuel consumption and a given day tank temperature. The day tank temperature depends on the separating temperature, tank heating arrangements and heat losses of the separator piping and the tank itself. It may also be prudent to include a certain temperature drop of the day tank, if the separation is interrupted in port, in order to have sufficient heater capacity for a departure before the day tank temperature has reached its normal level. Each heater should be dimensioned according to the above mentioned criterion, with another heater of equal size as stand-by. To avoid cracking of the fuel the surface temperature in the heater must not be too high. The surface power of electric heaters should not be higher than about 1 W/cm². The output of the heater shall normally be controlled by a viscosimeter. As a reserve a thermostatic control may be fitted. The set point of the viscosimeter shall be somewhat lower than the required viscosity at the injection pumps to compensate for heat losses in the pipes.
Marine Project Guide W46 - 1/2001
To compensate for heat losses due to radiation a certain allowance should be added, e.g. 10% + 5 kW. The heaters to be provided with safety valves with escape pipes to a leakage tank (so that the possible leakage can be seen).
Viscosimeter, HFO system For the control of the heater(s) a viscosimeter has to be installed. A thermostatic control shall also be fitted, to be used as safety when the viscosimeter is out of order. The viscosimeter should be of a design which stands the pressure peaks caused by the injection pumps of the diesel engine. Design data: Viscosity range (at injection pumps) 10 - 24 cSt Design temperature
180°C
Design pressure
40 bar
Fuel oil safety filter, HFO system The fuel oil safety filter is a full flow duplex type filter with steelnet. This filter must be installed as near the engine as possible. The filter should be equipped with heating jacket. Design data: Fuel viscosity Design temperature Flow Design pressure Fineness
acc. to specification 150°C see Tech Data 16 bar 90% separation above 20 mm (mesh size max. 35 mm) Maximum permitted pressure drops at 14 cSt: – clean filter 0.2 bar – alarm 0.8 bar
Leak fuel tank, clean fuel, HFO system Clean leak fuel draining from the injection pumps can, if desired, be re-used without repeated treatment. The fuel should then be drained to a separate leak fuel tank and, from there, be pumped to the day tank. Alternatively, the clean leak fuel tank can be drained to another tank for clean fuel, e.g. the bunker tank, the overflow tank etc. The pipes from the engine to the drain tank should be arranged continuously sloping and should be provided with heating and insulation.
Leak fuel tank, dirty fuel, HFO system Normally no fuel is leaking out of the dirty system during operation. Fuel, lubricating oil, water or sludge is drained only in case of a possible leakage. The pipes to the sludge tank should, if possible, be drawn along the pipes for clean fuel in order to achieve heating, and be insulated.
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6. Fuel system
Fuel feed unit, HFO system
Adjustment of pressure levels
If required, a completely assembled fuel feed unit can be supplied as an option. This unit comprises normally the following equipment:
Control valves have to be adjusted to lower pressure level before the first start of the pumps and then carefully increase the pressure to the correct value. To avoid damages maximum pressures of all the equipment in the system have to be checked and they must not be exceeded during adjustments. The first step is to adjust the pressure relief valves built on the feed (item 09 in 3V69E3615) and circulating pumps (12). These valves act only as safety devices to protect the pumps against mechanical failures in case of closed valve on the pressure side of the pump. The pressure relief valves of the pumps should be completely closed during normal operation and it is not allowed to use these valves for adjusting the operating pressure of the system. The opening pressure has to be approximately 2 bar above the maximum pressure in the system. Opening pressure is adjusted by running the pump for a short period against a closed valve.
• two suction strainers • two feed pumps of the screw type, equipped with built-on safety valves and electric motors
• one pressure control/overflow valve • one automatic back-flushing filter with by-pass filter • one pressurized de-aeration tank, equipped with a level switch and hand-operated vent valve
• two circulating pumps, same type as above • two heaters, steam or electric, one in operation and the other as spare
• one viscosimeter for the control of the heaters • one steam control valve or control cabinet for electric heaters
• one thermostatic valve for emergency control of the heaters
• control cabinets with starters for pumps, automatic filter and viscosimeter
• one alarm panel The above equipment is built on a steel frame, which can be welded or bolted to its foundation in the ship. All heavy fuel pipes are insulated and provided with trace heating. When installing the unit only power supply, group alarms and fuel, steam and air pipes have to be connected. It is recommended to supply not more than two engines from the same system. Alternatively, an individual circulation pump (and a stand-by pump if required) should be provided for each engine. It is very important to obtain the correct and sufficient flow to the engine, ensuring that nothing is “lost” in pressure control valves, safety valves, overflow valves, etc.
Note: Long time running overheat the pump! The next step is to adjust the pre-pressure valve (19). This can be done when both the feed (9) and the circulating (12) pump are in normal operation. The opening pressure of an overflow (16) valve (if installed) has to be adjusted clearly above the opening pressure of the pressure control valve of the engines. For adjusting the overflow valve the engine fuel oil outlet has to be closed. The pressure level of the circulating system is kept constant by the pressure control valve on engine (04). This valve is adjusted when the engine is stopped, but whole fuel oil feed system is in normal operation. It is important in multi-engine installations that the pressure levels of all engines are as close to each other as possible. This is necessary in order to get equal fuel oil flow to each engine. In installations where engines of different size are connected to the same system or back pressures of some of the engines differ from other special consideration has to be given to get the correct fuel oil flow to each engine. From the table below we can conclude that the pressure class has to be (at least) PN16, when the relief valve is adjusted to 12 bar.
An example of the pressure adjustment in a standard fuel oil feed system Pressure relief valve of the feed pump (09)
7 bar
Measured at the pressure side of the pump
Pre-pressure control valve (19)
4 bar
Measured at the pressure side of the 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
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Marine Project Guide W46 - 1/2001
6. Fuel system
6.3.4.
Fuel feed system, marine diesel oil (MDO)
Day tank, diesel fuel The diesel fuel day tank should normally be dimensioned to ensure fuel supply for 12 - 24 operating hours when filled to maximum. In installations when the stand-by engines are to be fed from the diesel fuel tank at start in case of occasional black-out, the day tank should be placed min. 15 m above the engine crankshaft centre line.
De-aeration tank, MDO system The volume of the de-aeration tank should be about 60-150 l. If a fuel consumption metre is not required, the easiest solution is to conduct the return line directly to the day tank, avoiding the need to install a de-aeration tank.
Automatically cleaned fine filter, MDO system
As in heavy fuel system, without heating coils.
The use of automatically back-flushing filters is recommended, normally as a duplex filter with an insert filter as the stand-by half. For back-flushing filters the circulating pump capacity should be sufficient to prevent pressure drop during the flushing operation.
Feed pump, MDO system
Design data:
Feed pumps are not needed if there is enough gravity.
Fuel viscosity Design temperature
acc. to specification 50°C
Flow
see Technical Data
Design pressure Fineness – back-flushing filter:
16 bar
Suction strainer, MDO system
Circulating pump, MDO system The purpose of the pump is to circulate the fuel in the system and maintain the correct pressure at the engine. Design data: Capacity
about 3.0 - 3.5 times the max. fuel consumption plus the capacity required for flushing of the automatic filter
Operating pressure head Design pressure Design temperature
10 bar 16 bar 50°C
Viscosity (for dimensioning the electric motor)
90 cSt
Pressure control valve of the fuel feed pump MDO system See heavy fuel system.
Fuel consumption meter, MDO system If a fuel consumption metre is required, it should be fitted before the mixing tank. If the metre is provided with a prefilter, it is recommendable to install an alarm for high pressure difference across the filter. The common resistance of the flow metre and the prefilter must not be higher than the static height difference.
90% separation above 20 mm (mesh size max. 35 mm) – insert filter: 60% separation above 15 mm with one through-flow Maximum permitted pressure drop for normal filters at 14 cSt: – clean filter 0.2 bar – alarm 0.8 bar
Fuel oil safety filter, MDO system The fuel oil safety filter is a full flow duplex type filter with steelnet. This filter must be installed as near the engine as possible. Design data: Fuel viscosity Design temperature Flow Design pressure Fineness
acc. to specification 50°C see Tech Data 16 bar 90% separation above 20 mm (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.
Marine Project Guide W46 - 1/2001
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6. Fuel system
Fuel feed unit, diesel fuel If required, a completely assembled fuel feed unit can be supplied as an option. This unit comprises normally the following equipment:
• two suction strainers • two circulation pumps of the screw type, equipped with built-on safety valves and electric motors
• • • •
one pressure control/overflow valve one mixing tank one automatic back-flushing filter with by-pass filter control cabinets with starters for pumps and automatic filter
When installing the unit only power supply, group alarms and fuel and air pipes have to be connected.
Fuel oil cooler, MDO system The minimum viscosity of the fuel supplied to the engine is 2.8 cSt. To prevent the viscosity from dropping below this value a cooler may be necessary, especially when running on Marine Gas Oil (MGO). The temperature of the day tank should be estimated at the design stage. It should also be taken into consideration that heat is transferred from the engine to the return fuel; 4 kW/cyl at full load and 0.5 kW/cyl at zero load. The light fuel oil system should be designed to avoid a 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.
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Marine Project Guide W46 - 1/2001
6. Fuel system
Pressurized fuel feed system heavy fuel oil (3V69E3615c)
system components 01 Diesel engine 03 Safety filter 04 Pressure control valve 05 Day tank, heavy fuel 06 Day tank, diesel fuel 07 Change-over valve 08 Suction filter 09 Fuel feed pump 10 Flow meter 11 De-aeration tank 12 Circulating pump 13 Heater 14 Automatic filter 15 Viscosimeter 16 Overflow valve 17 Leak fuel tank, clean fuel 18 Leak fuel tank, dirty fuel 19 Pressure control valve 20 Cooler
Marine Project Guide W46 - 1/2001
Pipe connections 101 102 103 104
Fuel inlet * Fuel outlet * Leak fuel drain, clean fuel Leak fuel drain, dirty fuel
Pipe dimensions L46: V46: DN32 DN32 DN32 DN32 Ø28 Ø28 DN40 DN40
Size of the piping in the installation to be calculated case by case, having typically a larger diameter than the connection on the engine. * Elastic hoses are used on all engines (also rigidly mounted) to reduce pressure peaks.
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6. Fuel system
External HFO fuel oil feed system, 1 x Wärtsilä 46 (3V69E8161)
System components 01 Diesel engine 03 Safety filter 04 Pressure control valve 05 Day tank, heavy fuel 06 Day tank, diesel fuel 07 Change-over valve 08 Suction filter 09 Fuel feed pump 10 Flow metre 11 De-aeration tank 12 Circulating pump 13 Heater 14 Automatic filter 15 Viscosimeter 17 Leak fuel tank, clean fuel 18 Leak fuel tank, dirty fuel 19 Pressure control valve 20 Cooler
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Pipe connections 101 102 103 104
Fuel inlet * Fuel outlet * Leak fuel drain, clean fuel Leak fuel drain, dirty fuel
Pipe dimensions L46: V46: DN32 DN32 DN32 DN32 Ø28 Ø28 DN40 DN40
Size of the piping in the installation to be calculated case by case, having typically a larger diameter than the connection on the engine. * Elastic hoses are used on all engines (also rigidly mounted) to reduce pressure peaks.
Marine Project Guide W46 - 1/2001
6. Fuel system
Fuel feed system, diesel fuel (3V69E3762c)
System components 01 Diesel engine 03 Safety filter 04 Pressure control valve 06 Day tank, diesel fuel 08 Suction filter 10 Flow meter 12 Circulating pump 14 Automatic filter 16 Overflow valve 17 Leak fuel tank, clean fuel 18 Leak fuel tank, dirty fuel
Pipe connections 101 102 103 104
Fuel inlet * Fuel outlet * Leak fuel drain, clean fuel Leak fuel drain, dirty fuel
Pipe dimensions L46: DN32 DN32 Ø28 DN40
V46: DN32 DN32 Ø28 DN40
Size of the piping in the installation to be calculated case by case. * Elastic hoses are used on all engines (also rigidly mounted) to reduce pressure peaks.
Marine Project Guide W46 - 1/2001
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6. Fuel system
Fuel feed unit, example (2V76F5613)
The frame of panel to be supported to ship’s steelstructure.
Dimension tolerances for locations of pipe connections ±25 mm Counter flanges DIN2633 or DIN2576 Np16 included
Fuel booster units Cylinders 6 8 9 12 16 18 24 27 32 36
Unit type AMB-M15 SS AMB-M15 SS AMB-M15 SS AMB-M15 SS AMB-M26 SS AMB-M26 SS AMB-M36 SS AMB-M36 SS AMB-M36 SS AMB-M50 SS
Dimensions L* B* H 3120*1200*2050mm 3120*1200*2050mm 3120*1200*2050mm 3120*1200*2050mm 3120*1200*2050mm 3120*1200*2050mm 3200*1600*2050mm 3200*1600*2050mm 3200*1600*2050mm 4300*1800*2050mm
Mixing tank 100 litres, automatic filter at cold side 34 microns. 66
Marine Project Guide W46 - 1/2001
6. Fuel system
Internal fuel oil system of fuel feed unit (4V76F5614)
Marine Project Guide W46 - 1/2001
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7. Lubricating oil system
7. Lubricating oil system 7.1. Internal lubricating oil system As a standard the engine is equipped with a built-on side stream centrifugal filter and starting-up/running-in filter(s). An engine driven pump located at the free end of the engine is available as an option, however, not for installations with fixed-pitch propellers. The suction height must not exceed the capacity of the pump, which for the built-on pump is 0.4 bar including losses in piping. All the other equipment belongs to the external lubricating oil system. The oil sump is of dry sump type.
Centrifugal filter
Oil volume
1.2 - 1.5 l/kW see also Technical data
3.5 m³/h
Oil level at service Oil level alarm
75 - 80% of tank volume 60% of tank volume
down to 1mm
Suction strainer
The centrifugal filter in by-pass is used as an indicator filter.
• Capacity per filter • Filtering properties
Starting-up or running-in filter All engines are provided with a full-flow paper cartridge filter in the oil inlet line to each main bearing. The cartridge is used only during running-in and at the first starting-up of the installation.
7.2. External lubricating oil system Each engine should have a separate lubricating oil system of its own. Engines operating on heavy fuel should have continuous centrifuging of the lubricating oil. When designing the piping diagram, the procedure to flush the system should be clarified and presented in the diagram.
System oil tank The engine dry sump has two drain outlets at each end. At least one outlet in each end should be used. Totally at least three outlets should be used on the 8L, 9L, 16V and 18V46 engines. If the engine is installed inclined, two outlets should be used in the lower end, which typically is the driving end. When a mechanically driven oil pump is specified, the outlet closest to the pump (in the free end) may be unpractical to use due to space considerations. The pipe connection between the sump and the system oil tank should be arranged flexible enough to prevent damages due to thermal expansion. The drain pipe from the oil sump to the system oil tank shall end below the min. oil level and shall not be led to the same place as the suction pipe. The end of the suction pipe should be trumpet-shaped or conical in order to reduce the pressure loss. For the same reason the suction pipe shall be as short and
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straight as possible. A pressure gauge shall be installed close to the inlet of the pump in order to make it possible to check the suction height. The suction pipe should be equipped with a non-return valve of the flap type without spring, and installed in such a position as to ensure self-closing. The suction and return pipes for the separator should not be located near to each other The tank must not be placed so that the oil is cooled so much that the recommended lubricating oil temperature cannot be maintained. Design data
If necessary, a suction strainer completed by magnetic bars can be fitted in the suction pipe to protect the lubricating oil pump. The suction strainer as well as the suction pipe diameter should be amply dimensioned to minimize the flow resistance. Fineness 0.5 - 2.0 mm
Lubricating oil pump The lubricating oil pump is normally of screw type and should be provided with an overflow valve. Design data: Capacity see Technical data Operating pressure, max. 8 bar Operating temperature, max. 100°C Lubricating oil viscosity SAE 40
Prelubricating pump The prelubricating pump is a separately installed electrically driven screw pump, equipped with a safety valve. The pumps is used for: 1. Filling of the diesel engine lubricating oil system and getting some pressure before starting and preheating of the engine, when there is an engine driven pump. 2. Providing additional capacity to the engine driven lubricating oil pump in certain installations where the diesel engine speed drops below a certain value. In these cases, the discharge head of the pump should be selected accordingly, and the pump should start and stop automatically on signals from the speed measuring system.
Marine Project Guide W46 - 1/2001
7. Lubricating oil system
The installation of a prelubricating pump is compulsory. An electrically driven main pump or stand-by pump (with full pressure) cannot work as a prelubricating pump, as a lower pressure (max. 2 bar) is required during stand-still to avoid leakage into the charge air manifold through the labyrinth seal of the turbocharger. Such a leak does not occur when the engine is running due to the charge air pressure. The pressure of an electrically driven main pump may be excessive also if operated at reduced speed with a 2-speed electric motor. The piping shall be arranged in such a way as to permit oil from the prelubricating oil pump to fill the pump body of the mechanically driven main pump, for good sealing and lubrication of the pump. Concerning flows and pressures, see Technical Data. The suction height of the system should not exceed the capacity of the pump.
Lubricating oil cooler Design data: Nominal heat dissipation Safety margin to be added
see Technical data 15% +margin for fouling Oil temperature to engine inlet nominal 63°C Design pressure Viscosity class Oil flow through oil cooler Water flow through oil cooler
10 bar SAE 40 see Technical data see Technical data
Local gauges Local thermometers should be installed wherever a new temperature occurs, i.e. before and after heat exchangers, etc. Pressure gauges should be installed on the suction and discharge side of each pump.
Orifice An orifice can sometimes be useful in the by-pass line to balance the pressure drop, unless included in the thermostatic valve.
Marine Project Guide W46 - 1/2001
Thermostatic valve Design data: Inlet oil temperature to be kept constant, set point
63°C
Operating pressure, max.
8 bar
To achieve the desired oil temperature at the engine inlet of 63°C, a thermostatic valve with suitable characteristics has to be selected. In case of a thermostatic valve with wax elements the set point could be e.g. 57°C, in which case the opening starts at 54°C and the valve is completely open at 63°C. If a set point of 63°C is selected, it may be fully open at e.g. 68°C, which is too high when the engine is running at full power.
Automatic filter An automatic self-cleaning filter must be installed. Design data: Lubricating oil viscosity Operating pressure, max.
SAE 40 8 bar
Test pressure, min. 12 bar Operating temperature, max. 100°C Fineness 90% separation above 20 mm (absolute mesh width max. 35 mm Max. permitted pressure drop for normal filters: – clean filter – alarm
0.3 bar 0.8 bar
Lubricating oil safety filter The lubricating oil safety filter is a duplex filter with steelnet filter elements. Design data: Lubricating oil viscosity SAE40 Operating pressure, max. 8 bar Test pressure, min. 12 bar Operating temperature, max. 100°C Fineness 90% separation above 50 mm at one throughflow (absolute mesh width max. 60 mm) Max. permitted pressure drop for normal filters: – clean filter 0.3 bar – alarm 0.8 bar
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7. Lubricating oil system
Pressure peak damper
Separator pump
The 12V46 engine is delivered with a damper to be installed in the external piping in accordance with 3V35L3112.
The separator pump can be directly driven by the separator or separately driven by an electric motor. The flow should be adapted to achieve the above mentioned optimal flow.
Lube oil damper arrangement to external piping (3V35L3112)
Separator preheater The preheated can be a steam or an electric heater. The surface temperature of the heater must not be too high in order to avoid coking of the oil. Design data
• For engines with centrifuging during operation, the heater should be dimensioned for this operating condition. The temperature in the separate system oil tank in the ship’s bottom is normally 65 - 75°C.
• For engines with centrifuging when stopped engine, the heater should be large enough to allow centrifuging at optimal rate of the separator without heat supply from the diesel engine.
Note! The heaters to be provided with safety valves with escape pipes to a leakage tank (so that the possible leakage can be seen).
Lubrication oil gravity tank
Separator The separator should be dimensioned for continuous centrifuging. Each lubricating oil system should have a separator of its own. The separator system must not be designed for water mixing when centrifuging. Design data: Lubricating oil viscosity SAE 40 Lubricating oil density 880 kg/m 3 Centrifuging temperature 90 - 95°C The following rule, based on a separation time of 23 h/day, can be used for estimating the nominal capacity of the separator:
V(l/h) =
In installations without an engine driven pump it is recommended to have a lubricating oil gravity tank arrangement for black-out situations. The required height of the tank is to obtain a pressure of min. 0.5 bar measured on the instrument panel of the engine. Engine type 6L46 8L46, 9L46, 12V46 16V46, 18V46
Tank volume (m³) 1.0 2.0 3.0
(1.2...1.5) ·P ·m 23
P = total engine output (kW) m = 4 for MDO m = 5 for HFO
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7. Lubricating oil system
Internal lubricating oil system, in-line engine (4V69E8139-2d)
System components
Electrical instruments
01 02 03 04 05 06 07 08 09
PSZ201 PSZ201.1 PT201 TE201 TSZ201 PS210 PT274 QS700... TE700...
Oil sump Centrifugal filter Sampling cock Running-in filter Turbine Compressor Crankcase breather Lube oil main pump Pressure control valve
Pipe connections 201 Lube oil inlet (to manifold) 202A Lube oil outlet (from oil sump), A-side 202B Lube oil outlet (from oil sump), B-side 203 Lube oil to engine driven pump 204 Lube oil from engine driven pump 701 Crankcase air vent
Marine Project Guide W46 - 1/2001
Lube oil inlet pressure Prelube oil inlet pressure Lube oil inlet pressure Lube oil inlet temperature Lube oil inlet temperature Lube oil inlet pressure (stand-by) Lube oil before TC pressure Oil mist in crankcase Main bearing temperature
Internal connections X Crankcase breather drain Y Lube oil to intermediate gear wheels Z Lube oil to valve gear, camshaft, injection pumps etc.
