Introduction. Wärtsilä Nederland B.V. Marine P.O. Box GB Zwolle Nederland. Introduction

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2 Introduction Introduction This 1/2002 issue replaces all previous issues of the Wärtsilä 38 Project Guide. Major revisons of issue 1/2002 are: Technical data sheets revised Internal system diagrams revised to ones with new symbols External system diagrams revised to ones with new symbols The errata as published on intranet are implemented This Project Guide provides you with the information required for the layout of marine propulsion plants with Wärtsilä 38 engines. Any data and information herein is subject to revision without notice. For contracted projects the customer will receive binding instructions for planning the installation. Wärtsilä Nederland B.V. Marine P.O. Box GB Zwolle Nederland 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 PUBLICATION DEALS WITH COMPLICATED TECHNICAL MATTERS AND THE DESIGN OF THE SUBJECT AND PRODUCTS IS SUBJECT TO REGULAR IMPROVEMENTS, MODIFICATIONS AND CHANGES. CONSEQUENTLY, THE PUBLISHER AND COPYRIGHT OWNER OF THIS PUBLICATION CANNOT TAKE ANY RESPONSIBILITY OR LIABILITY FOR ANY ERRORS OR OMISSIONS IN THIS PUBLICATION OR FOR DISCREPANCIES ARISING FROM THE FEATURES OF ANY ACTUAL ITEM IN THE RESPECTIVE PRODUCT BEING DIFFERENT FROM THOSE SHOWN IN THIS PUBLICATION. THE PUBLISHER AND COPYRIGHT OWNER SHALL NOT BE LIABLE UNDER ANY CIRCUMSTANCES, FOR ANY CONSEQUENTIAL, SPECIAL, CONTINGENT, OR INCIDENTAL DAMAGES OR INJURY, FINANCIAL OR OTHERWISE, SUFFERED BY ANY PART ARISING OUT OF, CONNECTED WITH, OR RESULTING FROM THE USE OF THIS PUBLICATION OR THE INFORMATION CONTAINED THEREIN. COPYRIGHT 2002 BY WÄRTSILÄ NETHERLAND B.V. ALL RIGHTS RESERVED. NO PART OF THIS PUBLICATION MAY BE REPRODUCED OR COPIED IN ANY FORM OR BY ANY MEANS, WITHOUT PRIOR WRITTEN PERMISSION OF THE COPYRIGHT OWNER. Marine Project Guide W38B - 1/2002 i

3 Table of Contents Table of Contents 1. General data and outputs Technical main data Maximum continuous output Reference conditions Fuel characteristics Principal engine dimensions and weights Principal generator set dimensions Definitions Operation data Matching the engines with driven equipment Loading capacity Operation at low air temperature Restrictions for low load operation and idling Lubricating oil quality Overhaul intervals and expected life times of engine components Technical data Introduction Technical data tables Exhaust gas and heat balance diagrams Description of the engine Piping design, treatment and installation Fuel system General Internal fuel system External fuel system Lubricating oil system Lubricating oil system on the engine, in-line engines Lubricating oil system on the engine, V-engines External lubricating oil system Cooling water system General Internal cooling water system External cooling water system Starting air system Internal starting air system External starting air system Turbocharger cleaning system Manual cleaning system Automatic cleaning system Engine room ventilation Crankcase ventilation system Exhaust gas system Design of the exhaust gas system, on the engine Exhaust gas piping Silencer Exhaust gas boiler, Selective Catalytic Reduction (S.C.R.) Exhaust gas emissions General Diesel engine exhaust gas components Marine exhaust emissions legislation Methods to reduce exhaust emissions Summary Control and monitoring system General Wärtsilä Engine Control System (WECS) Power supply Hard wired input & output Speed measuring and safety system Operation and safety system Electric turning device Electric pre-lubricating pump Pre-heater Stand-by pumps Sensors for remote monitoring and hard wired connections Alarms and failures Local Display Unit Main control (software) structure for operations Modbus Communication Link Speed control Additional instruments Foundation General Rigid mounting Resilient mounting Dynamic characteristics General External forces and couples Torque variations Mass moments of inertia Structure borne noise Air borne noise Power transmission Flexible coupling Power-take-off from the free end Torsional vibrations Engine room design Space requirements for overhaul Platforms Crankshaft distances Four-engine arrangements Father-and-son arrangement Service areas and lifting arrangements Ship inclination angles Cold conditions Dimensions and weights of engine parts Engine room maintenance hatch Transport dimensions and weights List of symbols Marine Project Guide W38B - 1/2002 ii

