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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.

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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)

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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.

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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

50

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

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.

Marine Project Guide W46 - 1/2001

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.

Marine Project Guide W46 - 1/2001

15. Control and monitoring system

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.

Marine Project Guide W46 - 1/2001

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)

134

Marine Project Guide W46 - 1/2001

16. Seating

Seating and fastening, rigidly mounted L46, steel chocks (1V69L1651)

Marine Project Guide W46 - 1/2001

135

16. Seating

Seating and fastening, rigidly mounted V46, steel chocks (1V69L1659)

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Marine Project Guide W46 - 1/2001

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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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

*) —

142

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)

148

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

Marine Project Guide W46 - 1/2001

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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19. Engine room design

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

Marine Project Guide W46 - 1/2001

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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165

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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19. Engine room design

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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167

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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19. Engine room design

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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169

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.

Marine Project Guide W46 - 1/2001

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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171

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

Marine Project Guide W46 - 1/2001

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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173

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

174

Marine Project Guide W46 - 1/2001

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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175

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.

176

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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.

177

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

Marine Project Guide W46 - 1/2001

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

Marine Project Guide W46 - 1/2001

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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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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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

Marine Project Guide W46 - 1/2001

21. General Arrangement

21.General Arrangement General arrangement of a Wärtsilä 9L46 engine (1V58B1910e)

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187

21. General Arrangement

(1V58B1910e)

188

Marine Project Guide W46 - 1/2001

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

Marine Project Guide W46 - 1/2001

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

Marine Project Guide W46 - 1/2001

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

Marine Project Guide W46 - 1/2001

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

Marine Project Guide W46 - 1/2001

22. Dimensional drawings

Wärtsilä 12V46, turbochargers at driving end (4V58B2020a) Scale 1:100

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199

22. Dimensional drawings

Wärtsilä 12V46, turbochargers at free end (4V58B2019a) Scale 1:100

200

Marine Project Guide W46 - 1/2001

22. Dimensional drawings

Wärtsilä 16V46, turbochargers at driving end (4V58B2100) Scale 1:100

Marine Project Guide W46 - 1/2001

201

22. Dimensional drawings

202

Marine Project Guide W46 - 1/2001

22. Dimensional drawings

Wärtsilä 16V46, turbochargers at free end (4V58B2099) Scale 1:100

Marine Project Guide W46 - 1/2001

203

22. Dimensional drawings

204

Marine Project Guide W46 - 1/2001

22. Dimensional drawings

Wärtsilä 18V46, turbochargers at driving end (4V58B2082) Scale 1:100

Marine Project Guide W46 - 1/2001

205

22. Dimensional drawings

206

Marine Project Guide W46 - 1/2001

22. Dimensional drawings

Wärtsilä 18V46, turbochargers at free end (4V58B2083) Scale 1:100

Marine Project Guide W46 - 1/2001

207

22. Dimensional drawings

208

Marine Project Guide W46 - 1/2001

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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209