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7. Lubricating oil system
Internal lubricating oil system, V-engine (4V69E8140-2d)
System components
Electrical instruments
01 02 03 04 05 06 07 08 09
PSZ201 PSZ201.1 PT201 TE201 TSZ201 PS210 PT274 PT284 QS700... TE700...
Oil sump Centrifugal filter Sampling cock Running-in filter Turbine Compressor Crankcase breather Lube oil main pump Pressure control valve
Pipe connections 201 Lube oil inlet (to manifold) 202A Lube oil outlet (from oil sump), A-side 202B Lube oil outlet (from oil sump), B-side 203 Lube oil to engine driven pump 204 Lube oil from engine driven pump 701A Crankcase air vent, A-bank 701B Crankcase air vent, B-bank
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Lube oil inlet pressure Prelube oil inlet pressure Lube oil inlet pressure Lube oil inlet temperature Lube oil inlet temperature Lube oil inlet pressure (stand-by) Lube oil before TC pressure, A-bank Lube oil before TC pressure, B-bank Oil mist in crankcase Main bearing temperature
Internal connections XA Crankcase breather drain, A-bank XB Crankcase breather drain, B-bank Y Lube oil to intermediate gear wheels ZA Lube oil to valve gear, camshaft, injection pumps etc, A-bank ZB Lube oil to valve gear, camshaft, injection pumps etc, B-bank
Marine Project Guide W46 - 1/2001
7. Lubricating oil system
Lubricating oil system, dry sump (3V69E3618d)
System components 01 Diesel engine Wärtsilä L46/V46 02 Pressure control valve 03 Centrifugal oil cleaner 04 Oil cooler 05 Thermostatic valve 06 Safety filter 07 Orifice 08 Automatic filter 09 Lube oil pump 1 10 Lube oil pump 2 11 Separator pump 12 Heater 13 Separator 14 System oil tank 15 Sludge oil tank 16 Crankcase breather 17 Gravity tank 18 Prelubricating oil pump 19 Orifice ø5 - 6 mm 20 Condensate trap 21 Damper (only 12V46) 22 Sight glass
Marine Project Guide W46 - 1/2001
Pipe connections 201 202 224 701
Lubricating oil inlet Lubricating oil outlet1) Control oil to pressure control valve Crankcase air vent
Pipe dimensions L46: V46: DN125 DN150 DN200 DN250 M18*1.5 M18*1.5 Ø114 2*Ø114
1)
Two outlets in each end are available, outlets to be used: Free end Driving end 6L, 12V 1 1 8L, 9L, 16V, 18V 1 2
* The non-Return valve should be located at a sufficient distance vertically below the gravity tank to ensure proper opening of the valve, especially if it is of the spring-loaded type.
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7. Lubricating oil system
Main engine external lubricating oil system, engine driven pumps (3V69E8163)
System components 01 02 03 04 05 06 07 08 09 10 11 12 13 14 15 16 18 20 21
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Diesel engine Wärtsilä L46/V46 Pressure control valve Centrifugal oil cleaner Oil cooler Thermostatic valve Safety filter Orifice Automatic filter Lube oil pump, Engine driven Lube oil stand-by pump Separator pump Heater Separator System oil tank Sludge oil tank Crankcase breather Prelubricating oil pump Condensate trap Damper (only 12V46)
Pipe connections
201 202 203 204 701
Lubricating oil inlet Lubricating oil outlet1) Lube oil to engine driven pump Lube oil from engine driven pump Crankcase air vent
Pipe dimensions 6L46 8L,9L46 constant speed DN125 DN125 DN200 DN200 DN250 DN250
8L,9L46 variable speed DN125 DN200 DN300
V46
DN150 DN150
DN200
DN200
Ø114
Ø114
2*Ø114
Ø114
DN200 DN250 DN300
1)
Two outlets in each end are available, outlets to be used: Free end Driving end 6L, 12V 1 1 8L, 9L, 16V, 18V 1 2
Marine Project Guide W46 - 1/2001
7. Lubricating oil system
Lubricating oil cooler, example (4V47F0003)
In-line engines
Engine Dimensions, C 6L46
1105
8L46
1455
9L46
1455
V-engines
Engine Dimensions, C 12V46
1435
16V46
1735
18V46
2035
Marine Project Guide W46 - 1/2001
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7. Lubricating oil system
Thermostatic valve DN 125 for lubricating oil (4V34L0150)
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Marine Project Guide W46 - 1/2001
7. Lubricating oil system
Thermostatic valve DN 150 for lubricating oil (4V34L0149)
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7. Lubricating oil system
Electrically driven pumps Example, for guidance only. 6L46
8L46
9L46
12V46
16V46
18V46
RPM
1450
1490
1475
1480
990
990
Power requirement at oil temperature 75°C
kW
39
40
47
63
72
79
Power requirement at oil temperature 40°C
kW
45
46
54
72
79
88
Electric motor
kW
48
48
57
75
90
90
RPM
1180
1180
1180
1200
900
1200
Power requirement at oil temperature 75°C
kW
42
42
43
62
71
88
Power requirement at oil temperature 40°C
kW
47
47
47
70
79
98
Electric motor
kW
55
55
55
86
85
105
RPM
1490
1450
1480
1480
1000
990
Power requirement at oil temperature 40°C
kW
4
6
7
9
12
12
Power requirement at oil temperature 20°C
kW
6
9
11
13
17
17
Electric motor
kW
8
12
12
16
19
19
RPM
1800
1190
1190
1180
1190
1200
Power requirement at oil temperature 20°C
kW
7
8
10
13
15
18
Electric motor
kW
9
10
10
13
18
18
Power requirement at oil temperature 40°C
kW
4
6
7
9
10
12
Main/standby oil pump, 50 Hz Speed
Main/standby oil pump, 60 Hz Speed
Prelubricating oil pump, 50 Hz Speed
Prelubricating oil pump, 60 Hz Speed
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Marine Project Guide W46 - 1/2001
8. Cooling water system
8. Cooling water system 8.1.
General
For the cylinder cooling as well as the charge air and oil cooling fresh water is used. The pH-value and hardness of the water should be within normal values. The chlorine and sulphate content should be as low as possible. To prevent forming of rust in the cooling water system, a corrosion inhibitor must be added to the water according to the instructions in the Instruction Book. Shore water is not always suitable. The hardness of shore water may be too low, which can be compensated by additives, or too high, causing scale deposits even with additives. Fresh water generated by a reverse osmosis plant onboard often has a high chloride content (higher than the permitted 80 mg/l) causing corrosion. For ships with a wide sailing area a safe solution is to use fresh water produced by an evaporator (onboard), using additives according to the Instruction Book (important). Sea-water will cause severe corrosion and deposits formation even in small amounts. Rain water is unsuitable as cooling water due to a high oxygen and carbon dioxide content, causing a great risk for corrosion. To allow start on heavy fuel, the HT cooling water system has to be preheated to a temperature as near to the operating temperature as possible, however min. 60°C.
Marine Project Guide W46 - 1/2001
8.2. Internal cooling water system The proper combustion of heavy fuel at all loads requires a.o. optimum process temperatures. At high loads, the temperature must be low enough to limit thermal load and prevent hot corrosion of the components in the combustion chamber. At low loads, the temperature must be high enough to ensure complete combustion and prevent cold corrosion in the combustion space. These requirements are fulfilled by the high compression temperature caused by the high compression ratio. The engine is as standard equipped with a built-on two-stage charge air cooler for increased heat recovery or heating of cold combustion air. The in-line engine has one cooler of the self-supporting block type. The V-engine has two coolers of the insert type. The cooling water system comprises a low-temperature (LT) circuit and a high-temperature (HT) circuit. The LT-circuit includes the LT-charge air cooler and lubricating oil cooler (separately installed) while the HT-circuit includes the cylinders and the HT-charge air cooler. The HT-side of the charge air cooler is connected in series with the cylinders. The charge air temperature is controlled by letting a part of the LT-water by-pass the charge air cooler at low load. A temperature sensor in the charge air receiver controls a LT-water thermostatic valve on the outlet side. With this arrangement the charge air temperature can be kept at a desired and constant temperature irrespective of variations in the engine load or LT-water temperature, thus minimizing the amount of condensate water in tropical conditions.
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8. Cooling water system
Circulating pumps The LT- and HT-cooling water circuit pumps are normally separately installed electrically driven pumps and normally of centrifugal type.
Engine driven pumps, located at the free end of the engine, are available as options. The pump curves of built-on engines are shown in the diagrams below.
Pump curves L46, HT and LT - pumps 500 rpm (based on 4V19L0332) 45 40
Delivery head, m
35 30 25
9L46 (Ø220) 8L46 (Ø210)
20
6L46 (Ø200)
15 10 5 0 0
50
100
150
200
250
300
Flow, m3/h
L46, HT- and LT -pumps 514 rpm (based on 4V19L0332)
45 40
Delivery head, m
35 30 9L46 (Ø220) 8L46 (Ø210) 6L46 (Ø200)
25 20 15 10 5 0 0
50
100
150
200
250
300
Flow, m3/h
80
Marine Project Guide W46 - 1/2001
8. Cooling water system
V46, HT- and LT -pumps 500 rpm (based on 4V19L0333)
40 35
Delivery head, m
30 25 18V46 (Ø232) 20
16V46 (Ø225) 12V46 (Ø220)
15 10 5 0 0
50
100 150 200 250
300 350 400 450 500 550
Flow, m3/h
V46, HT- and LT -pumps 514 rpm (based on 4V19L0333)
40 35
Delivery head, m
30 25 18V46 (Ø232) 16V46 (Ø225)
20
12V46 (Ø220)
15 10 5 0 0
50
100 150 200 250 300 350 400
450 500 550
Flow, m3/h
Marine Project Guide W46 - 1/2001
81
8. Cooling water system
8.3. External cooling water system In large multi-engine plants it is recommended to install a part of the engines in one circuit and the other engines in another circuit, main and auxiliary engines in separate circuits etc. This gives safety against malfunctions like loss of cooling water due to a broken elastic pipe connection or other piping component, loss of circulation due to entrained air after overhaul, or entrained gases or similar accumulating in some cooling water pump. In case of a large LT-water system it may also be prudent to separate the HT-circuit from the LT-circuit with a heat exchanger. The maximum water velocities mentioned in chapter “Piping design, treatment and installation” should not be exceeded. Especially the sea-water suction pipes should be designed and installed to minimize the flow resistance as much as possible.
Design data: see Technical Data • Fresh water flow • Pressure drop on fresh water side, max.
0.6 bar
• If the flow resistance in the external pipes is high it should be observed when designing the cooler.
• Sea-water flow
acc. to cooler manufactorer, normally 1.2 - 1.5 x the fresh water flow
• Pressure drop on sea-water side, norm.
0.8 - 1.4 bar.
• Fresh water temperature after
cooler (before engine), max. 38°C.
• Heat to be dissipated • Safety margin to be added
see Technical Data 15% + margin for fouling
Sea-water pump
Circulating water pumps, LT- and HT-circuit
The sea-water pumps have to be electrically driven. The capacity of the pumps is determined by the type of the coolers used and the heat to be dissipated.
The pumps should normally be of the centrifugal type and driven by an electric motor. Concerning capacity, see Technical Data. The delivery head of the pumps should be determined according to the actual flow resistance in the engine, in the external pipes and in the valves.
Ships (with ice class) designed for cold sea-water should have temperature regulation with a recirculation back to the sea chest:
• for heating of the sea chest to melt ice and slush, to avoid clogging the sea-water strainer
• to increase the sea-water temperature to enhance the temperature regulation of the LT-water
Fresh water central cooler The fresh water cooler can be of either tube or plate type. Due to the smaller dimensions the plate cooler is normally used. The fresh water cooler can be common for several engines, also one independent cooler per engine is used.
The HT-circuit must have individual pumps for each circuit. The LT-water circuit can have individual pumps for each engine, or for each engine, or two or three engines in the same circuit can be supplied by the same separately installed pump. This feature permits a reduction of engine room components, as also other equipment can be cooled by the same separately installed pumps, such as reduction gear, propeller hydraulics, shaft line components, compressors, steering gear hydraulics, generators etc.
Lubricating oil cooler The plate type lubricating oil cooler is intended to be cooled by fresh water and connected in series with the charge air cooler. For technical data, see “Lubricating oil system”.
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Marine Project Guide W46 - 1/2001
8. Cooling water system
Thermostatic valve, LT-circuit The thermostatic valve of the LT-circuit is installed to control the charge air temperature. This arrangement minimises the amount of condensate in the charge air.
Thermostatic valve, HT-circuit Normally the outlet temperature of HT-water from the engine is controlled. Each engine must have own temperature control valve. The water temperature after leaving the charge air cooler is approximately 91°C at full load. The set point of the HT-thermostatic valve after the engine is 91°C.
Expansion tank The expansion tank should compensate for volume changes in the cooling water system, serve as venting arrangement and provide sufficient static pressure in the cooling water system to achieve a pressure of 3.2 4.8 bar on the engine inlet considering also pressure losses in the piping. Pressure from the expansion tank 0.7 - 1.5 bar Volume, min. 10% of the water volume of the system Concerning the engine water volumes, see Technical data. The tank should be equipped so that it is possible to dose water treatment agents. The expansion tank is to be provided with inspection devices. LT-piping, HT-piping, LT-coolers, HT-coolers and turbo chargers to have separate venting pipes (from all engines), provided with name plates at the expansion tank. The vent pipes are to be led to the tank separately, continuously rising, and the outlets are to be drawn below the water level, so that the possible formation of gas can be noticed. Vent pipes from the LT- and HT-circuits should not be grouped to a common line, as there may be a clear pressure difference creating a short circuit resulting in a malfunction of the venting, as the bubbles may flow back into the system. For proper indication, the vent from the cylinders should be separate from the HT-side of the air cooler. For the same reason both cylinder banks in V-engines should be separately vented, but the vent from the HT air coolers could have a common line and from the LT air coolers another common line on the
Marine Project Guide W46 - 1/2001
same V-engine. Venting of several engines should never be combined. Permanent venting pipes to be installed to the expansion tank from all high points of the piping system, where air and gases can accumulate. The balance pipe down from the expansion tank should have a cross-section area at least four times as big as the combined cross-section area of the venting pipes.
Preheating pump Engines require preheating of the HT-cooling water. Design data of the pump: Capacity
1.6 m³/h x cyl.
Pressure
about 0.8 bar
Preheater A preheating arrangement of the HT-water should be installed. The energy required for heating of the HT-cooling water can be taken from a running engine or a separate source. In both cases a separate circulating pump should be used. If the engines have their own cooling water systems, which are separated from each other, the energy for preheating is recommended to be transmitted through a heat exchanger. When preheating, the cooling water temperature of the engines should be kept as near the operating value as possible. Design data: Preheating temperature, min. Required heating power, about
60°C 12 kW/cyl
Special design criteria for cold climate are mentioned in the chapter “Cold conditions”.
Preheating unit A complete preheating unit can be supplied as option. The unit comprises:
• • • • •
electric or steam heaters circulating pump control cabinet for heaters and pump safety valve
one set of thermometers For installations with several engines the preheated unit can be dimensioned for heating up two engines. If the heat from a running engine can be used the power consumption of the heaters will be less than the nominal capacity.
83
8. Cooling water system
Air separator
Local thermometers
Air and gas may be entrained in the piping after overhaul, centrifugal pump seals may leak, or air or gas may leak from in any equipment connected the HT- or LT-circuit, such as diesel engine, water cooled starting air compressor etc. As presented in the external cooling diagrams, it is recommended that following air separators are installed:
Local thermometers should be installed wherever a new temperature occurs, i.e. before and after each heat exchanger, etc. Pressure gauges should be installed on the suction and discharge side of each pump.
1. At the HT-outlet from the engine. This is necessary for a quick venting after starting the engine, especially after overhaul when entrained air may remain in the system, and especially at departures at low load, when the HT thermostatic valve recirculates all water. At higher load when a part of the HT-water goes to the cooler, any possible air or gas bubbles may still be recirculated depending on the geometry and position of the HT thermostatic valve. If the branch to the cooler is vertically down the bubbles may be conducted to the by-pass line and back into circulation. 2. One in the common HT/LT line for venting of any entrained air in the HT- or LT-system. The drawing below indicates rough dimensions.
Air separator (3V76C4757)
Orifices Orifices must be mounted in all main streams and by-pass lines to adjust and balance the pressure drop in all running modes.
Waste heat recovery The waste heat of the HT-circuit may be used for fresh water production, central heating, tank heating etc. In such cases the piping system should permit by-passing of the central cooler. With this arrangement the HT-water flow through the heat recovery can be increased. Note! The heat flow in the cooling water is affected by the ambient conditions. The available heat is reduced due to leakages in the thermostatic valves, flow to the expansion tank and radiation losses from the piping. In practice approx. 90% of the heat dissipation shown in the diagrams (valid in ISO conditions) in chapter 3 may be available. The HT heat flow in ISO conditions is clearly lower than in tropical conditions.
Elysator As an alternative to the approved cooling water additives, the elysator cooling water treatment system can also be used. The elysator protects the engine from corrosion without any chemicals. It provides a cathodic protection to the engine’s cooling water system by letting magnesium anodes corrode instead of the engine itself. Raw water quality specification is the same as in connection with cooling water additives.
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Marine Project Guide W46 - 1/2001
8. Cooling water system
Internal cooling water system, in-line engine (4V69E8139-4d)
System components 01 Charge air cooler (HT) 02 Charge air cooler (LT) 03 HT-water pump 04 LT-water pump 05 Non return valve Pipe connections 401 HT-water inlet 402 HT-water outlet 404 HT-water air vent 406 Water from preheater to HT-circuit 408 HT-water from stand-by pump 411 HT-water drain 416 HT-water air vent from CAC 451 LT-water inlet 452 LT-water outlet 454 LT-water air vent from CAC 468 LT-water to by-pass/from stand-by pump
Marine Project Guide W46 - 1/2001
Electrical instruments PSZ401 HT-water inlet pressure PT401 HT-water inlet pressure TE401 HT-water inlet temperature TE402 HT-water outlet temperature TSZ402 HT-water outlet temperature PS410 HT-water inlet pressure (stand-by) PT451 LT-water inlet pressure TE451 LT-water inlet temperature TE452 LT-water outlet temperature PS460 LT-water inlet pressure (stand-by)
85
8. Cooling water system
Internal cooling water system, V-engine (4V69E8140-4d)
System components 01 Charge air cooler (HT) 02 Charge air cooler (LT) 03 HT-water pump 04 LT-water pump 05 Non return valve Pipe connections 401 HT-water inlet 402 HT-water outlet 404A HT-water air vent, A-bank 404B HT-water air vent, B-bank 406 Water from preheater to HT-circuit 408 HT-water from stand-by pump 411 HT-water drain 416A HT-water air vent from CAC, A-bank 416B HT-water air vent from CAC, B-bank 451 LT-water inlet 452 LT-water outlet 454A LT-water air vent from CAC, A-bank 454B LT-water air vent from CAC, B-bank 468 LT-water to by-pass/from stand-by pump 474 LT-water to engine driven pump 475 LT-water from engine driven pump
86
Electrical instruments PSZ401 PT401 TE401 TE402 TE403 TSZ402 TSZ403 PS410 PT451 TE451 TE452 PS460
HT-water inlet pressure HT-water inlet pressure HT-water inlet temperature HT-water outlet temperature, A-bank HT-water outlet temperature, B-bank HT-water outlet temperature, A-bank HT-water outlet temperature, B-bank HT-water inlet pressure (stand-by) LT-water inlet pressure LT-water inlet temperature LT-water outlet temperature LT-water inlet pressure (stand-by)
Marine Project Guide W46 - 1/2001
8. Cooling water system
Cooling water system, 1 x Wärtsilä L46 (3V69E3621b)
System components 01 Diesel engine 02 HT-air cooler 03 LT-air cooler 04 Lube oil cooler 05 Orifice 06 LT-thermostatic valve 07 HT-thermostatic valve, 91ºC 08 HT-circulating pump 09 HT-stand-by pump 10 LT-circulating pump 11 LT-stand-by pump 12 Preheating pump 13 Preheater 14 Heat recovery 15 Thermostatic valve, 60ºC 16 Central cooler 17 Air separator 18 Expansion tank 19 Drain tank 20 Transfer pump 21 Additive dosing tank
Marine Project Guide W46 - 1/2001
22
LT-thermostatic valve, 38ºC
Pipe connections 401 HT-water inlet 402 HT-water outlet 404 HT-water air vent 411 HT-water drain 416 HT-water air vent from CAC 451 LT-water inlet 452 LT-water outlet 454 LT-water air vent
Pipe dimensions DN150 DN150 ø22 ø48 ø12 DN150 DN150 ø22
The drain line from connection 411 should have a continuous slope downwards to the cooling water drain tank. The vent pipes should have a continuous slope upwards to the expansion tank. Size of the piping in the installation to be calculated case by case, having typically a larger diameter than the connection on the engine.
87
8. Cooling water system
Cooling water system, 1 x Wärtsilä L46 without built-on pumps (3V69E8164)
System components 01 Diesel engine 02 HT-air cooler 03 LT-air cooler 04 Lubricating oil cooler 05 Orifice 06 LT-thermostatic valve 07 HT-thermostatic valve, 91ºC 08 HT-circulating pump 09 HT-standby pump 10 LT-circulating pump 11 LT-standby pump 12 Preheating pump 13 Preheater 14 Heat recovery 15 Thermostatic valve, 60°C 16 Central cooler 17 Air separator 18 Expansion tank 19 Drain tank 20 Transfer pump 21 Additive dosing tank 22 LT-thermostatic valve, 38°C
88
Pipe connections 401 HT-water inlet 402 HT-water outlet 404 HT-water air vent 411 HT-water drain 416 HT-water air vent from CAC 451 LT-water inlet 452 LT-water outlet 454 LT-water air vent
Pipe dimensions DN150 DN150 Ø22 Ø48 Ø12 DN150 DN150 Ø22
The drain line from connection 411 should have a continuous slope downwards to the cooling water drain tank. The vent pipes should have a continuous slope upwards to the expansion tank. Size of the piping in the installation to be calculated case by case, having typically a larger diameter than the connection on the engine.
