Wartsila 46F Technology Review

20
TECHNOLOGY REVIEW

description

This is a summary of the technical features and performance of the Wärtsilä 46F engine.

Transcript of Wartsila 46F Technology Review

Page 1: Wartsila 46F Technology Review

TECHNOLOGY REVIEW

Page 2: Wartsila 46F Technology Review

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This is a summary of the technical features and performance of

the Wärtsilä 46F engine.

TECHNOLOGY REVIEW

DESIGN PHILOSOPHY ................................................... 4

ENGINE PERFORMANCE ............................................... 6

WÄRTSILÄ WETPAC HUMIDIFICATION ............................ 6

ENGINE BLOCK ............................................................ 7

CRANKSHAFT AND BEARINGS ...................................... 7

CONNECTING ROD ....................................................... 9

PISTON & PISTON RINGS .............................................. 9

CYLINDER LINER AND ANTIPOLISHING RING .................. 9

CYLINDER HEAD ........................................................ 10

CAMSHAFT AND VALVE GEAR ..................................... 10

FUEL INJECTION SYSTEM ........................................... 12

TURBOCHARGING SYSTEM ......................................... 14

COOLING SYSTEM ..................................................... 15

LUBRICATING OIL SYSTEM ......................................... 15

AUTOMATION SYSTEM ............................................... 16

MAINTENANCE .......................................................... 19

MAIN TECHNICAL DATA .............................................. 19

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DESIGN PHILOSOPHYThe new WÄRTSILÄ® 46F engine offers

outstanding power-to-weight and power-to-

space ratios in its power range. With a bore of

46 cm and a stroke of 58 cm, the rated output

of the new Wärtsilä 46F engine is 1250 kW/cyl

at 600 rpm.

Full advantage is taken of the proven

solutions used in the earlier Wärtsilä 46-bore

engine, while new features and customer

benefi ts have been added. Reliability and total

economy are the guiding principles, although

emission control options and installation

friendliness are strongly in focus.

The main features of the Wärtsilä 46F are:

Cylinder output 1250 kW •Nominal speed 600 rpm •High thermal effi ciency and low emissions •High reliability and low maintenance costs •Safe bearing technology •Common-rail fuel injection or conventional •fuel injection with twin-plunger injection

pumps

Ancillary equipment such as pumps,

thermostats and lubrication oil module can

be either built on the engine or separate. All

connections are concentrated at a few points

to reduce installation work. Pressure control

valves are built on the engine for proper control

of fuel and lubricating oil pressure. When

pumps and thermostats are built on, adjustable

orifi ces are installed on the engine for easy

tuning of the cooling water systems.

The turbocharger can be located in either

the free or in the driving end. Transversal

turbocharger alignment makes it possible

to incline the exhaust gas outlet in the

longitudinal direction.

The embedded control and monitoring

system is modular and depending on

confi guration it offers either Ethernet

communication or hardwired signals to external

systems. The minimum confi guration includes

integrated speed control, fundamental safety

functions and a local control panel.

Integrated automation system including •speed control; extent and features

according to application

All ancillaries built on the engine in •standard confi guration

All connections concentrated at a few •points

The Wärtsilä 46F contains the following

standard equipment:

Water mist catcher in the charge air system •Big end bearing and main bearing •temperature monitoring systems

The optional systems of the Wärtsilä 46F are:

Variable Inlet Valve Closing (VIC) •Availability without built-on ancillaries, •several intermediate options available

Humidifi cation of the combustion air for NOx •reduction (Wärtsilä Wetpac humidifi cation)

ENGINE CONFIGURATION OPTIONS

1 2 3 4 5 6

HT pump N N

HT thermostat N N

LT pump N N N N

LT thermostat

LO pump N

LO pressure control valve N

LO module* N N N N

Pre-lube pump N N N N N N

= equipment is built on to engineN = equipment not on engine*) including cooler, automatic fi lter and thermostats

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Start air, inlet

HT-water temperature control valveLeak oil drainHT-water, inletHT-water, outletHT-water, from standby pump

Leak oil drain

Lube oil, from standby pump

Lube oil, inlet to main pump

Lube oil, inlet from external prelube pump

Lube oil module

Lube oilthermostatic valve

Lube oil filter

HT-water pump

LT-water pump

Control oil,to filter

Control oil pump(Common Rail)

