Wartsila 46F Technology Review
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Transcript of Wartsila 46F Technology Review
TECHNOLOGY REVIEW
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33
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
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
4
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
5
6
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
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
7
locked into the test run position and delivered
to the customer combined with the engine
ready for alignment.
88
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.
9
10
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.
11
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.
12
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.
13
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
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.
14
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. •
15
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.
16
17
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
17
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
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
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 •
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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.