Marine Project Guide W46 - 1/2001
8. Cooling water system
Cooling water system, 2 x Wärtsilä L46 with built-on pumps (3V69E8166)
System components 01 Diesel engine 02 HT-air cooler 03 LT-air cooler 04 Lubricating oil cooler 05 HT-thermostatic valve, 91°C 06 LT-thermostatic valve 07 HT-circulating pump 08 LT-circulating pump 09 Preheater 10 Preheating pump 11 Heat recovery 12 Thermostatic valve, 60°C 13 Central cooler 14 Circulating pump (if necessary) 15 Air separator 16 Expansion tank 17 Fresh water pump 18 Sea water pump 19 Gear oil, CPP hydr. oil cooler, etc. 20 Auxiliary equipment 21 Thermostatic valve for central coolers, 38°C 22 Additive dosing tank 23 Drain tank Marine Project Guide W46 - 1/2001
24 Transfer pump 25 Orifice Pipe connections 401 HT-water inlet 402 HT-water outlet 404 HT-water air vent 406 Water from preheater to HT-circuit 411 HT-water drain 416 HT-water air vent from CAC 451 LT-water inlet 452 LT-water outlet 454 LT-water air vent 468 LT-water, air cooler bypass
Pipe dimensions DN150 DN150 Ø22 DN40 Ø48 Ø12 DN150 DN150 Ø22 DN150
The drain line from connection 411 should have a continuous slope downwards to the cooling water drain tank. The vent pipes should have a continuous slope upwards to the expansion tank. Size of the piping in the installation to be calculated case by case, having typically a larger diameter than the connection on the engine. 89
8. Cooling water system
Cooling water system, 1 x Wärtsilä L46 with built-on pumps (3V69E8167)
System components 01 Diesel engine 02 HT-air cooler 03 LT-air cooler 04 Lubricating oil cooler 05 HT-thermostatic valve, 91°C 06 LT-thermostatic valve 07 HT-circulating pump 08 LT-circulating pump 09 Preheater 10 Preheating pump 11 Heat recovery 12 Thermostatic valve, 60°C 13 Central cooler 14 Circulating pump (if necessary) 15 Air separator 16 Expansion tank 17 Fresh water pump 18 Sea water pump 19 Gear oil, CPP hydr. oil cooler, etc. 20 Auxiliary equipment 21 Thermostatic valve for central coolers, 38°C 22 Additive dosing tank 23 Drain tank 24 Transfer pump 90
25 26 27
HT-water standby pump LT-water standby pump Orifice
Pipe connections Pipe dimensions 401 HT-water inlet DN150 402 HT-water outlet DN150 404 HT-water air vent Ø22 408 HT-water from standby pump DN150 411 HT-water drain Ø48 416 HT-water air vent from CAC Ø12 451 LT-water inlet DN150 452 LT-water outlet DN150 454 LT-water air vent Ø22 468 LT-water, air cooler bypass DN150 The drain line from connection 411 should have a continuous slope downwards to the cooling water drain tank. The vent pipes should have a continuous slope upwards to the expansion tank. Size of the piping in the installation to be calculated case by case, having typically a larger diameter than the connection on the engine. Marine Project Guide W46 - 1/2001
8. Cooling water system
Cooling water system, 2 x Wärtsilä V46 with built-on pumps (3V69E8168)
System components 01 Diesel engine, 12V46, TC in free end 02 Diesel engine, 12V46, TC in driving end 03 HT-air cooler 04 LT-air cooler 05 Lubricating oil cooler 06 HT-thermostatic valve, 91°C 07 LT-thermostatic valve 08 HT-circulating pump 09 LT-circulating pump 10 Preheater 11 Preheating pump 12 Heat recovery 13 Thermostatic valve, 60°C 14 Central cooler 15 Circulating pump (if necessary) 16 Air separator 17 Expansion tank 18 Fresh water pump 19 Sea water pump 20 Auxiliary equipment 21 Thermostatic valve for central coolers, 38°C 22 Additive dosing tank 23 Drain tank 24 Transfer pump
Marine Project Guide W46 - 1/2001
Pipe connections 401 HT-water inlet 402 HT-water outlet 404 HT-water air vent 406 HT-water from preheater 411 HT-water drain 416 HT-water air vent from CAC 451 LT-water inlet 452 LT-water outlet 454 LT-water air vent 468 LT-water, air cooler bypass (only with TC in free end) 474 LT-water to engine driven pump 475 LT-water from engine driven pump (only with TC in driving end)
Pipe dimensions DN200 DN200 Ø12 DN150 DN40 Ø12 DN200 DN200 Ø12 DN200 DN200 DN200
The drain line from connection 411 should have a continuous slope downwards to the cooling water drain tank. The vent pipes should have a continuous slope upwards to the expansion tank. Size of the piping in the installation to be calculated case by case, having typically a larger diameter than the connection on the engine.
91
8. Cooling water system
Central cooler (4V47F0004) Example, for guidance only
92
Number of cylinders
A
B
C
H
T
Weight (kg)
6
1910
720
1135
55
450
1350
8
1910
720
1135
55
450
1400
9
1910
720
1435
55
450
1430
12
1910
720
1435
55
450
1570
16
2080
790
2060
55
500
2020
18
2080
790
2060
55
500
2070
24
2690
1030
2380
0
500
3660
Marine Project Guide W46 - 1/2001
8. Cooling water system
Preheating unit, steam (4V60L0790)
Counter flanges DIN 2633 or DIN 2576 NP16 included. Connections A DN50 HT-water inlet B DN50 HT-water outlet C DN25 Steam inlet D DN25 Condensate outlet
Marine Project Guide W46 - 1/2001
Pump capacity Heater capacity [m³/h] [kW] 10 13 13
72 72 108
Type 10-72S 13-72S 13-108S
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8. Cooling water system
Preheating unit, electric (4V47K0045)
1 2 3 4 5
94
Electric flow heater Switch cabinet Circulating pump Non-return valve Safety valve Connection flange DIN 2631 operating pressure max. 6 bar operating temperature max. 95°C
Type
A
B
B1
C
ØD
E
H
K
L
M
N
SA
SB
Z
KVES/TP 36 KVES/TP 45 KVES/TP 54 KVES/TP 60 KVES/TP 72 KVES/TP 81 KVES/TP 108 KVES/TP 135 KVES/TP 147 KVES/TP 169 KVES/TP203 KVES/TP 214 KVES/TP 247 KVES/TP 270
250 275 275 300 300 300 325 325 350 350 375 375 400 400
560 615 615 665 665 665 715 715 765 765 940 940 990 990
175 200 200 225 225 225 250 250 275 275 300 300 325 325
1465 1460 1460 1455 1455 1455 1445 1645 1640 1640 1710 1710 1715 1715
290 350 350 400 400 400 450 450 500 500 550 550 600 600
760 810 810 910 910 910 960 960 1060 1060 1160 1160 1210 1210
400 450 450 500 500 500 550 550 600 600 750 750 800 800
525 550 550 575 575 575 630 630 680 680 765 765 790 790
360 385 385 410 410 410 440 440 490 490 520 520 545 545
370 375 380 400 400 400 400 400 400 400 420 420 435 435
1210 1205 1190 1185 1185 1185 1175 1375 1370 1370 1440 1440 1435 1435
800 850 850 950 950 950 1000 1000 1100 1100 1200 1200 1250 1250
500 550 550 600 600 600 650 650 700 700 850 850 900 900
900 720 900 720 900 900 900 1100 1100 1100 1100 1100 1100 1100
Marine Project Guide W46 - 1/2001
8. Cooling water system
Type
Capacity
Resistors
Dim.
Pump 50 Hz
Pump 60 Hz
(kW)
(kW)
KVES/TP 36
36
18/18
KVES/TP 45
45
KVES/TP 54
DN40
TP 40-120, 0.37kW
TP 40-160, 0.75kW
29
150
22.5/22.5
6 m³/h, 9mWS
12 m³/h, 11mWS
47
180
54
27/27
TP 40-180, 0.55kW
46
185
KVES/TP 60
60
15/22.5/22.5
12 m³/h, 10mWS
67
225
KVES/TP 72
72
18/27/27
67
225
KVES/TP 81
81
27/27/27
67
225
KVES/TP 108
108
36/36/36
KVES/TP 135
135
45/45/45
KVES/TP 147
147
KVES/TP 169
DN50
Water Weight content (kg) (kg)
TP 50-180, 0.75kW
TP 50-160, 1.1kW
91
260
22m³/h, 9 mWS
22 m³/h, 11mWS
109
260
34/34/34/45
143
315
169
34/45/45/45
142
315
KVES/TP203
203
34/34/45/45/45
KVES/TP 214
214
34/45/45/45/45
KVES/TP 247
247
KVES/TP 270
270
TP 65-180, 1.1kW
TP 65-160, 1.5kW
190
375
29 m³/h, 10 mWS
29 m³/h, 11 mWS
190
375
45/45/45/56/56
230
400
45/56/56/56/56
229
400
Marine Project Guide W46 - 1/2001
DN65
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9. Starting air system
9. Starting air system 9.1. Internal starting air system All engines are started by means of compressed air with a nominal pressure of 30 bar, the minimum recommended air pressure is 15 bar (normally 10 bar is still sufficient to start the engine). The start is performed by direct injection of air into the cylinders through the starting air valves in the cylinder heads. The 12V-engines are provided with starting air valves for the cylinder on A bank, 16V- and 18V-engines on both banks. The master starting valve is built on the engine and can be operated both manually and electrically. The compressed air system for operation of the starting fuel limiter, the electro-pneumatic overspeed trip as well as control air for starting, slow turning and starting air booster for speed governor has its own connection from the external 30 bar starting air system.
9.2. External starting air system The design of the starting air system is partly determined by the rules of the classification societies.
Starting air receiver The starting air receiver should be dimensioned for a nominal pressure of 30 bar.
96
The number and the capacity of the air receivers for propulsion engines depend on the requirements of the classification societies and the type of installation. See the tables “Starting air compressor and receiver capacities”. If the receivers are installed horizontally, there must be a slope of 3 - 5° towards the bottom-end to provide good draining.
Oil and water separator An oil and water separator should always be installed in the pipe between the compressor and the air receiver. Depending on the operation conditions of the installation, an oil water separator may be needed in the pipe between the air receiver and the engine. The starting air pipes should always be drawn with slope and be arranged with manual or automatic draining at the lowest points.
Starting air compressor At least two starting air compressors must be installed. It should be possible to fill the starting air receiver from minimum to maximum pressure in 30 minutes. For exact determination of the capacity, the rules of the classification societies should be followed. See the tables “Starting air compressor and receiver capacities”.
Marine Project Guide W46 - 1/2001
9. Starting air system
Starting air compressor and receiver capacities Installation with nonreversible engines and CP-propeller Number of cylinders
6
8
9
12
16
18
Single screw vessel with 1 engine Number of starts: 6
Receiver Compressor
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 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 Number of starts: 6 (1), (2)
Receiver Compressor
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 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 Number of starts: 12 (1) Compressor
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 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 Number of starts: 12 (1), (2) Compressor
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 m³/h 2 x 45 2 x 45 2 x 60 2 x 60 2 x 75 2 x 90
The following classification societies have been considered:
• • • • • • •
Configuration
Factor
American Bureau of Shipping Bureau Veritas Det Norske Veritas
Twin engines with clutches on single propeller
1.5
Two engines on two propellers
1.5
Germanischer Lloyd Lloyd’s Register of Shipping Registro Italiano Navale Maritime Register
(1)
(2)
For multi-engine installations the number of starts required by the classification societies is normally not specified in the rules. If the requirements differ from the number of starts specified above, the capacities must be corrected in the same proportion. For installation with clutches.
Configuration table (4V59L0168) In multiple engine propulsion installations the minimum capacity of the starting air vessels shall be multiplied by the factor mentioned in table 4V59L0168, or at least as required as rules.
Marine Project Guide W46 - 1/2001
Double - twin engines with clutches on two propellers
2
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9. Starting air system
Internal starting and compressed air system, in-line engines (4V69E8139-3d)
System components
Pipe connections
01 02 03 04 05 06 07 08 09 10 11 12 13 14 18 19 20
301 302 303 304 311
Starting air master valve Blocking valve, when turning gear engaged Shut-off valve Starting booster for speed governor Flame arrestor Starting air valve in cylinder head Starting air distributor Pneumatic cylinder at each injection pump Valve for automatic draining High pressure filter Air container Stop valve Starting fuel limiter Pressure control valve Oil mist detector Speed governor Turbine and compressor cleaning unit (see page 5)
Starting air inlet, 30 bar Control air inlet, 30 bar Driving air to oil mist detector, 2 - 12 bar* Speed setting air to governor* Control air to WG, BP and TC-cleaning, 4-8 bar*
Electrical instruments Y151 Y153 Y154 PT301 PT311 Y321 Y331 Y519 Y643
Fuel limiting Autostop Emergency stop Starting air pressure, inlet Control air pressure Starting Slow turning I/P converter for waste gate valve By-pass valve
* Clean and dry control air
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9. Starting air system
Internal starting and compressed air system, V-engines (4V69E8140-3d)
System components 01 Starting air master valve 02 Drain valve 03 Pressure control valve 04 Slow turning valve 05 Starting booster for speed governor 06 Flame arrestor 07 Starting air valve in cylinder head 08 Starting air distributor 09 Pneumatic sylinder at each injection pump 10 Valve for automatic draining 11 High pressure filter 12 Air container 13 Stop valve 14 Blocking valve, when turning gear engaged 15 Starting fuel limiter 16 Closing valve 17 Mechanical overspeed trip device 19 Oil mist detector 20 Speed Governor 21 Turbine and compressor cleaning unit
Marine Project Guide W46 - 1/2001
Pipe connections 301 Starting air inlet, 30 bar 302 Control air inlet, 30 bar 303 Driving air to oil mist detector, 2-12 bar* 304 Speed setting air to governor* 311 Control air to WG, BP and TC-cleaning, 4-8 bar* Electrical instruments Y151 Fuel limiting Y153 Autostop Y154 Emergency PT301 Starting air inlet pressure PT311 Control air pressure Y321 Starting Y331 Slow turning Y519 I/P converter for waste gate valve *) clean and try control air
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9. Starting air system
Starting air system, 2 x Wärtsilä 46 (3V69E3648b)
System components 01 Diesel engine 02 Starting air vessel 03 Starting air compressor 04 Oil and water separator 05 Manual drainage (from lowest point) 06 Control air filter and dryer 07 Propulsion plant remote control system
Pipe connections 301 302 303 304 311
Connection 301: - Compressed air to cylinders for starting and slow-turning Connection 302: - Starting booster for speed governor - Fuel pump stop cylinders - Starting fuel limiter - Pilot air for starting, slow-turning and stop valves - Overspeed trip device (V46 only)
Pipe dimensions L46, 12V46 16, 18V46 DN50 2*DN50 Ø18 Ø18 Ø10 Ø10
Starting air inlet 30 bar Control air inlet 30 bar Driving air to oil mist detector 2-12 bar, clean and dry Speed setting air to governor Ø6 Control air to WG, BP and TC-cleaning, 4 - 8 bar Ø8
Ø6 Ø8
Connection 303: - Control air to oil mist detector Connection 304: - Speed setting air to governor (only in case of mechanical governor with pneumatic speed setting Connection 311: - Control air to 1/P convertor for waste-gate valve - Control air to charge air by-pass valve if installed - Turbine and compressor cleaning unit
Recommended size for the main starting air pipe in the installation 6L 8L, 9L 12V 16V, 18V
100
DN 65 DN 80 DN 80, starting air to A-bank DN 100, starting air to A- and B-banks
Recommended pressure losses in the piping between the starting air vessel and the engine are about 1 bar during the starting process. The recommended size for the piping is based on pressure losses in a piping with a length of 40 m.
Marine Project Guide W46 - 1/2001
9. Starting air system
Starting air vessel (4V49A0019)
Connections A Inlet B Outlet C Pressure gauge D Drain E Auxiliary connection G Safety valve
Marine Project Guide W46 - 1/2001
R 3/4 in Ø 50 R 1/4 in R 1/4 in R ½ in R ½ in
Size [liters] 500 1000 1500 2000
Dimensions
Weight [kg]
L
D
3204 3560 3460 4610
480 650 800 800
480 890 1090 1450
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10. Turbocharger and air cooler cleaning system
10.Turbocharger and air cooler cleaning system 10.1. Turbocharger cleaning system An automatic turbine and compressor cleaning system is available for ABB TPL turbochargers. The system consists of a supply unit serving cleaning water to 1 - 4 engines and valve units mounted on each engine. The figure shows schematically how cleaning control can be provided for automatic cleaning of the compressor and the turbine on one or more turbochargers on one engine at a time. Cleaning is controlled electrically. The cleaning sequences are started manually and stopped automatically at the end of the cleaning sequence. The engine load is monitored by the control system, so that a cleaning operation can be performed only in the
specified range of engine loading (exhaust gas temperature). To prevent deposits in the pipes to the turbocharger, the pipe connections from the valve unit on the engine are blown clear with air following every water injection. The connecting pipe from the valve unit to the gas inlet casing is also blown out with air periodically to prevent deposits adhering from the turbine (blowout interval: approx. 5 hours; air pulse duration: approx. 5 seconds) Two alternative washing programmes are used for turbine cleaning: 1. High load shock washing using short water injection periods when the engine is still operating close to normal service power. Efficient under normal conditions. 2.
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Low load turbine washing where higher water quantities are used for cleaning when the engine is operating at low load.
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10. Turbocharger and air cooler cleaning system
Turbocharger cleaning system (3V69E8155a)
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10. Turbocharger and air cooler cleaning system
Operating parameters Engine
Water feed unit
Engine
Turbocharger
6L46 8L46 9L46 12V46 16V46 18V46
TPL 73 TPL 77 TPL 77 2 x TPL 73 2 x TPL 77 2 x TPL 77
TC unit
Water inlet pressure [bar]
Water inlet flow rate [l/min]
Air inlet pressure [bar]
Air inlet flow rate [l/s]
Water tank volume [l]
Air inlet pressure [bar]
2.0 - 6.0 2.0 - 6.0 2.0 - 6.0 2.0 - 6.0 2.0 - 6.0 2.0 - 6.0
37.5 55.0 55.0 75.0 110.0 110.0
5.5 - 8.0 5.5 - 8.0 5.5 - 8.0 5.5 - 8.0 5.5 - 8.0 5.5 - 8.0
3.0 3.0 3.0 6.0 6.0 6.0
20 20 20 20 40 40
4.0 - 8.0 4.0 - 8.0 4.0 - 8.0 4.0 - 8.0 4.0 - 8.0 4.0 - 8.0
Water pressure [bar]
Injection interval [min]
Amount of injections
3
4
Cleaning parameters Component
Cleaning method
Turbocharger
Temp. at turbine inlet [°C]
Turbine
Thermal shock
TPL 73
430 - 500
Compressor Compressor washing
TPL 73
Turbine
TPL 77
Thermal shock
Compressor Compressor washing 1)
430 - 500
TPL 77
Injection Water time per volume per injection [s] inj.[l]1) 2-4
3.8 - 7.6
5.0 - 6.0
10
2.3
5.0 - 6.0
2-4
5.4 - 10.8
5.0 - 6.0
10
2.8
5.0 - 6.0
1 3
4 1
The water volume is specified per turbocharger.
Pos. Pipe connection
05
01 02 03 04 05
Pos
Pipe connection
Size
507
Water inlet to water feed unit Air inlet to water feed unit Water outlet from water feed unit Rubber hose connection to pipeline Cleaning water to TC unit
G1 G1/2 G2 DN50 G2
Diesel engine TC washing unit (in-line engine) TC washing unit (V-engine) Rubber hose Water feed unit
Note! All pressure valves are over pressures (pabs -pamb) 04 The rubber hose length 1 m
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Max. pipeline length between water feed unit and turbocharger is 30 m. The water feed unit is allowed to be located max. 1 m below or 10 m above the engine feet. Pipe connections
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10. Turbocharger and air cooler cleaning system
Water feed unit for turbine and compressor washing (4V37C1579-2a)
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10. Turbocharger and air cooler cleaning system
10.2. Charge air cooler cleaning system (optional) A charge air cooler cleaning system can be supplied as an option. The system consists of a separately installed pressure tank and fixed nozzles on the engine. The cleaning liquid is injected into the charge air cooler before the air cooler while the engine is running.
Cleaning equipment for charge air cooler (3V37E0003a)
Compressed air
Cleaning liquid
25 Liters pressure tank
To Spray nozzles Spray nozzles mounted on engine
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11. Engine room ventilation
11.Engine room ventilation General To obtain good working conditions in the engine room and to ensure trouble free operation of all equipment attention shall be paid to the engine room ventilation and the supply of combustion air. The air intakes to the engine room must be so located that water spray, rain water, dust and exhaust gases cannot enter the ventilation ducts and the engine room. The dimensioning of blowers and extractors should ensure that an overpressure of about 5 mmWC is maintained in the engine room in all running conditions. For the minimum requirements concerning the engine room ventilation and more details, see applicable standards, such as ISO 8861. For guide lines for cold conditions, see chapter 19.8.