Fuel oil, inlet

Fuel oil, outlet

Main lube oil pump

Control oil, inlet

Automation system, interfaceto external system

Charge air cooler andwater mist catcher

LT-water, inlet

LT-water, outlet

LT-water, from standby pump

Sludge, from lube oil filter

Charge air temperaturecontrol valve(LT-water by-pass)

ENGINE CONFIGURATION OPTIONS

1 2 3 4 5 6

HT pump N N

HT thermostat N N

LT pump N N N N

LT thermostat

LO pump N

LO pressure control valve N

LO module* N N N N

Pre-lube pump N N N N N N

= equipment is built on to engineN = equipment not on engine*) including cooler, automatic fi lter and thermostats

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as well, since the high expansion ratio also

creates the required conditions for effi cient

utilization of the heat energy released by

combustion at the beginning of the power

stroke.

However, it is not only the choice of the

compression/expansion ratio that makes

the Wärtsilä 46F engine highly effi cient. All

versions of the engine are equipped with fuel

injection systems that allow adjustment of the

injection characteristics to the prevailing load

conditions.

With the advanced common-rail system this

can also be done by the operator according to

the fuel in use, etc. For example, the operator

can freely fi ne-tune the injection process to

enable full use of the engine loading potential

over a wide power range in order to reach the

best possible fuel economy. Alternatively, the

operator can of course use the degrees of

freedom offered by the fl exible fuel injection

equipment to adjust the engine to the existing

limitations of exhaust gas emissions, to

minimize smoke formation.

Thermal load and mechanical stress

levels are kept within the safety margins

established by Wärtsilä over decades of engine

development.

ENGINE PERFORMANCEThe engine output has been achieved by

increasing engine speed instead of mean

effective pressure, and the latest developments

in turbocharging technology have been fully

available to make wider use of the Miller

concept.

At full-load operation, early closure of the

inlet valves gives room for a low effective

compression ratio, and thereby comparatively

low temperatures at the end of the compression

stroke. The charge air, being both somewhat

expanded and cooled on its way through the

receiver into the cylinders, contributes to

creating the initial conditions favourable to an

environmentally friendly combustion process,

i.e. a low global temperature that is still high

enough to guarantee reliable and stable ignition

of the fuel-air mixture in the combustion

chamber.

In the Wärtsilä 46F engine, these advantageous

initial conditions are combined with a higher

engine speed and a high expansion ratio,

i.e. with design parameters that make the

combustion chamber expand quickly when

the combustion process has started. Due to

the quick expansion of the combustion gases,

the temperatures most critical to intensive

NOx formation in the combustion chamber

are limited to the shortest time possible. This

combination makes the combustion process

not only environmentally friendly but effi cient

Compressor

Heat

Waterinjection

Saturated air70...90°C

Water mist catcher

The new NOx reduction technology developed

by Wärtsilä is named Wetpac humidifi cation. The

principle of Wetpac humidifi cation is to introduce

water with the intake air to reduce the combustion

temperature and thereby the formation of NOx.

Pressurized water is injected directly after

the compressor of the turbocharger. The high

temperature of the compressed air evaporates

the water, which enters the cylinders as steam. A

water mist catcher prevents water in liquid state

from entering the cylinders.

The anticipated NOx reduction is up to 40%,

and the water consumption is expected to be

about two times the fuel oil consumption. Wetpac

humidifi cation is available as an option.

WÄRTSILÄ WETPAC HUMIDIFICATION

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ENGINE BLOCKNodular cast iron is the natural choice for

engine blocks today because of its strength

and stiffness properties. The Wärtsilä 46F

engine block design makes optimum use of

modern foundry technology. The charge air

receiver and the HT water outlet channel are

integrated into the engine block. The cooling

water is distributed around the liners with

water distribution rings at the lower end of the

collar. To avoid water leakage to crankcase

there is no wet space in the engine block

around the cylinder liner.

CRANKSHAFT AND BEARINGSThe latest advances in combustion

development require a crank gear which can

operate reliably at high cylinder pressures. The

crankshaft must be robust and the specifi c

bearing loads kept at a safe level. This is

achieved by careful optimization of crankthrow

dimensions and fi llets. The specifi c bearing

loads are conservative and the cylinder

spacing, which is important for the overall

length of the engine, is minimized. Besides

low bearing loads, the other crucial factor for

safe bearing operation is oil fi lm thickness.

