Wartsila Vasa 32 Project Guide

Introduction

The Project Guide provides main engine data and system proposals for the early design phaseof engine installations. For contracted projects specific instructions for planning the installationare always delivered.

The 2/1997 issue replaces all previous ones of the Vasa 32 Project Guide.

Major revisions of issue 2/1997:

• The heat balance of the low NOX engines is revised according to the latest laboratory measurements.

Major revisions of issue 1/1997:

Information concerning the low NOX emission model, Vasa 32 LN, is now presented in parallelwith information on the basic Vasa 32. Where no distinction is made, the data applies to bothengine types.

• Technical data is revised in accordance with the current engine specifications.

• Exhaust gas pipe dimensions are for some cylinder numbers increased.

• Lists of suitable fuel and lubricating oil separators are included.

• Instructions on engine room ventilation are added.

• Emission control methods are described.

• The code numbers of electrical components are new.

• Engine seating instructions are extended.

• Piping interface points are better defined with reference to standard and pressure class.

The information provided in this Project Guide is subject to revision without notice.

Comments and suggestions to the contents of the Project Guide are welcome.

Application TechnologyWärtsilä Diesel Oy, Marine

Vaasa, 24 March 1997

Marine Project Guide WV32 - 2/1997 1

Introduction

This publication is designed to provide as accurate and authoritative information regarding the subjects covered as was available at the time of writing. However, the publi-cation 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 fromthe 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 anycircumstances, for any consequential, special, contingent, or incidental damages or injury, financial or otherwise, suffered by any part arising out of, connected with, or re-sulting from the use of this publication or the information contained therein.

Copyright 1997 by Wärtsilä Diesel OyAll 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.

Table of contentsChapter Page

1. General data and outputs . . . . . . . . . . . . . 31.1. Main technical data . . . . . . . . . . . . . . . . . . . 31.2. Fuel specification. . . . . . . . . . . . . . . . . . . . . 31.3. Lubricating oil quality. . . . . . . . . . . . . . . . . . 31.4. Max. continuous output . . . . . . . . . . . . . . . . 41.5. Reference conditions. . . . . . . . . . . . . . . . . . 51.6. Principal dimensions and weights . . . . . . . . 5

2. Operational data . . . . . . . . . . . . . . . . . . . . 92.1. Dimensioning of propellers . . . . . . . . . . . . . 92.2. Loading capacity for generating sets. . . . . 112.3. Restrictions for low load operation and

idling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122.4. Overhaul intervals and expected life times

of engine components . . . . . . . . . . . . . . . . 13

3. Technical data . . . . . . . . . . . . . . . . . . . . . 143.1. Wärtsilä Vasa 4R32. . . . . . . . . . . . . . . . . . 143.2. Wärtsilä Vasa 6R32. . . . . . . . . . . . . . . . . . 183.3. Wärtsilä Vasa 8R32. . . . . . . . . . . . . . . . . . 223.4. Wärtsilä Vasa 9R32. . . . . . . . . . . . . . . . . . 263.5. Wärtsilä Vasa 12V32. . . . . . . . . . . . . . . . . 303.6. Wärtsilä Vasa 16V32. . . . . . . . . . . . . . . . . 343.7. Wärtsilä Vasa 18V32. . . . . . . . . . . . . . . . . 38

4. Engine description . . . . . . . . . . . . . . . . . 424.1. Wärtsilä Vasa 32 D & E . . . . . . . . . . . . . . 424.2. Wärtsilä Vasa 32 D & E Low NOX. . . . . . . 43

5. Fuel system . . . . . . . . . . . . . . . . . . . . . . . 445.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . 445.2. Internal fuel system . . . . . . . . . . . . . . . . . . 445.3. Design of the external fuel system . . . . . . 445.4. Flushing instructions . . . . . . . . . . . . . . . . . 55

6. Lubricating oil system . . . . . . . . . . . . . . 566.1. Internal lubricating oil system . . . . . . . . . . 566.2. Design of the external lubricating oil

system. . . . . . . . . . . . . . . . . . . . . . . . . . . . 586.3. Flushing instructions . . . . . . . . . . . . . . . . . 64

7. Cooling water system . . . . . . . . . . . . . . . 657.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . 657.2. Internal cooling water system . . . . . . . . . . 657.3. Design of the external cooling water

system. . . . . . . . . . . . . . . . . . . . . . . . . . . . 687.4. Conventional cooling water system. . . . . . 79

8. Starting air system . . . . . . . . . . . . . . . . . 838.1. Internal starting air system . . . . . . . . . . . . 838.2 Design of the external starting air system . 85

Chapter Page

9. Turbocharger turbine washing system . 88

10. Engine room ventilation andcombustion air . . . . . . . . . . . . . . . . . . . . . 89

11. Crankcase ventilation . . . . . . . . . . . . . . . 90

12. Exhaust gas system . . . . . . . . . . . . . . . . 91

13. Emission control options . . . . . . . . . . . . 9313.1. Methods . . . . . . . . . . . . . . . . . . . . . . . . . . 9313.2. Options for further reduction of NOX . . . . . 93

14. Control and monitoring system . . . . . . . 9514.1. Normal start and stop of the diesel engine 9514.2. Automatic and emergency stop;

overspeed trip . . . . . . . . . . . . . . . . . . . . . 9614.3. Speed control . . . . . . . . . . . . . . . . . . . . . . 9614.4. Speed measuring system . . . . . . . . . . . . . 9714.5. Blocking of alarms . . . . . . . . . . . . . . . . . . . 9714.6. Electric prelubricating pump . . . . . . . . . . . 9714.7. Electric built-on fuel feed pump . . . . . . . . . 9814.8. Preheating of cooling water. . . . . . . . . . . . 9814.9. Monitoring system . . . . . . . . . . . . . . . . . . 102

15. Seating . . . . . . . . . . . . . . . . . . . . . . . . . . 10315.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . 10315.2. Rigid mounting . . . . . . . . . . . . . . . . . . . . 10315.3. Flexible mounting of generating sets. . . . 10715.4. Flexible pipe connections . . . . . . . . . . . . 108

16. Dynamic characteristics . . . . . . . . . . . . 10916.1. General. . . . . . . . . . . . . . . . . . . . . . . . . . 10916.2. External forces and couples . . . . . . . . . . 10916.3. Torque variations. . . . . . . . . . . . . . . . . . . 110

17. Power transmission . . . . . . . . . . . . . . . 11217.1. Connection to driven equipment. . . . . . . 11217.2. Torsional vibrations . . . . . . . . . . . . . . . . . 11417.3. Alternator feet design . . . . . . . . . . . . . . . 115

18. Engine room arrangement . . . . . . . . . . 11718.1. Arrangement of generating sets . . . . . . . 11718.2. Arrangement of main engines . . . . . . . . . 11818.3. Transportation dimensions . . . . . . . . . . . 120

19. Dimensions and weights of engine parts. . . 122

20. List of symbols . . . . . . . . . . . . . . . . . . . 125

Introduction

2 Marine Project Guide WV32 - 2/1997

1. General data and outputs

1.1. Main technical data

The Wärtsilä Vasa 32 is a 4-stroke, non-reversible, tur-bocharged and intercooled diesel engine with direct fuelinjection.

Cylinder bore 320 mm

Stroke 350 mm

Piston displacement 28.2 l/cylinder

Number of valves 2 inlet valves and2 exhaust valves

Cylinder configuration 4, 6, 8 and 9 in-line12, 16 and 18 inV-form

V-angle 50°

Compression ratio 12.0:113.8:1 (Low NOX)

Direction of rotation, clockwise,seen from flywheel end counter-clockwise

on request

Speed Cylinder output

D-rating E-rating

720 RPM 370 kW 503 hp 405 kW 550 hp

750 RPM 375 kW 510 hp 410 kW 557 hp

Fuel consumption see Technical Data

Lube oil consumption see Technical Data

1.2. Fuel specification

Viscosity at 50°C, max. 730 cSt

Viscosity at 100°F, max. 7200 sRI

Density at 15°C, max. 0.991 kg/dm³ /1.010 kg/dm³ �

Conradson Carbon Residue,max. 22% by weight

Sulphur content, max. 5.0% by weight

Vanadium content, max. 600 ppm

Sodium content, max. 50 ppm �

Ash, max. 0.20% by weight

Water content, max. 1.0% by volume

Water content before engine,max. 0.3% by volume

Pour point, max. 30°C

Asphaltenes, max. 14% by weight

Aluminium + silicon, max. 80 ppm

Flash point, closed

Pensky Martens, min. 60°C

The fuel specification corresponds to fuel according toISO 8217 : 1996 (E) categories up to ISO-F-RMK 55.Maximum limits for sodium, water content before engineand asphaltenes have been added.

� Provided the fuel treatment system can removewater and solids.

� Sodium contributes to hot corrosion on exhaustvalves when combined with high vanadium con-tent. Sodium also contributes strongly to fouling ofthe exhaust gas turbine blading at high load. Theaggressiveness of the fuel depends not only on itsproportions of sodium and vanadium but also onthe total amount of ash. Hot corrosion and depositformation are, however, also influenced by otherash constituents. It is therefore difficult to set strictlimits based only on the sodium and vanadiumcontent of the fuel. Also a fuel with lower sodiumand vanadium contents than specified above cancause hot corrosion on engine components.

1.3. Lubricating oil quality

Engine

The system oil should be of viscosity class SAE 40 (ISOVG 150). Oils of viscosity class SAE 30 (ISO VG 100)may also be used. The content of additives should meetthe requirement of MIL-L-2104C or API Service CD.

The alkalinity, TBN, of the system oil should be 25 - 40mg/KOH/g]; higher at higher sulphur content of the fuel.

During the warranty period, lubricating oil of an approvedtype has to be used.

Turbocharger

For ABB turbochargers with roller bearings a turbine oilmust be used. The oil may be a mineral oil or a syntheticoil having a viscosity of 30 - 55 cSt/50°C.

Other makes of turbochargers and turbochargers withsleeve bearings are lubricated from the main lubricatingoil circuit of the engine.



Oil quantity in turbocharger (ABB turbochargers, only)

Engine Litres

4R326R328R329R32

12V3216V3218V32

2.33.54.04.0

2 x 3.52 x 4.02 x 4.0

Speed governor

The speed governor can use both turbine and engine oil.

Oil quantity in governor

Governor type Litres

Woodward UG 10Woodward PG 58Woodward EGB 58

1.71.72.3

1.4. Max. continuous output

Main engines

Engine 720 RPM 750 RPM

kW HP kW HP

4R32D6R32D8R32D9R32D

12V32D16V32D18V32D

1480222029603330444059206660

2010302040304530604080509060

1500225030003375450060006750

2040306040804590612081609180

Engine 720 RPM 750 RPM

kW HP kW HP

4R32E6R32E8R32E9R32E

12V32E16V32E18V32E

1620243032403645486064807290

2200330044104960661088109910

1640246032803690492065607380

223033504460502066908920

10040

The maximum fuel rack position is mechanically limitedto 100%.

Auxiliary engines

Engine 720 RPM, 60 Hz 750 RPM, 50 Hz

Engine Alternator Engine Alternator

kW kVA kWe kW kVA kWe

4R32D6R32D8R32D9R32D

12V32D16V32D18V32D

1480222029603330444059206660

1790268035704020536071408030

1430214028603210428057106430

1500225030003375450060006750

1810271036204070543072408149

1450217028903260434057906510

Engine 720 RPM, 60 Hz 750 RPM, 50 Hz

Engine Alternator Engine Alternator

kW kVA kWe kW kVA kWe

4R32E6R32E8R32E9R32E

12V32E16V32E18V32E

1620243032403645486064807290

1950293039104400586078208790

1560234031303520469062507030

1640246032803690492065607380

1980297039604450593079108900

1580237031703560475063307120

For auxiliary engines the permissible overload is 10% forone hour every twelve hours. The maximum fuel rack po-sition is mechanically limited to 110% continuous output.The alternator outputs are calculated for an efficiency of0.965 and a power factor of 0.8.

The above output is also available from the free end ofthe engine, if necessary.

The cylinder output P¹ can be calculated as follows:

P¹ (kW) = pe (bar) x n (RPM) x 0.0235P¹ (hp) = pe (bar) x n (RPM) x 0.0319

whereP¹ = output per cylinderpe = mean effective pressuren = engine speed



1.5. Reference conditions

The maximum continuous output is available at a max.charge air coolant temperature of 38°C, a max. air tem-perature of 45°C and a max. exhaust gas back pressureof 300 mmWC. If the actual figures exceed these, the en-gine should be derated.

The fuel consumption indicated in Technical Data is validin reference conditions according to ISO 3046/1-1986,i.e.:

• total barometric pressure 1.0 bar

• air temperature 25°C

• relative humidity 30%

• charge air coolant temperature 25°C

For other than ISO 3046/I conditions the same standardgives correction factors.

The influence of an engine driven lube oil pump on thespecific fuel consumption is about 2 g/kWh and of eachengine driven cooling water pump about 1 g/kWh, at fullload and nominal speed.

1.6. Principal dimensions and weights

In-line engines (3V58E0425c)



Engine A* A B* B C D E F G H I K

4R326R328R329R32

4788591966126941

3945508361136603

2259241327122719

2259234527122649

1981199320342034

2550255025502550

600600600600

1135113511351135

2570355045305020

225225225225

950950950950

1350135013501350

Engine M N P R S* S T U V X Weight [ton]**

4R326R328R329R32

1089105011421142

1312134010531031

1645167318981835

614673814814

327257218212

285257218212

285325459490

1150130813581358

355432479530

1645174018981905

20.329.240.544.4

* Turbocharger at flywheel end

** Weight with liquids (wet sump) but without flywheel

V-engines (3V58E0437b)



Engine A* A B C D E F G H I K

12V3216V3218V32

632375188070

568668837443

250327652794

231023602403

233023302330

600600600

115011501150

397050905650

225225225

120012001200

160016001600

Engine M N O P R S T U V X Weight [ton]**

12V3216V3218V32

120612571257

149315681568

900900900

183019501980

673815815

625700700

621555555

149115681568

621555555

183019501980

42.558.061.4

* Turbocharger at flywheel end

** Weight with liquids (wet sump) but without flywheel

Generating sets, in-line engine (3V58E0439)



Engine A B C D E F G H I K L Weight[ton]*

4R326R328R329R32

681481389660

10380

1150130813581358

5000625077008350

2780296534583648

2160216023102920

1760176019102510

1450145016002200

1080108010801300

1420142016201620

2550255025502550

3679376543324269

34456370

* Weight with liquids

Generating sets V-engine (3V58E0438)



Engine A B C D E F G H I K L Weight[ton]*

12V3216V3218V32

97351046811683

149115681568

757089559615

386435003600

289028902890

248024802480

220022002200

130013001300

170017001700

233023302330

420344654495

8292

100

* Weight with liquids

2. Operational data

2.1. Dimensioning of propellers

Controllable pitch (CP) propellers

Controllable pitch propellers are designed so that 100%of the maximum continuous engine output at nominalspeed can be utilized. The propeller is usually optimizedfor service speed and draft at about 85% engine MCRand a sea margin of 10 - 15%. Shaft generators must beconsidered when dimensioning propellers, if the gener-ator will be used at sea.

Overload protection or load control is recommended inall installations. In installations where several enginesare connected to the same propeller, overload protectionor load control is necessary.

Operating range, Wärtsilä Vasa 32D + LN D, CP-

propeller (4V93L0383c)

The graph 4V93L0383 shows the operating range for aCP-propeller installation. The recommended combinatorcurve and the 100% load curve are valid for a single-engine installation. For twin-engine installations a lightercombinator program is used if only one engine is in op-eration.

The idling (clutch-in) speed should be as high as possi-ble and will be decided separately in each case.

Operating range, Wärtsilä Vasa 32E + LN E, CP-

propeller (4V93L0422b)


2. Operational data

Fixed pitch (FP) propellers

The dimensioning of fixed pitch propellers should bemade very thoroughly for every vessel as there are onlylimited possibilities to control the absorbed power. Fac-tors which influence the design are:

• The resistance of the ship increases with time due tofouling of the hull.

• The wake factor of the ship increases with time.

• The propeller blade frictional resistance in water in-creases with time.

• Wind and sea state will increase the resistance of theship

• Increased draught and trim due to different load condi-tions will increase the resistance of the ship.

• Bollard pull requires higher torque than free running.

• Propellers rotating in ice require higher torque.

The FP-propeller shall be designed to absorb 85% or themaximum continuous output of the engine at nominalspeed when the ship is on trial, at specified speed andload.

Operating range, Wärtsilä Vasa 32D + LN D, FP-

propeller (4V93L0384c)

In ships intended for towing, the propeller can be de-signed for 95% of the maximum continuous output of theengine at nominal speed in bollard pull or at towingspeed. The absorbed power at free running and nominalspeed in usually then relatively low, 55 - 75% of the out-put at bollard pull.

In ships intended for operation in heavy ice, the addi-tional torque of the ice shall be considered.

The graph 4V93L0423 shows the permissible operatingrange for an FP-propeller installation as well as the rec-ommended design point at 85% MCR and nominalspeed. The min. speed will be decided separately foreach installation. It is recommended that the speed con-trol system is designed to give a speed boost signal tothe speed governor in order to prevent the engine speedfrom decreasing when clutching-in.

The clutch should be dimensioned for a slipping time of 5- 8 seconds. A propeller shaft brake should be used toenable fast manoeuvering (crash-stop).

Operating range, Wärtsilä Vasa 32E, FP-propeller

(4V93L0423b)


2. Operational data

2.2. Loading capacity for generating sets

Provided that the engine is preheated so that the min.cooling water temperature is 70°C, the engine can beloaded immediately after start with no restrictions exceptthe maximum transient frequency deviation specified bythe classification societies. For supercharged engines,100% load cannot be instantly applied due to the air defi-cit until the turbocharger has accelerated. At instant load-ing the speed and the frequency drop.

The engine can be loaded most quickly by a successive,gradual increase in load from 0 to 100% over a certaintime (t1) as shown in the following diagrams. Loading intwo steps, with a load application in the first step by high-est possible load (= max. permissible instant frequencydrop) will take the longest time to achieve table fre-quency. Therefore, it is recommended that the switch-boards and the power management are designed toincrease the load in three or four steps, from 0 to 100%,as also suggested by the International Association ofClassification Societies (IACS). This shall be done withthe agreement of the relevant classification society.

The stated values of loading performance as presentedin 1V93F0093 are guidance values; the values will alsobe affected by the mass-moment of inertia of the set, thegovernor adjustment and nominal output.

Unless otherwise agreed the present requirements ofthe classification societies for load application on gener-ating sets at an instant speed drop of 10% are:

• American Bureau ofShipping 0 - 50 - 100%

• Bureau Veritas 50% on baseload of 0 - 50%

• Det Norske Veritas 0 - 50 - 100%

• Germanischer Lloyd 0 - 50 - 100%

• Registro Italiano Navale 0 - 50 - 100%

• Maritime Register 0 - 50 - 100%

• Lloyd’s Register ofShipping 0 - 800/pe -

[800/pe + ½(100 - 800/pe)] - 100%

Loading performance (1V93F0093)


2. Operational data

Successive load application

t1 = shortest possible time of successive, gradually in-creased load for a speed (and frequency) drop ofmax. 10%= 5 seconds

t2 = time elapsing before the speed has stabilized atthe initial value (speed droop = 0%)= 7 seconds

t4 = time elapsing before the speed has stabilized atthe new value determined by the speed droop(speed droop = 4%)= 6.5 seconds

Instant unloading



n1 = increase in speed at instant unloading (speeddroop = 0%)= 8%

n2 = increase in speed at instant unloading (speeddroop = 4%)<10%

Instant load application

Px = highest possible load which can be instantly ap-plied causing a speed drop of max. 10%= 50%

t6 = shortest possible time elapsing between the firstand second load application= 5 seconds



2.3. Restrictions for low load operation and

idling

The engine can be started, stopped and run on heavyfuel under all operating conditions. Continuous operationon heavy fuel is preferred instead of changing over todiesel fuel at low load operation and manoeuvering. Thefollowing recommendations apply to idling and low loadoperation:

Absolute idling

(declutched main engine, unloaded generator)

• Max. 10 min., (recommended 3 - 5 min.), if the engineis to be stopped after the idling.

• Max. 6 hours if the engine is to be loaded after theidling.

Operation at 5 - 20% load

• Max. 100 hours continuous operation. At intervals of100 operating hours the engine must be loaded to min.70% of the rated load.