Ventilation The amount of air required for ventilation is calculated from the total heat emission F to evacuate. To determine F, all heat sources shall be considered, e.g.:
• • • • • • •
Main and auxiliary diesel engines Exhaust gas piping Alternators Electric appliances and lighting Boilers Steam and condensate piping
Tanks It is recommended to consider an outside air temperature of not less than 35°C and a temperature rise of 11°C for the ventilation air. The amount of air required for ventilation is then calculated from the formula:
qV =
F r · Dt · c
The heat emitted by the engine is listed in the Technical Data. The ventilation air is to be equally distributed in the engine room considering air flows from points of delivery towards the exits. This is usually done so that the funnel serves as an exit for the majority of the air. To avoid stagnant air, extractors can be used. It is good practice to provide areas with significant heat sources, such as separator rooms with their own air supply and extractors.
Combustion air Usually, the air required for combustion is taken from the engine room through a filter fitted on the turbocharger. This reduces the risk for too low temperatures and contamination of the combustion air. It is imperative that the combustion air is free from sea water, dust, fumes, etc. The combustion air should be delivered through a dedicated duct close to the turbocharger(s), directed towards the turbocharger air intake(s). Also auxiliary engines shall be served by dedicated combustion air ducts. For the required amount of combustion air, see Technical Data. If necessary, the combustion air duct can be directly connected to the turbocharger with a flexible connection piece. To protect the turbocharger a filter must be built into the air duct. The permissible pressure drop in the duct is max. 100 mmWC. See also “Cold operating conditions” below. All engines are equipped with a condensate separator. The condensate water from the charge air cooler can be conducted to the bilge, a bilge well or similar. The amount of condensate during different conditions can be established with the aid of the graph below.
qv = amount of ventilation air (m3/s) F = total heat emission to be evacuated (kW) r = density of ventilation air 1.15 kg/m3 Dt = temperature rise in the engine room (ºC) c = specific heat capacity of the ventilation air 1.01 kJ/kgK
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11. Engine room ventilation
Engine room ventilation (4V69E8169)
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.)
Condensation in charge air coolers Example, according to the diagram: At an ambient air temperature of 35°C and a relative humidity of 80%, the content of water in the air is 0.029 kg water/ kg dry air. If the air manifold pressure (receiver pressure) under these conditions is 2.5 bar (= 3.5 bar absolute), the dew point will be 55°C. If the air temperature in the air manifold is only 45°C, the air can only contain 0.018 kg/kg. The difference, 0.011 kg/kg (0.029 - 0.018) will appear as condensed water.
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12. Crankcase ventilation system
12.Crankcase ventilation system Each engine shall have its own crankcase vent pipe. The vent pipe should be led out of the engine room in such a way that the risk of water condensation in the pipe is eliminated. The use of an automatic water separator near the engine is recommended.
On the engine room side, the pipe of the in-line engine is DN100.
The connection between engine and pipe is to be made flexible.
The vent pipe from a separate lube oil system tank must not be connected to the crankcase vent pipe.
The temperature of the crankcase ventilation gases typically rises to 70 - 80°C at full load. The material of the flexible pipe connection should be selected to withstand this temperature.
Marine Project Guide W46 - 1/2001
The two crankcase ventilation pipes of a V-engine can be combined into one larger DN150 pipe on the engine room side.
Flame arresters should not cause excessive flow resistance. The back pressure should be measured on the sea trial. See also the diagrams in chapter Lubricating oil system.
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13. Exhaust gas system
13.Exhaust gas system 13.1. Design of the exhaust gas system Each engine should have its own exhaust pipe into open air. Flexible bellows have to be mounted directly to the turbocharger outlet, to compensate for thermal expansion and prevent damages on the turbocharger due to vibrations. The pipe outside these bellows has to be properly fixed. The piping should be as short and straight as possible. The bends should be made with the largest possible bending radius, minimum radius used should be 1.5 D. The exhaust pipe should be insulated all the way from the turbocharger and the insulation is to be protected by a covering plate or similar to keep the insulation intact. It is especially important to prevent the turbocharger from sucking the insulation away. The exhaust gas pipes and/or silencers should be provided with water separating pockets and drainage. Absolute maximum exhaust gas back pressure is 0.03 bar at full load, which should be verified by a calculation, made by the shipyard. The back pressure should also be measured on the sea trial. A connection should be provided on each exhaust pipe during construction. Recommended maximum flow velocity in the exhaust pipe is 40 m/s at full load. If the pipe is long, or an exhaust gas boiler and/or an SCR is installed, the velocity needs to be lower. The diameter of the TPL turbocharger outlet is clearly smaller than the rest of the piping. There-
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fore a transition piece has to be installed after the turbocharger by the yard. Concerning exhaust gas quantities and temperatures, see Technical Data. The waste-gate and the by-pass (where installed) are internal to the engine and do not affect the external piping.
13.2. Silencer When included in the scope of supply, the standard silencer is of the absorption type, equipped with a spark arrester. It is also provided with a soot collector and a water drain, but is without mounting brackets and insulation. The silencer can be mounted either horizontally or vertically. The noise attenuation of the standard silencer is either 25 or 35 dB(A). The dimensional drawing 4V49E0143 is based on an average flow velocity of approx. 35 m/s and a flow resistance of approx. 100 mmWC.
13.3. Exhaust gas boiler Each engine should have a separate exhaust gas boiler. Alternatively, a common boiler with separate gas sections for each engine is acceptable. For dimensioning the boiler, the exhaust gas quantities and temperatures given in Technical Data may be used.
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13. Exhaust gas system
Charge air and exhaust gas system, in-line engine (4V69E8139-5d)
System components 01 Air filter 02 Compressor 03 Charge air cooler 04 Water separator 05 Drainer 06 Cylinder 07 Turbine 08 By-pass valve 09 Waste gate valve 10 Turbine and compressor cleaning unit 11 From starting and compressed air system
Electrical instruments TE51CA.. Exhaust gas after each cylinder temperature TE711A.. Cylinder liner temperature TE511 Exhaust gas before turbine temperature TE517 Exhaust gas after turbine temperature SE518 Turbine speed PT601 Charge air after CAC pressure TE601 Charge air after CAC temperature PCT601 Charge air after CAC temperature for WG control PCS601 Charge air after CAC pressure for BP control TCE601 Charge air after CAC Temperature for H/L load
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
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13. Exhaust gas system
Charge air and exhaust gas system, V-engine (4V69E8140-5d)
System components 01 Air filter 02 Compressor 03 Charge air cooler 04 Water separator 05 Drainer 06 Cylinder 07 Turbine 09 Waste gate valve 10 Turbine and compressor cleaning unit 11 From starting and compressed air system Pipe connections 501A Exhaust gas outlet, A-bank 501B Exhaust gas outlet, B-bank 507 Cleaning water to turbine and compressor 607A Condensate water from cooler, A-bank 607B Condensate water from cooler, B-bank 608A Cleaning water to charge air cooler, A-bank 608B Cleaning water to charge air cooler, B-bank
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Electrical instruments TE51CA.. Exhaust gas after each cylinder temperature TE711A.. Cylinder liner temperature TE511 Exhaust gas before turbine temperature, A-bank TE521 Exhaust gas before turbine temperature, B-bank TE517 Exhaust gas after turbine temperature, A-bank TE527 Exhaust gas after turbine temperature, B-bank SE518 Turbine speed, A-bank SE528 Turbine speed, B-bank PT601 Charge air after CAC pressure TE601 Charge air after CAC temperature PCT601 Charge air after CAC temperature for WG control
Marine Project Guide W46 - 1/2001
13. Exhaust gas system
Exhaust pipe connection, in-line engine (4V58F0036)
6L46 8L46 9L46
DN600 DN700 DN700
Exhaust pipe connection, V-engine with transferal turbochargers (4V58F0037)
12V46 16V46 18V46
2 x DN600 2 x DN700 2 x DN700
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13. Exhaust gas system
External exhaust gas system (4V69E8170)
1 2 3 4 5 6 7
Diesel engine Flexible pipe joint Connection for measurement of back pressure Transition piece Drainage with water trap, continuously open Exhaust gas boiler Silencer
1 2 3 4 5 6 7 8 9 10 11 12
Diesel engine Flexible pipe joint Connection for measurement of back pressure Transition piece Drainage with water trap, continuously open Urea injection equipment Evaporation pipe Static mixer Selective catalytic reduction plant NOX analyser Exhaust gas boiler Silencer (unless integrated in SCR)
External exhaust gas system with SCR (4V69E8171)
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13. Exhaust gas system
Fixing of exhaust pipe (4V76A2674)
(4V76A2676)
(4V76A2675)
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13. Exhaust gas system
Exhaust silencer (4V49E0143)
Engine A-output
B-output
6L46 8L46 9L46 12V46
6L46
16, 18V46
8, 9L46 12V46 16V46 18V46
Attenuation C-output 6L46 8L46 9L46 12V46 16V46 18V46
25 dB[A]
35 dB[A]
NS
D
A
B
L
kg
L
kg
800 900 1000 1100 1200 1300 1400 1500
1700 1800 1900 2100 2300 2400 2500 2600
920 1020 1120 1240 1320 1410 1520 1610
300 300 300 300 300 300 300 300
4840 5360 5880 6200 7000 7500 8165 8165
1700 1900 2750 3200 4000 4710 5440 6100
6340 6870 7620 8200 9000 9500 10165 10165
2000 2400 3500 4200 5100 5700 6200 6900
Flanges DIN 2501 PN 6
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14. Emission control options
14.Emission control options 14.1. General
IMO NOX limit
Wärtsilä has chosen three methods for NOx reduction:
• Low NOx combustion • Direct Water Injection, optional • SCR (Selective Catalytic Reduction), optional
18 17 NOx, weighted (g /kWh)
Emission control of large diesel engines means primarily control of nitrogen oxides (commonly called NO X). Other emissions such as carbon monoxide (CO) and hydro-carbons (CH) are low. Sulphur oxide (SOX ) emissions are directly proportional to the sulphur content in the fuel. Specific carbon dioxide (CO 2) emissions for the diesel engine are low due to high efficiency rate.
16 15 14 13 12 11 10 9 8 0
500
1000
1500
14.3. EIAPP Statement of compliance
14.2. Low NOx combustion The Low NOX combustion concept has been implemented in the standard engine to comply with the proposed IMO NOx regulation. For Wärtsilä 46 this means that with a rated speed of 500 rpm the NOx level is below 13.0 g/kWh and with 514 rpm the NOx level is below 12.9 g/kWh, when tested according to IMO regulations (NOx Technical Code). The IMO NOx limit is defined as follows: NOx (g/kWh) = 17 rpm < 130 = 45 x rpm-0.2 130 < rpm < 2000 = 9.8 rpm < 2000
The MARPOL Diplomatic Conference has agreed about a limitation of NOX emissions, referred to as Annex VI to Marpol 73/78. The regulation will enter into force 12 months from the date on which not less than 15 states, constituting not less than 50% of the gross tonnage of the world’s merchant fleet, have signed the protocol. Ships constructed after 1st of January 2000 (date of keel-laying) will be required to comply (also retroactively if the Annex VI enters into force after this date). When testing the engine for NOX emissions, the reference fuel is Marine Diesel Oil (Distillate) and the test is performed according to ISO 8178 test cycles:
E2: Diesel electric propulsion, variable pitch propeller
Speed (%) Power (%) Weighting factor
100 100 0.2
100 75 0.5
100 50 0.15
100 25 0.15
E3: Propeller law
Speed (%) Power (%) Weighting factor
100 100 0.2
91 75 0.5
80 50 0.15
63 25 0.15
D2: Auxiliary engine
Speed (%) Power (%) Weighting factor
100 100 0.05
100 75 0.25
100 50 0.3
100 25 0.3
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2000
Rated engine speed ( rpm)
100 10 0.1
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14. Emission control options
Subsequently, the NOX value has to be calculated using different weighting factors for different loads that have been corrected to ISO 8178 conditions. An EIAPP (Engine International Air Pollution Prevention) certificate will be issued for each engine showing that the engine complies with the regulation. At the time of writing, only a “provisional” certificate can be issued due to the regulation not yet in force. According to the IMO regulations, a Technical File shall be made for each engine. This Technical File contains information about the components affecting NOx emissions, and each critical component is marked with a special IMO number. Such critical components are injection nozzle, injection pump, camshaft, cylinder head, piston, connecting rod, charge air cooler and turbo-charger. The allowable setting values and parameters for running the engine are also specified in the Technical File. The marked components can later, on-board the ship, be easily identified by the surveyor and thus an IAPP (International Air Pollution Prevention) certificate for the ship can be issued on basis of the EIAPP and the on-board inspection.
14.4. Direct water injection Water has a positive influence reducing NOX by reducing temperature peaks during the combustion. Wärtsilä has chosen direct water injection as the method for introducing water into the cylinder. Direct water injection has the following merits:
• efficient NOX reduction - up to 60% • possibility to switch on and off without stopping the engine
• no negative influence on engine components • water injection system completely independent of fuel oil system
• easy retrofit General system description The high pressure water injection and the fuel injection are completely independent of each other. Fuel and water are injected through separate nozzles integrated in the same injector. The performance of the engine is thus unaffected whether the water injection system is in operation or not. The water injection typically ends before the fuel injection starts in order not to interfere with the fuel injection spray pattern and the combustion process. The injection of water is electronically controlled. A solenoid valve, that is mounted on the injector, opens on command from the control unit to let the high pressure water itself open and close the needle. On each cylinder, there is a flow fuse mounted as an essential safeguard
118
against flooding of the engine cylinders. If the injection nozzle does not close properly, the water flow is physically blocked and the system is shut down. The transfer to “non-water” operational mode is automatic and instant. The required pressure is generated using a piston pump. Excessive water is taken back to a small tank. The water used should be clean fresh water, for instance from the evaporator. The required water quality is as follows: pH hardness chlorides SiO2 particles
>5 < 10°DH < 80 mg/dm³ < 50 mg/dm³ < 50 mg/dm³
The water system is to be regarded as a high pressure hydraulic water system which means that the water quality and the filtration of the water is of outmost importance to ensure the system reliability. Typical NOx levels with Direct Water Injection on Wärtsilä 46 are 4–6 g/kWh when operating on marine diesel oil and 5–7 g/kWh when operating on heavy fuel oil. The required investment (assuming that fresh water is available) consists of the special fuel injectors, one high pressure pump module, one low pressure pump module plus piping and electronic control system. When retrofitting the cylinder heads have to be modified. Required fresh water supply is typically more than half of the fuel oil consumption, i.e. 100–130 g/kWh (margin included). However, if the DWI system is used only in coastal or port areas, the water consumption has to be related to this. When operating the direct water injection system the fuel oil consumption will increase with 2–3%.
14.5. SCR Selective Catalytic Reduction (SCR) is the only way to reach a NOx reduction level of 85–95%. The reducing agent - aqueous solution of urea (40% wt.) - is injected into the exhaust gas directly after the turbocharger. Urea decays immediately to ammonium and carbon dioxide. The mixture is passed through the catalyst where NOx is converted to nitrogen and water, which are harmless substances normally found in the air that we are breathing. The catalyst elements are of honeycomb type and are typically of a ceramic structure with the active catalytic material spread over the catalyst surface. The injection of urea is controlled by feedback from a NOx measuring device after the catalyst. The rate of NOX reduction depends on the amount of urea added which can be expressed as a NH3/NO X ratio. Increasing the catalyst volume can also increase the reduction rate.
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14. Emission control options
Direct Water Injection typical P&ID
The SCR process
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14. Emission control options
When operating on HFO, the exhaust gas temperature before the SCR has to be at least 330°C, depending on the sulphur content of the fuel. When operating on MDO, the exhaust gas temperature can be lower. If needed, the exhaust gas waste gate control system can be specified to maintain the exhaust gas temperature on the correct level. If an exhaust gas boiler is specified, it should be installed after the SCR.
Urea consumption and replacement of catalyst layers are generating the main running costs of the catalyst. The urea consumption is about 20g/kWh of 40 wt-% urea. The urea solution can be prepared mixing urea granulates with water or the urea can be purchased as a 40 wt-% solution. The urea tank should be big enough for the ship to achieve a relative autonomy.
The disadvantages of the SCR are the large size and the relatively high installation and operation costs. To reduce the size, Wärtsilä has developed the Compact SCR, which is a combined silencer and SCR. The Compact SCR will require only a little more space than an ordinary silencer. The lifetime of the catalyst is mainly dependent on the fuel oil quality and also to some extent on the lubricating oil quality. The lifetime of a catalyst is typically 3–5 years for liquid fuels and slightly longer if the engine is operating on gas. The total catalyst volume is usually divided into three layers of catalyst, and thus one layer at a time can be replaced, and remaining activity in the older layers can be utilised.
14.6. Summary
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Wärtsilä can offer a stepwise approach to the reduction of NOX emissions based on ISO 8178 test fuel (MDO) and test cycle: Reduction [%] NOX [g/kWh] Standard engine
max. 12.9
Direct water injection
50 – 60
4 – 6 on MDO 5 – 7 on HFO
Compact SCR
80 – 95
1– 2
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15. Control and monitoring system
15.Control and monitoring system 15.1. Normal start and stop of the diesel engine Main engine The engine can be started by operating the master starting valve, either locally or, at remote starting, by energizing the solenoid built on the master starting valve. Note that the fuel rack is blocked, if the stop lever on the engine is in STOP position. The start is pneumatically and electrically blocked, if the turning gear is engaged. The starting system incorporates a slow turning valve and a master starting valve. When starting, the slow turning valve is first activated and the engine is turned slowly two revolutions without fuel. Then the master starting valve is activated, and the diesel engine accelerates with full air flow. If the engine recently has been in use (within 30 minutes) the engine will immediately start without slow turning. Normally, the start is performed at minimum speed (idling speed), i.e. the lever on the bridge or in the control room is set at zero (when the speed can be controlled sexlessly). The engine can also be started at nominal speed. During starting, the fuel rack can be limited by the stop lever. At remote start through the starting solenoid valve with mechanic-hydraulic governor (as well as at local start), a pneumatically operated limiting cylinder is automatically engaged to optimize the fuel injection during the acceleration period. A solenoid valve mounted on the engine controls the limiting cylinder, which limits the fuel injection as follows: 1. The solenoid valve is energized always when the speed of the diesel engine is below 80 - 90% of the idle speed (or of the rated speed on constant speed applications). 2. When the engine speed during starting has reached the preset value, the speed measuring system de-energizes the limiting solenoid after a time delay of about 2 seconds. The limiting cylinder is vented and full injection is possible.
Marine Project Guide W46 - 1/2001
When an electronic governor is installed, the start fuel limiter is in the governor software. A relay in the speed measuring system, the switching point of which is 120 RPM, will indicate when the diesel engine is running. The engine can be stopped either locally (also mechanically by turning the stop lever to STOP position), or remotely by giving an external stop signal to the slow turning unit, which energizes the stop solenoid mounted in the mechanic-hydraulic governor or gives the stop command to the electronic governor. The stop solenoid, which is delivered as standard, stops the engine when energized. A stop solenoid which stops the engine when de-energized can be delivered, if separately specified. To ensure that the engine stops, the solenoids will be energized until the engine speed has dropped to zero. During this time the stop sequence can be interrupted by giving a start order, if necessary. When two or several engines are connected to a common reduction gear, it is recommended that the clutches of stopped engines are blocked in the “OUT” position, i.e. normally the respective clutches should not be allowed to be engaged before the engine is running. When one engine is stopped, the clutch should open to prevent the engine from being driven by a running engine. In case of overspeed the clutch should remain closed.
Generating sets Local and remote start of the generating sets can be performed in the same way as described in previous chapter. The engine selected for stand-by should receive an impulse for slow turning once in every 30 min to be prepared for immediate start. All generating sets are provided with the above described starting fuel limiter. Also the local and remote shut-down of the generating sets is performed the same way as in the previous chapter. An external start signal is normally given automatically at black-outs or when the operating generating set reaches the preset output for the start up of the next set. If the engine fails to start, an alarm should occur.
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15.2. Automatic and emergency stop; load reduction and overspeed trip
slow turning unit. When the main engine speed has decreased to a preset value the solenoid valve is de-energized and the speed is again controlled by the governor.
The engine is provided with the following shut-down solenoids:
• a solenoid in the speed governor for remote stop • a solenoid for Autostop (activating pneumatic stop
Genset engines are normally stopped if the overspeed device has been activated. At the same time as the overspeed device is activated, the stop solenoid of the governor is also energized. The setting speed levels of the overspeed device are as follows:
• a separate solenoid for emergency stop (activating
Electro-pneumatic
cylinders)
pneumatic stop cylinders)
Automatic stop, as well as emergency stop, is accomplished by energizing the relevans shut-down solenoid and the solenoid in the speed governor until the engine is stopped. All engines are equipped with ON/OFF switches for automatic stop at:
• low lubricating oil pressure • high HT-cooling water temperature
TSZ 402
TEZ 70_
TEZ 71_ All engines are also equipped with load reduction switches/sensors:
• high lubricating oil temperature, inlet • high HT-cooling water temperature, outlet
TSZ 201 TSZ 402
PSZ 401 • low HT-cooling water pressure • high oil mist concentration in crankcase QSZ 701 The signals from the alarm system shall also cause load reduction at:
• high exhaust gas temperature after cylinder • high exhaust gas temperature deviation after cylinder TSZ 402 should first give load reduction and after a delay shut-down, if the temperature does not drop. The remote emergency stop push buttons on e.g. the bridge should energize the emergency stop solenoid directly and not through a relay automatics. When arranging a delay for the autostop it is possible to prevent the engine from stopping by overriding the signal before the stop solenoids are energized. All engines are provided with an electro-pneumatic overspeed device in addition to the all-mechanical overspeed device. The electro-pneumatic overspeed device is activated when a tachorelay in the speed measuring system energizes a solenoid valve built on the engine. This valve allows air to the shut-down cylinders on each injection pump. This overspeed trip is built on the
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Operating speed
450 RPM 500 RPM 514 RPM
500 ± 10 RPM 550 ± 10 RPM 570 ± 10 RPM
Mechanical
PSZ 201
The parameters below shall cause an automatic stop. These signals can be one common signal/parameter from the alarm system to the safety system and a combined signal to the cabinet for slow turning/start
• high main bearing temperature • high cylinder liner temperature
Nom. max. speed
Nom. max. speed
Tripping speed
450 RPM 500 RPM 514 RPM
530 ± 10 RPM 590 ± 10 RPM 605 ± 10 RPM
15.3. Speed control 15.3.1. Mechanic-hydraulic governors for main engines The engines are normally provided with mechanichydraulic governors prepared for pneumatic speed setting. The idling speed is set separately for each installation, for CP-propeller installations normally at 60–70% of the nominal speed and for FP-propeller installations at about 35%. The standard control air pressure for pneumatically controlled governor on engines driving CP-propellers is: Speed setting pressure [bar] 5 4
3 2 1
250
289
450
500
Engine speed [RPM]
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15. Control and monitoring system
The standard governor is provided with the following features:
• fuel injection limiter as a function of the charge air pressure
• shut-down solenoid • lubricating oil pressure shut-down device with auto-reset feature, microswitch for indication
• speed droop • microswitch for fuel limiter, this contact can be used
for external control purposes e.g. to reduce the propeller pitch increase or only for indication Governors are, as standard, equipped with a built-in delay of the speed change rate so that the time for speed acceleration from idle to nominal speed is 10–12 seconds.