Ample oil fi lm thickness in the main bearings is

ensured by optimal balancing of the rotational

masses.

Main features of the crankshaft

and bearings design:

Clean steel technology minimizes the •amount of slag forming elements and

guarantees superior material properties

Crankshaft line is built up from three pieces: •crankshaft, gear and end piece. Crankshaft

itself forged in one piece

Each throw individually fully balanced for •safe bearing function

Main bearing temperature monitoring •Patented crankpin bearing temperature •monitoring

Modest bearing loads thanks to generous •bearing dimensions.

RESILIENT MOUNTINGResilient mounting, available as an option, is

required in many applications today and the

engine block has been designed especially

for this purpose. In the Wärtsilä 46F engine,

Wärtsilä has selected a fl exible mounting

consisting of vertical steel spring elements with

longitudinal and transversal rubber elements

for the following reasons:

Vertical mounting allows easy alignment •The dynamic properties of steel springs will •not change during the engine’s lifetime.

The dynamical properties are easily and rapidly

adjusted. For delivery the spring elements are

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locked into the test run position and delivered

to the customer combined with the engine

ready for alignment.

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CONNECTING RODThe three-piece connecting rod is of the

marine type, where combustion forces are

distributed over a maximum bearing area

and the relative movements between mating

surfaces are minimized. The connecting rod

is optimized for both strength and weight.

The shank is fully machined. The three-

piece design reduces the piston overhauling

height as piston overhauling is possible

without touching the big end bearing. The big

end bearing can also be inspected without

removing the piston.

Main features of the connecting rod design:

Three-piece marine type design •Fully machined shank •Hydraulically tightened bolts •Strength- and weight-optimized •Easy maintenance. •

PISTON & PISTON RINGS

For years, the outstanding piston concept

for highly rated heavy fuel engines has been

a rigid composite piston with a steel crown

and nodular cast-iron skirt. More than twenty

years of experience has fi ne-tuned this

concept. When it comes to reliability, there is

no real alternative today for modern engines

with high cylinder pressures and combustion

temperatures.

Wärtsilä-patented skirt lubrication is applied

to minimize frictional losses and ensure

appropriate lubrication of both piston rings and

the piston skirt. In Wärtsilä’s three-ring concept

each ring has a specifi c task. The rings are

dimensioned and profi led for consistent

performance throughout their operating lives.

To avoid carbon deposits in the ring

grooves of a heavy fuel engine, the pressure

balance above and below each ring is crucial.

Experience has shown that this effect is most

likely achieved with a three-ring pack. Finally,

it is well known that most frictional losses in a

reciprocating combustion engine originate from

the rings. Thus a three-ring pack is the obvious

choice in this respect, too. The piston ring

package and ring grooves are optimized for

long lifetime by special wear-resistant coating

and groove treatment.

Main features of the piston design:

Two-piece composite structure •Steel crown and nodular cast-iron skirt •

Two compression rings and one oil scraper •ring in combination with pressure lubricated

piston skirt give low friction and high

seizure resistance

Optimum temperature of the piston ring •grooves prevents cold corrosion.

CYLINDER LINER AND ANTIPOLISHING RINGThe thick cylinder liner is designed to have the

stiffness needed to withstand both pretension

forces and combustion pressures with virtually

no deformation. This gives the best cylinder

function and ensures a good basics for the

tightness of the cylinder head gasket. Its

temperature is controlled by bore cooling

of the upper part of the collar to achieve a

low thermal load and to avoid sulphuric acid

corrosion. The cooling water is distributed

around the liners with water distribution rings

at the lower end of the collar. Lower part of

liner is dry.

In the upper end the liner is equipped

with an antipolishing ring to eliminate bore

polishing and reduce lube oil consumption. The

function of this ring is to calibrate the carbon

deposits formed on the piston top land to a

thickness small enough to prevent any contact

between the liner wall and the deposits at

any piston position. The absence of contact

between the liner and piston top land deposits

eliminates the risk of bore polishing. Nor can

oil be scraped upwards by the piston. This

signifi cantly reduces liner wear and keeps the

lube oil consumption stable for long periods of

time. The high strength of the wear-resistant

liner materials used for years in Wärtsilä

engines has been further increased to cope

with the high combustion pressures expected

in the future.