Operation at higher than 20% load

• No restrictions.


2. Operational data

2.4. Overhaul intervals and expected life

times of engine components

The following overhaul intervals and life times are forguidance only. The actual figures may be different de-pending on service condition, etc.


2. Operational data

Component Time between overhauls [h] Expected lifetime [h]

Fuel quality HFO MDO HFO MDO

Piston

Piston rings

Cylinder liner

Cylinder head

Inlet valve

Exhaust valve

Injection valve nozzle

Injection pump

Main bearing

Big end bearing

12000 - 20000

12000 - 20000

12000 - 20000

12000 - 20000

12000 - 20000

12000 - 20000

2000

16000

16000 - 20000

12000 - 20000

20000 - 24000

20000 - 24000

20000 - 24000

20000 - 24000

20000 - 24000

20000 - 24000

2000

16000

16000 - 20000

20000 - 24000

24000 - 40000

12000 - 20000

60000 - 100000

60000 - 100000

24000 - 40000

12000 - 20000

4000 - 8000

16000 - 24000

32000 - 40000

12000 - 20000

40000 - 48000

20000 - 24000

60000 - 100000

60000 - 100000

40000 - 48000

24000 - 32000

8000

32000

32000 - 40000

20000 - 24000

3. Technical data3.1. Wärtsilä Vasa 4R32 D E

Engines speed RPM 720 750 720 750

Engine output kW 1480 1500 1620 1640Engine output HP 2010 2040 2200 2230Cylinder bore mm 320 320Stroke mm 350 350Swept volume dm³ 112.6 112.6Compression ratio 12:1 12:1Compression pressure, max. bar 105 110Firing pressure, max bar 145 155Charge air pressure bar 2.53 2.6 2.8 2.85Mean effective pressure bar 21.9 21.3 24.0 23.3Mean piston speed m/s 8.4 8.75 8.4 8.75Idling speed 1) RPM 500 500

Combustion air systemFlow of air at 100% load kg/s 3.2 3.3 3.5 3.6Ambient air temperature, max. °C 45 45Air temperature after air cooler °C 40...70 40...70Air temperature after air cooler, alarm °C 70 70Air temperature after air cooler, stop or slowdown °C 80 80

Exhaust gas systemExhaust gas flow (100% load) 8) kg/s 3.3 (3.2) 3.4 (3.3) 3.6 (3.5) 3.7 (3.6)

( 85% load) 8) kg/s 2.9 (2.8) 3.0 (2.9) 3.1 (3.0) 3.2 (3.1)( 75% load) 8) kg/s 2.6 (2.4) 2.7 (2.5) 2.8 (2.6) 2.9 (2.7)( 50% load) 8) kg/s 1.9 (1.4) 2.0 (1.5) 2.1 (1.6) 2.2 (1.7)

Exhaust gas temperature after turbocharger(100% load) 2, 8) °C 305 (310) 300 (315) 315 (320) 340 (360)

( 85% load) 2, 8) °C 300 (310) 295 (305) 305 (315) 340 (355)( 75% load) 2, 8) °C 300 (325) 295 (320) 300 (325) 335 (350)( 50% load) 2, 8) °C 299 (370) 294 (365) 300 (370) 295 (365)

Exhaust gas temperature after cylinder, alarm °C 500 500Exhaust gas back pressure, recommended max. bar 0.03 0.03Exhaust gas pipe diameter, min. mm 450 450

Heat balance 3)Effective output kW 1480 1500 1620 1640Lubricating oil kW 176 180 184 188Jacket water kW 327 340 370 378Charge air kW 433 447 496 513Exhaust gases kW 970 980 1110 1110Radiation kW 62 62 64 64

Fuel systemPressure before built-on feed pump, nom. bar 4 4Pressure before built-on feed pump, max. bar 5 5Pressure before built on feed pump, min. bar 3 3Pressure before injection pumps bar 6 6Pump capacity (built-on feed pump) 4) m³/h 1.4/0.9 1.4/0.9Fuel consumption (100% load) 5) g/kWh 188 190 191 192

( 75% load) 5) g/kWh 193 194 191 193( 50% load) 5) g/kWh 202 200 197 199

Leak fuel quantity, clean fuel (100% load) kg/h 1.3 1.3

Lubricating oil systemPressure before engine, nom bar 4.0 4.2Pressure before engine, alarm. bar 3.5 3.5Pressure before engine, stop bar 2.5 2.5Priming pressure, nom. bar 0.8 0.8Priming pressure, alarm bar 0.5 0.5Temperature before engine, nom. 6) °C 63 (77) 63 (77)Temperature before engine, alarm 6) °C 80 (90) 80 (90)Temperature after engine, abt. 6) °C 78 (84) 78 (84)

3. Technical data


Wärtsilä Vasa 4R32 D E

Engine speed RPM 720 750 720 750

Pump capacity (main), direct driven m³/h 44 46 44 46Pump capacity (main), separate m³/h 40 41 40 41Pump capacity (priming) 4) m³/h 13.4/16.3 13.4/16.3Oil volume, wet sump, nom. m³ 0.67 0.67Oil volume in separate system oil tank, nom. m³ 2.0 2.0Filter fineness, nominal microns 15 15Filters difference pressure, alarm. bar 1.5 1.5Oil consumption (100% load), abt. 9) g/kWh 0.6 0.8

Cooling water system

High temperature cooling water systemPressure before engine, nom. bar 1.8 + static 1.8 + staticPressure before engine, alarm bar 1.0 + static 1.0 + staticPressure before engine, max bar 4.0 4.0Temperature before engine, abt. °C 85 85Temperature after engine, nom. °C 91 91Temperature after engine, alarm °C 100 100Temperature after engine, stop °C 105 105Pump capacity, nom m³/h 47 48 47 48Pump capacity, min. m³/h 43 44 43 44Pressure drop over engine bar 0.40 0.40Water volume in engine m³ 0.305 0.305Pressure from expansion tank bar 0.7...1.5 0.7...1.5Pressure drop over central cooler, max. bar 0.6 0.6Delivery head of stand-by pump bar 2.0 2.0

Low temperature cooling water systemPressure before engine, nom. bar 1.8 + static 1.8 + staticPressure before engine, alarm bar 1.0 + static 1.0 + staticPressure before engine, max bar 4.0 4.0Temperature before engine, abt. °C 25 25Temperature before engine, max °C 38 38Temperature before engine, min. °C 25 25Temperature after engine, min. 6) °C 35 (65) 35 (65)Pump capacity, nom. m³/h 47 48 47 48Pump capacity, min. m³/h 43 44 43 44Pressure drop over charge air cooler bar 0.1 0.1Pressure drop over oil cooler bar 0.2 0.2Pressure drop over central cooler, max. bar 0.6 0.6Pressure from expansion tank bar 0.7...1.5 0.7...1.5Delivery head of stand-by pump bar 2.0 2.0

Starting air systemAir pressure, nom. bar 30 30Air pressure, min. (20°C) bar 10 10Air pressure, max. bar 30 30Air pressure, alarm bar 18 18Air consumption per start (20°C) 7) Nm³ 0.6 0.6

1) If priming pump is connected, 400 RPM

2) At an ambient temperature of 25°C.

3) The figures are without margins at 100% load and constant speed.

4) Capacities at 50 and 60 Hz respectively.

5) According to ISO 3046/l, lower calorific value 42700 kJ/kg, at constant engine speed, with engine driven pumps.Tolerance +5%.

6) The figures in brackets apply to low load, for engines with load dependent temperature control of the cooling water.

7) At remote and automatic starting, the consumption may be 50% higher.

8) At constant speed. Figures in brackets at speed acc. to propeller curve.

9) Tolerance +0.3 g/kWh

Subject to revision without notice.


3. Technical data

Wärtsilä Vasa 4R32 LN D LN E

Engines speed RPM 720 750 720 750

Engine output kW 1480 1500 1620 1640Engine output HP 2010 2040 2200 2230Cylinder bore mm 320 320Stroke mm 350 350Swept volume dm³ 112.6 112.6Compression ratio 13.8:1 13.8:1Compression pressure, max. bar 120 130Firing pressure, max bar 155 165Charge air pressure bar 2.35 2.4 2.6 2.65Mean effective pressure bar 21.9 21.3 24.0 23.3Mean piston speed m/s 8.4 8.75 8.4 8.75Idling speed 1) RPM 500 500


Exhaust gas systemExhaust gas flow (100% load) 8) kg/s 3.2 3.3 (3.3) 3.4 3.5 (3.5)

( 85% load) 8) kg/s 2.9 3.0 (2.8) 3.0 3.1 (3.0)( 75% load) 8) kg/s 2.6 2.7 (2.5) 2.8 2.9 (2.7)( 50% load) 8) kg/s 1.9 2.0 (1.6) 2.0 2.1 (1.7)

Exhaust gas temperature after turbocharger(100% load) 2, 8) °C 322 317 (317) 328 323 (323)( 85% load) 2, 8) °C 316 311 (319) 318 313 (321)( 75% load) 2, 8) °C 315 310 (325) 315 310 (324)( 50% load) 2, 8) °C 315 310 (371) 315 310 (369)






Lubricating oil system

Pressure before engine, nom bar 4.0 4.2Pressure before engine, alarm. bar 3.5 3.5Pressure before engine, stop bar 2.5 2.5Priming pressure, nom. bar 0.8 0.8Priming pressure, alarm bar 0.5 0.5Temperature before engine, nom. 6) °C 63 (77) 63 (77)Temperature before engine, alarm 6) °C 80 (90) 80 (90)Temperature after engine, abt. 6) °C 78 (84) 78 (84)


3. Technical data






Low temperature cooling water systemPressure before engine, nom. bar 1.8 + static 1.8 + staticPressure before engine, alarm bar 1.0 + static 1.0 + staticPressure before engine, max bar 4.0 4.0Temperature before engine, abt. °C 25 25Temperature before engine, max °C 38 38Temperature before engine, min. °C 25 25Temperature after engine, min. 6) °C 35 (65) 35 (65)Pump capacity, nom. m³/h 47 48 47 48Pump capacity, min. m³/h 43 44 43 44Pressure drop over charge air cooler bar 0.1 0.1Pressure drop over oil cooler bar 0.2 0.2Pressure drop over central cooler, max. bar 0.6 0.6Pressure from expansion tank bar 0.7...1.5 0.7...1.5Delivery head of stand-by pump bar 2.0 2.0






5) According to ISO 3046/l, lower calorific value 42700 kJ/kg, at constant engine speed, with engine driven pumps. Tolerance+5%.


7) At remote and automatic starting, the consumption may be 50% higher.

8) At constant speed. Figures in brakets at speed acc. to propeller curve.

9) Tolerance +0.3 g/kWh.



3. Technical data

3.2. Wärtsilä Vasa 6R32 D E






Exhaust gas temperature after turbocharger(100% load) 2, 8) °C 313 (320) 308 (315) 318 (325) 314 (320)( 85% load) 2, 8) °C 308 (320) 303 (315) 313 (325) 308 (320)( 75% load) 2, 8) °C 310 (330) 303 (325) 308 (330) 303 (325)( 50% load) 2, 8) °C 295 (335) 290 (330) 300 (340) 295 (335)


Heat balance 3)Effective output kW 2220 2250 2430 2460Lubricating oil kW 252 258 263 270Jacket water kW 504 510 551 562Charge air, HT-circuit kW 369 386 424 444Charge air, LT-circuit kW 286 288 319 326Exhaust gases kW 1415 1455 1600 1640Radiation kW 92 92 96 96




Lubricating oil systemPressure before engine, nom bar 4.0 4.3 4.0 4.3Pressure before engine, alarm. bar 3.5 3.5Pressure before engine, stop bar 2.5 2.5Priming pressure, nom. bar 0.8 0.8Priming pressure, alarm bar 0.5 0.5Temperature before engine, nom. 6) °C 63 (77) 63 (77)Temperature before engine, alarm 6) °C 80 (90) 80 (90)Temperature after engine, abt. 6) °C 78 (84) 78 (84)


3. Technical data



Pump capacity (main), direct driven m³/h 57 59 57 59Pump capacity (main), separate m³/h 51 53 51 53Pump capacity (priming) 4) m³/h 13.4/16.3 13.4/16.3Oil volume, wet sump, nom. m³ 1.3 1.3Oil volume in separate system oil tank, nom. m³ 3.0 3.0Filter fineness, nominal microns 15 15Filters difference pressure, alarm. bar 1.5 1.5Oil consumption (100% load) abt. 9) g/kWh 0.6 0.8


High temperature cooling water systemPressure before engine, nom. bar 2.4 + static 2.4 + staticPressure before engine, alarm bar 1.0 + static 1.0 + staticPressure before engine, max. bar 4.0 4.0Temperature before engine, abt. °C 85 85Temperature after engine, nom. °C 91 91Temperature after engine, alarm °C 100 100Temperature after engine, stop °C 105 105Pump capacity, nom m³/h 70 72 70 72Pump capacity, min. m³/h 65 66 65 66Pressure drop over engine bar 0.4 0.4Water volume in engine m³ 0.41 0.41Pressure from expansion tank bar 0.7...1.5 0.7...1.5Pressure drop over central cooler, max. bar 0.6 0.6Delivery head of stand-by pump bar 2.0 2.0

Low temperature cooling water systemPressure before engine, nom. bar 2.4 + static 2.4 + staticPressure before engine, alarm bar 1.0 + static 1.0 + staticPressure before engine, max bar 4.0 4.0Temperature before engine, abt. °C 25 25Temperature before engine, max. °C 38 38Temperature before engine, min. °C 25 25Temperature after engine, min. 6) °C 35 (65) 35 (65)Pump capacity, nom. m³/h 70 72 70 72Pump capacity, min. m³/h 65 66 65 66Pressure drop over charge air cooler bar 0.1 0.1Pressure drop over oil cooler bar 0.4 0.4Pressure drop over central cooler, max. bar 0.6 0.6Pressure from expansion tank bar 0.7...1.5 0.7...1.5Delivery head of stand-by pump bar 2.0 2.0


1) If priming pump is connected, 400 RPM.


3) The figures are without margins at 100% load, and constant speed.

4) Capacities at 50 and 60 Hz at 100% load.

5) According to ISO 3046/l, lower calorific value 42700 kJ/kg, at constant engine speed, with engine driven pumps.Tolerance + 5%.


7) At remote and automatic starting, the consumption in 2...3 times higher.





3. Technical data




Combustion air systemFlow of air at 100% load kg/s 4.5 4.7 4.9 5.0Ambient air temperature, max. °C 45 45Air temperature after air cooler °C 40...70 40...70Air temperature after air cooler, alarm °C 70 70Air temperature after air cooler, stop or shutdown °C 80 80











3. Technical data








1) If priming pump is connected, 400 RPM.


3) The figures are without margins at 100% load, and constant speed.

4) Capacities at 50 and 60 Hz at 100% load.

5) According to ISO 3046/l, lower calorific value 42700 kJ/kg, at constant engine speed, with engine driven pumps.Tolerance + 5%.







3. Technical data












Lea k fuel quantity, clean fuel (100% load) kg/h 2.6 2.6



3. Technical data



















3. Technical data





High temperature cooling water systemPressure before engine, nom. bar 1.7 + static 1.7 + staticPressure before engine, alarm bar 1.0 + static 1.0 + staticPressure before engine, max. bar 4.0 4.0Temperature before engine, abt. °C 85 85Temperature after engine, nom. °C 91 91Temperature after engine, alarm °C 100 100Temperature after engine, stop °C 105 105Pump capacity, nom. m³/h 105 108 105 108Pump capacity, min. m³/h 98 100 98 100Pressure drop over engine bar 0.4 0.4Water volume in engine m³ 0.56 0.56Pressure from expansion tank bar 0.7...1.5 0.7...1.5Pressure drop over central cooler, max. bar 0.6 0.6Delivery head of stand-by pump bar 2.0 2.0

Low temperature cooling water systemPressure before engine, nom. bar 1.7 + static 1.7 + staticPressure before engine, alarm bar 1.0 + static 1.0 + staticPressure before engine, max. bar 4.0 4.0Temperature before engine, abt. °C 25 25Temperature before engine, max. °C 38 38Temperature before engine, min. °C 25 25Temperature after engine, min. 6) °C 35 (65) 35 (65)Pump capacity, nom. m³/h 105 108 105 108Pump capacity, min. m³/h 98 100 98 100Pressure drop over charge air cooler bar 0.1 0.1Pressure drop over oil cooler bar 0.4 0.4Pressure drop over central cooler, max. bar 0.6 0.6Pressure from expansion tank bar 0.7...1.5 0.7...1.5Delivery head of stand-by pump bar 2.0 2.0













3. Technical data















3. Technical data






Low temperature cooling water systemPressure before engine, nom. bar 1.7 + static 1.7 + staticPressure before engine, alarm bar 1.0 + static 1.0 + staticPressure before engine, max. bar 4.0 4.0Temperature before engine, abt. °C 25 25Temperature before engine, max. °C 38 38Temperature before engine, min. °C 25 25Temperature after engine, min. 6) °C 35 (65) 35 (65)Pump capacity, nom. m³/h 105 108 105 108Pump capacity, min. m³/h 98 100 98 100Pressure drop over charge air cooler bar 0.1 0.1Pressure drop over oil cooler bar 0.4 0.4Pressure drop over central cooler, max. bar 0.6 0.6Pressure from expansion tank bar 0.7...1.5 0.7...1.5Delivery head of stand-by pump bar 2.0 2.0













3. Technical data

3.5. Wärtsilä Vasa 12V32 D E


Engine output kW 4440 4500 4860 4920Engine output HP 6040 6120 6610 6690Cylinder bore mm 320 320Stroke mm 350 350Swept volume dm³ 337.8 337.8Compression ratio 12:1 12:1Compression pressure, max. bar 105 110Firing pressure, max. bar 145 155Charge air pressure bar 2.53 2.6 2.8 2.85Mean effective pressure bar 21.9 21.3 24.0 23.3Mean piston speed m/s 8.4 8.75 8.4 8.75Idling speed 1) RPM 500 500





Exhaust gas temp. after cylinder, alarm °C 500 500Exhaust gas back pressure, recommended max. bar 0.03 0.03Exhaust gas pipe diameter, min. mm 800 800Exhaust ga pipe diameter, (outlet) mm 2 x 600 2 x 600







3. Technical data

Wärtsilä Vasa 12V32 D E


Pump capacity (main), direct driven m³/h 90 94 90 94Pump capacity (main), separate m³/h 86 90 86 90Pump capacity (priming) 4) m³/h 21.0/25.5 21.0/25.5Oil volume, wet sump, nom. m³ 1.88 1.88Oil volume in separate system oil tank, nom. m³ 6.1 6.1Filter fineness, nominal microns 15 15Filters difference pressure, alarm. bar 1.5 1.5Oil consumption (100% load) abt. 10) g/kWh 0.6 0.8Oil flow through cooler, max. m³/h 68 71 68 71



Low temperature cooling water systemPressure before engine, nom. bar 2.6 + static 2.6 + staticPressure before engine, alarm bar 1.0 + static 1.0 + staticPressure before engine, max bar 4.0 4.0Temperature before engine, abt. °C 25 25Temperature before engine, max °C 38 38Temperature before engine, min. °C 25 25Temperature after engine, min. 6, 7) °C 35 (65) 35 (65)Pump capacity, nom. m³/h 140 144 140 144Pump capacity, min. m³/h 130 133 130 133Pressure drop over charge air cooler bar 0.1 0.1Pressure drop over oil cooler bar 0.8 0.8Pressure drop over central cooler, max. bar 0.6 0.6Pressure from expansion tank bar 0.7...1.5 0.7...1.5Delivery head of stand-by pump bar 2.0 2.0








7) Including lubricating oil cooler.

8) At remote and automatic starting, the consumption is 2...3 times higher.