15.3.2. Electronic governors Electronic governors consist of the separately mounted electronic speed control unit and the actuator built-on the engine. The main advantage of electronic governors is that they offer efficient tools for filtering of speed and load signals, which is often required in order to achieve good stability without sacrificing the transient response. Further the dynamic response can easily be adjusted and optimized for the particular installation, or even for different operating modes of the same engine. Electronic governors are also capable of so called isochronous load sharing. In isochronous mode, there is no need for external load sharing, frequency adjustment, or engine loading/unloading control in the external control system. Both isochronous load sharing and traditional speed droop are standard features in all electronic speed controllers and either mode can be easily selected. Speed droop means that the engine speed decreases automatically as the engine load increases (in steady state conditions). This will cause a parallel engine to take on load in relation to the speed decrease. The speed droop is normally adjusted to about 4%. Isochronous load sharing means that the engine speed stays the same, regardless of the load level (in steady state conditions).
Propulsion engines
two engines connected to the same reduction gear, in particular if there is a shaft generator on the reduction gear. Isochronous load sharing is recommended for engines on the same reduction gear. The speed setting can be either an increase/decrease signal, or an analog 4–20mA speed reference. The rate at which the speed changes is adjustable in the control unit. Actuators with mechanical backup are only recommended for single main engines one engine per shaft line. The actuator should in this case be reverse acting, so that the change over to the mechanical backup takes place automatically. The selected governor/actuator type should in this case be a PGA-EG and the pneumatic speed reference from the I/P-converter should be constantly tracking the electric speed reference in order to keep the pneumatic speed reference just slightly above the electric speed reference. Should however mechanical backup be used on any other applications, it should be of the direct acting type.
Start & maximum fuel limiter The Start fuel limit for limiting over fuelling during engine start-up is active when the engine is started. When the PID takes control, the ‘Start fuel limit’ is switched out, and the ‘Maximum fuel limit’ is switched in, until the next time the engine is started. An additional starting fuel limiter function is also provided in the electronic governor by Wärtsilä, to achieve an optimum acceleration with a minimum of smoke during the start. The speed overshoot when reaching the target speed is also smaller.
Charge air pressure fuel limiter This function can be used for diesel-mechanical plants to reduce the amount of smoke produced during load applications, by reducing the fuel injection to correspond to the amount of air supplied by the turbocharger until it has accelerated to a steady state speed. This function is always used for FPP installations and mostly also for CPP installations.
Torque fuel limiter In applications where a high torque can occur at any speed, such as dredgers, tug boats and diesel-mechanical icebreakers, the torque limiter function should be used to protect the engine.
Electronic governors are recommended for more demanding installations, e.g. main engine installations with
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Fuel limit indication A relay output is provided to give an indication when the actuator output is nearing any one of the fuel limiters.
Fuel limit shift This function can be used to move the fuel limit out of the way in certain situations by activating an input to the speed control unit.
Ready to close/open clutch This function monitors the engine speed as a part of the clutch-in automation, giving an output signal to the clutch control system. This is an alternative function to the Fuel Limit Indication (both can not be configured simultaneously).
Fixed speed Constant speed mode can be selected by activating an input to the speed control unit. The engine speed will automatically ramp to the programmed speed. This is an alternative function to the Fuel Limit Shift (both can not be configured simultaneously).
Overspeed limiter This function is independent of the governor settings and therefore faster. In case of a sudden load rejection e.g. due to a clutch automatic disengagement at high load, or the propeller emerging from the water in rough seas, a load rejection algorithm will come into effect, giving reduced speed overshoot characteristics. The actuator output will be driven to a certain reduced position for a certain period of time, if a certain speed is exceeded. This function is useful in propulsion engines, especially in single engine applications, minimizing the risk for accidental stopping of the main engine.
Diesel engines for electric propulsion Electronic governors and isochronous load sharing are recommended for diesel electric installations.
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There is typically a possibility to split the main switch-board into two independent halves. For this purpose the load sharing lines between the speed control units for isochronous load sharing must be grouped accordingly. The running-in of a diesel engine after overhaul can be enhanced by running the engine at constant desired load in the droop mode in parallel with other engines running in the isochronous mode. Actuators with mechanical backup are not recommended for multi engine installations. Should mechanical backup be used, however, it should be of the direct acting type. It is not recommended to run an engine which is controlled by the mechanical backup in parallel with engines which are controlled by electronic governors.
Start & maximum fuel limiter See propulsion engines above.
Charge air pressure fuel limiter This function is available in the governor, but not recommended for generator engines operating in parallel, in other words not in typical diesel-electric applications. To minimize the formation of smoke during load applications a load increase function should be included in the propulsion control system.
Generator breaker load rejection In the case of a load rejection due to the generator breaker opening, a load rejection algorithm will come into effect, giving reduced speed overshoot characteristics. This will be activated by the generator breaker opening if the load was above a certain level. The actuator output will be driven to zero for a period dependent on the amount of load before the breaker was opened. This function should always be used in diesel generator applications.
Overspeed trip This function stops the engine if a certain speed is exceeded.
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15. Control and monitoring system
15.4. Speed measuring system
15.5. Cabinet for slow turning/start/stop
The speed measuring system includes two inductive pick-ups for engine speed and one magnetic pick-up for turbocharger speed for each turbocharger as well as a central unit with power supply, measuring converters and relay outputs. A separate wiring diagram of the speed measuring system is supplied for each installation.
The engine delivery can optionally include a cabinet (delivered loose) with the following functions:
The following equipment is prewired on the engine:
• Two inductive pick-ups for engine speed • Magnetic pick-up for turbocharger speed • Double scale indicator for engine and turbocharger speed installed in the engine instrument panel
• Hour counter installed in the engine instrument panel • Solenoid for starting fuel limiter (When applicable) The speed measuring system is provided with possibilities for the following external connections:
• Analogue signal indicating the engine speed 0...10 V DC (0...650 RPM)
• Analogue signal indicating the turbocharger speed 0...10 V DC (0...30000 RPM)
• • • • •
Relay, switch point 10% above nominal speed Relay, switch point 120 RPM Relay, switch point 250 RPM (adjustable) Relay, for indication of tacho/power failure Each relay can be loaded with 24 VDC, 0.5 A
• Speed measuring system • Start/stop/slow turning sequence control • Charge air by-pass control for variable speed engines The cabinet is provided with the following inputs and outputs for external connections:
• • • •
Start/slow turning failure Local/remote control selector switch position Stop order activated Input for external safety system stop order and start blocking
• Input for remote start/stop order
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15. Control and monitoring system
All micro-switches are of the NO/NC type with three wires connected to the terminal strips in the terminal box. Sensors normally mounted on the engine are listed in the following table.
15.6. Monitoring system The set of the micro-switches/analogue transducers built-on the engine can vary from one installation to another. The actual set of transducers can be found in the electric wiring diagram which is supplied for each installation. Sensors on the engine
Symbol
Alarm L
Fuel system Pressure before injection pumps Temperature before engines Fuel H.P. pipe leakage Lubricating oil system Pressure before engine Pressure before engine Temperature before engine Temperature before engine
PT101 TE101 LS103 7) PT201 PSZ201 TE201 TSZ201
X X
X
HT-cooling water system Pressure before engine Pressure before engine Temperature before engine Temperature after engine Temperature after engine
PT401 PSZ401 TE401 TE402 TSZ402
X
LT-cooling water system Pressure before engine
PT451
X
Exhaust gas Temp. after cylinder, 2 pcs/cyl. Temperature turbine inlet Temperature turbine outlet
2) TE5_ TE511 TE517
H
Stop L
X
4.0 1)
bar °C
4 - 20 mA binary Pt100 binary
3.0 2.0 80 90
bar bar °C °C
4 - 20 mA
18
bar
4 - 20 mA binary Pt100 Pt100 3) X binary
2.0 1.5 105 110
bar bar °C °C °C
4 - 20 mA
2.0
bar
4 - 20 mA Pt100 4 - 20 mA binary
3.2 75
X
X
X X
490 580 380
Set Unit point
4 - 20 mA Pt100 binary
X
X
Signal
H
X
X
PT301
PT601 TE601 4) PCT601 5) PCS 601
L
X
Starting air system Starting air pressure before engine
Charge air Pressure charge air cooler outlet Temp. charge air cooler outlet Pressure charge air cooler outlet Pressure charge air cooler outlet
H
Load reduction
6) 550 600 400
bar °C bar 0.15 bar
mV mV
°C
Main bearings Temperature
TE70__
100
6) 120 mV
°C
Cylinder liners Temp. in cylinder liner, 3 pcs/cyl.
TE7__
160
6) 180 mV
°C
Speeds Engine speed 1 Engine speed 2 Turbine speed (A/B)
ST173 ST174 SE518
Miscellaneous Released mech. overspeed trip Engine overload Engaged turning gear Oil mist in crankcase
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GS172 GS166 7) GS792 QS700
pulse pulse pulse X X X
X X
binary binary binary binary
RPM RPM RPM 118
%
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15. Control and monitoring system
Symbols according to ISO 3511: First letter
Next letter
L = Level P = Pressure S = Speed T = Temperature U = Multivariable G = Position
C = Control E = Element S = Swich T = Transmitter Z = Safety acting
1) 2)
Set point according to viscosity Alarm for deviation from the average temperature is to be set ± 80°C at 170°C and ± 50°C at 450°C. Corresponding values for load reduction are ± 100°C and ± 70°C
3)
At first load reduction and after delay shut-down, if the temperature does not drop
4)
For waste gate control, a mA converter and an IP converter are also included and mounted
5)
For by-pass control for variable speed engines L = Low, H = High Note! The pressure values include static pressure) 6) One common output from the alarm system for each parameter 7) Start blocking at 0.5 bar A torsional vibration monitoring system is used to measure and monitor torsional vibrations. The vibrations are detected from the pick-up sensor mounted at the flywheel. Alarm limits are adjustable and settings are done in the panel mounted monitor.
15.7. Electrically driven pumps 15.7.1. Electric prelubricating pump The pump is used for filling of the lubricating oil system and for prelubricating of the engine before starting and preheating by circulating warm separated lubricating oil. The colder the engine is the earlier the pump should be started. The pump may run continuously when the engine is not running. The pump is also used for postlubricating for a controlled cooling-down process after stopping. If the engine is rigidly mounted, the pump should remain running during the whole stop in port, to prevent vibration from running gensets from affecting bearings in the standing engine. The pump should start when the engine stops and stop when the engine starts.
Marine Project Guide W46 - 1/2001
Following a black-out, the pump should be started as quickly as possible. An electric supply from the emergency switchboard is recommended on all ships, and is compulsory on diesel-electric ships. For manual operation, the following label near the operating switch is recommended:
• Operate the pump continuously when the engine is stopped.
In installations with engine driven main pump and a wide speed range the pump may be used to provide additional capacity when operating at low speed.
15.7.2. Electric lubricating oil main pump (if installed) The pump is only used when the engine is running. The pump shall be started not earlier than a few minutes before the engine starts and be stopped within a few minutes after stopping the engine. The pump should not be used for prelubricating purposes, due to the risk for leakage in the labyrinth seals of the standing TPL turbochargers. Following a black-out, the pump should be started as quickly as possible. An electric supply from the emergency switchboard is compulsory on diesel-electric ships. For manual operation, the following label near the operating switch is recommended:
• Do not operate continuously when the engine is not running.
15.7.3. Electric lubricating oil stand-by pump (if installed) The pump is only used for stand-by purposes when the engine is running, starting automatically when the pressure drops below a certain pressure. Like an electrically driven main pump, the stand-by pump should not be used for prelubricating purposes. To avoid excessive pressures, it should also not be operated in parallel with the main pump. For manual operation, the following label near the operating switch is recommended:
• Do not operate continuously when the engine is not running.
15.7.4. Engine driven HT cooling water pump (if installed) On variable speed engines with a wide speed range, the pressure decreases at lower engine speeds, in extreme cases reaching the alarm limit, depending on the throttling orifice in the by-pass line etc. To avoid unnecessary alarms suitable actions can be taken on a project specific basis.
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15. Control and monitoring system
15.7.5. Electric HT cooling water stand-by pump (if installed) A separately installed electrically driven stand-by pump is necessary on single-engine ships, and may be installed in any installation. The stand-by pump shall start automatically if the pressure drops when the engine is running.
15.7.6. Electric HT cooling water main pump (if installed) There may be either one pump, or two identical electrically driven pumps, one of which is stand-by. The pump shall be started before the engine starts. For a controlled cooling-down process the pump should not be stopped earlier than 30 minutes after stopping of the engine. In case of black-out, the pump should be restarted as quickly as possible. For manual operation, the following label near the operating switch is recommended:
Installations running at low load in very cold conditions should be arranged to permit preheating of running engines, to avoid undercooling of the HT cooling water.
15.7.8. Engine driven LT cooling water pump (if installed) On variable speed engines with a wide speed range, the pressure decreases at lower engine speeds, in extreme cases reaching the alarm limit, depending on the throttling orifice in the by-pass line etc. To avoid unnecessary alarms suitable actions can be taken on a project specific basis.
15.7.9. Electric LT cooling water stand-by pump (if installed) A separately installed electrically driven stand-by pump is necessary on single-engine ships, and may be installed in any installation. The stand-by pump shall start automatically if the pressure drops when the engine is running.
• Start before engine starts. • Stop not earlier than 30 min after engine stops.
15.7.10. Electric LT cooling water main pump (if installed)
15.7.7. Cooling water preheating pump
There may be either one pump, or two identical electrically driven pumps, one of which is stand-by.
The pump is used for continuous preheating of a stopped engine. If the main pump is built-on and driven by the engine, the preheating pump should start automatically immediately when the engine stops (to ensure water circulation through the hot engine), and stop when the engine starts.
For manual operation, the following label near the operating switch is recommended: • Start before engine starts.
For manual operation, the following label near the operating switch is recommended in case the main pump is built-on:
15.7.11. Sea water cooling pumps
• Start immediately when stopping engine. • Stop when starting engine. If the main pump is electrically driven, the pump should start when the HT-cooling water pump stops and stop when the HT-cooling water pump starts. For manual operation, the following label near the operating switch is recommended if the main pump is electrically driven:
• Start when stopping HT pump. • Stop when starting HT pump. In case of black-out, the pump should be started as quickly as possible. An electric supply from the emergency switchboard is recommended.
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The pump shall be started before the engine starts and can be stopped when the engine is stopped.
• Can be stopped when the engine is stopped.
The pump can be stopped whenever the engine is not running, unless cooling is required for other equipment in the same circuit. It is recommended to keep the pump(s) running as long as necessary to dissipate heat from HT- and LT-circuits, if the engine has been stopped from high power (which is not recommended).
15.7.12. Lubricating oil separator It is recommended to keep the separator running also in port.
15.7.13. Fuel pumps It is recommended to keep the pumps running also in port.
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15.8. Diesel electric propulsion 15.8.1. Propulsion control and power management Typical features to be incorporated in the propulsion control and power management systems in a diesel-electric ship: 1. The load increase program limits the rate of load increase of the diesel-generators during normal load changes and during load transfer when connecting a new generator to the switchboard according to the curves in the figure in the chapter “2.2 Loading Capacity”.
6.
• Continuously active limit: “normal max loading in operating condition”.
• During the first 6 minutes after starting an engine: “preheated engine”
2.
The above mentioned curves may be by-passed and the curve “emergency loading” activated only with a special emergency function with clear indication on the bridge and in the control room.
3.
The system limits the power supplied to the propulsion motors to avoid a load > 100% on any generator. The fuel rack is adjusted to 110% to allow for transients and give some playroom for the governor and overload protection, but the engine should not be operated above 100%. Tripping of a generator breaker causes an automatic start-up of one stand-by dieselgenerator, which will be connected to the switchboard and contribute to restoring the original power as necessary.
4.
5.
When one generator breaker trips, the system instantaneously reduces the power supplied to the propulsion motors to avoid drastic load steps of the remaining diesel-generators. The power is then increased according to a fast ramp, but not faster than “emergency loading” in the diagram above, up to a maximum of 100% power of the remaining diesel-generators if necessary.
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7.
8.
9.
Compared with an instant step-wise load increase on the remaining generator(s), the effect on the ship’s speed is marginal, but a stable frequency can be maintained on the main switchboard. If the remaining diesel-generators are not sufficient to restore the original power, a stand-by diesel-generator will produce the missing output. The propulsion control system should be of the so-called “power control” system, where the control lever position on the bridge corresponds to a certain requested propulsion power demand. With the power control system a smooth acceleration of the ship is achieved without unne c e ssa r y st a r t i ng a nd st o p p in g o f diesel-generators. This type is more preferable than a so-called “speed control” where a lever position corresponds to a certain requested propeller speed, with the drawback that for a constant lever position the power absorption of the propeller varies significantly with the ship’s speed e.g. during acceleration. For synchronizing of the propellers, also a “speed control” mode is necessary. The system should monitor the network frequency and reduce the load increase rate (and/or reduce the propulsion load), if the network frequency tends to drop excessively. The rate of load reduction of the propulsion plant should be equipped with a delay during normal manufacturing. During crash stops (recognized by the system e.g. by a large lever movement from high power ahead to astern) the load reduction speed can be quicker. The maximum amount of reverse power which can be fed to the diesel engine is 5% of the nominal output. This function may be needed in the control system to optimize the crash stop performance of a diesel-electric ship with a low ship’s service electric load, and with frequency converters of a type permitting transmission of reverse power.
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15. Control and monitoring system
15.8.2. Switchboard Normally a diesel-electric ship is operated with a common switchboard, which gives the best flexibility in power generation. Load transients are distributed on a large number of diesel-generators, and the most optimal number of units can be connected to the bus during stable operation at constant load. Another possibility is to sail with independent switchboard halves supplying two independent networks. In this case the ship is virtually blackout proof, which could be attractive in congested waters. In this operating mode one network including one propeller (in a twin-screw ship) is lost if one generator trips (if it was the only one), the other, however, remaining operable without a risk for a complete black-out. For this purpose the load sharing lines between the speed controllers for isochronous load sharing must be grouped accordingly.
15.8.3. Crash stop During a crash stop on a diesel-electric ship with fixed-pitch propeller reverse power is produced in two different ways, mechanically and hydrodynamically:
• The mechanical back power produced by the inertia of the rotating masses is proportional to the rate of retardation of the propulsion unit and can of course easily be adjusted.
• A reduced ship´s speed clearly reduces the hydrody-
namic back power from the propeller. A “Robinson” curve (= “four quadrant diagram”) is useful when selecting these parameters. The crash stop procedure can be designed in different ways with different frequency converters, but with e.g. a synchroconverter or cycloconverter the reverse power from the propulsion motor can be fed to the switchboard (which is not the case with an inverter where a separate Resistance Braking Unit is required). Comparing e.g. a diesel-electric tanker with a diesel-electric cruise ship, the tanker has a low ship’s service load, maybe 500 kW when sailing. Back power can be fed backwards to the diesel engines, provided that the amount of back power is limited in a reliable manner (and accurately shared between the connected generators).
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Isochronous load sharing (by means of load sharing lines between the speed control units) generally provides a more accurate load sharing in transient situations than a traditional power management system with speed droop. Due to mechanical friction the diesel engine is capable of absorbing roughly 5% of the nominal power. Around nominal speed the torque is proportional to approx. n1.2, where n is the engine speed. The setting of the Reverse Power Protection of 8–15% of the rated power mentioned in some classification rules is too high. It should be ensured that the mechanical reverse power to the engine is measured with a reasonable accuracy from the electrical parameters of the generator. To protect the diesel-generators, it is useful to include an automatic function to limit the rate of propeller motor speed reduction during the crash stop also based on over frequency from the generator. There is normally no specified crash stop performance in the rules, except that stopping of a ship has to be “reasonable”. There is an IMO Resolution recommending a maximum stopping distance of 15 ship lengths, but that is not a mandatory rule. Passenger ships usually have clearly shorter stopping distance. If further improvement in the crash stop performance is considered necessary, the propulsion control system of a diesel-electric twin-screw (and multiple-screw) ship with a low ship’s service load can be designed to perform a sequential crash stop procedure, meaning a step-wise approach where one screw is reversed when the other is still absorbing power, and then vice versa, even if both (all) control levers are reversed simultaneously. With this arrangement:
• there is continuously a consumer big enough to absorb any reverse power
• There will always be a certain load on the diesel-
generators, the advantage being smaller load transients.