Main features of the cylinder liner design:

Centrifugal casting with high strength and •good wear resistance

Bore cooled for optimum wall temperatures •High-collar technology to ensure good •cylinder head gasket tightness

Antipolishing ring removes deposits from •the piston top land, ensuring proper cylinder

function, no bore polishing, stable lube oil

consumption and low wear of the liner.

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CYLINDER HEADThe cylinder head design features high

reliability and easy maintenance. A stiff cone- /

box-like design can cope with high combustion

pressure, and is essential for obtaining both

liner roundness and even contact between the

exhaust valves and their seats. Wärtsilä’s vast

experience gained from heavy fuel operation

all around the world has contributed greatly to

exhaust valve design and development.

The basic criterion for the exhaust valve

design is correct temperature. This is achieved

by optimized cooling and closed seat ring

technology, which ensures long lifetimes for

the valves and seats.

The cylinder head design is based on the

four-screw concept developed by Wärtsilä and

used for many years. A four-screw cylinder head

design also provides all the freedom needed

for designing the inlet and exhaust ports with

a minimum of fl ow losses. The port design

has been optimized using computational fl uid

dynamics analysis in combination with full-scale

fl ow measurements.

Main features of the cylinder head design:

Four cylinder head screws only, giving •space for fl ow-effi cient ports

Inlet and exhaust gas ports on the same •side

Height and rigid design ensure even and •suffi cient surface pressure on the cylinder

head gasket

Bore-cooled fl ame plate for optimum •temperature distribution

Two inlet valves and two exhaust gas •valves, all with valve rotators.

CAMSHAFT AND VALVE GEARThe engine is available with either traditional

mechanical valve actuation or variable inlet

valve actuation.

The camshaft is built of single cylinder

sections with integrated cams. The camshaft

sections are connected through separate

bearing journals, which makes it possible to

remove the shaft sections sideways from the

camshaft compartment.

The valve follower is of the roller tappet

type, where the roller profi le is slightly

convex for good load distribution. The valve

mechanism includes rocker arms working on

yokes guided by pins.

Both exhaust and inlet valves are equipped

with valve rotators to ensure safe valve and

seat function. The rotation provides for even

temperature distribution and wear of the

valves, and keeps the sealing surface free from

deposits.

Main features of the camshaft

and valve design:

Each cylinder section of the camshaft is •forged in one piece with integrated cams

Separate bearing journals •Valve follower is of the roller tappet type •Traditional valve actuation •Variable Inlet Valve Closing (VIC) as an option. •

Closed-type exhaust gas seats for effi cient cooling of the valve seats and valves.

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VIC control valveVIC valve

VIC airbleed valve

VIC vent valve

Valv

e lif

t

Crank angle

Variable Inlet valve Closure (VIC), available as an

option, offers the flexibility to apply early inlet valve

closure at high load for lowest NOx levels, while good

part-load performance is ensured by completely

removing the advanced inlet valve closure at part load.

The achievable change in valve timing is up to 30°

crank angle.

The operating principle is based on a hydraulic

device between the valve tappet and the pushrod.

Briefly, the device can be described as two hydraulic

cylinders connected through two passages. The flow

through one passage is controlled by the position

of the tappet, while the other passage is controlled

with a valve. The tappet acts on one of the hydraulic

pistons and the other piston acts on the pushrod. The

pushrod can move only when oil is flowing between

the two cylinders. When the VIC control valve is open,

the pushrod follows the tappet immediately, which

results in early valve closure. When the control valve

is closed, the downward movement of the pushrod is

delayed until the piston actuated by the tappet reveals

the passage between the two cylinders. Engine oil is

used as the hydraulic medium.

PRINCIPLE LAYOUT OF VIC.

VIC on engine.

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FUEL INJECTION SYSTEMThe patented Wärtsilä multihousing principle

ensures outstanding safety of the low-pressure

fuel system. The fuel line consists of channels

drilled in cast parts, which are clamped fi rmly

on the engine block. For easy assembly and

disassembly these parts are connected to each

other using slide connections.

The engine is available with two different fuel

injection systems: common-rail fuel injection

and conventional fuel injection with twin plunger

injection pumps. Both systems are characterized

by high injection pressures for low smoke

emission. Common-rail technology enables

operation at any load without visible smoke.Twin fuel injection pump and high pressure connection.