3. Technical data

Wärtsilä Vasa 12V32 LN D LN E


Engine output kW 4440 4500 4860 4920Engine output HP 6040 6120 6610 6690Cylinder bore mm 320 320Stroke mm 350 350Swept volume dm³ 337.8 337.8Compression ratio 13.8:1 13.8:1Compression pressure, max. bar 120 130Firing pressure, max. bar 155 165Charge air pressure bar 2.35 2.4 2.6 2.65Mean effective pressure bar 21.9 21.3 24.0 23.3Mean piston speed m/s 8.4 8.75 8.4 8.75Idling speed 1) RPM 500 500





Exhaust gas temp. after cylinder, alarm °C 500 500Exhaust gas back pressure, recommended max. bar 0.03 0.03Exhaust gas pipe diameter, min. mm 800 800Exhaust ga pipe diameter, (outlet) mm 2 x 600 2 x 600







3. Technical data



Pump capacity (main), direct driven m³/h 90 94 90 94Pump capacity (main), separate m³/h 86 90 86 90Pump capacity (priming) 4) m³/h 21.0/25.5 21.0/25.5Oil volume, wet sump, nom. m³ 1.88 1.88Oil volume in separate system oil tank, nom. m³ 6.1 6.1Filter fineness, nominal microns 15 15Filters difference pressure, alarm. bar 1.5 1.5Oil consumption (100% load) abt. 10) g/kWh 0.6 0.8Oil flow through cooler, max. m³/h 68 71 68 71

















3. Technical data





Exhaust gas systemExhaust gas flow (100% load) 9) kg/s 12.6 (12.4) 13.0 (12.8) 13.8 (13.6) 14.2(14.0)



Exhaust gas temperature after cylinder, alarm °C 500 500Exhaust gas back pressure, recommended max. bar 0.03 0.03Exhaust gas pipe diameter, min. (common) mm 900 900Exhaust ga pipe diameter, (outlet) mm 2 x 700 2 x 700







3. Technical data



Pump capacity (main), direct driven m³/h 123 128 123 128Pump capacity (main), separate m³/h 108 112 108 112Pump capacity (priming) 4) m³/h 32.3/39.3 32.3/39.3Oil volume, wet sump, nom. m³ 2.41 2.41Oil volume in separate system oil tank, nom. m³ 8.1 8.1Filter fineness, nominal microns 15 15Filters difference pressure, alarm. bar 1.5 1.5Oil consumption (100% load) abt. 10) g/kWh 0.6 0.8Oil flow trough cooler, max. m³/h 87 91 87 91

















3. Technical data







Exhaust gas temperature after turbocharger(100% load) 2, 9) °C 322 317 (317) 330 325 (325)

( 85% load) 2, 9) °C 316 311 (320) 320 315 (323)( 75% load) 2, 9) °C 316 311 (326) 317 312 (327)( 50% load) 2, 9) °C 321 316 (371) 322 317 (371)

Exhaust gas temperature after cylinder, alarm °C 500 500Exhaust gas back pressure, recommended max. bar 0.03 0.03Exhaust gas pipe diameter, min. (common) mm 900 900Exhaust ga pipe diameter, (outlet) mm 2 x 700 2 x 700







3. Technical data




















3. Technical data








Exhaust gas temperature after cylinder, alarm °C 500 500Exhaust gas back pressure, recommended max. bar 0.03 0.03Exhaust gas pipe diameter, min. (common) mm 1000 1000Exhaust gas pipe diameter, (outlet) mm 2 x 700 2 x 700







3. Technical data






Low temperature cooling water systemPressure before engine, nom. bar 2.4 + static 2.4 + staticPressure before engine, alarm bar 1.0 + static 1.0 + staticPressure before engine, max. bar 4.0 4.0Temperature before engine, abt. °C 25 25Temperature before engine, max. °C 38 38Temperature before engine, min. °C 25 25Temperature after engine, min. 6, 7) °C 35 (65) 35 (65)Pump capacity, nom. m³/h 210 216 210 216Pump capacity, min. m³/h 195 200 195 200Pressure drop over charge air cooler bar 0.1 0.1Pressure drop over oil cooler bar 0.8 0.8Pressure drop over central cooler, max. bar 0.6 0.6Pressure from expansion tank bar 0.7...1.5 0.7...1.5Delivery head of stand-by pump bar 2.0 2.0










9) At constant speed. Figures in brackets at speed according to propeller curve.




3. Technical data





Exhaust gas systemExhaust gas flow (100% load) kg/s 13.8 14.5 15.1 15.6

( 85% load) kg/s 12.3 12.8 13.3 13.9( 75% load) kg/s 11.4 11.9 12.3 12.8( 50% load) kg/s 8.2 8.7 9.0 9.4

Exhaust gas temperature after turbocharger(100% load) 2) °C 322 317 330 325( 85% load) 2) °C 315 310 320 315( 75% load) 2) °C 313 308 316 311( 50% load) 2) °C 309 305 312 307

Exhaust gas temperature after cylinder, alarm °C 500 500Exhaust gas back pressure, recommended max. bar 0.03 0.03Exhaust gas pipe diameter, min. (common) mm 1000 1000Exhaust gas pipe diameter, (outlet) mm 2 x 700 2 x 700







3. Technical data






Low temperature cooling water systemPressure before engine, nom. bar 2.4 + static 2.4 + staticPressure before engine, alarm bar 1.0 + static 1.0 + staticPressure before engine, max. bar 4.0 4.0Temperature before engine, abt. °C 25 25Temperature before engine, max. °C 38 38Temperature before engine, min. °C 25 25Temperature after engine, min. 6, 7) °C 35 (65) 35 (65)Pump capacity, nom. m³/h 210 216 210 216Pump capacity, min. m³/h 195 200 195 200Pressure drop over charge air cooler bar 0.1 0.1Pressure drop over oil cooler bar 0.8 0.8Pressure drop over central cooler, max. bar 0.6 0.6Pressure from expansion tank bar 0.7...1.5 0.7...1.5Delivery head of stand-by pump bar 2.0 2.0










9) At constant speed. Figures in brackets at speed according to propeller curve.




3. Technical data

4. Description of the engine

4.1. Wärtsilä Vasa 32 D & E

Engine block

The engine block, made of Meehanite cast iron (GD-J), iscast in one piece for all cylinder numbers. It incorporatesthe jacket water manifold, the camshaft bearing hous-ings and the charge air receiver. In V-engines the chargeair receiver is located between the cylinder banks. Thecrankshaft is mounted in the engine block in an un-derslung way.

The bearing caps, made of nodular cast iron, are fixedfrom below by two hydraulically tensioned screws. Theyare guided sideways by the engine block at the top aswell as at bottom. Hydraulically tensioned horizontal sidescrews at the lower guiding provide a very rigid crank-shaft bearing.

A hydraulic jack, supported in the oil sump, offers thepossibility to lower and lift the main bearing caps, e.g.when inspecting the bearings. Lubricating oil is led to thebearings and piston thourgh this jack. A combined fly-wheel/thrust bearing is located at the driving end of theengine.

The oil sump, a light welded design, is mounted on theengine block from below and sealed by O-rings. The oilsump is available in two alternative designs, wet or drysump, depending on the type of application. The wet oilsump comprises, in addition to a suction pipe to the lubeoil pump, also the main distributing pipe for lube oil aswell as suction pipes and a return connection for theseparator. The dry sump is drained at either end (freechoice) to a separate system oil tank.

The holding down bolts are hydraulically tightened in or-der to facilitate the engine installation.

Crankshaft

The crankshaft is forged in one piece. The connectingrods, at the same crank in the V-engines, are arrangedside-by-side in order to achieve as vast standardizationas possible of the in-line and V-engine details. For thesame reason the diameters of the crank pins and jour-nals are equal irrespective of the cylinder number.

The crankshaft is fully balanced to counteract bearingloads from eccentric masses. If necessary, it is providedwith a torsional vibration damper at the free end of theengine. Full output can be taken off at the free end.

Connecting rod

The connecting rods are forged and machined of alloysteel. The big end is split diagonally to allow removal ofpiston and connecting rod parts. Two connecting rodbolts are hydraulically tightened by means of the sametool which is used for the side screws of the main bearingcap and the holding down bolts of the engine. The gudg-eon pin bearing is of the same tri-metal design as the bigend bearing. Oil is led to the gudgeon pin bearing andpiston through a bore in the connecting rod.

Main bearings and big end bearings

The main bearings and big end bearings are either of tri-metal design with steel back, lead-bronze lining and asoft running layer, or of the bi-metal design with steelback and a tin-aluminium running layer.

Cylinder liner

The cylinder liners are centrifugally cast of special al-loyed cast iron. The top collar of the cylinder liner is pro-vided with bore cooling for efficient control of the linertemperature. The liner is equipped with an anti-polishingring, preventing bore polishing.

Piston

The piston is of the composite type with steel top andnodular cast iron skirt. The piston skirt/cylinder liner is lu-bricated by a piston skirt lubricating system featuring fourlubricating bores in a groove on the piston skirt. The pis-ton top is cooled by means of “the shaker effect”. The pis-ton ring grooves are hardened.

Piston rings

The piston ring set consists of three chromium-platedcompression rings and one spring-loaded oil scraperring with chromium-plated edges.



Cylinder head

The cylinder head is made of grey cast iron. The flameplate is relatively thin and is cooled efficiently with coolingwater.

The mechanical load is absorbed by a strong intermedi-ate deck which together with the upper deck and the sidewalls forms a box section.

The cylinder head is mounted on the engine block withfour hydraulically tensioned cylinder head studs. The ex-haust valve seats are directly water cooled.

Camshaft and valve mechanism

The cams are integrated in the drop forged shaft mate-rial. The bearing journals are made in separate pieceswhich are fitted to the camshaft pieces with flange con-nections. This solution allows sideways removal of thecamshaft pieces. The bearing housings are intergratedin the engine block casting. The camshaft bearings areinstalled and removed with a hydraulic tool. The cham-shaft covers, one for each cylinder, seal against the en-gine block with a closed sealing profile.

The valve tappets are of the piston type with a certain sel-fadjustment of roller against cam to give an even distribu-tion of the contact pressure. The valve springs togetherwith the tappet spring make the roller follow the cam con-tinuously.

Camshaft drive

The camshafts are driven by the cranskshaft through agear train. The driving gearwheel is fixed to the crank-shaft by flange connections.

Turbocharging and charge air cooling

In-line engines have one turbocharger and V-engineshave one charger per cylinder bank. The turbocharger(s)can be placed either at the driving end or at the free end.For cleaning of the turbocharger during operation thereis, as standard, a water washing device for the air sideand the exhaust side. The air coolers are of the inserttype and fitted into a housing. The inserts are easy to re-move for cleaning of the air side, and the water side is ac-cessible by removing the end of the cooler insert.

Injection equipment

The injection pumps are one-cylinder pumps with built-intappets. The delivery commencement is carefully ad-justed by the manufacturer; the tolerances of the engineblock and the camshaft are eliminated by a plate, cali-brated by the engine manufacturer. Therefore, it is possi-ble to change an injection pump without readjusting thestart of delivery. The injection pumps are of the flow-through type for heavy fuel operation.

The injection valve is centrally located in the cylinderhead and the fuel supply is through a high pressure con-nection screwed into the nozzle holder. The injectionpipe between the injection pump and the high pressureconnection has a double wall design.

Exhaust pipes

The exhaust pipes are of nodular cast iron. The connec-tions are of the clamp ring type. The complete exhaustsystem is enclosed in an insulating box consisting of eas-ily removable plates supported by a pipe frame. Mineralwool is the insulating material.

4.2. Wärtsilä Vasa 32 D & E Low NOX

The engine description in 4.1. is also valid for the Wärt-silä Vasa 32 Low NOX versions with the following excep-tions:

Connecting rod

The connecting rod is of a three-piece design, whichgives a minimum dismantling height and enables the pis-ton to be dismounted without opening the big end bear-ing.

The connecting rod is of forged alloy steel and machinedwith round sections. All connecting rod studs are hydrau-lically tightened. The gudgeon pin bearing is of tri-metaltype.

Piston rings

The piston ring set consists of two chromium-platedcompression rings and one spring-loaded oil scraperring with chromium-plated edges.



5. Fuel system

5.1. General

The engine is designed for continuous heavy fuel opera-tion. It is, however, possible to operate the engine also ondiesel fuel without any alterations.

The engine can be started and stopped on heavy fuelprovided that the engine and fuel system are preheatedto operating temperature.

5.2. Internal fuel system on the engine

Depending on the engine and type of application the fuelsystem built on the engine can vary somewhat in design.

Usually the following equipment is built on the engine:

• heavy fuel injection pumps

• injection valves

• fine filter of duplex type with replaceable paper car-tridges (not on V-engines)

• electrically driven fuel feed pump with safety valve andpump by-pass line with non-return valve (not on V-engines)

• pressure control valve in the outlet pipe

For single engine installations the electrically driven fuelfeed pump is normally omitted.

Leak fuel from the nozzles is drained to atmosphericpressure (the clean leak fuel system). Clean leak fuel canbe pumped back to the day tanks without treatment. Con-cerning quantity of leak fuel, see Technical data. Possi-ble leak fuel from broken injection pipes or fuel spilled outin the hotbox (the “dirty” leak fuel system) is drainedthrough a separate system and shall be led to a sludgetank.

5.3. Design of the external fuel system

General

The design of the external fuel system may vary fromship to ship but every system should provide wellcleaned fuel with the correct temperature and pressureto each engine. When using heavy fuel it is most impor-tant that the fuel is properly cleaned from solid particlesand water. In addition to the harm poorly centrifuged fuelwill do to the engine, high content of water may cause bigproblems for the fuel feed system. For the feed system,well-proven components should be used.

The fuel treatment system should comprise a settlingtank and separators to supply the engine(s) with suffi-ciently clean fuel. When operating on heavy fuel the di-mensioning of the separators is of greatest importance

and therefore the recommendations for the design of theseparators should be closely followed.

In multi-engine installations, the following main princi-ples should be followed when dimensioning the fuel sys-tem:

• Recommended maximum number of engines con-nected in parallel to the same fuel feed system is three.

• For main engines, separate fuel feed circuits are rec-ommended for each propeller shaft (two-engine instal-lations); in four-engine installations so that one fromeach shaft is fed from the same circuit.

• Main and auxiliary engines are recommended to beconnected to separate circuits.

Tank heating

In ships intended for operation on heavy fuel, steam orthermal oil, heating coils must be installed in the bunkertanks. In cargo vessels, fuel heating is usually one of themost important items to consider when evaluating theheating requirements.

All heat consumers should be considered:

• bunker tanks

• day and settling tanks

• trace heating

• fuel separators

• fuel booster modules

The heating requirement of tanks is calculated from themaximum heat losses from the tank and from the re-quirement of raising the temperature by typically 1°C/h.The heat loss can be assumed to the 15 W/m²°C be-tween tanks and shell plating against the sea and 3W/m²°C between tanks and cofferdams. The heat ca-pacity of fuel oil can be taken as 2 kJ/kg°C.

For pumping, the temperature of fuel storage tanks mustalways be maintained 5 - 10°C above the pour point -typically at 35 - 40°C. The heating coils can be designedfor a temperature of 50°C.

The day amd settling tank temperatures are usually inthe range 50 - 70°C. A typical heating capacity is 12 kWeach.

Trace heating of insulated fuel pipes requires about1.5 W/m²°C. The area to be used is the total externalarea of the fuel pipe.

Fuel separators require typically 7 kW/installed engineMW and booster units 30 kW/installed engine MW. Seealso formulas presented later in this chapter.

5. Fuel system

44 Marine Project Guide WV32 - Issue 1/1997

Internal fuel system (4V76F1380a)

Marine Project Guide WV32 - Issue 2/1997 45

5. Fuel system

System components

01 Fuel feed pump, electrically driven02 Duplex fine filter03 Injection pump04 Injection valve05 Pressure regulating valve06 Bypass non-return valve07 Alarm switch, fuel pipe leakage08 Alarm switch, broken injection pipe

Pipe connentions, engine

101 Fuel inlet102 Fuel return103 Leak fuel drain, clean fuel104 Leak fuel drain, dirty fuel

Pipe dimensions

Engine 101 102 103 1044 - 9R32 OD28 OD28 OD22 OD2212 - 18V32 OD32 OD32 OD22 OD22

In-line engines V-engines

101 Ermeto, PN100 Flange, PN16102 DN 2353, PN100 Flange, PN16103 DIN 2391, - DIN 2391, -104 DIN 2391, - DIN 2391, -

FUEL TRANSFER AND SEPARATING SYSTEM

Heavy fuel (residual, and mixtures of residual and distil-late) must be cleaned in an efficient centrifugal separatorbefore entering the day tank. In case pure distillated fuelis used, centrifuging is still recommended as fuel may becontaminated in the storage tanks. The rated capacity ofthe separator may be used provided the fuel viscosity isless than 12 cSt at centrifuging temperature. Marine GasOil viscosity is normally less than 12 cSt/15°C.

Separator mode of operation

Two separators, both of the same size, should be in-stalled. The capacity of one separator must be sufficientfor the total fuel consumption. The other (standby) sepa-rator should also be in operation all the time.

It is recommended that conventional separators withgravity disc are arranged for operation in series, the firstas a purifier and the second as a clarifier. This arrange-ment can be used for fuels with a viscosity up to max.about 991 kg/m³ at 15°C.

Separators with controlled discharge of sludge (withoutgravity disc) operating on a continuous basis can handlefuels with a viscosity exceeding 991 kg/m³ at 15°C. In thiscase the main and standby separators should be run inparallel.

For pure distillate fuel, a separate purifier should be in-stalled.

SEPARATING SYSTEM COMPONENTS

Day tank, heavy fuel

See Feed system

Settling tank, heavy fuel

The settling tank is usually dimensioned to ensure fuelsupply for min. 24 operating hours when filled to maxi-mum. The tank should be designed to provide an efficientsludge and water rejecting effect. The tank must be pro-vided with a heating coil and should be well insulated.

To ensure constant fuel temperature at the separator,the settling tank temperature should be kept stable. Thetemperature in the settling tank should be between 50 -70°C.

The min. level in the settling tank should be kept high.This ensures that the temperature will not decrease toomuch when the tank is filled up with cold bunker.

Suction strainer, separator feed pump

A suction strainer shall be fitted to protect the feed pump.The strainer should be equipped with a heating jacket incase the installation place is cold. The strainer can be ei-ther a duplex filter with change over valves or two sepa-rate simplex strainers. The design of the strainer shouldbe such that air suction cannot occur.

• fineness 0.5 mm

Feed pump, separator

The use of a high temperature resistant screw pump isrecommended. The pump should be separate from theseparator and electrically driven.

Design data:

The pump should be dimensioned for the actual fuelquality and recommended throughput of the separator.The flow rate through the separators should, however,not exceed the maximum fuel consumption by more than10%. No control valve should be used to reduce the flowof the pump.

• operating pressure, max. 5 bar

• operating temperature 100°C

• viscosity for dimensioningof the electric motor 1000 cSt

Preheater, separator

The preheater is dimensioned according to the feedpump capacity and a given settling tank temperature.The heater surface temperature must not be too high inorder to avoid cracking of the fuel. The heater should bethermostatically controlled for maintaining the fuel tem-perature within ± 2°C. The recommended preheatingtemperature for heavy fuel is 98°C.

Design data:

The required minimum capacity of the heater is:

P kW =m l / h t C

1700

m = capacity of the separator feed pump

t = temperature rise in heater

For heavy fuels t = 38°C can be used, i.e. a settling tanktemperature of 60°C.

Fuels having a viscosity higher than 5 cSt at 50°C needpreheating before the separator.

5. Fuel system


Transfer and separating system (3V69E0581)

System components

10 Settling tank11 Suction filter12 Feed pump13 Heater14 Separator

15 Transfer pump16 Bunker tank17 Overflow tank18 Sludge tank20 Day tank


5. Fuel system

Separator

The fuel oil separator should be sized according to the rec-ommendations of the separator maker.The maximum service throughput of a separator for thespecific application should be:

Q l / h =P kW b g / kWh 24 h

kg / m t h3in which

P = max. continuous rating of the diesel engine

b = specific fuel consumption + 15% safety margin

= density of the fuel

t = daily separating time for selfcleaning separator(usually = 23 h or 23.5 h)

This maximum service throughput of the separator de-pends on the type of HFO. It is typically expressed as apercentage of the nominal capacity of the separator.

Fuel viscosity(cSt at 50°C)

Max.service throughput(% of nominal capacity)

700380180

162640

The percentage can vary according to fuel type andseparator make. For final dimensioning the separatormaker should be consulted.

For MDO (max viscosity 11 cSt at 50°C) a flow rate of80% and a preheating temperature of 45°C are recom-mended.

The flow rates recommended for the separator and thegrade of fuel in use must not be exceeded. The lowerthe flow rate the better the separation efficiency.

Suitable Alfa Laval and Westfalia separators are pre-sented in the tables above.