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Principal diagram of automation for Wärtsilä 46 engines (3V50E0076)
15.9. Digital engine control system, optional As an alternative to the standard control system a digital control system can be provided, called Wärtsilä Engine Control System, WECS.
Wärtsilä Engine Control System, WECS 2000 The engine is equipped with a computerized distributed real-time system for monitoring and control. The hardware consists of computers mounted on the engine. These are the main control unit (MCU) with relay module (RM) containing back up and hardwired functions, and a number of Distributed Control Units (DCU) and Sensor Multiplexer Units (SMU). All sensors on the engine are connected to the DCUs and the SMUs, while the signals to and from the external systems are connected to the main control unit, MCU. Engine parameters are displayed on a local display unit (LDU). The following functions are incorporated in the system:
• Automatic shut-down (lubricating oil pressure, overspeed, etc.)
• • • •
Waste gate and charge air by-pass control Start fuel limiter control Signal processing of monitoring and alarm sensors Signal processing of condition monitoring sensors (cylinder liner and main bearing temperature and exhaust gas valve condition)
• Slow turning control • Data communication with external systems (e.g.
alarm and monitoring systems) The WECS communicates with external systems via a Modbus serial link. Modbus is a standard defined by Modicon primarily for use in industrial applications. In the WECS system the RTU-mode of Modbus is used. The physical connection is according to the RS-485 standard.
• Start blockings (lubricating oil pressure, turning gear, local selected, etc.)
• Measuring of engine and turbocharger speed • Normal start and stop of the engine
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16. Seating
16.Seating 16.1. General The main engines can be rigidly mounted to the foundation, either on steel or resin chocks, or flexibly mounted on rubber elements. The foundation and the double bottom should be as stiff as possible in all directions to absorb the dynamic forces caused by the engine, reduction gear and thrust bearing. The foundation should be dimensioned and designed so that harmful deformations are avoided.
16.2. Rigid mounting Installation on steel chocks The rider plates of the engine girders are usually inclined outwards with regard to the centre line of the engine. The inclination of the supporting surface should be 1/100. The rider plate should be designed so that the wedge-type chocks can easily be fitted into their positions. If the rider plate of the engine girder is placed in a fully horizontal position, a chock is welded to each point of support. The chocks should be welded around the periphery as well as through the holes drilled at regular intervals to avoid possible relative movement in the surface layer. After that the welded chocks are face-milled to an inclination of 1/100. The surfaces of the welded chocks should be big enough to fully cover the wedge-type chocks. The size of the wedge-type chocks should be 200 x 360 mm. The chock should always cover two bolts to prevent it from turning. However, the chock closest to the flywheel will be a single screw chock. The material may be cast iron or steel. When fitting the chocks, the supporting surface of the rider plate is planed by means of a grinding wheel and a face plate until an evenly distributed bearing surface of min. 40% is obtained. The chock should be fitted so that the distance between the bolt holes and the edges is equal at both sides. The clearance hole in the chock and rider plate should have a diameter about 2 mm bigger than the bolt diameter for all chocks, except those which are to be reamed and equipped with fitted bolts. Side supports should be installed for all engines. There must be three supports on both sides. The side supports are to be welded to the rider plate before aligning the engine and fitting the chocks. The side support wedges should be fitted, so that a bearing surface of 40% is obtained. The holding down bolts are usually through-bolts with lock nuts at the lower end and a hydraulically tightened nut at the upper end. Two Ø 46/n6 mm fitted bolts on
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each side of the engine are required. The fitted bolts are located as bolts number two and three from the fly wheel end. A distance sleeve should be used together with the fitted bolts. The distance sleeve must be mounted between the seating top plate and the lower nut in order to provide a sufficient guiding length for the fitted bolt in the seating top plate. The guiding length in the seating top plate should be at least equal to the bolt diameter. Other bolts are provided with clearance holes. The design of the various holding down bolts appear from the foundation drawing. It is recommended that the bolts are made from a high strength steel, e.g. 42CrMo4 or similar, but the bolts are designed to allow the use of St 52-3 steel quality, if necessary. A high strength material makes it possible to use a higher bolt tension, which results in a larger bolt elongation (strain). A large bolt elongation improves the safety against loosening of the nuts. To avoid a gradual reduction of tightening tension due to among others, unevenness in threads, the bolt thread must fulfil tolerance 6g and the nut thread must fulfil tolerance 6H. In order to avoid extra bending stresses in the bolts, the contact face of the nut underneath the rider plate should be counter bored. The tensile stress in the bolts is allowed to be max.80% of the material yield strength. It is however permissible to exceed this value during installation in order to compensate for setting of the bolt connection, but it must be verified that this does not make the bolts yield. Bolts made from St 52-3 are to be tightened to 80% of the material yield strength. It is however sufficient to tighten bolts that are made from a high strength steel, e.g. 42CrMo4 or similar, to about 60-70% of the material yield strength. The tool included in the standard set of engine tools is used for hydraulic tightening. The piston area of the tools is 72.7 cm². Depending on the material of the bolts, the following hydraulic tightening pressures should be used, provided that the minimum diameter is 35 mm:
• St52-3
Tightened to 80% of yield strength
• 42CrMo4
Tightened to 70% of yield strength
Phyd = 420 bar Phyd =710 bar
Installation on resin chocks Installation of main engines on resin chocks is possible provided that the requirements of the classification societies are fulfilled. During normal conditions, the support face of the engine feet has a maximum temperature of about 75°C, which should be considered when choosing type of resin.
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16. Seating
The recommended size of the resin chocks for L46 engines is about 600 x 180 mm and for V46 engines about 1000 x 180 mm. The chock should cover at least two bolts to prevent it from turning. The total surface pressure on the resin must not exceed the maximum value, which depends on the type of resin and the requirements of the classification society. It is recommended to select a resin type, which has a type approval from the relevant classification society for a total surface pressure of 5 N/mm2. (A typical conservative value is ptot [ 3.5 N/mm2 ). The bolts must be made as tensile bolts with a reduced shank diameter to ensure a sufficient elongation, since the bolt force is limited bu the permissible surface pressure on the resin. For a given bolt diameter the permissible bolt force is limited either by the strength of the bolt material (max.
Marine Project Guide W46 - 1/2001
stress 80% of the yield strength), or by the maximum permissible surface pressure on the resin. Assuming bolt dimensions and chock dimensions according to drawing 1V69L0082a and 1V69L0083b the following hydraulic tightening pressures should be used:
• In-line engine, St 52-3 bolt material, maximum total surface pressure 2.9 N/mm 2. P hyd = 200 bar
• In-line engine, 42CrMo4 bolt material, maximum total surface pressure 4.5 N/mm 2. P hyd = 335 bar
• V-engine, St 52-3 bolt material, maximum total surface pressure 3.5 N/mm2. Phyd = 310 bar
• V-engine, 42CrMo4 bolt material, maximum total sur2
face pressure 5.0 N/mm . Phyd = 475 bar Locking of the upper nuts is required, when using St 52-3 material, or when the total surface pressure on the resin chocks is below 4 N/mm2. The lower nuts should always be locked regardless of the bolt tension.
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16. Seating
Seating and fastening, rigidly mounted L46, steel chocks (1V69L1651)
Seating and fastening, rigidly mounted V46, steel chocks (1V69L1659)
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16. Seating
Seating and fastening, rigidly mounted L46, steel chocks (1V69L1651)
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16. Seating
Seating and fastening, rigidly mounted V46, steel chocks (1V69L1659)
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16. Seating
Seating and fastening, rigidly mounted L46, resin chocks (1V69L0082a)
Seating and fastening, rigidly mounted V46, resin chocks (1V69L0083b)
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16. Seating
Seating and fastening, rigidly mounted L46, resin chocks (1V69L0082a)
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16. Seating
Seating and fastening, rigidly mounted V46, resin chocks (1V69L0083b)
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16. Seating
16.3. Resilient mounting In order to reduce vibrations and structure borne noise, main engines may be flexibly mounted. The engine block is so rigid that no intermediate base frame is necessary, but the rubber mounts are fixed to the engine feet by means of a rail. The advantage of the vertical type mounting is easier alignment. Typical structure borne noise levels are shown in chapter 17.5. The material of the mounts is natural rubber, which has superior vibration technical properties, but unfortunately is prone to damage by mineral oil. The rubber mounts are protected against dripping and splashing by means of covers. The brackets of the side and end mounts are welded to the foundation. Steel chocks are manufactured and installed below the rubber elements, when the final alignment of the engine has been completed. The steel chocks are fixed to the foundation with bolts. A machining tool for machining of the top plate under the steel chocks can be either rented or bought from Wärtsilä. The machining tool permits a maximum distance of 85 mm between the fixing rail and the top plate
For resiliently mounted engines a speed range of 350 500 RPM is generally available. Due to the soft mounting the engine will move when passing resonance speeds at start and stop. Typical amplitudes are ± 1 mm at the crankshaft centre and ± 5 mm at top of the engine. The torque reaction will cause a displacement of the engine of up to 1.5 mm at the crankshaft centre and 10 mm at the turbocharger outlet. Furthermore the creep and thermal expansion of the rubber mounts have to be considered when installing and aligning the engine.
Flexible pipe connections When the engine is resiliently installed, all connections must be flexible and no grating nor ladders may be fixed to the set. Especially the connection to turbocharger must be arranged so that the above mentioned displacements can be absorbed. When installing the flexible pipe connections, unnecessary bending or stretching should be avoided. The pipe outside the flexible connection must be well fixed and clamped to prevent vibrations, which could damage the flexible connection and increase structure borne noise.
Flexibly mounted main engine, in-line engines (2V69A0129b) Remark: At both ends of the engine are also side and end mounts.
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16. Seating
Flexibly mounted main engine, V-engines (2V69A0128b)
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17. Dynamic characteristics
17.Dynamic characteristics 17.1. General Dynamic forces and moments caused by the engine appear from the table. Due to manufacturing tolerances some variation of these values may occur. The ship designer should avoid natural frequencies of decks, bulkheads and other structures close to the excitation frequencies. The double bottom should be stiff enough to avoid resonances especially with the rolling frequencies. Some cylinder numbers have external couples. On cargo ships, the frequency of the lowest hull girder vi-
bration modes are generally far below the 1. order. The higher modes are unlikely to be excited due to the absence of or low magnitude of the external couples, and the location of the engine in relation to nodes and antinodes is therefore not so critical. On ships with narrow superstructures (like on container ship) the ship designer should avoid superstructure natural frequencies close to the excitation frequencies.
17.2. External forces and couples Co-ordinate system of external couples (2V58F0015)
External forces External couples
F = 0 for all cylinder numbers (the values are instructive and to be calculated case by case)
Engine
Speed [RPM]
9L46 *)
450 500 514
7.5 8.3 8.6
25.5 31.5 33.3
25.5 31.5 33.3
18V46
500 514
8.3 8.6
283.8 299.9
283.8 299.9
*) —
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Frequency MY MZ [Hz] [kNm] [kNm]
MZ Frequency MY [Hz] [kNm] [kNm] 15.0 16.7 17.1 16.7 17.1
FrequencyMY MZ [Hz] [kNm] [kNm]
30.8 38.0 40.2
— — —
30.0 33.3 34.4
10.5 12.9 13.6
— — —
135.1 142.7
55.9 59.1
33.3 34.3
— —
4.0 4.3
Subject to selected firing orders couples and forces = zero or insignificant
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17. Dynamic characteristics
17.3. Torque variations Torque variation, A-rating Engine
Speed [RPM]
Frequency [Hz]
MX Frequency [kNm] [Hz]
MX Frequency [kNm] [Hz]
MX [kNm]
6L46
450 500 514
22.5 25.0 25.7
119.9 90.4 82.7
45.0 50.0 51.4
49.6 50.5 50.4
67.5 75.0 77.1
9.4 11.3 11.5
6L46, idle
450 500 514
22.5 25.0 25.7
48.6 69.8 75.8
45.0 50.0 51.4
11.9 12.0 12.1
67.5 75.0 77.1
3.0 3.0 3.0
8L46
450 500 514
30.0 33.3 34.3
169.5 161.8 160.1
60.0 66.7 68.5
21.8 24.4 24.7
90.0 100.0 102.8
3.7 5.0 5.1
9L46
450 500 514
33.8 37.5 38.6
155.1 153.4 151.6
67.5 75.0 77.1
14.2 16.9 17.2
101.2 112.5 115.6
2.7 3.8 3.9
12V46
450 500 514
22.5 25.0 25.7
91.8 69.2 63.3
45.0 50.0 51.4
70.1 71.4 71.3
67.5 75.0 77.1
17.4 20.8 31.2
12V46, idle
450 500 514
22.5 25.0 25.7
37.2 53.4 58.0
45.0 50.0 51.4
16.9 17.0 17.1
67.5 75.0 77.1
5.5 5.6 5.6
16V46
450 500 514
— — —
— — —
60.0 66.7 68.5
43.6 48.9 49.4
120.0 133.4 137.0
2.0 3.4 3.5
18V46
450 500 514
33.8 37.5 38.6
304.2 298.9 297.4
67.5 75.0 77.1
26.2 31.2 31.7
101.2 112.5 115.6
4.5 6.3 6.4
The values are instructive and are to be calculated case by case. — couples and forces = zero or insignificant
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17. Dynamic characteristics
Torque variation, B-rating Engine
Speed [RPM]
Frequency [Hz]
MX Frequency [kNm] [Hz]
MX Frequency [kNm] [Hz]
MX [kNm]
6L46
450 500 514
22.5 25.0 25.7
132.5 101.2 94.0
45.0 50.0 51.4
48.1 49.6 50.0
67.5 75.0 77.1
6.8 9.2 9.6
6L46, idle
450 500 514
22.5 25.0 25.7
48.6 69.8 75.8
45.0 50.0 51.4
11.9 12.0 12.1
67.5 75.0 77.1
3.0 3.0 3.0
8L46
450 500 514
30.0 33.3 34.3
176.5 167.9 166.9
60.0 66.7 68.5
18.0 21.6 22.2
90.0 100.0 102.8
2.5 3.6 3.9
9L46
450 500 514
33.8 37.5 38.6
158.9 156.0 156.0
67.5 75.0 77.1
10.2 13.9 14.4
101.2 112.5 115.6
2.0 2.8 3.0
12V46
450 500 514
22.5 25.0 25.7
101.4 77.4 71.9
45.0 50.0 51.4
68.0 70.2 70.7
67.5 75.0 77.1
12.5 17.1 17.7
12V46, idle
450 500 514
22.5 25.0 25.7
37.2 53.4 58.0
45.0 50.0 51.4
16.9 17.0 17.1
67.5 75.0 77.1
5.5 5.6 5.6
16V46
450 500 514
— — —
— — —
60.0 66.7 68.5
36.0 43.3 44.4
120.0 133.4 137.0
1.3 2.2 2.5
18V46
450 500 514
33.8 37.5 38.6
311.7 305.9 306.1
67.5 75.0 77.1
18.8 25.6 26.6
101.2 112.5 115.6
3.3 4.6 5.0
The values are instructive and are to be calculated case by case. — couples and forces = zero or insignificant
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17. Dynamic characteristics
Torque variation, C-rating Engine
Speed [RPM]
Frequency [Hz]
MX Frequency [kNm] [Hz]
MX Frequency [kNm] [Hz]
MX [kNm]
6L46
450 500 514
22.5 25.0 25.7
151.0 113.3 105.0
45.0 50.0 51.4
52.9 55.6 56.0
67.5 75.0 77.1
7.8 12.0 12.6
6L46, idle
450 500 514
22.5 25.0 25.7
48.6 69.8 75.8
45.0 50.0 51.4
11.9 12.0 12.1
67.5 75.0 77.1
3.0 3.0 3.0
8L46
450 500 514
30.0 33.3 34.3
192.9 181.3 179.5
60.0 66.7 68.5
20.3 26.4 27.2
90.0 100.0 102.8
2.1 4.9 5.3
9L46
450 500 514
33.8 37.5 38.6
173.4 169.1 168.7
67.5 75.0 77.1
11.6 18.0 18.8
101.2 112.5 115.6
1.5 3.5 3.8
12V46
450 500 514
22.5 25.0 25.7
115.5 86.7 80.4
45.0 50.0 51.4
74.7 78.7 79.2
67.5 75.0 77.1
14.4 22.2 23.2
12V46, idle
450 500 514
22.5 25.0 25.7
37.2 53.4 58.0
45.0 50.0 51.4
16.9 17.0 17.1
67.5 75.0 77.1
5.5 5.6 5.6
16V46
450 500 514
— — —
— — —
60.0 66.7 68.5
40.6 52.8 54.4
120.0 133.4 137.0
1.2 2.6 2.9
18V46
450 500 514
33.8 37.5 38.6
340.4 332.0 331.1
67.5 75.0 77.1
21.5 33.3 34.8
101.2 112.5 115.6
2.5 5.7 6.3
The values are instructive and are to be calculated case by case. — couples and forces = zero or insignificant
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17. Dynamic characteristics
These typical inertia values include the flexible coupling part connected to the flywheel and torsional vibration damper, if needed.
17.4. Mass moments of inertia Mass moments of inertia [J/kgm²] Engine
Speed [RPM]
6L46 8L46 9L46 12V46 16V46 18V46
450
500
514
3530 3870 6900 5490 7510 —
3020 3530 6550 5380 6970 7700
2890 3450 6550 5260 6700 7700
17.5. Structure borne noise Typical structure borne noise levels (4V93F0089) -8
Lv/dB (ref 5 x 10 m/s) 110 100 90 80 Above the flexible mounting
70 60 50
Below the flexible mounting
40 31,5
125
63
250
500
1000
1/3 octave band centre frequency/Hz
17.6. Air borne noise Noise level for a Wärtsilä 46 engine (4V93F0090a) 140
ref 2x10 -5 N/mm2
120 100 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 production engines are below the figures in the diagram.
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18. Power transmission
18.Power transmission 18.1. Elastic coupling The power transmission of propulsion engines is accomplished through a flexible coupling or a combined flexible coupling and clutch mounted on the flywheel. The crankshaft is equipped with an additional shield bearing at the flywheel end. Therefore also a rather heavy coupling can be mounted on the flywheel without intermediate bearings. The type of flexible coupling to be used has to be decided separately in each case on the basis of the torsional vibration calculations. Also in generating set installations a flexible coupling between the engine and the generator is required. This means that the generator must be of the 2-bearing type.
18.2. Power-take-off from the free end Full output is also available from the free end of the engine of all cylinder numbers of in-line and V engines. This PTO cannot be provided together with built on pumps. The weight of the coupling and the need for a support bearing is subject to special consideration by Wärtsilä on a case-by-case basis. Such a support bearing is possible only with rigidly mounted engines. When the available length for the installation is limited, an elastic coupling of Geislinger type can be built into the engine in the vibration damper space to achieve a short overall length.
18.3. Torsional vibrations A torsional vibration calculation is made for each installation. For this purpose exact data of all components included in the shaft system are required. See the list below.
General • Classification • Ice class • Operating modes Data of reduction gear A mass elastic diagram showing:
• all clutching possibilities • sense of rotation of all shafts
• dimensions of all shafts • mass moment of inertia of all rotating parts including shafts and flanges
• torsional stiffness of shafts between rotating masses • material of shafts including tensile strength and modules of rigidity
• gear ratios • drawing number of the diagram Data of propeller and shafting A mass-elastic diagram or propeller shaft drawing showing:
• mass moment of inertia of all rotating parts including
the rotating part of the OD-box, SKF couplings and rotating parts of the bearings
• mass moment of inertia of the propeller at full/zero pitch in water
• torsional stiffness or dimensions of the shaft • material of the shaft including tensile strength and modules of rigidity
• drawing number of the diagram or drawing Data of shaft alternator A mass-elastic diagram or an alternator shaft drawing showing:
• alternator output, speed and sense of rotation • mass moment of inertia of all rotating parts or a total inertia value of the rotor, including the shaft
• torsional stiffness or dimensions of the shaft • material of the shaft including tensile strength and modules of rigidity
• drawing number of the diagram or drawing Data of flexible coupling/clutch If a certain make of flexible coupling has to be used, the following data of it must be informed:
• mass moment of inertia of all parts of the coupling • number of flexible elements • linear, progressive or degressive torsional stiffness per element
• dynamic magnification or relative damping • nominal torque, permissible vibratory torque and permissible power loss
• drawing of the coupling showing make, type and drawing number
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18. Power transmission
• Installations with a stern tube with a high friction
18.4. Turning gear
torque
The engine is equipped with an electrically driven turning gear, capable of turning the propeller shaft line or generator in most installations. A turning gear with a capability of turning a higher external torque may be needed e.g. in installations as listed below, in which case consideration should be given to installing a separate turning gear e.g. on the reduction gear.
• Installations with a heavy ice-classed shaft line • Installations with several engines connected to the same shaft line
• If the shaft line and a heavy generator are to be turned at the same time.
Turning gear torque (4V48L0238)
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Cylinder number
Type of turning gear
Max. torque at crankshaft [kNm]
Torque needed to turn the engine [kNm]
Additional torque available [kNm]
6L
LKV 145
18
12
6
8L
LKV 145
18
15
3
9L
LKV 250
75
17
58
12V
LKV 250
75
25
50
16V
LKV 250
75
35
40
18V
LKV 250
75
40
35
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19. Engine room design
19.Engine room design 19.1. Space requirements for overhaul In-line engines (3V69C0192a)
Minimum overhauling heights L46: 1.
2.
3.