The patented multihousing with drilled channels for low pressure fuel oil.

Common-rail fuel injection system.

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camshaft-driven and amply dimensioned for

supplying fuel to two cylinders. Each pump is

connected to a fuel accumulator that evens

out the pressure and feeds two cylinders. The

accumulators are connected to each other

through double-walled pipes, a detail that both

guarantees continuous even pressure in all

accumulators and allows the engine to operate

with one or two disconnected high-pressure

pumps, should this ever be necessary.

From the accumulators fuel is supplied

at the required pressure into the cylinders

through injection valves controlled by electro-

hydraulic actuators. The individual, and

therefore cylinder-specifi c, control of injection

timing and duration is an important feature

made possible by this injection equipment.

One safety detail worth mentioning here is

that the injection valve design ensures totally

unloaded injection nozzles between injection

periods. This feature eliminates the risk of

unintended fuel supply into cylinders caused,

for example, by incomplete closure of the

nozzle needle at the end of injection.

The traditional twin-pump system, likewise,

offers the possibility to adjust the fuel injection

process to prevailing engine operating

conditions, fuel characteristics and emission

levels.

The big difference is that common-rail

technology allows for individual (cylinder-

specifi c) control of injection timing and

duration and for keeping the injection pressure

at a suffi ciently high level over the whole load

range.

Main features of the fuel injection system

design:

Common-rail fuel injection or conventional •fuel injection with twin-plunger injection

pumps are selectable.

Both systems make it possible to adjust the •fuel injection process to prevailing engine

operating conditions.

Even with conventional fuel injection precise

control according to the prevailing conditions

is possible, thanks to the twin plunger injection

pumps. One plunger controls the quantity of fuel

while the other controls the injection timing.

quantityplunger

timingplunger

delivery valve

injector

- tappets on cam base circle- filling of injection pump

- quantity plunger shutsoff spill port

- excessive fuel out tolow pressure side through filling port

- both ports areshut off

- delivery valve lifts- start of injection

- spill port opens- excessive fuel out

to low pressure sidethrough spill port

- end of injection

2. 4.1. 3.

Common-rail architecture.

Functional sketch of the twin pump fuel injection system.Common-rail fuel injection system.

Housing both the entire low-pressure

system and the high-pressure system in a fully

covered compartment ensures an unbeatable

standard of safety.

Common-rail technology offers almost

unlimited possibilities to adjust the fuel

injection process to prevailing engine operating

conditions, fuel characteristics and emission

levels. The main components in the common-

rail injection system that are designed

especially for the Wärtsilä 46F engine are the

high-pressure pumps, balance accumulators,

control oil pumps and fuel injection valves. The

control oil is engine oil with additional fi ltration.

The control oil pump is built onto the engine.

The system high-pressure pumps are

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TURBOCHARGING SYSTEM

Turbocharger technology has undergone

intense design and performance development

in recent years, resulting in high performance

and high reliability. Only the best available

charger technology is used on the Wärtsilä

46F. The engine is equipped with a one-stage

turbocharging system that best fulfi ls the

requirements of each application.

The standard is a single-pipe exhaust gas

(SPEX) system, with the option of exhaust

wastegate or air bypass according to the

application. The SPEX system is designed to

apply the benefi ts of both pulse charging and

constant pressure charging. SPEX is able to

utilize the pressure pulses without disturbing

the cylinder scavenging. Lube oil cooled

chargers are used with inboard plain bearings

lubricated from the engine’s lube oil system.

All this makes for longer intervals between

overhauls and reduced maintenance.

The charge air receiver is integrated into the

engine block. The two-stage self-supporting

charge air cooler consists of separate HT and

LT water sections, which gives an advantage

for heat recovery applications. The charge

air temperature is controlled by an LT water

temperature control valve (bypass valve). The

engine has a water mist catcher as standard,

enabling humidifi cation of the air for reduced

NOx emissions.