Sludge tank, separator

The sludge tank should be placed below the separatorsas close as possible. The sludge pipe should be con-tinuously falling without any horizontal parts.

5. Fuel system


Alfa-Laval fuel separators / Engine MCR [MW]

Separator GO MDO Fuel viscosity [cSt/50°C]

60 100 180 380 460 600 700

MMPX 303MMPX 304MOPX 205MOPX 207MOPX 309MOPX 310MOPX 213FOPX 605MFPX 307FOPX 609FOPX 610FOPX 613

5.29.3

17.729.041.960.977.012.227.341.641.663.9

4.88.1

15.325.035.952.458.112.227.341.641.663.9

3.25.6

10.517.725.436.740.7

9.220.631.531.548.3

3.05.2

10.116.924.235.139.1

8.819.830.230.246.2

2.84.88.9

14.921.431.434.7

8.017.626.928.440.3

1.83.06.09.7

14.120.222.6

5.011.317.621.029.4

8.111.717.319.0

4.29.7

14.718.126.9

6.89.7

14.115.7

3.68.0

12.214.722.3

3.27.1

10.913.019.8

Westfalia fuel separators / Engine MCR [MW]

Separator GO MDO Fuel viscosity [cSt/50°C]

60 100 180 380 460 600 700

OCS 4-nn-066/3OCS 4-nn-066/4OCS 4-nn-066/5OSA 7-nn-066/7OSA 7-nn-066/8OSA 20-nn-066/14OSA 20-nn-066/20OSA 20-nn-066/25OSB 30-nn-066/30OSB 35-nn-066/35OSB 35-nn-066/40

6.48.0

10.213.817.327.937.746.657.670.994.9

4.96.28.0

10.614.621.329.339.244.354.573.6

4.96.28.0

10.614.621.329.339.244.354.573.6

4.76.07.7

10.314.220.628.438.042.852.971.3

4.25.36.68.9

12.417.724.833.236.846.662.1

2.63.14.05.37.3

10.614.819.522.027.937.2

2.02.43.14.35.88.6

11.815.717.822.329.7

1.62.02.53.54.67.19.3

12.414.017.823.5

1.41.72.33.14.26.28.4

11.312.615.721.3

In the above table: Substitute -nn- by -02-(varizone 991 kg/m³) or by -0136- (Unitrol 1010 kg/m³)

FUEL FEED SYSTEM

General

In-line Vasa 32 engines are usually provided with a built-on electrically driven fuel feed pump. For V-engines apump should be installed in the external system for eachengine.For heavy fuel operation a pressurized fuel feed systemshould be installed. The overpressure in the system en-sures proper operation of the circulation and injectionpumps and prevents the formation of gas bubbles in thereturn lines from the engines. For fuels with a viscositybelow 115 cSt/50°C a system with an open deaerationtank can be considered if the tanks can be located highenough to prevent cavitation of the fuel circulation pump.The heavy fuel pipes should be properly insulated andequipped with trace heating if the viscosity of the fuel is180 cSt/50°C or higher. It should be possible to shut offthe heating of the pipes, when running on MDO.

SYSTEM COMPONENTS

Day tank, heavy fuel

The heavy fuel day tank is usually dimensioned to ensurefuel supply for about 24 operating hours when filled tomaximum. The design of the tank should be such thatwater and dirt particles do not collect in the suction pipe.The tank has to be provided with a heating coil andshould be well insulated. Maximum recommended vis-cosity in the day tank is 140 cSt. Due to the risk of wax for-mation, fuels with a viscosity lower than 50 cSt/50°Cmust be kept at higher temperatures than the viscositywould require.

Fuel viscosity[cSt at 50°C]

Minimum day tanktemperature [°C]

700380180

656055

The tank and pumps should be placed so that a positivestatic pressure of 0.3...0.5 bar is obtained on the suctionside of the pumps.

Day tank, diesel fuel

The diesel fuel day tank is dimensioned to ensure a fuelsupply for 12 - 14 operating hours when filled to maxi-mum.

Black-out start

In installations where standby generating sets are fedfrom the diesel fuel day tank sufficient fuel pressure for asafe start must also be ensured in the case of a black-out.This can be done with

• a gravity tank min. 15 m above the engine centerline

• a pneumatic emergency pump

• a single phase electric motor driven pump fed from anemergency supply

Suction strainer

A suction strainer with a fineness of 0.5 mm should be in-stalled for protecting the feed pumps. The strainershould be equipped with jacket heating.The strainer may be either of the duplex type withchangeover valves or have two simplex strainers in par-allel. The design should prevent air suction.

Feed pump

The feed pump maintains the pressure in the fuel feedsystem. A high temperature resistant screw pump is rec-ommended.

Design data:

• capacity to cover the total consumption of the enginesand flushing of the automatic filter

• operating pressure 6 bar


• viscosity (for dimensioningthe electric motor) 1000 cSt

Pressure control (overflow) valve

The pressure control valve maintains the pressure in thede-aeration tank directing the surplus flow to the suctionside of the feed pump.

• set point 3 - 5 bar

Fuel consumption meter

If a fuel consumption meter is required, it should be fittedbetween the feed pumps and the deaeration tank. Anautomatically opening bypass line around the consump-tion meter is recommended to prevent possible clog-ging.

The strainer may be either of duplex type with changeo-ver valves or two simplex strainers in parallel. The designshould be such that air suction in prevented.

De-aeration tank

The volume of the tank should be about 100 l. It shouldbe equipped with a vent valve, controlled by a levelswitch. It should also be insulated and equipped with aheating coil. The vent pipe should, if possible, be leddownwards, e.g. to the overflow tank.


5. Fuel system

Circulation pump

The purpose of this pump is to maintain a pressure of 6 barat the injection pumps. It also circulates the fuel in the sys-tem to maintain the viscosity and keep the piping and injec-tion pumps at operating temperature when the engine feedpumps are not in operation and works as a stand-by pumpin the event that the engine feed pumps.

Design data:

• Min. capacity same as the sum of the engine mountedpumps and the flushing of the automatic filter



• viscosity (for dimensioningthe electric motor) 500 cSt

Pressurized fuel feed system, single engine (3V69E0582a)

5. Fuel system


System components

20 Day tank heavy fuel21 Day tank diesel fuel22 Change-over valve23 Suction strainer24 Feed pump25 Strainer26 Flow meter27 De-aeration tank29 Circulation pump30 Heater31 Automatically cleaned fine filter32 Viscosimeter36 Overflow valve37 Leak fuel tank, clean fuel

38 Leak fuel tank, dirty fuel39 Pressure control valve

Pipe connections, engine


Pipe dimensions


Pressurized fuel feed system, auxiliary engines (3V69E0583b)


5. Fuel system

System components

20 Day tank, heavy fuel21 Day tank, diesel fuel22 Change-over valve23 Suction strainer24 Feed pump25 Strainer26 Flow meter27 De-aeration tank29 Circulation pump30 Heater31 Automatically cleaned fine filter32 Viscosimeter33 Suction filter34 Emergency pump35 Filter36 Overflow valve

37 Leak fuel tank, clean fuel38 Leak fuel tank, dirty fuel39 Pressure control valve



Pipe dimensions


Conventional type fuel feed system (3V69E0584)

5. Fuel system


System components

20 Day tank, heavy fuel21 Day tank, diesel fuel22 Change-over valve23 Suction strainer24 Feed pump26 Fuel consumption meter28 De-aeration tank29 Circulation pump30 Heater31 Automatically cleaned fine filter32 Viscosimeter37 Leak fuel tank, clean fuel38 Leak fuel tank, dirty fuel



Pipe dimensions


Heater

The heater(s) is dimensioned to maintain an injection vis-cosity of 14 cSt (for fuels with a viscosity higher than 380cSt/50°C, the temperature at the engine inlet should notexceed 135°C), according to the maximum fuel con-sumption and a given tank temperature.

To avoid fuel cracking the surface temperature in theheater must not be too high. The surface power of elec-tric heaters must not be higher than about 1.5 W/cm².The output of the heater is controlled by a viscosimeter.A thermostat control may be fitted as a reserve. The setpoint of the viscosimeter shall be somewhat lower thanthe required viscosity at the injection pumps to compen-sate for losses in the pipes.

Design data:

The required minimum capacity of the heater is:

P [kW] =m [l / h] t [ C]

1700

m = evaluated by multiplying the specific fuel con-sumption of the engines by the total max. output ofthe engines

t = temperature rise, higher with increased fuel vis-cosity.

The following values can be used:

Fuel viscosity[cSt at 50°C]

Temperature rise in heater[°C]

700380180

80 (65 in day tank)75 (60 in day tank)65 (55 in day tank)

To compensate for heat losses due to radiation, theabove values should be increased by 10 % + 5 kW.

Automatically cleaned fine filter

The use of an automatic back-flushing filter is recom-mended, installed between the heaters and the visco-simeter in parallel with an insert filter as the standby half.For back-flushing filters, the circulation pump capacityshould be sufficient to prevent pressure drop during theflushing operation.

Design data:

• fuel oil viscosity acc. to specification

• operating temperature 0 - 150°C

• preheating from 180 cSt/50°C

• flow circulation pumpcapacity


• test pressure:- fuel side 20 bar- heating jacket 10 bar

• fineness:- back-flushing filter: 34 µm (absolute

mesh size)- insert filter: 34 µm (absolute

mesh size)

• maximum recommended pressure drop for normalfilters at 14 cSt:- clean filter 0.2 bar- dirty filter 0.8 bar- alarm 1.5 bar

If a mesh size finer than 25 µm is specified, the automaticfilter must be placed between the feeder pumps and thedeaeration tank to avoid clogging of the filter mesh due tofuel cracking.

Viscosimeter

For the control of the heater(s) a viscosimeter has to beinstalled. A thermostatic control must be fitted, for safetypurposes in the event the viscosimeter is out of order.The viscosimeter design must withstand the pressurepeaks caused by the injection pumps of the diesel en-gine.

Design data:

• viscosity range at injectionpumps 10 - 24 cSt



Safety filter

Since no fuel filters are built on the engine, one duplextype safety filter is installed between the booster moduleand the engine. The filter should be located as close tothe engine as possible. A common filter is used for all en-gines and is equipped with an alarm contact for high dif-ferential pressure.

• fineness 34 - 37 m

Leak fuel tank, clean fuel

Clean leak fuel draining from the injection pumps can bereused without repeated treatment. The fuel should bedrained to a separate leak fuel tank and, from there, bepumped to the day tank. Alternatively, the clean leak fueltank can be drained to another tank for clean fuel, e.g.the bunker tank, the overflow tank etc. The pipes fromthe engine to the drain tank must slope continuously andbe provided with trace heating and insulation.

Leak fuel tank, dirty fuel

Under normal operation no fuel should leak out of thedirty system. Fuel is drained only in the event of leakageor similar. The pipes to the sludge tank must be traceheated and insulated.


5. Fuel system

Fuel feed unit (3V60L0791)

5. Fuel system


Fuel feed unit

If required a completely assembled fuel feed unit can besupplied as an option. This unit normally comprises thefollowing equipment:

• two suction strainers

• two booster pumps of the screw type, equipped withbuilt-on safety valves and electric motors

• one pressure control/overflow valve

• one pressurized de-aeration tank, equipped with amanually operated vent valve

• two circulation pumps, same type as above

• two heaters, steam or electric, one in operation, theother in reserve

• one automatic back-flushing filter with a by-pass filter

• one viscometer for control of the heaters

• one steam control valve or control cabinet for electricheaters

• one thermostat for emergency control of the heaters

• one control cabinet with starters for pumps, automaticfilter and viscosimeter

• one alarm panel

The above equipment is built on a steel frame which canbe welded or bolted to its foundation in the ship. All heavyfuel pipes are insulated and provided with trace heating.When installing the unit, only power supply, groupalarms, and fuel, steam and air pipes have to be con-nected.

5.4. Flushing instructions

Before start-up of the diesel engine(s) the external pipingbetween the day tank(s) and the engine(s) must beflushed in order to remove any foreign particles, such aswelding slag.

Disconnect the fuel pipes at the engine inlet and outlet(connections 101 and 102). Install a temporary pipe orhose to connect the supply line to the return line, by-passing the engine.

The piping should be flushed through a flushing filter ofmesh size 34 microns or finer.

The inserts of other filters should be removed. The heat-ers, automatic filters and viscosimeter should be by-passed to prevent permanent damage caused by debrisin the piping. The automatic filter must not be used asflushing filter.

The pump used should be protected by a suctionstrainer. The recommended flushing time is a minimumof 6 hours. During this time the welds in the fuel pipingshould be gently knocked at with a hammer to releaseslag, and the filter inspected and cleaned carefully atregular intervals.


5. Fuel system

With steam heaters With electric heaters

Booster module for engine output of 3, 5, 7 and 12 MW 15 and 18 MW 3, 5, 7 and 12 MW 15 and 18 MW

A HFO inletB Fuel to engineC Drain from unitD Deaeration line to overflow tankF MDO inletH Return from engineK Steam inletL Condensate outletP Sludge from automatic filterR Instrument air inlet

Weight dry kg

DN50DN32

R2"DN32DN50DN32DN32DN32DN50

10 mm2100

DN65DN50


10 mm2300

DN50DN32


10 mm2450

DN65DN50


10 mm2650

Counterflanges DIN 2633 or DIN 2576, NP16, included

6. Lubricating oil system

6.1. Internal lubricating oil system

Dependent on the type of engine and application the lu-bricating oil system built on the engine can vary some-what in design. The normal system for the 32 in-lineengine is a circulating system, including main and prelu-bricating oil pump, oil cooler, thermostatic valve and finefilters built on the engine.

On auxiliary engines a wet sump is used.

In main engines designed for heavy fuel operation, drysump is standard. On all 32 V-engines only the lubricat-ing oil pump and the sump are built on the engine whileother components are separate.

Internal lubricating oil system, in-line engines (4V69E0587c)

System components

01 Lubricating oil main pump02 Prelubricating oil pump03 Centrifugal filter04 Oil cooler05 Thermostatic valve06 Fine filter08 Pressure regulating valve09 Shut-off valve, only when stand-by pump is

installed10 Non return valve11 Valve arrangement


202 Lubricating oil outlet (from oil sump)207 Lubricating oil to el. driven pump208 Lubricating oil from el. driven pump213 Lubricating oil from separator and filling (if wet sump)214 Lubricating oil to separator and drain (if wet sump)

Pipe dimensions

Engine 202 207 208 213 2144-6R32 DN150 DN80 DN65 DN40 DN408-9R32 DN150 DN100 DN80 DN40 DN40

202 Flange, PN10207 DIN 2576, PN10208 DIN 2576, PN10213 DIN 2576, PN10214 DIN 2576, PN10



Internal lubricating oil system, V-system (4V69E0588a)



System components

01 Lubricating oil main pump03 Centrifugal filter08 Pressure regulating valve09 Shut-off valve, only when stand-by pump installed10 Non-return valve


201 Lubricating oil inlet202 Lubricating oil outlet (if dry sump)203 Lubricating oil to engine driven pump204 Lubricating oil from engine driven pump205 Lubricating oil to priming pump207 Lubricating oil to el. driven pump213 Lubricating oil from separator and filling (if wet sump)214 Lubricating oil to separator and drain (if wet sump)

Pipe dimensions

Engine 201 202 203 204 205 207 213 214

12-18V32 DN100 DN150 DN125 DN100 DN80 DN125 DN40 DN40

201 DIN 2576, PN10202 Flange, PN10203 DIN 2576, PN10204 DIN 2576, PN10205 DIN 2576, PN10207 DIN 2633, PN10213 DIN 2576, PN10214 DIN 2576, PN10

6.2. Design of the external lubricating oil

system

Each engine should have a lubricating oil system of itsown.

Lubricating oil pump

The direct driven lubricating oil pump is of the gear type,for four and six cylinder engines of the two-wheel typeand for the other cylinder numbers of the three-wheeltype. The pump is dimensioned to provide sufficient floweven at low speeds and is equipped with an overflowvalve which is controlled from the oil pressure in the inletpipe.

If necessary, the engine is provided with pipe connec-tions for a separate, motor driven stand-by pump. Con-cerning flow rates and pressure, see Technical Data.The suction height of the pump should not exceed 5 m.

Prelubricating pump

The prelubricating pump is a motor driven screw pumpequipped with a safety valve. The pump is used for:

• Filling of the diesel engine lubricating oil system beforestarting e.g. when the engine has been out of operationfor a long time

• Continuous prelubrication of a stopped diesel enginethrough which heavy fuel is circulating

• Continuous prelubrication of stopped diesel engine(s)in a multi-engine installation always when one of theengines in running

• Providing additional capacity to the direct driven lubri-cating oil pump in installations where the diesel enginespeed drops below a certain value. In these cases, thepump should start and stop automatically on signalsfrom the speed measuring system.

In V-engines which have no built-on prelubricating oilpump, the prelubrication should be arranged by meansof an external pump or the stand-by pump operating atreduced speed.

Concerning flows and pressure, see Technical Data. Thesuction height of the built-on prelubricating pump shouldnot exceed 3.5 m.

Lubricating pump, stand-by

The stand-by lubricating oil pump can be of gear or screwtype and should be provided with a pressure controlvalve.

Design data:

• Capacity see Technical Data

• Operating pressure max. 8 bar

• Operating temperature max. 100°C

Separator

The separator should be dimensioned for continuouscentrifuging. Main engines as well as auxiliary enginesoperating on heavy fuel should have continuous centri-fuging of the lubricating oil, either according to the by-pass or batch principles. Auxiliary engines operating onfuels having a viscosity of max. 380 cSt/50°C may haveintermittent separation, with separation of a stopped en-gine. Alternatively, the used oil can be drained to a tank,from where it is separated to a storage tank for used oil.Three auxiliary engines can have a common separator.Installations with more than three auxiliary enginesshould have two separators. The separators should pref-erably be of a type with controlled discharge of the bowlto minimize the lubricating oil losses.

Design data:

• Flow through the separator inrelation to rated capacity 22 - 25%

• Rate of circulation of theentire oil volume in 24 hours 4 - 5 (not valid

for wet sump)

• Centrifuging temperature 90 - 95°C

• System tank oil volume see TechnicalData

The following rule, based on the above data and a sepa-ration time of 23 h/day, can be used for estimating thenominal capacity of the separator:

Vnom (l/h) = 1.2 - 1.5 P (kW)

P = total engine output



Suitable Alfa-Laval and Westfalia separators are pre-sented in the tables below:

Alfa-Laval lubricating oil separators

Separator Engine MCR [MW]

GO MDO HFO

MMPX 303MMPX 304MOPX 205MOPX 207MOPX 309MOPX 310MOPX 213LOPX 705LOPX 707LOPX 709LOPX 710LOPX 713

2.23.66.7

11.116.123.926.1

6.511.820.625.338.2

1.72.76.08.3

12.117 .919.6

4.88.7

15.218.728.3

1.32.24.06.79.7

14.315.7

3.97.1

12.515.423.2

Westfalia lubricating oil separators

Separator Engine MCR [MW]

GO MDO HFO

OSC 4-02-066/3OSC 4-02-066/4OSC 4-02-066/5OSA 7-02-066/7 &OSA 7-96-066/7OSA 7-02-066/8 &OSA 7-96-066/8OSA 20-02-066/14 &OSA 20-96-066/14OSA 20-02-066/20 &OSA 20-96-066/20OSA 20-02-066/25 &OSA 20-96-066/25OSB 30-02-066/30 &OSB 30-96-066/30OSB 35-02-066/35 &OSB 35-96-066/35OSB 35-02-066/40 &OSB 35-96-066/40

2.93.54.46.3

8.4

12.7

17.3

23.0

26.5

32.5

43.8

2.22.63.3

4.ss8

6.3

9.5

13.0

17.3

19.9

24.4

32.8

1.72.12.73.8

5.0

7.6

10.4

13.8

15.9

19.5

26.3

Separator pump

The separator pump can be driven directly by the separa-tor or by an electric motor. The flow should be adapted toachieve the above mentioned optimum.

Preheater

The preheater can be a steam or an electric heater. Thesurface temperature of the heater must not be too high inorder to avoid coking of the oil.

Design data:

• For main engines with centrifuging during operation,the heater should be dimensioned for this operatingcondition. The temperature in the separate system oiltank in the ship’s bottom is normally 65 - 75°C.