Overhauling along the engine CL (vertical position) a) over the valve gear covers b) valve gear covers removed Overhauling sidewards (vertical position) a) over the fuel oil pipes b) cover of fuel oil pipes removed c) fuel oil pipes removed d) over insulation box Overhauling along the engine CL (horizontal pos.) a) over the valve gear covers b) valve gear covers removed
V-engines (3V69C0193a)
Marine Project Guide W46 - 1/2001
Minimum overhauling heights V46: 1. Overhauling sidewards a) over fuel oil pipes b) over insulation box 2. Overhauling along the engine a) over the valve gear covers b) valve gear covers removed 3. Overhauling along the engine (horizontal pos.) a) over the valve gear covers b) valve gear covers removed
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19. Engine room design
Dismounting lubricating pump (4V58B2163)
19.2. Platforms Maintenance platforms, in-line engine (3V69C0246)
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19. Engine room design
Maintenance platforms, V-engine (3V69C0244)
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19. Engine room design
6L46
8L46
Engine contour for service platforms, in-line engine (1V90C0198)
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19. Engine room design
12V46, TC D.E.
12V46, TC F.E.
Engine contour for service platforms, V-engine (1V90C0199)
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19. Engine room design
19.3. Crankshaft distances Crankshaft distances, in-line engine (3V69C0245)
Engine type 6L46 8L46 9L46
Turbocharger
A
TPL 73 TPL 77 TPL 77
3500 3700 3700
Crankshaft distances, V-engine (3V69C0241)
Engine type
Turbo charger
12V46 16V46
TPL 73 4600 TPL 77 5500*
A min.
B min.
A rec.
B rec.
200 200
4900 5800
500 500
* subject to project specific consideration Required crankshaft distance is 4500 mm, if the turbochargers are installed in different ends (this is however not recommended in low engine rooms as lifting arrangement becomes difficult).
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19. Engine room design
19.4. Four-engine arrangements Main engine arrangement, 4 x L46 (3V69C0238) Minimum distance between engines Engine type 6L46 8L46 9L46
A
B
C
1050 1050 1050
2100 2100 2100
3500 3700 3700
Intermediate shaft diameter to be determined case by case.
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19. Engine room design
Main engine arrangement, 4 x V46 (3V69C0243) Minimum distance between engines Engine type 12V46 16V46
A
B
C, min.
C, rec.
1300 1300
2600 2600
4600 5500*
4900 5800
* Subject to project specific consideration Intermediate shaft diameter to be determined case by case. Dismantling of big end bearing requires 2045 mm on one side and 2400 mm on the other side. Direction may be freely chosen.
Required crankshaft distance is 4500 mm, if the turbochargers are in different ends (this is however not recommended in low engine rooms as the lifting arrangement becomes difficult)
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19. Engine room design
Main engine arrangement, 4 x L46C (2V69C0232) Minimum distance between engines Engine type 6L46 8L46 9L46
A
B
C
2300 2300 2300
4600 4600 4600
3500 3700 3700
Intermediate shaft diameter to be determined case by case. Dismantling of big end bearing requires 1580 mm on one side and 2210 mm on the other side. Direction may be freely chosen.
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19. Engine room design
Main engine arrangement, 4 x V46 (2V69C0242) Minimum distance between engines Engine type 12V46 16V46
A
B
C, min.
C, rec.
2700 2700
5400 5400
4600 5500*
4900 5800
* Subject to project specific consideration
Intermediate shaft diameter to be determined case by case. Dismantling of big end bearing requires 2045 mm on one side and 2400 mm on the other side. Direction may be freely chosen. Required crankshaft distance is 4500 mm, if the turbochargers are installed in different ends (this is however not recommended in low engine rooms as the lifting arrangement becomes difficult)
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19. Engine room design
19.5. Father-and-son arrangement Drawing 1V91B0616 shows an example of an in-line and a V-engine of the Wärtsilä 46 type connected to the same gearbox. In this case the engines (8L46 and 12V46) are roughly equally long, and therefore the turbochargers are close to each other. To minimize the crankshaft distance the manoeuvring side of the L46 should be towards the V-engine, otherwise dismantling of the air cooler of the V-engine will determine the required distance to avoid interference with the charge air cooler of the in-line engine. If the engines are clearly of different length (other cylinder numbers than 8L46 and 12V46) the pattern is different.
When the manoeuvring side of the L46 is towards the V-engine, the recommended platform height between the engines is as recommended for the L46 (1450 mm above crankshaft). A platform height as recommended for the V46 (1200 mm above crankshaft) would interfere with the camshaft covers of the L46. In other words, this father-and-son arrangement has a slight ergonomic disadvantage, the platform being located 250 mm higher than recommended for the V-engine, assuming a reduction gear with a pure horizontal offset. This issue is different in case there is a vertical offset between the crankshafts.
Main engine arrangement, 12V46 + 8L46 (1V91B0616a) Alternative 1 *) 50 mm for clearance included
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Alternative 2 *) 50 mm for clearance included
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19. Engine room design
19.6.2. Recommended lifting equipment
19.6. Service areas and lifting arrangements 19.6.1. Service and landing areas All main components should have well prepared lifting arrangements and suitable landing areas. Landing and service areas should be plain steel deck dimensioned for heavy engine components. If parts must be transported further with trolley or pallet truck, the surface of the deck should be smooth enough to allow this. If transportation to final destination must be carried out using several lifting equipment, coverage areas of adjacent cranes should be as close as possible to each other. Required deck area to carry out overhaul work:
• for piston-conrod assembly • for cylinder head
2.5 m x 3 m 2mx2m
Considering the weight and size of Wärtsilä 46 main components, it is highly recommended to use an overhead travelling crane as primary lifting equipment. It offers superior manoeuvrability and makes the work faster and safer. The sweeping area of the crane should be sufficient to carry out all normal maintenance work. In addition it should cover storage location of heavy spare parts and tools, which are needed for emergency repair. If the workshop or storage is located at the upper platform level, the crane should also be able to operate there. Usually spatial limitations force to use a separate lifting rail with chain block for turbocharger overhauls. Required hook height vertically above floor level for storing and servicing engine parts (for V-engines some more space is needed if the component is lifted in inclined position):
Required service area for overhauling both cylinder head and piston-connecting rod assembly (not at the same time) is approximately 8…10 m². For overhauling more than one cylinder at a time, an additional area of about 4 m² per cylinder is required. This area is used for temporary storing of dismantled parts. Example of recommended service area for overhauling whole bank: 8L46 Service area for overhaul work of one cylinder
10 m²
Storage area for dismantled parts (8L46 7 cylinders, 12V46 5 cylinders)
28 m²
Total service area required
38 m²
12V46 one bank 10 m²
L46 Above piston - connecting rod trestle
1850 mm 1900 mm
Above storage place for cylinder liner
1700 mm 1800 mm
Above cylinder head trestle (in workshop)
1650 mm 1650 mm
Recommended lifting capacity for overhead travelling crane:
• Engine parts including dismantled 20 m²
turbocharger
• Engine parts including complete TPL 73 turbocharger
30 m²
2.0 ton 2.5 ton
• Engine parts including complete
TPL 77 turbocharger 3.8 ton Typical space requirement for 2 - 4 ton overhead travelling crane (see drawings 3V69C0248 and 3V69C0249):
• Free width beyond hook (C) • Free height above hook (D)
160
V46 inclined
700...1200 mm 700...1000 mm
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19. Engine room design
19.6.3. Required crane hook height from deck Required crane hook height from deck for different lifting positions of W46 man components (3V69C0228b)
1. Piston connecting rod assembly
2. Cylinder liner
3. Cylinder head
Required hook height from deck [mm]: Inclined
Vertically
Horizontally with 1 hook
Horizontally with 2 hooks
Piston-ConRod ass.
1800
1750
1500
1000
Cylinder liner
1850
1750
1000
1000
Cylinder head
1100
900
N/A
N/A
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19. Engine room design
19.6.4. Bridge crane for Wärtsilä L46 Space requirements for overhaul of main components (3V69C0248)
Minimum transverse travel of hook for overhauling main parts of Wärtsilä L46 engines Operational requirement on the operating side of the engine
Reference No.
A [mm] (all engines)
• For removing lower half of connecting rod big end 1)
TOS1
1400
• For removing upper half of connecting rod big end 1)
TOS2
1600
• For removing main parts pass hot-box or transporting longitu-
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 allow crane access to the connecting rod big end halves. Operational requirement on the rear side of the engine
Reference No.
B [mm] 6L46
8L46 and 9L46
• For removing lower half of connecting rod big end 1)
TRS1
1400
1400
1) • For removing upper half of connecting rod big end
TRS2
1600
1600
• For lifting or lowering the charge air cooler from its housing 2)
TRS3
1600
1850
• For lowering or transporting main parts pass insulation box
TRS4
1800
1800
• For removing charge air cooler sideways 2)
TRS5
2000
2150
• For lowering or transporting main parts pass charge air cooler
TRS6
2150
2300
housing
1)
2)
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. 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.
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Required hook height vertically above crankshaft when overhauling main parts along centerline of engine to landing area at non-turbocharger end of engine Reference No. Required hook height, E [mm]:
AC1
AC2
4860
4760
• Piston-Conrod assembly
C2
• Cylinder liner • Cylinder head 1)
AC3 1)
AC4 1)
AC5
AC6 4010
1)
4610
4510
4110
C2
C3
C3
C4
C4
L2
L2
L3 (L4)
L3 (L4)
L3 (L4)
L3 (L4)
H2
H2
H2
H2
H2
H2
The valve gear covers must be removed
Required hook height vertically above crankshaft when overhauling main parts sideways to operating side of the engine Reference No.
OS1
OS2
Required hook height, E [mm]:
4000
3960
1)
OS3
OS4
3820
3820
• Piston-Conrod assembly
C2
C2
C3 (C4)
C2
• Cylinder liner
L2
L2
L3 (L4)
L2
• Cylinder head
H2
H2
H2
H2
1) 2)
2)
The fuel pipe covers must be removed 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
Required hook height, E [mm]:
5000
4750
4250
• Piston-Conrod assembly
C2
C3
C4
• Cylinder liner
L2
L3 (L4)
L3 (L4)
• Cylinder head
H2
H2
H2
Required hook height vertically above crankshaft for lifting charge air cooler Operational requirement
Reference No.
Required hook height, E [mm]
• For lifting the cooler over the exhaust manifold insulation
CD1
5200
• For lifting the cooler over the exhaust manifold insulation
CD2
4150
• For removing the cooler straight up from its housing
CD3
4000
box in vertical position
box in horizontal position
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19. Engine room design
Requirement for longitudinal travel of hook for overhauling main parts, turbocharger at free end of the engine (3V58B2177)
6L46
8L46
9L46
R
Reference from crankshaft flange
850
850
850
F
Minimum longitudinal travel to cover cylinders, charge air cooler and camshaft driving end 1)
5700
7350
8150
G
To cover turbocharger
2)
850
850
850
H
To cover landing area at the free end of the engine
min. 1250
min. 1300
min. 1300
I
To cover flywheel, elastic coupling, gearbox, shaft generator or landing area at driving end of the engine
3)
depends on application, 100 to cover flywheel
All dimensions in millimetres. 1) 2) 3)
164
Landing area at either side of the engine Exhaust pipes may limit the travel of the crane, separate lifting rail may be required Travel of the crane is usually restricted by exhaust pipes
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19. Engine room design
Requirement for longitudinal travel of hook for overhauling main parts, turbocharger at driving end of the engine (3V58B2178)
6L46
8L46
9L46
850
850
850
R
Reference from crankshaft flange
F
Minimum longitudinal travel to cover cylinders, charge air cooler and camshaft driving end 1)
4950
6550
7400
G
To cover turbocharger
2)
500
700
700
H
To cover flywheel, elastic coupling, gearbox, shaft generator or landing area at driving end of the engine. Required dimension depends on application; the dimension given here allows the hook to pass charge air manifold 3)
650
850
850
I
To cover landing area for spares and tools at free end of the engine and to access built-on pumps
for pumps: min. 1150, for landing area: min. 1900
All dimensions in millimetres. 1) 2) 3)
Landing area at either side of the engine Exhaust pipes may limit the travel of the crane, separate lifting rail may be required Travel of the crane is usually restricted by exhaust pipes
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19. Engine room design
Example 1: Lifting arrangements for multi-engine ferry or roro-ship The engine room height is typically limited, especially on ferries and roro-ships. Assumptions in this example:
• Main parts overhauled to the operating side of engine
• Mechanical single-prop driveline with two 8L46 en-
• Turbochargers are covered with designated lifting
• Turbochargers at driving end of the engines
• Prime movers are covered with a single overhead
gines
and moved along the engine side to landing area at free end of the engines rails with chain blocks on them. traveling crane.
Approximate space reservations for one overhead travelling crane: 0.6 m 0.7 m 4.0 m 1.5 m 0.1 m 1.8 m 8.7 m
Vertically
Main deck girders, approx. Bridge crane, free height above hook, approx. Hook height vertically above crankshaft, OS1 1) 2) From crankshaft center to oil sump bottom 3) Distance from oil sump to tanktop Double bottom, approx. Total from base line to main deck, approx:
Transversely
Transverse travel of hook on operating side, TOS3 5) Transverse travel of hook on rear side, TRS5 Free width transversely beyond hook on each side Distance between crankshafts Transverse width between pillars/bulkheads etc, approx.
1.5 m 2.2 m 0.8 m (x2) 3.7 m 9.0 m
Longitudinally
To cover cylinders, charge air cooler and camshaft driving end To cover landing area Total longitudinal travel 6)
6.6 m 1.9 m 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) Allows removing charge air cooler sideways from its housing (TRS5)
5) 6)
4)
Longitudinal travel of the crane should start at approx. 850 mm from flywheel flange towards the free end of the engine
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Example 2: Lifting arrangements for single engine cargo ship The engine room of cargo ship may be high in case it is located underneath the superstructure. Thus the height is not limiting dismantling procedures and transportation of engine components. To minimise the engine room length the landing area for components should be at the engine side rather than at the end of the engine. On single-engine ships it is important to arrange the bridge crane to cover the storage space for tools and spares needed for an emergency repair. Assumptions in this example:
• Engine equipped with built-on pumps at the free end of the engine
• Turbocharger at the driving end of engine • Main parts overhauled to landing area at operating side of the engine
• Turbocharger is covered with designated lifting rail with chain block on it.
• Prime mover is covered with an overhead travelling crane.
• Mechanical single prop driveline with single 9L46 engine
Approximate space reservations for one overhead travelling crane: 1)
Vertically
Hook height vertically above crankshaft, OS1, CD1
Transversely
Transverse travel of hook on operating side of engine, TOS3 3) Transverse travel of hook on rear side of engine, TRS3 Free width transversely beyond hook on each side, approx. Transverse free width between pillars/bulkheads, etc. approx.
2.3 m 1.9 m 0.8 m (x2) 5.8 m
Longitudinally
To cover cylinders, charge air cooler and camshaft driving end To cover built-on pumps Total longitudinal travel 4)
7.4 m 1.2 m 8.6 m
1)
2)
3) 4)
5.2 m 2)
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 applied; parts can be lifted in vertical position 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 Allows lifting charge air cooler from its housing (TRS3) Longitudinal travel of the crane should start at approx. 850 mm from flywheel flange towards the free end of the engine
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19. Engine room design
19.6.5. Bridge crane for Wärtsilä V46 Space requirement for overhaul of main components (3V69C0249)
Minimum transverse travel of hook for overhauling main parts of Wärtsilä V46 engines Operational requirement on both sides of engine
Ref No
A and B [mm] 12V46
16V46 and 18V46
TT1
1860
1860
For removing charge air coolers
TT2
1990
2140
For lowering main parts pass hot box or transporting longitudinally along engine side
TT3
2250
2250
For dismantling turbochargers
TT4
2710
3180
For removing connecting rod big end halves
1)
1)
Service platforms must be removable to access connecting rod big end halves with the crane
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Required hook height vertically above crankshaft when overhauling main parts longitudinally above cylinder bank to landing area at non-turbocharger end of engine 1) Reference No.
AC1
Required hook height, E [mm]:
4450
AC2 4350
2)
AC3
AC4
4100
4000
AC5 2)
AC6
3700
3600
2,3)
• Piston-Conrod assembly
C1
C1
C3
C3
C4
C4
• Cylinder liner
L1
L1
L3 (L4)
L3 (L4)
L3 (L4)
L3 (L4)
• Cylinder head
H1
H1
H1
H1
H1
H1
1) 2) 3)
Hook travelling 1860 mm of the engine centerline The valve gear covers must be removed 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
Required hook height, E [mm]:
3600
• Piston-Conrod assembly
C1
• Cylinder liner
L1
• Cylinder head
H1
1)
1)
Care must be taken that the transverse beam of the crane has adequate clearance over exhaust manifold insulation 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 liner
L1
L2
L2
L3 (L4)
L3 (L4)
L3 (L4)
• 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
For lifting cooler in vertical position
CD1
5200
5300
For lifting cooler in horizontal position
CD2
4500
4550
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19. Engine room design
Requirement for longitudinal travel of hook for overhauling main parts, turbocharger at free end of the engine (3V58B2175)
12V46
16V46
18V46
920
920
920
R
Reference from crankshaft flange
F
Minimum longitudinal travel to cover cylinders and camshaft driving end 1)
6500
8700
9800
G
To cover turbochargers and charge air coolers 2)
1600
1600
1700
H
To cover landing area at the free end of the engine 3)
min. 1700
min. 1700
min. 1700
I
To cover flywheel, elastic coupling, gearbox or shaft generator or landing area at driving end of the engine
Depends on application, 30 to cover flywheel
All dimensions in millimetres. 1) Landing area at the side of the engine 2) 3)
170
Exhaust pipes may limit the travel of the crane, separate lifting rail may be required Travel of the crane is usually restricted by exhaust pipes.
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19. Engine room design
Requirement for longitudinal travel of hook for overhauling main parts, turbocharger at driving end of the engine (3V58B2176)
12V46
16V46
18V46
R
Reference from crankshaft flange
920
920
920
F
Minimum longitudinal travel to cover cylinders and camshaft driving end 1)
6500
8700
9800
G
To cover landing area for spares and tools at free end of the engine and to access built-on pumps
H
To cover turbochargers and charge air coolers 2)
I
To access flywheel, elastic coupling, gearbox or shaft generator or landing area at driving end of the engine 3)
for pumps min. 1150 for landing area min. 1900 180
180
180
depends on application, 1480 for hook to pass charge air manifold
All dimensions in millimetres. 1) 2) 3)
Landing area at the side of the engine Exhaust pipes may limit the travel of the crane, separate lifting rail may be required Travel of the crane is usually restricted by exhaust pipes.
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19. Engine room design
Example 1: Multi-engine cruise ship The engine room height is typically limited in this type of vessel. Ship’s structures, e.g. pillars, often divide the engine room space. These force to use more than one overhead travelling crane to cover the engine room. Assumptions in this example:
• Main parts overhauled to the side of engine and
• Diesel-electric driveline with 12V46 engines • Turbochargers at free end of the engines
• Each engine is covered by own overhead travelling
moved along the engine side to landing area at driving end of the engines
• Turbochargers and charge air coolers are covered with designated lifting rails with chain blocks on them. crane.
Approximate space reservations for one overhead travelling crane: 0.5 m 0.7 m 3.6 m 1.5 m 0.1 m 1.8 m 8.2 m
Vertically
Main deck girders, approx. Bridge crane, free height above hook, approx. Hook height vertically above crankshaft, LS1 1) From crankshaft center to oil sump bottom Distance from oil sump to tanktop 2) Double bottom, approx. Total from base line to main deck, approx:
Transversely
Transverse travel of hook on each side, TT3 Free width transversely beyond hook on each side Transverse width between pillars/bulkheads etc, approx.
2.3 m 0.8 m (x2) 6.2 m
Longitudinally
To cover cylinders and camshaft driving end To cover flywheel, elastic coupling (and landing area, which is located on a deck above the coupling) Total longitudinal travel 4)
7.4 m 2.5 m
1) 2) 3) 4)
172
3)
9.9 m
Lifting strategy LS1 can be followed. Care must be taken that the transverse beam of the crane has adequate clearance over exhaust manifold insulation box. If necessary, engine oil sump may be recessed into tanktop Allows transportation along engine side (TT3) Longitudinal travel of the crane should start at the centerline of cylinder B6
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19. Engine room design
Example 2: Single engine cargo ship The engine room may be high in case it is located underneath the superstructure. Thus the height is not limiting dismantling procedures and transportation of engine components. To minimise the engine room length the landing area for engine components should be at the engine side rather than at the end of the engine. On single engine ships it is important to arrange the bridge crane to cover the storage space for tools and spares needed for an emergency repair. Assumptions in this example:
• Engine equipped with built-on pumps at the free end of the engine
• Turbochargers at the driving end of engine • Main parts overhauled to landing areas at operating side of the engine
• Turbocharger and charge air cooler is covered with designated lifting rail with chain block on it.
• Prime mover is covered with an overhead travelling crane.
• Mechanical single prop driveline with single 16V46 engine
Approximate space reservations for one overhead travelling crane: 1)
Vertically
Hook height vertically above crankshaft, LS1, NL1
Transversely
Transverse travel of hook on operating side of engine, TT3 3) Transverse travel of hook on rear side of engine, TT1 Free width transversely beyond hook on each side, approx. Transverse free width between pillars/bulkheads, etc. approx.