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Main features of the turbocharging system:

One-stage turbocharging •Oil-cooled turbocharger with plain bearings •lubricated by engine oil

Two-stage charge air cooler •LT water bypass valve for charge air •temperature control

Charge air receiver integrated into the •engine block

Water mist catcher, enabling humidifi cation •of the air for reduced NOx emissions

Air and exhaust waste gate functions for •best engine performance

Single-pipe exhaust gas system (SPEX) •optimized for each cylinder confi guration

COOLING SYSTEM

The cooling system on the engine is split

into two separate circuits: high-temperature

(HT) and a low-temperature (LT). The cylinder

liner, the cylinder head and the fi rst stage in

the charge air cooler are connected to the

HT circuit. The lubricating oil cooler and the

second stage in the charge air cooler are

connected to the LT circuit.

The amount of water passing through the

LT stage in the charge air cooler is controlled

by a thermostatic valve to maintain the desired

intake air temperature, regardless of load level

or variations in cooling water temperature.

Engine-driven pumps and built-on thermostatic

valves are standard. As an option the engine is

also available without pumps and thermostats.

LUBRICATING OIL SYSTEM

The engine is available either with a complete

built-on lube oil system or with the lube

oil pump, lube oil fi lter and lube oil cooler

separately installed in the engine room. The oil

sump is of the dry type, i.e. a separate system

oil tank is needed.

The built-on lube oil system comprises:

Engine-driven main lube oil pump (screw •type) with built-in safety valve

Pressure regulating valve that keeps the •

Automatic filterOil cooler

Oil pump

Cen

trifu

gal

filt

er

System oil tank

Dry oil sump

Electricstand-byoil pump

Electricpre-lubeoil pump

Suctionstrainer

Lubricatingoilcooler

Chargeair coolerLT

LTpump

Chargeair coolerHT

Cyl.

HTpump

Heat recovery

Pre-heater

Centralcooler

LTstand-bypump HT

stand-bypump

PRINCIPLE LAYOUT OF THE COOLING SYSTEM.

PRINCIPLE LAYOUT OF THE LUBRICATING SYSTEM.

pressure before the main bearings at a

constant level

Lubricating oil module including lube •oil cooler, full fl ow automatic fi lter and

thermostatic valves

Special running-in fi lters before each main •bearing, camshaft line and turbocharger

Centrifugal fi lter for lube oil quality •indication

On in-line engines the lubricating oil module •is always located at the opposite end to the

turbocharger.

The lube oil fi ltration is based on an •automatic back-fl ushing fi lter. This requires

a minimum of maintenance and needs no

disposable fi lter cartridges

Connections for stand-by auxiliaries. •

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AUTOMATION SYSTEM

The Wärtsilä 46F is equipped with a modular

embedded automation system, Wärtsilä

Unified Controls - UNIC, which is available

in three different versions. The basic

functionality is the same in all versions, but

the functionality can be easily expanded to

cover different applications. UNIC C1 and

UNIC C2 are versions applicable for engines

with conventional fuel injection, whereas

UNIC C3 additionally includes fuel injection

control for engines with common-rail fuel

injection.

UNIC C1In the UNIC C1 engine automation system, the

fundamental aspects of the engine control and

safety are handled by the embedded control

and management system. This includes engine

speed and load control as well as overspeed

protection, lube oil pressure and cooling water

temperature protection. For the other parts,

the design requires the majority of the sensors

to be hardwired to an external alarm and

monitoring system.

The following functionality is provided:

Fundamental safety (overspeed, LO •pressure, cooling water temp.)

Basic local monitoring •Hardwired interface to external alarm and •monitoring systems

Speed and load control •

The engine control system

is designed to:

Achieve the highest possible reliability, •with components, e.g. sensors, designed

specifically for the on-engine environment,

Reduce cabling on and around the engine, •with a clear point of interconnection and a

standardized interface, and

Provide high performance with optimized •and pre-tested controls.

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UNIC C2/C3The UNIC C2 and C3 engine automation

system provides a completely embedded

engine management system, which in

case of common rail fuel injection has

integrated electronic control of the fuel

injection. This is a distributed and bus-

based system in which the monitoring

and control function is placed close to

the point of measurement and control.