• For auxiliary engines with centrifuging when the en-gine is not operating, the heater should be dimen-sioned large enough to allow centrifuging at theoptimal rate of the separator without a heat supply fromthe diesel engine.

Lubricating oil storage tank

In engines with a wet sump system, the lubricating oil canbe filled into the engine through the filling hole in thecrankcase cover, with a hand oil can, or through theseparator pipe. The system should allow measurementof the filled oil volume.

Valve system

In auxiliary engines with wet sump operation and a com-mon separator, the standard engine is delivered with in-terconnected valves to make a replacement of flexibleconnections possible without draining the oil sump. Nor-mally these valves will be open. The valves in the outsidepipes have to be closed and opened when the oil is cen-trifuged.

Automatic filter

In order to extend the operating time of the cartridges ofthe built-on lubricating oil filters in the main engines, anautomatic filter in series with the cartridge type filter isrecommended.

Design data:

• Lubricating oil viscosity SAE 40 (SAE 30)

• Operating pressure, max. 8 bar

• Test pressure, max. 12 bar

• Operating temperature, max. 100°C

• Fineness 35 µm (absolutemesh size)

• Max. recommended pressuredrop for normal filters:- dirty filter 1.0 bar- alarm 1.5 bar



Suction strainer

If necessary, a suction strainer completed by magneticbars can be fitted in the suction pipe to protect the lubri-cating oil pump. The suction strainer as well as the suc-tion pipe diameter should be amply dimensioned tominimize the flow loss. The suction strained should al-ways be provided with alarm for high differential pres-sure.

• Fineness 0.5 - 1.0 mm

System oil tank (separate)

The engine dry sump has two drain outlets at each end.On V-engines both outlets should be used. The pipe con-nection between the sump and the system oil tank shouldbe arranged flexible enough to prevent damages due tothermal expansion. The drain pipe from the oil sump tothe system oil tank shall end below the min. oil level andshall not be led to the same place as the suction pipe.The end of the suction pipe should be trumpet-shaped orconical in order to reduce the pressure loss. For thesame reason the suction pipe shall be as short andstraight as possible. Also the suction and return pipes forthe separator should not be located near to each other.Recommendation for the design of the tank is given in thedrawing of the engine room arrangement. The tank mustnot be placed so that the oil is cooled so much that therecommended lubricating oil temperature cannot be ob-tained. A cofferdam between the system oil tank and thehull plating is recommended.

Design data:

• Oil volume 1.2 - 1.5 l/kW

• Tank filling 75 - 80 %

Lubricating oil cooler (R32)

The lubricating oil cooler, normally mounted on all in-lineengines, is of the tube type with a direct acting, built-onthermostatic valve.

Lubricating oil cooler (V32)

The lubricating oil cooler for the V-engine is normallymounted separately. The cooler can be of the tube orplate type.

Design data (oil side):

• Flow through cooler see Technical data

• Nominal heat dissipation see Technical data

• Dimensioning heatdissipation 1.1 x Nominal heat

dissipation

• p over cooler oil side, max. 0.8 bar

• p over cooler water side, max. 0.8 bar

• Oil viscosity class SAE 40

• Fresh water temperaturebefore cooler, max. 48 C

• Oil temperature to engineinlet, nominal 63° C


Thermostatic valve

A thermostatic valve of direct acting type is installed onall in-line engines. For V-engines, the thermostatic valveshall be fitted in the external system.

Design data:

• Inlet oil temperature to bekept constant, set point 63° C


Lubricating oil fine filter

The lubricating oil fine filter is a filter with replaceable car-tridges of paper, in 4R32 one duplex filter, in other in-lineengines two duplex filters connected in parallel and in V-engines a filter with three or four chambers. The filtersare dimensioned for an operating time of about 1000 hper cartridge when running on heavy fuel.

• Fineness 60 % separation above15 µm at one through-flow

Centrifugal filter

In addition to the full-flow filters, the engines areequipped with centrifugal filters in by-pass.

• Capacity per filter 3.5 m³/h

• Filtering properties down to 1 µm

Starting-up filter

All dry sump engines are provided with a temporary full-flow paper cartridge filter in the oil inlet line to each mainbearing.



Lubricating oil system, main engine (3V69E0589c)



System components

20 Suction strainer21 Lubricating oil pump, stand-by22 Automatic filter23 Suction strainer24 Separator pump25 Heater26 Separator27 System oil tank28 Sludge tank


202 Lubricating oil outlet (from oil sump)203 Lubricating oil to engine driven pump205 Lubricating oil to priming pump208 Lubricating oil from el. driven pump209 Lubricating oil to external filter210 Lubricating oil from external filter

Pipe dimensions

Engine 202 203 205 208 209 2104R32 DN150 DN80 DN50 DN65 DN65 DN656R32 DN150 DN80 DN50 DN65 DN65 DN658R32 DN150 DN100 DN65 DN80 DN80 DN809R32 DN150 DN100 DN65 DN80 DN80 DN8012V32 DN150 DN125 DN65 DN100 DN100 DN10016V32 DN150 DN125 DN80 DN100 DN100 DN10018V32 DN150 DN125 DN80 DN100 DN100 DN100

Lubricating oil system, auxiliary engines (3V69E0590b)

System components

23 Suction strainer24 Separator pump25 Heater26 Separator28 Sludge tank29 Renovating tank30 New oil tank31 Renovated oil tank


213 Lubricating oil from separator and filling214 Lubricating oil to separator and drain215 Lubricating oil filling

Pipe dimensions

Engine 213 214 2154R - 18V32 DN40 DN40 M48 x 2



Lubricating oil cooler, V-engines (4V47E0188a)



Engine(750 RPM)

Heat to be dis-sipated, P [kW]

Medium Flow[m³/h]

Weight [kg] Coolersize

Dimensions [mm]

Empty Oper. A B C

12V32E

16V32E

18V32E

580

772

857

L.O.F.W.L.O.F.W.L.O.F.W.

7114490

192102216

421

943

977

511

1080

1130

1

2

2

434

273

313

1255

1065

1065

1455

1150

1150

12V32LNE

16V32LNE

18V32LNE

569

759

854

L.O.F.W.L.O.F.W.L.O.F.W.

7114490

192102216

416

943

977

505

1080

1130

1

2

2

428

273

313

1255

1065

1065

1455

1150

1150

Oil = SAE 40Oil temperature after cooler = 63°CMax. pressure drop on oil side = 80 kPaFresh water temperature before cooler = 48°CMax. pressure drop on fresh water side = 80 kPa

6.3. Flushing instructions

Before start up of the diesel engine(s) the external lubri-cating oil piping leading to and from the engine(s) mustbe flushed in order to remove any foreign particles, suchas welding slag.

If an electric motor driven main or stand-by pump is in-stalled, it should be used for the flushing. In case only anengine driven main pump is installed, the ideal is to use atemporary pump of equal capacity as the main pump.Would this not be possible the flushing has to be per-formed using the prelubricating pump.

The circuit is to be flushed drawing the oil from the sumptank pumping it through a flushing oil filter with a meshsize of 34 microns or finer and returning the oil through ahose and the crankcase door to the engine sump.

The flushing pump should be protected by a suctionstrainer. It is recommended to by-pass particularly platetype lubricating oil coolers. This can be done by remov-ing the elements from the thermostatic valve and blindingoff the cooler, provided the valve is fitted close to thecooler.

Automatic lubricating oil filters, if installed, must be by-passed during the first hours of flushing. If the cartridgesof the normal safety or fine filter are used for flushing,these must be replaced before starting up the engine(s).

The flushing is more effective if the lubricating oil isheated and the lubricating oil separators should be in op-eration prior to and during the flushing.

The minimum recommended flushing time is 24 hours.During this time the welds in the lubricating oil pipingshould be gently knocked at with a hammer to releaseslag and the flushing filter inspected and cleaned at regu-lar intervals.

For the flushing either a separate flushing oil or the ap-proved engine oil can be used. If an approved engine oilis used it can be maintained provided that it is separated4 - 5 times over after the flushing has been terminatedand the filter inserts remain clean from any visible con-tamination.



7. Cooling water system

7.1. General

Fresh water cools the cylinder, turbocharger charge airand oil. The pH-value and hardness of the cooling watershould be within normal values. The chlorine and sul-phate contents should be as low as possible. To preventrust forming in the cooling water system, an approvedcorrosion inhibitor must be added to the system accord-ing to the instruction manual. The cooling water pipes ofthe engine are made of carbon steel. To allow starting onheavy fuel, the cooling water system shall be preheatedto a temperature as near the operating temperature aspossible, or min. 70°C. Engines in which the full load isapplied immediately after starting should also be pre-heated.

7.2. Internal cooling water system

The proper combustion of heavy fuel at all loads requiresoptimum process temperatures. At high loads, the tem-perature must be low enough to limit thermal load andprevent hot corrosion of the components in the combus-tion chamber. At low loads, the temperature must be highenough to ensure complete combustion and prevent coldcorrosion in the combustion space. This means that theprocess temperature must be raised at low load. This isachieved by using the waste heat of the lube oil to heatthe charge air and by recirculating the jacket cooling wa-ter. The cooling water system comprises a low-temperature (LT) circuit and a high-temperature (HT) cir-cuit. The LT-circuit includes the charge air and lube oilcoolers, while the HT-circuit includes the cylinders andturbocharger.

Usually, the outlet temperature of each circuit is con-trolled by a thermostatic valve. The LT-circuit thermo-static valve has two set points, one for the low load rangeand one for the high load range. The set point is auto-matically changed when the load changes between lowand high, i.e. at about 35% load. Thus the LT-system isprovided with a load dependent temperature control.

The HT-circuit thermostatic valve has only one set point.Control of the inlet temperature is also acceptable and insuch cases a common thermostatic valve and circulatingpump for several engines can be used. The LT-circuitmust have individual pumps for each engine. The LT-and HT-pumps can be either engine-mounted (enginedriven) or separate, electric motor driven.

Engines running on diesel oil only do not need a coolingsystem with load dependent temperature control. A nor-mal central cooling system is acceptable. However, thelow temperature circuit must be provided with an auto-matic temperature control to maintain an inlet tempera-ture of at least 25°C to the charge air cooler.



Internal cooling water system (4V69E0591e)



A Basic engine equipmentB, C and F Optional equipment


401 HT-water inlet402 HT-water outlet404 HT-water air vent.406 Water from preheater to HT-circuit408 HT-water from stand-by pump451 LT-water inlet452 LT-water outlet454 LT-water air vent457 LT-water from stand-by pump

System components

01 HT-cooling water pump02 LT-cooling water pump03 Charge air cooler04 Lubricating oil cooler06 LT-thermostatic valve09 Turbocharger10 Shut-of valve, only when stand-by pump and 06 are installed

Pipe dimensions

Engine 401 402 404 406 408 451 452 454 457

4R326-9R3212V3216-18V32

DN80DN100DN125DN150

DN80DN100DN125DN150

OD12OD12OD12OD12

DN25*DN25*DN40DN40

DN80DN100DN125DN150

DN80DN100DN125DN150

DN80DN100DN125DN150

M20 x 1.5M20 x 1.5OD12OD12

DN80DN100DN125DN150

* If flexibly mounted OD35

401 DIN 2576, PN10402 DIN 2576, PN10404 DIN 2353, PN100406 R: Flange, PN10 (without pump) DIN 2353, PN10 (with pump)

V: Flange, PN10 (turbocharger at driving end) DIN 2576, PN10 (turbocharger at free end)408 DIN 2576, PN10451 DIN 2576, PN10452 DIN 2576, PN10454 R: Plug

V: DIN 2353, PN100457 R: DIN 2633, PN16

Internal cooling water system, 2-stage air cooler (4V69E0592e)



A Basic engine equipmentB, C and F Optional equipment


401 HT-water inlet402 HT-water outlet404 HT-water air vent.406 Water from preheater to HT-circuit408 HT-water from stand-by pump451 LT-water inlet452 LT-water outlet454 LT-water air vent457 LT-water from stand-by pump

System components

01 HT-cooling water pump02 LT-cooling water pump03 Charge air cooler04 Lubricating oil cooler06 LT-thermostatic valve07 Charge air cooler (HT)09 Turbocharger10 Shut-of valve, only when stand-by pump and 06 are installed

Pipe dimensions

Engine 401 402 404 406 408 451 452 454 457

4R326-9R3212V3216-18V32

DN80DN100DN125DN150

DN80DN100DN125DN150

OD12OD12OD12OD12

DN25*DN25*DN40DN40

DN80DN100DN125DN150

DN80DN100DN125DN150

DN80DN100DN125DN150

M20 x 1.5M20 x 1.5OD12OD12

DN80DN100DN125DN150


401 DIN 2576, PN10402 DIN 2576, PN10404 DIN 2353, PN100406 R: Flange, PN10 (without pump) DIN 2353, PN10 (with pump)

V: Flange, PN10 (turbocharger at driving end) DIN 2576, PN10 (turbocharger at free end)408 DIN 2576, PN10451 DIN 2576, PN10452 DIN 2576, PN10454 R: Plug

V: DIN 2353, PN100457 R: DIN 2633, PN16

7.3. Design of the external cooling water

system

The pipe dimensions in the cooling water system shouldbe based on the following maximum water velocities:

• Fresh water, pressure pipe 3.0 m/s

• Fresh water, suction pipe 2.5 m/s

• Sea water, pressure pipe 2.5 m/s

• Sea water, suction pipe 1.5 m/s

Especially the sea water suction pipes should be de-signed and installed to minimize the flow resistance asmuch as possible.

Cooling water system with load dependent

temperature control

The fresh water pipes should also be designed to mini-mize the flow resistance as much as possible. Thesmaller the pressure drop in the pipes the bigger pres-sure drop can be used for the cooler.

Circulating pump, direct driven, LT and HT circuit

The direct driven cooling water pump is of the centrifugaltype and is driven by the engine crankshaft through geartransmission. On request, outlet and inlet connectionsfor a separate stand-by pump can be provided as well asa shut-off valve on the suction side of the built-on pump.

• Material- housing: cast iron- impeller: cast iron or bronze- shaft: stainless steel- sealing: mechanical

• Capacity see Technical Data.

Stand-by circulating water pumps, LT- and HT-

circuit

The pumps should normally be of the centrifugal typeand driven by an electric motor. Concerning capacity,see technical data. The delivery head of the pumpsshould be increased with the actual flow resistance in theexternal pipes and valves.

Sea water pump

The sea water pumps have to be electrically driven. Thecapacity of the pumps are determined by the type of cool-ers used and the heat to be dissipated.

Charge air cooler

The charge air cooler built on the engine - one for the in-line and two for the V-engine is of the insert type with re-movable cooler inserts.

Design data:

See Technical Data.

Central cooler (4V47E0202)



Main dimensions

Cooler size D E G H I

123

98118852160

460610780

225298353

71912941478

420450620



Central cooler (with 1-stage charge air coolers), Wärtsilä Vasa 32 E (750 RPM)

PkW

Medium Flow[m³/h]

Press. drop[bar]


A B C

empty oper.

1 x 4R32E

2 x 4R32E

3 x 4R32E

1079

2158

3237

FMSWFMSWFMSW

5470

108141162211

0.61.20.61.20.61.2

269

328

880

315

420

1020

1

1

2

209

416

284

655

1255

1065

855

1455

1150

1 x 6R32E

2 x 6R32E

3 x 6R32E

1602

3204

4806

FMSWFMSWFMSW

81105162211243316

0.61.20.61.20.61.2

297

877

969

366

1020

1190

1

2

2

310

278

430

905

1065

1365

1105

1150

1450

1 x 8R32E

2 x 8R32E

3 x 8R32E

2121

4242

6363

FWSWFWSWFWSW

108140216281324421

0.61.20.61.20.61.2

328

937

1590

420

1130

2050

1

2

3

420

375

562

1255

1365

1805

1455

1450

2070

1 x 9R32E

2 x 9R32E

3 x 9R32E

2366

4732

7098

FWSWFWSWFWSW

121158243316364474

0.61.20.61.20.61.2

345

965

1630

449

1180

2130

1

2

3

469

424

621

1255

1365

1805

1455

1450

2070

1 x 12V32E

2 x 12V32E

3145

6290

FWSWFWSW

161209322419

0.61.20.61.2

877

1590

1020

2030

2

3

278

553

1065

1805

1150

2070

1 x 16V32E

2 x 16V32E

4178

8356

FWSWFWSW

216280431561

0.61.20.61.2

937

1680

1130

2270

2

3

375

724

1365

1805

1450

2070

1 x 18V32E

2 x 18V32E

4735

9470

FWSWFWSW

242315485630

0.61.20.61.2

965

1740

1180

2420

2

3

424

828

1365

1805

1450

2070



Central cooler (with 1-stage charge air coolers), Wärtsilä Vasa 32 LN E (750 RPM)

PkW

Medium Flow[m³/h]

Press. drop[bar]


A B C

empty oper.

1 x 4R32 LN E

2 x 4R32 LN E

3 x 4R32 LN E

996

1992

2988

FMSWFMSWFMSW

5268

104136157204

0.61.20.61.20.61.2

265

318

870

307

404

1000

1

1

2

192

386

265

655

905

1065

855

1105

1150

1 x 6R32 LN E

2 x 6R32 LN E

3 x 6R32 LN E

1449

2898

4347

FMSWFMSWFMSW

78106156203235305

0.61.20.61.20.61.2

290

863

953

350

989

1160

1

2

2

274

253

403

905

1065

1365

1105

1150

1450

1 x 8R32 LN E

2 x 8R32 LN E

3 x 8R32 LN E

1932

3864

5796

FWSWFWSWFWSW

104135208271313406

0.61.20.61.20.61.2

318

918

1550

404

1090

1960

1

2

3

386

342

504

905

1365

1205

1105

1450

1470

1 x 9R32 LN E

2 x 9R32 LN E

3 x 9R32 LN E

2174

4348

6522

FWSWFWSWFWSW

117152235305352457

0.61.20.61.20.61.2

339

953

1590

436

1160

2050

1

2

3

440

403

567

1255

1365

1805

1455

1450

2070

1 x 12V32 LN E

2 x 12V32 LN E

2945

5890

FWSWFWSW

156203312406

0.61.20.61.2

866

1530

996

1940

2

3

259

508

1065

1205

1150

1470

1 x 16V32 LN E

2 x 16V32 LN E

3927

7854

FWSWFWSW

208271416541

0.61.20.61.2

922

1660

1100

2210

2

3

348

684

1365

1805

1450

2070

1 x 18V32 LN E

2 x 18V32 LN E

4417

8834

FWSWFWSW

234304468609

0.61.20.61.2

950

1720

1150

2350

2

3

396

783

1365

1805

1450

2070

Thermostatic valve, LT-circuit (2V34L0057a)

Pipe connections

A from engineB by-passC to coolerD control air M10 x 1

Lubricating oil cooler

The lubricating oil cooler is to be cooled with fresh waterand connected in series with the charge air cooler.

For technical data see “Lubricating oil system”.

Fresh water central cooler

The fresh water cooler can be of either the tube or platetype. Due to the smaller dimensions of the plate cooler,this system is normally used. The fresh water cooler canbe common for several engines, although one independ-ent cooler per engine is also used.

Design data:

• Fresh water flow to central cooler = q

where:

qLT [m³/h] = nom. LT-pump capacity, see Technical Data

kW = heat dissipated from jackets

Tout = HT-water temperature after engine (= 91 C)

Tin = HT-water temperature before engine (= 38 C)

• Pressure drop on thefresh water side max. 0.6 bar

• If the flow resistance in the external pipes is high itshould be noted when designing the cooler.

• Sea water flow acc. to cooler manu-facturer, normally 1.2 -1.5 x fresh water flow

• Pressure drop on sea-water side normally 0.8 - 1.4 bar

• Fresh water temperatureafter cooler (before engine) max. 38°C

• Heat to be dissipated see Technical data

• Safety margin to beadded 15% + margin for fouling



q m / h = q +3.6

T T

3

LT

out in419. b g

Thermostatic valve, HT-circuit (3V34L0070)

Dimensions

DN L H

100125150

403489489

218241254

Pipe connections

A controlled temperatureB by-passC to/from cooler

Thermostatic valve, LT-circuit

The thermostatic valve for the LT-circuit is arranged tocontrol the outlet temperature of the water and is of thedirect acting type. The valve has two different built-intemperature sensing elements, one for normal high loadoperation and one for low load operation. The selectionof element in operation is done automatically accordingto the charge air pressure. Set point of the LT- thermo-static valve: 35°C/65°C.