3.1 m 1.9 m 0.8 m (x2) 6.6 m
Longitudinally
To cover cylinders and camshaft driving end To cover built-on pumps Total longitudinal travel 4)
8.7 m 1.2 m 9.9 m
1) 2)
3) 4)
5.5 m 2)
Allows lifting parts from rear side of engine in vertical position over exhaust manifold insulation box. Lifting strategy LS1 is applied for cylinders in the operating side and NL1 for cylinders in the rear side of engine. Covers landing area on operating side of the engine (TT3), part of which also acts as storage space of emergency spare parts. Assumed that next to engine hot box is 800 mm wide grating, unsuitable for landing heavy parts. Allows lifting of connecting rod big end halves (TT1) Longitudinal travel of the crane should start at approx. 920 mm from flywheel flange towards the free end of the engine
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19. Engine room design
19.6.6. Lifting dimensions for turbochargers Lifting arrangement for turbocharger overhauling, in-line engine (4V69C0252)
Engine
Amin
A1min
Bmin
Cmin
C1min
D
E
Heaviest TC component weight [kg]
TC weight [kg]
6L46
4170
1400
1000
880
1300
330
7330
550
2275
8L46
4470
1550
1000
1180
1500
150
8960
890
3511
9L46
4470
1550
1000
1180
1500
150
9780
890
3511
Lifting arrangement for turbocharger overhauling, V-engine (4V69C0253)
Engine
Amin
A1 min
B
Cmin
C1min
D
E
Heaviest TC component weight [kg]
TC weight [kg]
12V46
4490
1400
-
2120
1300
40
8810
550
2275
16V46
4850
1550
-
2460
1500
140
11010
890
3511
18V46
4850
1550
-
2460
1500
140
12210
890
3511
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19. Engine room design
19.7. Ship inclination angles Inclination angles at which main and essential auxiliary machinery is to operate satisfactorily (4V92C0200a) Classification society
Main and aux. engines Paragraph Heel to each side Rolling to each side Ship length, L Trim Pitching Emergency sets Paragraph Heel to each side Rolling to each side Trim Pitching Electrical installation** Paragraph Heel to each side Rolling to each side Ship length, L Trim Pitching
Classification society
Lloyd’s Register of Shipping 1997
Det Norske Veritas 1997
5.1.3.6 15 22.5
4.1.3.B200 15 22.5 5 7.5
4.1.2013 15 22.5 5 7.5
2.1.C.1 15 22.5 5 7.5
17-014.3 15 22.5 5 7.5
4.1.3.B200 22.5* 22.5* 10 10
4.1.2013 22.5* 22.5* 10 10
2.1.C.1 22.5* 22.5* 10 10
17-014.3 22.5* 22.5* 10 10
4.4.2.A101 15 22.5
4.1.2013 22.5 22.5
*** 3.1.E.1 22.5* 22.5*
18-011.72 15 22.5
5 10
10 10
10 10
5 7.5
L < 100 5 7.5
L > 100 500/L 7.5
5.1.3.6 22.5* 22.5 10 10
4.1.3.B200 22.5* 22.5* 10 10
6.2.1.9 15 22.5 L < 100 5 7.5
L > 100 500/L 7.5
Russian Maritime Reg. of Shipping, 1995
American Bu- Germanischer Bureau Verireau of Lloyd tas Shipping, 1996 1994 1996
Polsky Rejestr Registro Italiano China Classifi- Korean Register Statkow Navale cation Society of Shipping 1991 1995 1996
Main and aux. engines Paragraph Heel to each side Rolling to each side Ship length, L Trim Pitching
VII-1.6 15 22.5 5 7.5
1990 VII-1.6 15 22.5 5 7.5
C.2.1.5 15 22.5 5 7.5
III-1.1.2.1 15 22.5 5 7.5
5.1.103 15 22.5 5 7.5
Emergency sets Paragraph Heel to each side Rolling to each side Trim Pitching
VII-1.6 22.5* 22.5* 10 10
1990 VII-1.6 22.5* 22.5* 10 10
C.2.1.5 22.5* 22.5* 10 10
III-1.1.2.1 22.5 22.5 10 10
5.1.103 22.5* 22.5* 10 10
XI-5.2.1.2.2 15 22.5
1980 XI-5.1.3.4 15 22.5
*** D.II.1.1.4 22.5 22.5
IV.1.2.1.1 15 22.5
6.1.107 22.5* 22.5*
5 10
5 10
10 10
5 7.5
10 10
Electrical installation** Paragraph Heel to each side Rolling to each side Ship length, L Trim Pitching
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19. Engine room design
19.8. Cold conditions
Main engine combustion air
Engine room design criteria for cold conditions:
• Each engine has its own combustion air fan, with a ca-
1.
2.
3.
Under-cooling of the engine room should be avoided during all conditions (service conditions, slow steaming and in port). Cold draft in the engine room should be avoided, especially in areas of frequent maintenance activities. To avoid excessive firing pressures the suction air temperature to the diesel engines should not be too cold.
4.
If an SCR plant is installed, very cold suction air temperatures should be avoided to maintain the required exhaust gas temperature. 5. Under-cooling of the HT-cooling water during periods of slow steaming should be avoided. The engine room ventilation, cooling water preheating, shaft generator arrangement, choice of NOx abatement technology and ship’s operational profile are all more or less interrelated issues. The need for ventilation varies very much. To comply with below mentioned controversial requirements the ventilation plant needs to be flexible. Power
Climate
Required ventilation flow
high
warm
high
low
warm
medium
high
cold
medium
low
cold
low
The combustion air to the main engine(s) should preferably be separated from the rest of the ventilation system e.g. as follows:
pacity slightly higher than the maximum air consumption. The fan should have a two-speed electric motor (or variable speed) for enhanced flexibility. In addition to manual control, the fan speed can be controlled by the engine load.
• The combustion air is conducted close to the
turbocharger, the outlet being equipped with a flap for controlling the direction and amount of air. With these arrangements the normally required minimum air temperature to the main engine (starting +5ºC, idling +5ºC, high load +5ºC) can typically be maintained. For lower temperatures special provisions are necessary. In special cases the duct with filter and silencer can be connected directly to the turbocharger, with a stepless change-over flap to take the air from the engine room or from outside depending on engine load.
Engine room ventilation • The rest of the engine room ventilation (including the combustion air to diesel generators in a diesel- mechanical plant) is provided by separate ventilation fans. These fans should preferably have two-speed electric motors (or variable speed) for enhanced flexibility.
• The capacity of the total system should be sufficient to permit a maximum temperature increase of 12ºC.
• The combustion air to the diesel-generators is con-
ducted close to the turbocharger, and the rest of the air is conducted to all parts of the engine room. The outlets are equipped with flaps for controlling the direction and amount of air.
• This system permits flexible operation, e.g. in port the
capacity can be reduced during overhaul of the main engine when it is not preheated (and therefore not heating the room).
• For very cold conditions a preheater in the system
should be considered. Suitable media could be thermal 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.
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19. Engine room design
Main engine cooling water system During prolonged low load operation in cold climate the two-stage charge air cooler of the Wärtsilä 46 engine is useful in heating the charge air by the HT-cooling water. On the other hand the cooling effect of the charge air may exceed the heat transferred from the engine to the HT-water, causing a risk for under-cooling. Especially for HFO operation special provisions shall be made, e.g by designing the preheating system to heat the running engine. The project specific solution for this depends on the number of main engines (in the same circuit), and whether auxiliary engines are connected to the same circuit to permit utilisation of their hot cooling water for preheating of main engine(s). During low load operation in cold climate the use of any heat recovery such as fresh water generators should be avoided. For this kind of operation the standard figure for dimensioning of the preheater (12 kW/cylinder) could be increased e.g. to 18 kW/cylinder. This is especially important to avoid cold starts and cold corrosion in single-engine ships (and twin-engine ships if both engines are required at departure), as there usually is very little time after overhaul before departure. The above described issue is of even greater importance on fast ships, as the power needed before reaching open sea (and in canals) is relatively low compared with the installed output. Furthermore the low load issue is more important if there is no shaft generator or the shaft generator is not in use. With the shaft generator connected the main engine load is increased, and furthermore the power absorption of the propeller running
Marine Project Guide W46 - 1/2001
at full speed and reduced pitch is higher than when running on the combinator curve.
Selective Catalytic Reduction (SCR) When starting the engine a temperature sensor in the gas outlet of the SCR blocks the injection of urea if the gas temperature is too low (when the catalyst is cold). This blocking function is continuously active, blocking the injection of urea anytime if the exhaust gas temperature for some reason drops to much. To avoid this, the exhaust gas waste gate control system is specified to maintain the exhaust gas temperature on a level required by the SCR, e.g. 330°C based on a sulphur content in the fuel of max 3%. This control is activated in cold ambient conditions only, when the thermal load is lower than usual, with a suction air temperature down to a specified value. In case the ship is operating in even colder conditions, this automatic function may not be sufficient to maintain the exhaust gas temperature required by the SCR, and the injection of urea is blocked. If the installation is intended to operate at variable speed, the picture is somewhat more complicated. At low load the charge air by-pass valve is open, causing a drop in the exhaust gas temperature. This drop cannot be compensated by opening the waste-gate, because both valves cannot be open at the same time. The issue has to be evaluated on a project specific basis. If the temperature drop is acceptable for the SCR, the engine will be equipped with a by-pass arrangement. For low load operation below, consideration could be given to increasing the exhaust gas temperature margin, e.g. by reducing the capacity of the by-pass valve. The by-pass valve can be omitted, if a narrow operating field is acceptable.
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19. Engine room design
19.9. Dimensions and weights of engine parts Turbocharger (3V92L1224)
Engine type
Turbocharger
A
B
C
D
E
F
G
Turbocharger*
Rotor block cartridge*
6L46
TPL 73
2188
1200
627
648
576
616
DN600
2275
546
8L46
TPL 77
2654
1417
746
768
684
732
DN700
3511
868
9L46
TPL 77
2654
1417
746
768
684
732
DN700
3511
868
12V46
TPL 73
2188
1200
627
648
576
616
DN600
2275
546
16V46
TPL 77
2654
1417
746
768
684
732
DN700
3511
868
18V46
TPL 77
2654
1417
746
768
684
732
DN700
3511
868
* Weights in kg
Charge air cooler insert (3V92L1063)
Engine
178
Dimensions
Weight [kg]
C
D
E
6L46
1650
745
640
985
8L46
1650
955
640
1190
9L46
1650
955
640
1190
12V46
1330
787
615
610
16V46
1430
930
685
830
18V46
1430
930
685
830
Marine Project Guide W46 - 1/2001
19. Engine room design
Major spare parts (4V92L0929a)
Item 1. Piston 2. Gudgeon pin 3. Connecting rod, upper part Connecting rod, lower part 4. Cylinder head 5. Cylinder liner
Marine Project Guide W46 - 1/2001
Weight [kg] 207 103.5 278 360 1200 1120
179
19. Engine room design
Major spare parts (4V92L0930a)
Item 6. 7. 8. 9. 10. 11. 12.
180
Injection pump Valve Injection valve Starting air valve Main bearing shell Main bearing screw Cylinder head screw
Weight [kg] 98 10 17 2.4 12 59 89
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19. Engine room design
Major spare parts (4V92L0931a)
Item 13. 14. 15. 16.
Split gear wheel Camshaft gear wheel Bigger intermediate gear wheel Smaller intermediate gear wheel
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Weight [kg] 360 684 684 550
181
19. Engine room design
19.10.Engine room maintenance hatch Engine room maintenance hatch, recommended minimum free opening for engine parts, charge air cooler and turbocharger
182
Engine type
TC
minimum size, m
6L46 8L46 9L46 12V46 16V46 18V46
TPL 73 TPL 77 TPL 77 TPL 73 TPL 77 TPL 77
1.4 x 1.4 1.6 x 1.6 1.6 x 1.6 1.4 x 1.4 1.6 x 1.6 1.6 x 1.6
Marine Project Guide W46 - 1/2001
20. Transport dimensions and weights
20.Transport dimensions and weights Rigidly mounted in-line engines (4V83D0212c)
Engine type
X [mm]
Y [mm]
H [mm]
6L46
8290 1) 2) 7815
1650 1650
8L46
10005 1) 2) 9455
9L46
11015 1) 2) 10275
1) 2)
Weights without flywheel [ton] Engine
Lifting device
Transport cradle
Total weight
5510 5510
93.1 93.1
3.3 3.3
6.4 6.4
102.8 102.8
1860 1860
5510 5510
119.0 119.0
3.3 3.3
6.4 6.4
128.7 128.7
1860 1860
5675 5675
133.5 133.5
3.3 3.3
9.6 9.6
146.4 146.4
Turbocharger at free end Turbocharger at flywheel end
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183
20. Transport dimensions and weights
Flexibly mounted in-line engines (4V83D0211c)
Engine type
X [mm]
Y [mm]
H [mm]
6L46
8290 1) 2) 7815
1650 1650
8L46
10005 1) 2) 9455
9L46
11015 1) 2) 10275
1) 2)
184
Weights without flywheel [ton] Engine
Fixing rails
Lifting device
Transport cradle
Total weight
5650 5650
93.1 93.1
4.0 4.0
3.3 3.3
6.4 6.4
106.8 106.8
1860 1860
5650 5650
119.0 119.0
4.7 4.7
3.3 3.3
6.4 6.4
133.4 133.4
1860 1860
5815 5815
133.5 133.5
5.0 5.0
3.3 3.3
9.6 9.6
151.4 151.4
Turbocharger at free end Turbocharger at flywheel end
Marine Project Guide W46 - 1/2001
20. Transport dimensions and weights
Rigidly mounted V-engines (4V83D0248a)
Engine type
1
2)
X ) [mm]
Y [mm]
12V46
10330
16V46 18V46 1) 2)
Weights without flywheel [ton] Engine
Lifting device
Transport cradle
Total weight
10055
166.1
3.4
9.6
179.1
12530
12255
213.9
3.4
9.6
226.9
13630
13355
237.0
3.4
9.6
250.0
Turbocharger at free end Turbocharger at flywheel end
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185
20. Transport dimensions and weights
Flexibly mounted V-engines (4V83D0249a)
Engine type
1)
2)
X [mm]
Y [mm]
12V46
10330
16V46 18V46 1) 2)
186
Weights without flywheel [ton] Engine
Lifting device
Transport cradle
Fixing rails
Total weight
10055
166.1
3.4
9.6
5.1
184.2
12530
12255
213.9
3.4
9.6
6.3
233.2
13630
13355
237.0
3.4
9.6
6.9
256.9
Turbocharger at free end Turbocharger at flywheel end
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21. General Arrangement
21.General Arrangement General arrangement of a Wärtsilä 9L46 engine (1V58B1910e)
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187
21. General Arrangement
(1V58B1910e)
188
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21. General Arrangement
(1V58B1910e)
Pipe connections Code
Explanation
101 102 103 104
X
Y
Z
DN or OD
Direct.
Fuel inlet Fuel outlet Leak fuel drain, clean fuel Leak fuel drain, dirty fuel
32 32 Ø28 40
X-Z+ X-Z+ Y-Z+ Y-Z+
+9325 +9325 +1210 +1210
+870 +1025 +1300 +1300
-170 -170 -85 -140
201 202 202 203 204 224
Lubricating oil inlet Lubricating oil outlet, from oil sump Lubricating oil outlet, from oil sump Lube oil inlet, to engine driven pump Lube oil outlet, from engine driven pump Control oil to lube oil press.cont. valve
125 200 200 300 200
Y+ X+ XX+ Y+ZZ+
+9410 +375 +9175 +9175 +9530 +350
0 +295 -295 -510 -31 +420
-1300 -1287 -1287 -644 -573 +625
301 302 303 304 305
Starting air inlet Control air inlet Driving air to oil mist detector Control air to seed governor Control air to thermostat valve
50 Ø18 Ø10 Ø6 Ø6
Y-Z+ Y-Z+ Z+ Z+ Y+
+525 +525 +5310 +800 +500
+1057 +1096 + 850 +1250 + 750
-140 -75 +200 +2000 +1700
401 402 404 406 411 451 452 454
HT-water inlet HT-water outlet HT-water air vent Water from preheater to HT-circuit HT-water drain LT-water inlet LT-water outlet LT-water air vent
150 150 Ø30 40 Ø48 150 150 Ø22
XY+ ZYZ+ XY+ Z-
+9620 +380 +1000 +9520 +9165 +9620 +690 +750
+400 -1505 -139 +500 -455 -400 -1505 -1310
+220 -195 +3104 +850 +1175 +220 -195 +2180
501 507
Exhaust gas outlet Cleaning water to turbine and compressor
700 Ø50
X-Z+ Z-
-332 +1750
-315 +1950
+3405 -1200
607 608
Condensate water from cooler Cleaning water to cooler
Ø35 Ø8
Z+ Y+
+1315 +500
-1325 0
-395 +1400
701
Crankcase air vent
Ø114
Z-
-
-
-
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189
21. General Arrangement
General arrangement of a Wärtsilä 12V46 engine (1V58B2031c)
190
Marine Project Guide W46 - 1/2001
21. General Arrangement
(1V58B2031c)
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191
21. General Arrangement
(1V58B2031c) Pipe connections Code
Explanation
101 102 103A 103B 104A 104B
X
Y
Z
DN or OD
Direct.
Fuel inlet Fuel outlet Leak fuel drain, clean fuel Leak fuel drain, clean fuel Leak fuel drain, dirty fuel Leak fuel drain, dirty fuel
32 32 Ø28 Ø28 40 40
X-Z+ X-Z+ Y-Z+ Y+Z+ Y-Z+ Y+Z+
+8655 +8655 +1245 +1245 +1245 +1245
+940 +1085 +1295 -1295 +1200 -1200
-260 -260 -210 -210 -260 -260
201 202A 202A 202B 203 204
Lubricating oil inlet Lubricating oil outlet, from oil sump Lubricating oil outlet, from oil sump Lubricating oil outlet, from oil sump Lubricating oil to engine driven pump Lubricating oil from engine driven pump
200 250 250 250 300 200
XX+ XX+ Z+ Y-Z+
+8815 +375 +8365 +375 +8935 +8755
0 +350 +350 -350 -585 -105
-1325 -1300 -1300 -1300 -760 -535
301 302 303 305
Starting air inlet Control air inlet Driving air to oil mist detector Control air to thermostat valve
50 Ø18 Ø10 Ø6
Y-Z+ Y-Z+ Z+ Y+Z+
+525 +525 +4510 +1130
+1280 +1255 -1065 +1380
-45 -80 -135 +1645
401 402 404A 404B 406 411 416A 416B 451 452 454A 454B
HT-water inlet HT-water outlet HT-water air vent HT-water air vent Water from preheater to HT-circuit HT-water drain HT-water airvent from air cooler HT-water airvent from air cooler LT-water inlet LT-water outlet LT-water air vent LT-water air vent
200 200 Ø12 Ø12 40 40 Ø12 Ø12 200 200 Ø12 Ø12
XY+Z+ ZZXX+ ZZXY+Z+ ZZ-
+8910 +9315 +8060 +8060 +8990 +220 +8155 +8155 +8910 +8595 +8115 +8115
-420 -1805 +1245 -1245 +15 0 +1295 -1295 -420 -1805 +1295 -1295
+370 -320 +3720 +3720 +945 +1060 +3705 +3705 +370 -320 +3700 +3700
501A 501B 507
Exhaust gas outlet Exhaust gas outlet Cleaning water to turbine and compressor
600 600 Ø50
X-ZX-ZX-
+9215 +9215 +10155
+815 -815 -430
+3490 +3490 +2340
607A 607B
Condensate water from charge air receiver Condensate water from charge air receiver
Ø28 Ø28
Z+ Z+
+9260 +9260
+640 -640
+1080 +1080
701A 701B
Crankcase air vent Crankcase air vent
Ø114 Ø114
ZZ-
+8130 +8130
+1255 -1255
+3215 +3215
192
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22. Dimensional drawings
22.Dimensional drawings Wärtsilä 6L46, turbocharger at driving end (4V58B2076) Scale 1:100
Marine Project Guide W46 - 1/2001
193
22. Dimensional drawings
Wärtsilä 6L46 engine, turbocharger at free end (1V58B2077) Scale 1:100
194
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22. Dimensional drawings
Wärtsilä 8L46, turbocharger at driving end (4V58B2078) Scale 1:100
Marine Project Guide W46 - 1/2001
195
22. Dimensional drawings
Wärtsilä 8L46, turbocharger at free end (4V58B2046a) Scale 1:100
196
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22. Dimensional drawings
Wärtsilä 9L46, turbocharger at driving end (4V58B2079a) Scale 1:100
Marine Project Guide W46 - 1/2001
197
22. Dimensional drawings
Wärtsilä 9L46, turbocharger at free end (4V58B2080a) Scale 1:100
198
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22. Dimensional drawings
Wärtsilä 12V46, turbochargers at driving end (4V58B2020a) Scale 1:100
Marine Project Guide W46 - 1/2001
199
22. Dimensional drawings
Wärtsilä 12V46, turbochargers at free end (4V58B2019a) Scale 1:100
200
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22. Dimensional drawings
Wärtsilä 16V46, turbochargers at driving end (4V58B2100) Scale 1:100
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201
22. Dimensional drawings
202
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22. Dimensional drawings
Wärtsilä 16V46, turbochargers at free end (4V58B2099) Scale 1:100
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203
22. Dimensional drawings
204
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22. Dimensional drawings
Wärtsilä 18V46, turbochargers at driving end (4V58B2082) Scale 1:100
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205
22. Dimensional drawings
206
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22. Dimensional drawings
Wärtsilä 18V46, turbochargers at free end (4V58B2083) Scale 1:100
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207
22. Dimensional drawings
208
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23. List of symbols
23.List of symbols Valve, general design Non-return valve, general design
Electrically driven compressor
Automatic actuating valve Spring loaded overflow valve Remote-controlled valve
Tank
Three-way valve, general design Self-actuated thermostatic valve Solenoid valve
Flexible hose Insulated pipe Insulated and heated pipe
Pump, general design Orifice Electrically driven pump
Compressor
Quick-coupling Air distributor Throttle valve
Turbocharger Pressure peak damper Filter or strainer Thermometer Automatic filter with by-pass filter Temperature element, analogical
Heat exchanger
Temperature element, analogical with emergency or safety acting
Separator
Temperature switch, with emergency or safety acting
Flow meter
Pressure gauge
Viscosimeter
Pressure transmitter, analogical
Receiver Water, oil and condensate separator, general design
Pressure switch, with emergency or safety acting
Level switch
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