This significantly simplifies both the

on- and off-engine wiring. Additionally,

the advanced functions in the system,

e.g. for diagnostics and control, provide

outstanding performance and reliability,

AUTOMATION SYSTEM COMPONENTS

ESM Engine Safety Module

MCM Main Control Module

TCM Thermocouple Module

IOM Input Output Module

PDM Power Distribution Module

LCP Local Control Panel

LDU Local Display Unit

CCM Cylinder Control Module

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LDU

LCP

ESM

MCM

IOM IOM

IOM

PDM

Ethernet

Hardwiredconnections

Loadsh.CAN

UNIC C1

Hardwiredconnections

LDU

LCP

ESM

MCM

TCM TCM

TCM

PDM

Loadsh.CAN

UNIC C2

LDU

LCP

ESM

MCM

CCM CCM

IOM

PDM

Ethernet

Hardwiredconnections

Loadsh.CAN

UNIC C3

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and the need for off-engine systems is

considerably reduced.

The system meets the highest requirements

for reliability, with selective redundancy and

fault-tolerant designs, and can be applied to

single main engine operation.

The following functionality is provided:

Complete engine safety system •Complete local monitoring, including all •readings, events and diagnostics

Speed and load control •Complete engine control, including start/ •stop, load reduction request, etc.

Alarm signal provision •Full system diagnostics •Fieldbus interface •Combustion control, EFIC, for diesel or gas •applications

Redundant control strategies, and fault- •tolerant operation

The engine control system is designed to:

Provide a compact embedded engine •control and management system for space-

saving applications,

Reduce installation and commissioning time •by providing a very simple fieldbus-based

interface that is delivered pre-tested and

fully operational from the factory,

Achieve the highest possible reliability •with components, e.g. sensors, designed

specifically for the on-engine environment,18

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MAIN TECHNICAL DATAMarine engines, In-line engine

Cylinder bore: 460 mm

Piston stroke: 580mm

Speed: 600 rpm

Mean effective pressure: 25.9 bar

Piston speed: 11.6 m/s

Output/cylinder: 1250 kW

Fuel specification:

Fuel oil 730 cSt/50 °C ISO 8217, category ISO-F-RMG-RMK 55

RATED POWER: PROPULSION ENGINES

Cylinder configuration kW* bhp*

6L46F 7 500 10 200

7L46F 8 750 11 900

8L46F 10 000 13 600

9L46F 11 250 15 300

*At flywheel

PRINCIPAL ENGINE DIMENSIONS (MM) AND WEIGHTS (TONNES)**

Cylinder configuration A B C Weight (dry)

6L46F 8 350 2 720 4 950 97

7L46F 9 430 2 910 5 230 113

8L46F 10 250 2 910 5 230 124

9L46F 11 070 2 910 5 230 140

** Subject to revision without notice A = Total length B = Total breadth C = Total height (from the bottom of the oil sump to the exhaust gas outlet)

V-versions of the Wärtsilä 46F engine will be available in 2009.

Considerably reduce cabling on and around the engine through a •bus-based architecture, with a clear point of interconnection and with

a standardized hardwire and fieldbus interface,

Provide high performance with optimized and pre-tested controls, and •Act as an easy and convenient calibration and service tool for on-line •tuning and system diagnostics.

MAINTENANCE

During design and development the engine manufacturer emphasizes

the necessity for easy maintenance by including tooling and easy access

in the basic design and by providing easy-to-understand instructions.

The Wärtsilä 46F maintenance principle is substantiated by the following:

A cylinder head with four fixing studs and simultaneous hydraulic •tightening of all four studs

A hydraulic jack for overhaul of the main bearing •Uniform one-cylinder camshaft pieces •Slip-on fittings wherever possible •Exhaust gas system insulation using easy-to remove panels on an •engine-mounted frame

The three-piece connecting rod allows inspection of the big end •bearing without removal of the piston, and piston overhaul without

dismantling the big end bearing

Weight-optimized and user-friendly maintenance tools •

19

Page 20: Wartsila 46F Technology Review

WÄRTSILÄ® is a registered trademark. Copyright © 2005 Wärtsilä Corporation.

WÄRTSILÄ® is a registered trademark. Copyright © 2007 Wärtsilä Corporation.

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Wärtsilä enhances the business of its customers by providing them with

complete lifecycle power solutions. When creating better and environmentally

compatible technologies, Wärtsilä focuses on the marine and energy markets

with products and solutions as well as services. Through innovative products

and services, Wärtsilä sets out to be the most valued business partner of

all its customers. This is achieved by the dedication of more than 14,000

professionals manning 130 Wärtsilä locations in close to 70 countries around

the world.