Thermostatic valve, HT circuit

The thermostatic valve for the HT-circuit is normally ar-ranged to control the outlet temperature of the water. It isalso of the direct acting type, but has only one set point,independent of load.

The set point of the HT-thermostatic valve is 91°C. TheHT-thermostatic valve may also be installed to controlthe inlet temperature of several engines. In such a case,the set point shall be 85°C.

Expansion tank

The expansion tank should compensate for volumechanges in the cooling water system, serve as ventingarrangement and provide sufficient static pressure onthe cooling water.

• Pressure from theexpansion tank 0.7 - 1.5 bar

• Volume min. 10% of the systemwater volume, however,min. 100 litres

• Engine water volumes see Technical Data

The tank should be equipped so that it is possible to dosewater treatment agents. The vent pipe of each engineshould be drawn to the tank separately, continuously ris-ing, and so that mixing of air into the water cannot occur(the outlet should be below the water level).

Drain tank

It is recommended to provide a drain tank to which theengines and coolers can be drained for maintenance sothat the water and cooling water treatment can be col-lected and reused. For the water volume in the engine,see Technical Data (HT-circuit).



Preheating unit, electric (3V60L0562a)



Heater capacity[kW]

Pump capacity[m³/h]

Weight[kg]

Pipe connectionin/outlet

Dimensions [mm]

A B C D E

7.2 3 75 DN40 1050 700 610 190 425

12 3 93 DN40 1050 700 660 240 450

15 3 93 DN40 1050 700 660 240 450

22.5 8 100 DN40 1050 700 700 290 475

30 8 105 DN40 1050 700 700 290 475

36 8 125 DN40 1250 900 700 290 475

45 8 145 DN40 1250 900 755 350 505

54 8 150 DN40 1250 900 755 350 505

81 10 190 DN50 1260 900 835 400 575

108 10 215 DN50 1260 900 885 450 600

Flanges DIN 2631

Preheating unit (4V60L0790)

Counter flanges DIN 2633 or DIN 2576 NP16 included.

Connections

A HT-water inlet DN50B HT-water outlet DN50C Steam inlet DN25D Condense outlet DN25

Dimensions

Pump capacity[m³/h]

Heater capacity[kW]

Type

33

5.488

101313

12183624547272

108

3-12S3 -18S

5, 4-36S8-24S8-54S

10-72S13-72S

13-108S



Preheating pump

Engines which are started on heavy fuel require preheat-ing of the HT cooling water. Stand-by auxiliary enginesshould have preheated cooling water, also if started onMDF.

Design data of the pump:

• Capacity 0.4 m³/h x cyl.

• Pressure about 0.8 bar

Preheater

The energy required for heating of the HT-cooling watercan be taken from a running engine or a separate source.In both cases a separate circulating pump should beused. If the cooling water systems of the main and auxil-iary engines are separated from each other in other re-spects, it is recommended that the energy is transmittedthrough heat exchangers. When preheating, the coolingwater temperature of the engines should be kept as nearthe operating value as possible.

Design data:

• Preheating temperature min. 70°C

• Required heating power about 3 kW/cyl

Preheating unit

A complete preheating unit can be supplied as an option.The unit consists of the following parts:

• Electric or steam heaters

• Circulating pump

• Control cabinet for heaters and pump

• Safety valve

• One set of thermometers

For installations with several engines the preheater unitcan be chosen for heating up two or more engines. Theheat from a running engine can be used and thereforethe power consumption of the heaters will be less thanthe nominal capacity.

Waste heat recovery

The waste heat of the HT-circuit may be used for exam-ple in fresh water production or central heating. In suchcases, the HT thermostatic valve will prevent undercool-ing of the engine. Normally an additional thermostaticvalve must also be installed after the heat recoveryequipment for by-passing of the central cooler, to avoidunnecessary cooling and heat loss through the centralcooler.

The set point of this valve should be 85°C. To maximizethe FW production, installation of a circulating pump formaintaining a constant flow of the HT-water through theFW generator, regardless of the engine load, is recom-mended.

2-stage charge air cooling

In installations where the need for fresh water productionor other heat recovery is great, the engines can beequipped with a 2-stage air cooler. This means that HT-water flows through the HT-section of the charge aircooler. In this way the available waste heat in the highload range is considerably increased as shown in thegraph.

Available heat in HT-circuit at 375 kW/cylinder,

750 RPM (4V93E0065)

It should be noted that typically about 10% of the heatdissipated to the HT-circuit will be lost through the ex-pansion tank and leaks at the thermostatic valves.



Cooling water system, main engine (3V69E0593e)




401 HT-water inlet402 HT-water outlet404 HT-water air vent.408 HT-water from standby pump451 LT-water inlet452 LT-water outlet454 LT-water air vent.457 LT-water from standby pump

System components

21 HT-stand-by pump24 LT-stand-by pump25 HT-thermostatic valve29 Central cooler32 HT-preheating pump33 HT-preheater36 Expansion tank

38 Sea-water pump39 Sea-water standby pump40 Sea-water filter42 Gear cooler43 Discharge valve47 Air venting

Pipe dimensions

Engine 401 402 404 408 451 452 454 457

4R326R328R329R3212V3216V3218V32

DN80DN100DN100DN100DN125DN150DN150


OD12OD12OD12OD12OD12OD12OD12




M20 x 1.5M20 x 1.5M20 x 1.5M20 x 1.5OD12OD12OD12


Cooling water system, auxiliary engines (3V69E0594d)



System components

25 HT-thermostatic valve29 Central cooler32 HT-preheating pump33 HT-preheater36 Expansion tank47 Air venting


401 HT-water inlet402 HT-water outlet404 HT-water air vent.406 Water from preh. to HT-circ.451 LT-water inlet452 LT-water outlet454 LT-water air vent.

Pipe dimensions

Engine 401 402 404 406 451 452 454

4R326R328R329R3212V3216V3218V32




DN25*DN25*DN25*DN25*DN40DN40DN40



M20 x 1.5M20 x 1.5M20 x 1.5M20 x 1.5OD12OD12OD12


Cooling water system, auxiliary engines (3V69E0595a)




401 HT-water inlet402 HT-water outlet404 HT-water air vent.406 Water from preh. to HT-circ.451 LT-water inlet452 LT-water outlet454 LT-water air vent.

System components

20 HT-cooling water pump21 HT-standby pump22 Harbour pump23 LT-cooling water pump24 LT-standby pump25 HT-thermostatic valve27 HT-cooler

28 LT-cooler32 HT-preheating pump33 HT-preheater36 HT-expansion tank37 LT-expansion tank46 Orifice47 Air venting

Pipe dimensions

Engine 401 402 404 406 451 452 454

4R326R328R329R3212V3216V3218V32




DN25*DN25*DN25*DN25*DN40DN40DN40



M20 x 1.5M20 x 1.5M20 x 1.5M20 x 1.5OD12OD12OD12


7.4. Conventional cooling water system

For engines specified for solely burning Marine DieselFuel or intermediate fuel with a maximum viscosity of30 cSt/50°C, the load dependent cooling water system

can be omitted. A conventional central cooling system is

recommended. The following paragraph applies to the

planning of the external system for these engines.

Fresh water central cooler

The fresh water cooler can be of either tube or plate type.Due to the smaller dimensions of the plate cooler, thissystem is normally used. The fresh water cooler can becommon for several engines, or there can be one inde-pendent cooler per engine.

Design data:

• Fresh water flow see Technical Data

• Pressure drop on freshwater side max. 0.6 bar

• If the flow resistance in the external pipes is high, itshould be taken into account when designing thecooler.

• Sea water flow according to coolermanu-

facturer, normally 1.2 -1.5 x water flow

• Pressure drop on sea-water side normally 0.8 - 1.4 bar

• Fresh water temperatureafter cooler (beforeengine) max. 38°C

• Heat to be dissipated see Technical Data

• Safety margin to beadded 15% + margin for fouling

Thermostatic valve, jacket water

The jacket water thermostatic valve delivered with theengine is normally of the direct acting type. The valve isusually installed to maintain a constant water outlet tem-perature. The set point is 91°C. A common thermostaticvalve for several engines maintaining a constant inlettemperature, can be used provided that the tempera-tures of all engines is the same. The set point should be85°C.

Thermostatic valve, LT-circuit

A thermostatic valve shall be installed in the LT-circuit inorder to maintain an inlet temperature to the cooler be-tween 28°C and 38°C.

Expansion tank

The expansion tank should compensate for volumechanges in the cooling water system, serve as a ventingarrangement and provide sufficient static pressure onthe suction side of the pumps.

• Pressure from the expansiontank 0.5 - 1.5 bar

• Volume min. 10% of the systemwater volume, however,at least 100 litres

• Engine water volumes see Technical Data.

The tank should be equipped so that it is possible to dosewater treatment agents. To prevent mixing of air with wa-ter, there should be a separate, continuously rising ventpipe from each engine to the tank (the outlet should bebelow the water level).

Preheating pump

To allow the engine to be loaded directly after start, thejacket water must be preheated.

Design data:

• Capacity 0.3 m³/h x cyl.

• Pressure about 0.8 bar

Jacket water preheater

The energy required for heating of the jacket water in themain and auxiliary engines can be taken from a runningauxiliary engine or a separate source. If heat is recov-ered from a running engine, the system should be de-signed so that the temperature of the engine concernedis not allowed to drop below a permissible value. If thecooling water systems of the main and auxiliary enginesare separated from each other in other respects, the en-ergy is recommended to be transmitted through heat ex-changers.

Design data:

• Preheating temperature min. 50°C

• Required heating power about 2 kW/cyl.



Cooling water system, 2-stage air cooler (3V69E0596b)




401 HT-water inlet402 HT-water outlet404 HT-water air vent.451 LT-water inlet452 LT-water outlet

System components

20 HT-cooling water pump21 HT-standby pump23 LT-cooling water pump24 LT-standby pump25 HT-thermostatic valve26 LT-thermostatic valve

29 Central cooler30 Heat recovery31 Thermostatic valve36 Expansion tank47 Air venting

Pipe dimensions

Engine 401 402 404 451 452

4R326R328R329R3212V3216V3218V32






Conventional cooling water system (3V69E0597)




401 HT-water inlet402 HT-water outlet404 HT-water air vent.451 LT-water inlet452 LT-water outlet

System components

20 HT-cooling water pump21 HT-standby pump23 LT-cooling water pump24 LT-standby pump25 HT-thermostatic valve26 LT-thermostatic valve27 HT-cooler28 LT-cooler30 Heat recovery

31 Thermostatic valve36 HT-expansion tank37 LT-expansion tank38 Sea-water pump39 Sea-water standby pump40 Sea-water filter43 Discharge valve45 Pressure control valve47 Air venting

Pipe dimensions

Engine 401 402 404 451 452

4R326R328R329R3212V3216V3218V32






Conventional cooling system (3V76C1288b)



System components

21 HT-standby pump24 LT-standby pump25 HT-thermostatic valve26 LT-thermostatic valve29 Central cooler32 HT-preheating pump33 HT-preheater36 Expansion tank38 Sea-water pump39 Sea-water stand-by pump40 Sea-water strainer42 Gear cooler

43 Discharge valve47 Air venting


401 HT-water inlet402 HT-water outlet404 HT-water air vent.408 HT-water from stand-by pump451 LT-water inlet452 LT-water outlet454 LT-water air-vent457 LT-water from stand-by pump

Pipe dimensions

Engine 401 402 404 408 451 452 454 457

4R326R328R329R3212V3216V3218V32

DN80DN100DN100DN100DN125DN150ND150






M20 x 1.5M20 x 1.5M20 x 1.5M20 x 1.5OD12OD12OD12


8. Starting air system

8.1 Internal starting air system

All engines, independent of cylinder number, are startedby means of compressed air with a nominal maximumpressure of 30 bar.

The start is performed by direct injection of air into thecylinders through the starting air valves in the cylinderheads. V-engines are provided with starting air valves forthe cylinders on one bank. The master starting valve isbuilt on the engine and can be operated both manuallyand electrically.

Internal starting air system (4V69E0600c)

System components

01 Starting air master solenoid valve02 Starting air distributor03 Starting air valve in cylinder head05 Valve for blocking starting when turning gear

engaged06 Air filter07 Air container08 Pneumatic cylinder at each injection pump09 Starting fuel limiter10 LT-thermostatic valve11 Valve for automatic draining12 Non return valve13 Pressure control valve14 Starting booster for speed covernor15 Flame arrestor17 Drain valve


301 Starting air inlet302 Control air inlet

Pipe dimensions

Engine 301 3024R32 - 18V32 DN32 OD18

301 DIN 2635, PN40302 DIN 2353, PN100



Internal starting air system, pneumatic starting motor (4V69E0601d)

System components

04 Air starter05 Valve for blocking starting when turning gear

engaged06 Air filter07 Air container08 Pneumatic cylinder at each injection pump09 Starting fuel limiter10 LT-thermostatic valve11 Valve for automatic draining13 Pressure control valve14 Starting booster for speed governor16 Air filter



Pipe dimensions

Engine 301 3024R32 DN32 OD18

301 DIN 2635, PN40302 DIN 2353, PN100

Four-cylinder engines are, however, provided with apneumatic vane wheel starting motor, which drives theengine through a gear rim on the flywheel.

All engines started with direct injection of air have built-on non-return valves and flame arresters. The com-pressed air system for operating of the starting fuel lim-iter, the electro-pneumatic overspeed trip as well aschanging set point of the LT thermostat valve has its ownconnection to the external system.



8.2. Design of the external starting air

system

The design of the starting air system is in part determinedby the rules of the classification societies. The number ofstarts required by the classification societies are as fol-lows:

• American Bureau of Shipping (ABS) 6 starts

• Bereau Veritas (BV) 6 “

• Det Norske Veritas (DnV) 6 “

• Germanischer Lloyd (GL) 6 “

• Lloyd’s Register of Shipping (LRS) 6 “

• Maritime Register (MR) 6 “

• Registro Italiano Navale (RINA) 6 “

Starting air system (3V69E0602)

System components

20 Starting air compressor21 Oil and water separator22 Starting air vessel



Pipe dimensions

Engine 301 3024R32 - 18V32 DN32 DN15



In multi-engine installations, the number of starts is de-pendent on the number of engines. To determine the re-quired volume of the starting air vessel the followingvalues can be used:

Engine A B C

4R32 with starting motorwith direct injection of air

6R32 “8R32 ”9R32 “

12V32 ”16V32 “18V32 ”

3030303030303030

1010666

101010

1.20.60.60.80.80.60.81.0

A = Nominal maximum pressure in bar (absolutemaximum pressure 33 bar)

B = Minimum air pressure in bar for a safe start. Ap-plies to an engine room temperature of 20°C. Atlower temperature higher pressure is required.

C = Starting air consumption (average) per start, inNm³, at 20°C.

The above air consumptions apply to a 2 - 3 s long startimpulse. This is also the shortest time required for a safestart.

Starting air vessel

The starting air vessel should be dimensioned for a nomi-nal maximum pressure of 30 bar. Recommended stan-dard volumes of starting air vessels are 125, 250, and500 litres.

Oil and water separator

An oil and water separator should always be installed inthe pipe between the compressor and the air vessel. Thestarting air bottles are equipped with a manual valve forcondensate drain. It is recommended to provide for atimer controlled automatic drain valve after the manualvalve.

The starting air pipes should always be drawn with slopeand be arranged with manual or automatic draining at thelowest points.

Starting air compressor

It should be possible to fill the starting air vessel fromminimum to maximum pressure in 15 - 30 minutes. Forexact determination of the capacity, the rules of the clas-sification societies should be followed.

Configuration table (4V59L0168)

In multiple engine propulsion installations the minimumcapacity of the starting air vessels shall be multiplied bythe factor mentioned in table 4V59L0168.



Starting air vessel (1V49A0121)

Leg.

A Starting air outletB Filling, 125 l R¼“

Filling, 250 l and 500 l R¾”C Manometer connect. R¼“D Condense drain R¼”E Overpressure relief R½"

F Air relief valve

G Drain

Size[litres]

Dimensions Weight[kg]

L L1* D

125250500

180717673204

191718773329

320480480

140270470



9. Turbocharger turbine washing system

For washing of the turbine side of the turbocharger, freshwater of 3 - 3.5 bar pressure is required.

The washing is carried out during operation at regular in-tervals, depending on the quality of the heavy fuel, 100 -250 hours.

Washing time and water volume flow required for eachturbine washing:

Engine Time Volume flow

4R326R328 - 9R3212V3216 - 18V32

15 - 20 min15 - 20 min15 - 20 min15 - 20 min15 - 20 min

11 - 14 l/min15 - 20 l/min22 - 30 l/min15 - 20 l/min22 - 30 l/min

Turbocharger cleaning system (3V69E0603)

System components

10 Pressure reducing unit with flow meter11 Rubber hose12 Bilge or sludge tank


501 Exhaust gas outlet502 Cleaning water to turbine503 Cleaning water from turbine

Pipe dimensionsEngine 501 502 503

4R326R328R329R3212V3216V3218V32

DN450DN600DN600DN700

DN 2 x 600DN 2 x 700DN 2 x 700



501 DIN 2501, PN2, 5502 Quick coupling, PN4503 DIN 2391,

9. Turbocharger turbine washing system


10. Engine room ventilation and combustion air

General

To obtain good working conditions in the engine roomand to ensure trouble free operation of all equipment at-tention shall be paid to the engine room ventilation andthe supply of combustion air.

The air intakes to the engine room must be so locatedthat water spray, dust and exhaust gases cannot enterthe ventilation ducts and the engine room.

The dimensioning of blowers and extractors should en-sure that an overpressure of about 5 mmWC is main-tained in the engine room under all running conditions.

For the minimum requirements concerning the engineroom ventilation and for other details, see applicablestandards, such as ISO 8861.

Ventilation

The amount of air required for ventilation is calculatedfrom the total heat emission to evacuate. To determine

, all heat sources should be considered, e.g.:

• Main and auxiliary diesel engines

• Exhaust gas piping

• Alternators

• Electric appliances and lighting

• Boilers

• Steam and condensate piping

• Tanks

It is recommended to consider an outside air tempera-ture of not less than 35°C and a temperature rise of 11°Cfor the ventilation air.

The amount of air required for ventilation is then calcu-lated from the formula:

q =t cv

qv = amount of ventilation air [m³/h]

= total heat emission to be evacuated [kW]

= density of ventilation air 1.15 kg/m³

t = temperature rise in the engine room [°C]

c = specific heat capacity of the ventilation air1.01 kJ/kgK

The heat emitted by the engine is listed in the TechnicalData.

The ventilation air is to be equally distributed in the en-gine room considering air flows from points of delivery to-wards the exits. This is usually done so that the funnelserves as an exit for the most of the air. To avoid stag-nant air, extractors can be used.

It is good practice to provide areas with significant heatsources, such as separator rooms, with their own air sup-ply and extractors.

Combustion air

The air required for combustion is usually taken from theengine room through a filter fitted on the turbocharger.This reduces the risk of too low temperatures and con-tamination of the combustion air. It is imperative that thecombustion air is free for example from sea water, dustand fumes.

The combustion air should be delivered through a dedi-cated duct close to the turbocharger(s), directed towardsthe turbocharger air intake(s). Auxiliary engines shallalso be served by dedicated combustion air ducts.

For the required amount of combustion air, see Techni-cal Data.

If necessary, the combustion air duct can be directly con-nected to the turbocharger with a flexible connectionpiece. To protect the turbocharger a filter must be builtinto the air duct. The maximum permissible pressuredrop in the duct is 100 mmWC. See also “Cold operatingconditions” below.

Cold operating conditions

In installations intended for operation in cold air condi-tions, restrictions for operation at low air temperaturemust be considered. This may require preheating of thecombustion air and/or equipment to limit the cylinderpressures.

• To ensure starting, the min. inlet air temperature is5°C.

• For continuous idling, the min. inlet air temperature is -5°C.

• The lowest permissible inlet air temperature at full loadis -20°C.

• Subzero inlet air temperatures require non-standardequipment on the engine.


10. Engine room ventilation and combustion air

11. Crankcase ventilation

The crankcase venting should be arranged separatelyfor each engine. The vent pipe should be equipped with acondensate trap and drain. It is recommended to expandthe air vent pipe to DN100 1 - 2 meters from the engine.The connection between the engine and the pipe is to bemade flexible.

Pipe connections

701 Crankcase air vent DN80

DIN 2448, -

Crankcase breather (4V60A1033)

11. Crankcase ventilation


12. Exhaust gas system

Exhaust gas system design

Each engine should have its own exhaust pipe. A flexiblebellow has to be mounted directly on the transition pieceat the turbocharger outlet, to compensate for thermal ex-pansion and to protect the turbocharger from vibrations.

It is imperative that the exhaust gas pipe is stayed with afixed support immediately (and in any case within 1 m) af-ter the flexible bellows of the turbocharger outlet asshown in drawing 4V76A0239, so that any thermal ex-pansion of the pipe is directed away from the engine andits turbocharger

The exhaust gas piping should be as short and straightas possible.

The bends should be made with the largest possiblebending radius, the minimum radius used should be1.5 D.

The exhaust pipe must be insulated all the way from theturbocharger up and the insulation protected by metalsheeting or the like. Closest to the turbocharger the insu-lation should consist of a hook on padding to facilitatemaintenance. It is paramount to prevent the insulationmaterial from being drawn into the turbocharger.

The exhaust pipes should be provided with a water sepa-rating pocket and drain.

The maximum allowable exhaust gas back pressure is300 mmWC at full load.

See Technical Data for exhaust gas quantities and tem-peratures.

Exhaust pipe connections (1V60A0295)



Fixing of exhaust pipe (4V76A0239) Silencer

When included in the scope of supply, the standard si-lencer is of the absorption type, equipped with a spark ar-rester. It is also provided with a soot collector and waterdrain, but is without mounting brackets and insulation.The silencer can be mounted either horizontally or verti-cally.

The noise attenuation of the standard silencer is either25 or 35 dB (A).

Exhaust gas boiler

Each engine should have a separate exhaust gas boiler.Alternatively, a common boiler with separate gas sec-tions for each engine is acceptable. For dimensioningthe boiler, The exhaust gas quantities and temperaturesgiven in Technical Data may be used.

Particularly when exhaust gas boilers are installed atten-tion must be paid not to exceed the maximum recom-mended back pressure.

Exhaust silencer (3V49E0142a)



Attenuation 25 dB(A) 35 dB(A)

Engine NS D A B L kg L kg

4R326R328R329R3212V3216V3218V32

450600600700800900

1000

1100130013001500170018001900

550705705810920

10201120

210300300300300300300

3440401040104550484053605880

600800800

1250170019002750

4440526052606050634068707620

720100010001600200024003500

13. Emission control options

13.1. Methods

Emission control for large diesel engines primarilymeans control of nitrogen oxide (NOX) emissions be-cause other emissions are low. Wärtsilä Diesel has se-lected four methods suitable for marine applications:

• Low NOx Combustion

• Adjustable Injection Timing (option for R32LN withchargers located at the free end)

• Direct Water Injection

• SCR (Selective Catalytic Reduction) Catalyst (for aux-iliary engines and diesel electric propulsion)

The Low NOx Combustion concept has been imple-mented on the Low NOX (LN) models of the Vasa 32 en-gines to comply with the proposed IMO NOx regulation asfollows:

NOX [g/kWh] = 17= 45 x n-0.2

= 9.84

n < 130 [RPM]

130 n 2000 [RPM]

n 2000 [RPM]

IMO proposal: NOX limit as a function of engine ratedspeed

According to the IMO proposal the NOX compliance testhas to be performed on Marine Diesel Oil and accordingto ISO 8178 test cycles.

Adjustable Injection Timing, Direct Water Injection andSCR-catalysts are options for further reduction of NOX.

Emission of sulphur oxides is directly proportional to thesulphur content of the fuel and cannot be influenced byengine design.

Vasa 32

The NOX emissions of the Vasa 32 are typically:

• HFO operation, 100% load: 14 - 16 g/kWh

• MDO operation, 100% load: 13 - 15 g/kWh

Note that this exceeds proposed future regulations.

Vasa 32 LN with Low NOX combustion

The Low NOX Combustion concept is a rearrangeddiesel-cycle, enabling an optimum combination of lowNOX emission and low fuel consumption.

The result of this is an emission level below the proposedIMO curve without penalty on the fuel consumption andwithout any additional running costs.

The IMO proposed NOX limit is for 720 RPM and750 RPM about 12.0 g/kWh (ISO 8178 test fuel (MDO)and test cycle).

13.2. Options for further reduction of NOX

Adjustable Injection Timing for 10 - 15% NOXreduction

Retarding the injection is maybe the method most oftenthought of when considering decreasing the NOx emis-sions. The method is simple but has a drawback in that itincreases fuel consumption. Since strict limits to NOxemissions in some cases are a regional requirementonly, Wärtsilä Diesel has developed a means of retard-ing the injection while the engine is running. This meansthat the emission level can instantaneously be adaptedaccording the prevailing requirements. When outside thearea with strict emission limits the injection timing can bereturned to the position giving the best fuel economy.The injection retard is achieved with a hydraulic actuatorand a planetary gear on the camshaft.

The required investment consists of the planetary gearwith actuator which needs to be mounted on the engine.

Direct water injection for about 50% NOX reduction

Water has a positive influence reducing NOX formationby reducing temperature peaks during the combustionprocess. Various methods of introducing water to thecombustion chamber have been tested of which emulsi-fying water and fuel is most widely referenced. Thismethod has several disadvantages, though. The mostimportant disadvantages are problems related with theemulsion stability and the adverse effects on the injec-tion equipment reliability. Wärtsilä Diesel is therefore notusing water - fuel emulsion. Instead a method of directwater injection has been developed. The direct water in-jection has the following merits:

• Efficient NOX reduction - up to 50%

• Simple and reliable system

• No negative influence on engine components

The method relies on injecting high pressure water di-rectly into the combustion chamber. The key element inthe design is a combined injection valve through whichboth fuel and water is injected through separate nozzles.The injection of water is electronically controlled. Built-insafety features enable immediate water injection shut-offin the event of excessive water flow, leakage and abnor-malities in the exhaust gas temperatures. The watershould be clean, fresh water such as produced by theships freshwater distiller. The required pressure is gen-erated using a piston pump.



The required investment (assuming that freshwater isavailable) consists of the special fuel injectors, high pres-sure pumps and piping and an electronic control system.

For maximum reduction levels the required fresh watersupply is typically 100 g/kWh.

SCR-catalyst for 80 - 95% NOX reduction

Reduction of the NOx takes place by injecting the reduc-ing agent - aqueous solution of urea - into the exhaustgas at a temperature of 300 - 450°C in which the urea de-cays into ammonia and carbon dioxide, and subse-quently passing the mixture through a catalyst where theNOX are converted to nitrogen and water, e.g. harmlessend products.

The aqueous urea is often “bunkered” as a liquid fromashore or alternatively mixed onboard in a special tankfrom water and urea granulate.

The rate of NOX reduction depends on the amount of am-monia (urea) added which can be expressed as aNH3/NOX ratio. At a high ratio a high reduction is ob-tained, but at the same time the amount of unused am-monia passing through the catalyst increases. This isreferred to as ammonia slip. Usually the catalyst is di-mensioned for an end of run (aged catalyst) ammoniaslip of max. 15 - 25 ppmv. The reduction rate can be in-creased by increasing the catalyst volume.

SCR technology can reduce the NOX level of Vasa 32and Vasa 32LN to 0.5 - 2 g/kWh.

Compact SCR - a combined silencer and SCR-unit

The disadvantages of SCR have been the large size andrelatively high cost of the equipment required. The unitsrequire also a certain maintenance and the catalyst has alimited lifetime.

Wärtsilä Diesel has however been able to reduce thesedisadvantages by developing “Compact SCR”. Thistechnology is based on the following features:

• Low NOx Combustion engines

• Compact design of combined SCR unit and silencer,also suitable for retrofits

• Built in dust blowing equipment

• Can be equipped as a silencer unit only, with possibilityof retrofitting SCR

A Low NOX Combustion engine provides a platform forapplying SCR technology at a reasonable cost becausethe NOX level is low to begin with. As a consequence thedimensions of the catalyst are moderate. The additionalinstallation volume required for a SCR unit is further re-duced by combining the reactor with a silencer which asan independent entity becomes obsolete. This also al-lows to prepare for SCR technology stepwise fitting at afirst stage only a special design silencer, which at an ar-bitrary later moment can be converted into a fullyequipped SCR/silencer. Ease of maintenance and thelifetime of the catalyst is enhanced by built in dust blow-ing equipment. Due to the minimized size, a compactSCR/ silencer can be fitted into practically any newbuild-ing and even many existing vessels, however not afteran exhaust gas boiler.

The required investment consists of the urea mixing andfeeding equipment, the SCR unit and relevant instru-mentation.

Running costs are generated by the consumption of ureaand the replacement of catalyst according to a renewalscheme. The urea consumption can be expected to beabout 20 - 25 g/kWh of 40 wt-% urea. The lifetime of thecatalyst is about 4 years depending on the actual runningconditions.



Summary

Wärtsilä Diesel can offer a stepwise approach to the reduction of NOx emissions:

Reduction [%] Vasa 32NOX [g/kWh]

Vasa 32 LNNOX [g/kWh]

Standard engine 13 - 16 1) max. 11.8 2)

Adjustable Injection Timing 10 - 15 9 - 10

Direct Water Injection 50 6 - 7 on MDO7 - 8 on HFO

5 - 6 on MDO6 - 7 on HFO

SCR catalyst 80 - 95 1 - 2 0.5 - 2

Compact SCR (combined silencer and SCR unit) 80 - 95 1 - 2 0.5 - 21) 100% load, HFO/MDO operation2) ISO 8178 test fuel (MDO) and test cycle

14. Control and monitoring system

14.1. Normal start and stop of the diesel engine

Main engine

The engine can be started by operating the master start-ing valve, either manually or at remote starting throughthe solenoid built on the master starting valve. Note thatthe start is mechanically blocked if the stop lever on theengine is in STOP position or pneumatically if the turninggear is engaged. It should be possible to block the re-mote start with a lockable switch near the engine. Thisswitch is not included in the diesel engine delivery.

When starting, the diesel engine accelerates to thespeed set by the governor. Normally, the start is per-formed at minimum speed (idling speed), i.e. the lever onthe bridge or in the control room is set at zero (when thespeed can be controlled steplessly), but the engine canalso be started at maximum speed.

When starting manually, the acceleration can be con-trolled by the stop lever. At remote start through the start-ing solenoid valve (as well as at manual start), apneumatically operated limiting cylinder is automaticallyengaged to optimize fuel injection during the accelera-tion period. A solenoid valve (mounted on the engine)controls the limiting cylinder, which limits the fuel injec-tion as follows:

1. The solenoid valve is always energized when thediesel engine is shut down and the air pipe is opento the limiting cylinder, which receives air at thesame time as the starting valve is operated.

2. When the engine speed has reached a presetvalue, 100 RPM below the nominal speed or mini-mum speed, the speed measuring system cuts thevoltage after a time delay of about 2 seconds. Thelimiting cylinder is vented and full injection is pos-sible.

An automatic starting fuel limiter is installed on all en-gines, except for those driving fixed pitch propellers (inthese engines the fuel injection limiting device is incorpo-rated in the governor). At remote start, the starting sole-noid should be energized for 4 seconds ± 2 secondsthrough a time relay. A relay in the speed measuring sys-tem, the switching point of which is 300 RPM, will indicatewhen the diesel engine is running.

The engine can be stopped either manually by turningthe stop lever to STOP position or remotely by energizingthe shut-down solenoid mounted on all governors. Theshut-down solenoid, which is delivered as standard,stops the engine when energized. A shut-down solenoidwhich stops the engine when de-energized can be deliv-ered if separately specified. The solenoid in the over-speed trip device should also be energized at the sametime. To ensure that the engine stops, the solenoidsshould be energized for about 60 seconds through a timerelay. The engine cannot be started during this time.

When the stop solenoids are activated, remote operationof the start solenoid should be prohibited. When two en-gines are connected to a common reduction gear it isrecommended that the clutches of the stopped enginesare blocked in the “OUT” position, i.e. normally the re-spective clutches should not be allowed to be engagedbefore the engine is running.

When one of the engines is stopped, the clutch should beopened to prevent it from being driven by a running en-gine. At a stop signal for overspeed, the clutch should re-main closed.

Auxiliary engine

The procedure for local and remote start of the auxiliaryengine can be same as for main engines. All auxiliary en-gines are provided with the above described starting fuellimiter. The procedure for local and remote shut-down ofthe auxiliary engine is also the same as that for the mainengines. The start is normally performed automatically atblack-outs or when an operating generating set reachesthe preset output for the start up of the next set. The startcan be performed by a start program making e.g. 3 start-ing attempts. The time interval between each starting at-tempt of about 4 seconds should be about 20 seconds.The starting program should be disconnected when theengine starts. If the engine fails to start even after thethird attempt, an alarm should occur. A nominal generat-ing set reaches the nominal speed 6 - 8 seconds after thestarting impulse. The acceleration time for 4R32 sets issomewhat longer, i.e. 10 - 12 seconds.



14.2. Automatic and emergency stop;

overspeed trip

The engine is provided with the following shut-down so-lenoids:

• a solenoid in the speed governor

• a solenoid for control of the electropneumatic over-speed trip

Automatic stop, as well as remote stop, is accomplishedby energizing the shut-down solenoids for about 60 sec-onds. All engines are delivered with ON/OFF switchesfor

• low lubricating oil pressure

• high cooling water temperature

These micro-swithches should energize the shut-downsolenoids when the lubricating oil pressure drops belowor the cooling water temperature exceeds the preset val-ues. The required relay automatics are not included inthe diesel engine delivery. To enable starting of the en-gine, the micro-switch for low lubricating oil pressureshould be blocked at engine start. This is most conven-iently done by arranging voltage supply through the300 RPM relay in the speed measuring system of the en-gine. Further, a time relay of about 3 - 10 seconds is to beinstalled in the circuit to allow a sufficient lubricating oilpressure to be established. This applies to engines withdirect driven lubricating oil pumps. An oil mist detectorshould be connected to the same relay automatics incase automatic stop is required at high concentration ofoil mist in the crankcase. The remote emergency stoppush buttons on e.g. bridge should energize the stop so-lenoids directly and not through relay automatics. Whenarranging a 5 seconds delay for the auto-stop it is possi-ble to prevent the engine from stopping by overriding thesignal before the stop solenoids are energized.

All engines are provided with an electro-pneumatic over-speed trip in addition to the all-mechanical overspeedtrip. The electro-pneumatic overspeed trip is activatedwhen a tacho relay in the speed measuring system ener-gizes a solenoid valve built on the engine, and this valveallows air to the shut-down cylinders on each injectionpump. This overspeed trip is built on the engine. Whenthe main engine speed has decreased to a preset valuethe solenoid valve is de-energized and the speed isagain controlled by the governor. The engine need notstop. The overspeed should be indicated on all controlstations by means of a signal lamp, which has reset in theengine room, near the engine.

Auxiliary engines are always stopped if the overspeedtrip has been activated. At the same time as the over-speed trip is activated, the shut-down solenoid is also en-ergized on auxiliary engines.

The tripping speeds of the overspeed trip are as follow:

Main engine

Electro-pneumatic:Nom. max. speed 720 RPM tripping 830 RPM ± 10 RPMNom. max. speed 750 RPM tripping 860 RPM ± 10 RPM

Mechanical:Nom. max. speed 720 RPM tripping 850 RPM ± 10 RPMNom. max. speed 750 RPM tripping 885 RPM ± 10 RPM

Auxiliary engines

Electro-pneumatic:Nom. max. speed 720 RPM tripping 815 RPM ± 10 RPMNom. max. speed 750 RPM tripping 850 RPM ± 10 RPM

Mechanical:Nom. max. speed 720 RPM tripping 830 RPM ± 10 RPMNom. max. speed 750 RPM tripping 860 RPM ± 10 RPM

If the mechanical overspeed trip has been released, theengine cannot start before the spring has been manuallyloaded again.

14.3. Speed control

Main engine speed control

The engines are normally provided with mechanical/hy-draulic governors prepared for pneumatic or electric re-mote control.

The standard type of governors used is:

• Woodward PGA 58

The governor is equipped with a shutdown solenoid andwith either a pneumatic smoke limiter or with an electricalstart fuel limiter.

If an electronic speed governor is specified, a WoodwardPG-EG type actuator or similar can be used.

The idling speed is selected for each installation basedon calculations, for controllable pitch propeller installa-tions at 60 - 70% of the nominal speed and for fixed-pitchpropeller installations at about 40 - 50%.

The standard control air pressure for pneumatically con-trolled governor is:

p = 0.00857 x n - 1.43

p = control air pressure [bar]n = engine speed [RPM]

Governors for engines in FP-propeller installations areprovided with a smoke limiter function, which limits thefuel injection as a function of the charge air pressure.



Governors for engines connected to a common reduc-tion gear are specially adapted and adjusted for thesame speed droop, normally about 4%, to obtain basicload sharing. In addition, external load sharing based onthe fuel rack position transducer is recommended. Abuilt-in delay of the speed change rate is standard ongovernors; the time for speed acceleration from idle torated speed and vice versa at speed decrease is 10 - 12seconds.

Generating set speed control

Generator engines are usually provided with mechani-cal/hydraulic governors for electric speed setting.

The standard type of governors used are:

• Woodward UG 10

• Woodward PGG 58

Both governors are equipped with speed setting motorsfor synchronizing and load sharing, with a shutdown so-lenoid and with an electrical starting fuel limiter. The syn-chronizing is operated by ON/OFF control as an“increase” or “decrease” by polarity switching.

The normal speed change rate is about 0.3 Hz/s.

To obtain basic load sharing, engines intended for paral-lel running have governors specially adapted for thesame speed droop, i.e. about 4%.

If electronic type speed governors are specified, Wood-ward PG-EG type actuators or similar can be used.

Electronic governors are recommended for diesel-electric main engines.

14.4. Speed measuring system

The speed measuring system mounted on the engine in-cludes magnetic pick-ups for engine and turbochargerspeed as well as a central unit with power supply, meas-uring converters and relay outputs. The central unit issupplied as a separate unit, for installation e.g. in thecontrol room. A separate drawing of the speed measur-ing system is supplied for each installation. The followingequipment is ready wired on the engine:

• magnetic pick-up for engine speed

• magnetic pick-up for turbocharger speed

• double scale indicator for engine and turbochargerspeed installed in the engine instrument panel

• hour counter installed in the engine instrument panel

• solenoid for starting fuel limiter

Provision for the following external connections is stan-dard on the engine:

• analogue signal indicating the engine speed 0 -10 V DC (0 - 1000 RPM)

• analogue signal indicating the turbocharger speed 0 -10 V DC (0 - 30000 RPM)

• relay, switch point 15 % above nominal speed

• relay, switch point 300 RPM

• relay, optional switch point

Each relay can be loaded with 24 - 110 V DC, 30 VA.

14.5. Blocking of alarms

The load dependant cooling water system is standardequipment on the engine. With this system two differentcooling water temperature levels are maintained in thelow temperature circuit, normal level at high loads andhigher level at low engine load. For the high lubricating oiltemperature, an alarm switch with two set points is used.If an analogue sensor is used, two alarm channels haveto be reserved. At low load, the lower set point of the lu-bricating oil temperature alarm as well as the alarm forhigh charge air temperature have to be blocked asshown in the diagram below. The relay automatics arenot included in the engine delivery.

14.6. Electric prelubricating pump

All diesel engines are equipped with an electric prelubri-cating pump. The pump is used for:

1. Filling the lubricating oil system of the diesel enginebefore start, for example when the engine has notrun for a long time.

2. Continuous prelubrication of a stopped diesel en-gine, through which heavy fuel is circulating.

3. Continuous prelubricating of a stopped diesel enginein a multi-engine installation always when one of theengines is in operation.

To ensure that the requirement mentioned in item 2above will always be fulfilled, automatic starting andstopping of the prelubricating pump can be controlled bythe speed sensing relay with the switch point 300 RPM.



Control of load dependent LT thermostatic valve

(4V50G1566)14.7. Electric built-on fuel feed pump

All in-line engines for heavy fuel oil are as standardequipped with an electric fuel feed pump, except for en-gines in single engine installations. For V-engines thecorresponding pump should be fitted in the external fuelsystem. The pump is used as follows:

1. For continuous circulation of heavy fuel throughthe engine, if the engine is running, or is in stand-by, on heavy fuel.

2. To start before the engine starts, when running onMarine Diesel Fuel, and stop with the engine.

14.8. Preheating of cooling water

Preheating of the cooling water has to be arranged onengines which are in stand-by on heavy fuel and for allengines which are arranged for instant load application.Preheating is preferably controlled automatically. Thecirculating pump should start when one engine stops,and stop when all engines are running.

The cooling water preheater should be controlled by athermostat, which keeps the temperature of the preheat-ing water into the engine at about 70°C.



Wiring diagram for cooling water preheater, prelubricating pump and fuel feed pump (3V50G0621a)



Principal wiring diagram of a start/stop system for a single main engine (3V50L1393c)



Principal wiring diagram of a start/stop system for a single auxiliary engine (3V50L1394c)



14.9. Monitoring system

Monitoring equipment fitted on the engine

The set of micro switches/analogue transducers built onthe engine can vary from one installation to another. Theactual set of transducers can be found in the electric wir-ing diagram which is supplied for each installation.

All micro switches are of the NO/NC type with three wiresconnected to the terminal strips in the terminal box.

Data for transducers mounted according to the basic en-gine specification appear from the following table:

1) Set point MDO: 3 barSet point 380 cSt/50°C: 4 bar

2) Wet sump engines,only

3) Alarm for deviation from the average temperatureis to be set as follows:

30% load ± 70°C100% load ± 50°C

4) V-engines, only

L = LowH = HighO = ON/OFFA = Analogue

The exhaust gas and main bearing temperature trans-ducers are thermocouples (NiCr/Ni) each of which isconnected through compensating cables to its own am-plifier mounted on the engine.



AlarmL H

StopL H

TypeO A

Set point

Fuel systemPressure before injection pumps 1)Pressure drop over filter

••

••

5.0 bar1.5 bar

Lubricating oil systemPressure before enginePressure before enginePressure before engine (priming)Temperature before engineLevel in oil sump 2)Pressure drop over filter

•

••

••

•••••••

3.0 bar2.0 bar0.5 bar80/90°C

1.5 bar

HT-cooling water systemTemperature after engineTemperature after enginePressure before engine

••

• •••

110°C105°C2.0 bar

LT-cooling water systemPressure before enigne • • 2.0 bar

Charge airTemperature in manifold • • 75°C

Exhaust gasTemperature after cylinder 3) • •

Main bearingsTemperature 4) • •

MiscellaneousOverloadReleased overspeed tripEngaged turning gear

•• • •

•115

15. Seating15.1. General

Main engines are normally mounted rigidly on the foun-dation, either on steel or resin chocks. Auxiliary enginesare mounted flexibly on rubber elements. Also main en-gines can be flexibly mounted if required.

The foundation should be stiff in all directions to absorbthe dynamic forces caused by the engine. Especially thefoundation of the propeller thrust bearing (the reductiongear) should be dimensioned and designed so thatharmful deformations are avoided. Dynamic forcescaused by the engine are presented in chapter 16.

15.2. Rigid mounting

Installation of main engines

Holes for holding down bolts must be drilled through theseating top plate. The holes for the bolts shall have a di-ameter 44, except for those holes which are to bereamed and equipped with fitted bolts. These holes canbe drilled through the holes in the engine feet.

The mounting bolts are through-bolts with a lock nut atthe lower end and a hydraulically tightened nut at the up-per end. One fitted bolt is used on each side of the engineclosest to the flywheel. All other bolts are clearance bolts.

The bolts are tightened with the hydraulic tools suppliedwith the engine. The necessary hydraulic pressure is cal-culated as follows:

phyd = Fbolt / Apiston [N/mm²]

The hydraulic tool has the following effective piston area:

Apiston = 7130 mm².

Side supports must be installed for all engines. On four,six, eight, twelve and sixteen cylinder engines, two sup-ports on each side of the engine are used and on nineand eighteen cylinder engines three on each side. If resinchocks are used, an additional side support is fitted oneach side closest to the flywheel. The side supports areto be welded to the seating top plate before aligning theengine and fitting the chocks. An acceptable bearing sur-face must be obtained on the wedges of the side sup-ports.

Fitting on steel chocks

The seating top plate is usually inclined outwards with re-gard to the centre line of the engine. The inclination of thesupporting surface should be 1:100. The seating topplate should be designed so that the wedge-type chockscan easily be fitted into position.

The size of the chocks should be 250 x 170 mm and theyshould have an inclination of 1:100. The chocks are pref-erably made of steel, although cast iron chocks are per-mitted.

When fitting the chocks, the supporting surface of theseating top plate should be machined so that a goodbearing surface on both sides of at least 70% is obtained.The cut out in the chock shall be 44 mm (M42 bolts) for allchocks, except those to be reamed and equipped with fit-ted bolts.

The design of the clearance and the fitted bolts is shownin drawing 1V69L0028.

The bolts are designed as tensile bolts, with a reduceddiameter, 35, to ensure a sufficient elongation andthus avoid loosening. The bolts are dimensioned so thata sufficient elongation is achieved if using St 52-3 andtightening the bolts to 80% of the yield point. It is, how-ever, recommended to use 34CrNiMo6V (or similar)which will result in a better elongation already when tight-ened to 60% of the yield point. In order to ensure properfastening and avoid bending stress in the bolts, the con-tact faces of the nuts shall be spotfaced.

Oil pressure to be used for the hydraulic tool:

34CrNiMo6V phyd = 580 bar ~ 60% of yield point

St 52-3 phyd = 330 bar ~ 80% of yield point

Fitting on resin chocks

Installation of main engines on resin chocks is permitted,provided that the requirements of the classification so-cieties are fulfilled. The principal dimensions of thechocks are 450 x 180 mm.

During normal operating conditions, the supporting sur-face of the engine feet has a maximum temperature ofabout 75°C, which should be considered when selectingthe type of resin.

Due to the lower permissible surface pressure of theresin chocks, the tightening force of the mounting bolts islower than with steel chocks. The bolts are tensile bolts,with a reduced diameter, to ensure sufficient elongationand thus avoid loosening. The design of the clearanceand the fitted bolts is shown in drawing 1V69L0028. Thebolt diameter shall be 24. Assuming a permissible sur-face pressure of 3.5 N/mm², the oil pressure to be usedfor the hydraulic tool is:

34CrNiMo6V phyd = 170 bar ~ 18% of yield point

St 52-3 phyd = 170 bar ~ 79% of yield point

In order to assure proper fastening and avoid bendingstress in the bolts, the contact faces of the nuts should bespotfaced.


15. Seating

Main engine foundation, in-line engine, dry oil sump (4V69A0022)


15. Seating

Main engine foundation V32, dry oil sump (1V69A0096)


15. Seating

Chocking of main engines (1V69L0028)

Steel chocks Resin chocks


15. Seating

15.3. Flexible mounting of generating sets

Generating sets, consisting of engine and generatormounted on a common base plate, are usually installedon resilient mounts on the foundation in the ship.

The resilient mounts reduce the structure-borne noisetransmitted to the ship and also serve to protect the gen-erating set bearings from possible fretting caused by hullvibration.

The number of mounts and their location is calculated toavoid resonance with excitations from the generating setengine, the main engine and the propeller. It is thereforeimportant for the shipyard to inform Wärtsilä Diesel at thedesign stage of the main engine speed, number of cylin-ders, propeller speed and number of propeller blades.

The selected number of mounts and their position will beshown in the generating set dimensional drawing. Nor-mally, conical rubber mounts are used; in special casesother types of mounts can also be considered.

The rubber element in the mounts is designed to with-stand both compression and shear loads. In addition, themounts have built-in buffers to limit the movements of thegenerating set due to the sea state.

The mounts are made of natural rubber and care must betaken that the mounts do not come in contact with oil, oilywater or fuel.

The compression of all mounts must be equal when thegenerating set is installed and aligned on the ship’s foun-dation. The maximum permissible variation in compres-sion is 2.0 mm when using conical mounts. Adjustmentsin height are made with steel chocks. If shims are used,the minimum thickness of a shim is 0.5 mm and only oneshim per mount is permitted.The transmission of forces emitted by the engine is 10 -20% when using conical mounts. For the foundation de-sign, see drawing 3V46L0295 (in-line engines) and3V46L0294 (V-engines).

Generating set seating,

in-line engine (3V46L0295)

Generating set seating,

V-engine (3V46L0294)


15. Seating

15.4. Flexible pipe connections

When the generating set is installed on flexible mounts,all connections to the set must be flexible and no gratingnor ladder may be fixed to it. Generator cables must beflexible and led in such a way that they allow the normalmovements of the set. When installing the flexible pipeconnections, all bending and stretching of the connec-tions must be avoided.

The external pipe must be precisely aligned to the fittingor the flange of the engine. Observe that the pipe clampfor the pipe outside the flexible connection must be veryrigid and welded to the steel structure of the foundation toprevent vibrations, which could damage the flexible con-nections. Most problems with bursting of the flexible con-nection originate from poor clamping. See drawing4V60L0813 showing how pipes shall be clamped.

Examples of flexible pipe connections (4V60L0813)


15. Seating

16. Dynamic characteristics

16.1. General

Dynamic forces and moments caused by the engine areshown in the table. Due to manufacturing tolerances,some variation in these values may occur.

16.2. External forces and couples

Coordinate system of external couples (4V93C0019)



External forces, D & E

F = 0 for all cylinder numbers

External couples, D & E

Engine Speed[RPM]

Frequency MQ MH[Hz] [Nm] [Nm]


9R32 720750

12 30600 3060012.5 33200 33200

24 17700 —25 19200 —

18V32 720750

12 43300 4330012.5 46990 46990

24 20870 1159025 22650 12580

External forces, LN D & LN E

Engine Speed[RPM]

Frequency FQ FH[Hz] [Nm] [Nm]

4R32LN 720750

48 — 220050 — 2400

8R32LN 720750

48 — 430050 — 4700

16V32LN 720750

48 3600 140050 3900 1500

External couples, LN D & LN E

Engine Speed[RPM]




9R32LN 720750

12 35000 3500012.5 38000 38000

24 21000 —25 23000 —

48 1300 —50 1400 —

18V32LN 720750

12 46000 4600012.5 49000 49000

24 24000 1300025 26000 15000

48 — 110050 — 1200

16.3. Torque variations

D & E



Engine Speed[RPM]

Frequency ML

[Hz] NmFrequency ML

[Hz] NmFrequency ML

[Hz] Nm

4R32D 720

750

24 560024 * 4224025 873025 * 46670

48 18450

50 18430

72 7100

75 6990

6R32D 720750

36 2085037.5 19330

72 1065075 10490

108 2810112.5 2720

8R32D 720750

48 3691050 36850

96 5400100 5180

144 2280150 2160

9R32D 720750

54 3394056.3 33960

108 4210112.5 4000

162 2130168.8 2010

12V32D 720750

36 1079037.5 10010

72 1844075 18170

108 3970112.5 3770

16V32D 720750

48 1282050 12880

96 10150100 9730

144 2280150 2160

18V32D 720750

54 2598056.3 26000

108 5960112.5 5650

162 3930168.8 3710

Engine Speed[RPM]

Frequency ML

[Hz] NmFrequency ML

[Hz] NmFrequency ML

[Hz] Nm

4R32E 720

750

24 690024 * 4224025 1050025 * 46670

48 18100

50 18100

72 7500

75 7400

6R32E 720750

36 1920037.5 17900

72 1120075 11000

108 2900112.5 3100

8R32E 720750

48 3630050 36300

96 6200100 5900

144 2700150 2600

9R32E 720750

54 3390056.3 33900

108 5000112.5 4700

162 2500168.8 2400

12V32E 720750

36 1000037.5 9300

72 1940075 19100

108 4700112.5 4500

16V32E 720750

48 1260050 12600

96 11600100 11100

144 2700150 2600

18V32E 720750

54 2600056.3 26000

108 7000112.5 6700

162 4700168.8 4400

* at zero load

LN D & LN E



Engine Speed[RPM]

Frequency ML

[Hz] NmFrequency ML

[Hz] NmFrequency ML

[Hz] Nm

4R32 LN D

4R32 LN Didle

720750720750

24 460025 710024 4300025 48000

48 2200050 2200048 390050 3900

72 880075 880072 240075 2400

6R32 LN D

6R32 LN Didle

720750720750

36 2500037.5 2200036 1700037.5 20000

72 1300075 1300072 350075 3600

108 2700112.5 2800— —— —

8R32 LN D 720750

48 4400050 43000

96 6000100 6100

— —— —

9R32 LN D 720750

54 4100056.3 41000

108 4000112.5 4100

— —— —

12V32 LN D

12V32 LN Didle

720750720750

36 1300037.5 1200036 900037.5 10000

72 2300075 2300072 610075 6200

108 3800112.5 3900108 1200112.5 1300

16V32 LN D 720750

48 1500050 15000

96 11000100 11000

— —— —

18V32 LN D 720750

54 3100056.3 32000

108 5700112.5 5800

162 1000168.8 1000

Engine Speed[RPM]

Frequency ML

[Hz] NmFrequency ML

[Hz] NmFrequency ML

[Hz] Nm

4R32 LN E

4R32 LN Eidle

720750720750

24 790025 690024 4300025 48000

48 2300050 2300048 390050 3900

72 840075 840072 240075 2400

6R32 LN E

6R32 LN Eidle

720750720750

36 2800037.5 2600036 1700037.5 20000

72 1300075 1300072 350075 3600

108 1900112.5 1900— —— —

8R32 LN E 720750

48 4600050 45000

96 4800100 4800

— —— —

9R32 LN E 720750

54 4100056.3 41000

108 2800112.5 2800

— —— —

12V32 LN E

12V32 LN Eidle

720750720750

36 1500037.5 1400036 900037.5 10000

72 2200075 2200072 610075 6200

108 2600112.5 2600108 1200112.5 1300

16V32 LN E 720750

48 1600050 16000

96 8900100 9000

— —— —

18V32 LN E 720750

54 3200056.3 32000

108 4000112.5 4000

— —— —

17. Power Transmission

17.1. Connection to driven equipment

Power transmission of propulsion engines is accom-plished through a flexible coupling. Alternatively, a com-bined flexible coupling and clutch mounted on theflywheel is used. The crankshaft is equipped with an ad-ditional shield bearing at the flywheel end. Therefore,also a rather heavy coupling can be mounted on the fly-wheel without intermediate bearings.

Generating set engines with more than six cylindersmust have a flexible coupling between the engine andthe alternator. This means that the generator must be of2-bearing type. With four and six cylinder engines singlebearing alternators with flange connection to the flywheelare preferred.

The type of flexible coupling to be used is decided fromcase to case on the basis of the torsional vibration calcu-lations that are made for each installation.

Full output is also available at the free end of the engine.An intermediate shaft and bearing is necessary betweenthe engine and the flexible coupling of the PTO.

The mass-moments of inertia of the propulsion engines(including flywheel) are typically as follows:

Engine J [kg m²]

4R32 300 - 3806R32 260 - 5208R32 440 - 7509R32 520 - 61012V32 530 - 71016V32 550 - 73018V32 570 - 750

Connection engine-alternator (2V64L0040)



Power take off at free end (1V62L0395)



Fig. 1

Rating[kW/RPM]

D1 D2 E F H K N Amin B Cmin

1.021.361.772.252.813.464.22 1)5.05 1)6.00 1)7.06 1)8.20 1)

100110120130140150160170180190200

170185200215230250260280300310330

108118130140150162172182195205215

280300325350380405430450480515535

150150150160160180180200200220220

300300300325325370370420420450450

225225225235235280280310310320320

640640635660680710780

1170120012401250

902902902920966

101011001250157016301670

10231023102010401090113412451410173018001838

1) with fitted bolts

Fig. 2

Rating[kW/RPM]

D H K N A B Cmin

2.252.81

130140

160160

325325

235235

408408

952930

11031060

17.2. Torsional vibrations

A torsional vibration calculation is made for each installa-tion. For this purpose exact data of all components in-cluded in the shaft system are required. See the list ofrequired data 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 includingshafts and flanges

• torsional stiffness of shafts between rotating masses

• material of shafts including tensile strength and modu-lus of rigidity

• gear ratios

• drawing number of the diagram

Data of propeller and shafting

A mass-elastic diagram or propeller shaft drawing show-ing:

• mass moment of inertia of all rotating parts includingthe rotating part of the OD-box, SKF couplings and ro-tating parts of the bearings

• mass moment of inertia of the propeller at full/zeropitch in water

• torsional stiffness or dimensions of the shaft

• material of the shaft including tensile strength andmodulus of rigidity

• drawing number of the diagram or drawing

Data of shaft alternator

A mass-elastic diagram or an alternator shaft drawingshowing:

• alternator output, speed and sense of rotation

• mass moment of inertia of all rotating parts or a total in-ertia value of the rotor, including the shaft

• torsional stiffness or dimensions of the shaft

• material of the shaft including tensile strength andmodulus 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, thefollowing 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 stiffnessper element

• dynamic magnification or relative damping

• nominal torque, permissible vibratory torque and per-missible power loss

• drawing of the coupling showing make, type and draw-ing number



17.3. Alternator feet design

Directives for designing the feet of the alternator and the distance between its fixing bolts

Generator feet with 1 hole (4V92F0117-2a)



H 4R32Rmax

6R32Rmax

8 - 9R32Rmax

12 - 18V32Rmax

1200 - 14001200 - 17501450 - 22002000 - 2200

750890

10951095

H = distance between fixing bolts in steps of 50 mm

Rmax = see drawing below

Alternative: B = 230 Alternative: B = 180

L L/2 L L/2

220430590

110215295

220430590

110215295

Generator feet with 2 holes (4V92F0117-3a)



Alternative: B = 230 Alternative: B = 180

L LH L LH

620840

200420

620840

200420

18. Engine room arrangement

18.1. Arrangement of generating sets

Engine room arrangement, generating sets, R32 (3V69C0064a)



Engine Dimensions

A B C D

4R32 1450 1530 1800 2440

6R32 14501600

15301680

17601950

24002590

8R32 16002200

16802280

19502510

25903150

9R32 18002200

18002280

21102510

27503150

The breadth of the common baseplate can vary with the type of alternator.

18.2. Arrangement of main engines

Engine room arrangement, main engines, R32 (0V69C0066b)



∗ Piston and connecting rod can be freelytransported over adjacent cylinder head covers.

Corresponding distances for LN engines are:Min. 2500Rec. 3000

Engine room arrangement, main engines, V32 (0V69C0065a)



∗ Piston and connecting rod can be freely transportedover adjacent cylinder head covers.

Corresponding distances for LN engines are:Min. 2130Rec. 2850

18.3. Transportation dimensions

Lifting of engines (2V83D0255)



Lifting of generating sets (3V83D0128/0129)



19. Dimensions and weights of engine parts

Turbocharger and cooler inserts (2V92L0593)



Weights [kg]

Engine 1. Turbocharger 2. Charge air cooler insert 3. Lubricating oil cooler insert

1-stage 2-stage

4R326R328R329R3212V3216V3218V32

640103016801680

2 x 10302 x 16802 x 1680

190260300310

2 x 2602 x 3002 x 310

450550

2 x 450

105120140140

Dimensions

Engine

A B

1-stage 2-stage

G HC D E C D E

4R326R328R329R3212V3216V3218V32

1150137516601660137516601660

780930

11101110

93011101110

733746841881746841881

410470470470470470470

545605645705605645705

818958

818

605645

605

640710

640

1070134013401340

336336336336

Large spare parts, 32 D & E (1V92L0351)

Item Weight [kg]

1. Connecting rod 1302. Piston 973. Cylinder liner 1774. Cylinder head 3675. Valve 36. Piston ring -7. Injection pump 30

Item Weight [kg]

8. Injection valve 89. Starting air valve 410 Main bearing shell 411. Split gear wheel 6212. Intermediate gear wheel 2813. Intermediate gear complete 5614. Camshaft gear wheel 33



Large spare parts, 32 LN D & LN E (1V92L1101)

Item Weight [kg]

1. Connecting rod 1372. Piston 1153. Cylinder liner 1774. Cylinder head 3675. Valve 36. Piston ring -7. Injection pump 35

Item Weight [kg]

8. Injection valve 89. Starting air valve 410 Main bearing shell 411. Split gear wheel 6212. Intermediate gear wheel 2813. Intermediate gear complete 5614. Camshaft gear wheel 33



463342

20. List of symbols(4V92A0549a)


20. List of symbols

Wartsila Vasa 32 Project Guide

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Transcript of Wartsila Vasa 32 Project Guide