4 1. General data and outputs 1. General data and outputs 1.1 Technical main data The Wärtsilä 38 is a 4-stroke, turbo charged and intercooled diesel engine with direct injection of fuel. Cylinder bore Stroke Piston displacement Number of valves 380 [mm] 475 [mm] 53.9 [l/cyl.] 2 inlet valves and 2 exhaust valves Cylinder configuration 6, 8, 9, in-line 12, 16, 18 in V-form V-angle 50 Direction of rotation clockwise or counter-clockwise Max. cylinder pressure 21 [MPa] (210 bar) Speed 600 [rpm] Mean effective pressure 2.69 [MPa] (26.9 bar) Mean piston speed 9.5 [m/s] 1.2 Maximum continuous output Nominal speed is 600 rpm. for propulsion engines. The mean effective pressure can be calculated as follows: p e P c p e = D 2 n S π = Mean effective pressure [MPa] P = Output per cylinder [kw] c = Operating cycle (2) D = Cylinder bore [mm] S = Stroke [mm] n = Engine speed [rpm] 1.3 Reference conditions The reference conditions of the max. continuous output are according to ISO : 1995(E), i.e. Total barometric pressure 100 [kpa] (1.0 bar) Suction air temperature 25 [ C] Relative humidity 30 [%] Charge air coolant temperature 25 [ C] Lower caloric value of the fuel [kj/kg] The output is available up to a charge air coolant temperature of max. 38 C and a suction air temperature of max. 45 C. For higher temperatures, the output has to be derated according to the formula stated in the above mentioned ISO-standard, ISO Table Maximum continuous output in kw application type Engine type Diesel Electric [kw] C.P.P. [kw] F.P.P. [kw] Pump drive [kw] 6L L L V V V Marine Project Guide W38B - 1/2002 1

5 1. General data and outputs 1.4 Fuel characteristics The engine is designed and developed for continuous operation on heavy fuel and DMC. For limited periods it is possible to operate the engine on light fuel without modification. For periods longer than 500 hours the cylinder head (exhaust valves and valve rotators) has to be modified. Engines intended for continuous or prolonged operation on light fuels corresponding to ISO 8217:1996, F-DMA and DMB are adapted to such fuels. Engines can be started and stopped on heavy fuel oil provided that the engine and fuel system are preheated to operating temperature. It is only recommended to change over from HFO to light fuel operation when it is necessary to fill or flush the fuel oil system. In table the distillate fuels (light fuel oil) and in table residual fuels (HFO) are presented. The fuel specification HFO 2 is based on RMH 55 and RMK 55. Additionally the engine manufacturer has specified the fuel HFO 1. This tighter specification is an alternative. Longer overhaul intervals of the specific engine componentsare reached by using a fuel which meets the specification. Table Distillate fuel oil (light fuel oil). Property Unit ISO-F- DMA ISO-F- DMB ISO-F- Test method DMC 1) ref. Viscosity, min., before injection pumps mm 2 /s at 40ºC 1.5 2) ISO 3104 Viscosity, max. mm 2 /s at 40ºC ISO 3104 Density, max. kg/m 3 at 15ºC ISO or Water, max. % volume ISO 3733 Sulphur, max. % mass ISO 8574 Ash, max. % mass ISO 6245 Vanadium, max. mg/kg ISO Sodium before engine, max. mg/kg ISO Aluminum + Silicon max. mg/kg ISO Aluminum + Silicon before engine, max. mg/kg ISO Conrad son carbon residue, max. % mass ISO Flash point (PMCC), min. ºC ISO 2719 Pour point, max. ºC ISO 3016 Sediment % mass ISO 3735 Total sediment potential, max. % mass ISO ) Use of ISO-F-DMC category fuel is allowed provided that the fuel treatment system is equipped with a fuel oil separator 2) The temperature of the fuel shall be adjusted such that the minimum viscosity before the engine is well above 2 cst DMA is a high quality distillate. DMB is a general purpose fuel which may contain trace amounts of residual fuel and is intended for engines not specially designed to burn residual fuels. DMC is a fuel which can obtain a significant proportion of residual fuel. Consequently it is unsuitable for installations where engine or fuel treatment plants is not designed for the use of residual fuels. Note! The grades in figure are further in this project guide indicated as Light Fuel Oil (LFO). 2 Marine Project Guide W38B - 1/2002

6 1. General data and outputs Table Residual fuel oil (Heavy fuel oil) Property Unit Limit HFO 1 Limit HFO 2 Test method ref. Viscosity, max. mm 2 /s at 100ºC ISO 3104 mm 2 /s at 50ºC Redwood No. 1 s at 100ºF Density, max. kg/m 3 at 15ºC 991 1) / ) /1010 ISO 3675 or CCAI, max. 4) ) ISO 8217 Water, max. % volume 1 1 ISO 3733 Water before engine, max. 4) % volume ISO 3733 Sulphur, max. % mass 2 5 ISO 8574 Ash, max. % mass ISO 6245 Vanadium, max. mg/kg ) ISO Sodium, max. 3) mg/kg ) ISO Sodium before engine, max. 3) mg/kg ISO Aluminum + Silicon max. mg/kg ISO Aluminum + Silicon before engine, max. 4) mg/kg ISO Conrad son carbon residue, max. % mass ISO Asphaltenes, max. 4) % mass 8 14 ASTM D 3279 Flash point (PMCC), min. ºC ISO 2719 Pour point, max. ºC ISO 3016 Total sediment potential, max. % mass ISO ) Max kg/m³ at 15 C provided the fuel treatment system can remove water and solids. 2) Straight run residues show CCAI values in the 770 to 840 range are very good igniter. Cracked residues delivered as bunkers may range from 840 to - in exceptional cases - above 900. Most bunkers remain in the max. 850 to 870 range. 3) Sodium contributes to hot corrosion on exhaust valves when combined with high sulphur and vanadium contents. Sodium also strongly contributes to fouling of the exhaust gas turbine blading at high loads. 4) Additional properties specified by the engine manufacturer which are not included in the ISO specification or differ from the ISO specification. The aggressiveness of the fuel depends on its proportions of sodium and vanadium, but also on the total amount of ash. Hot corrosion and deposit formation are, however, also influenced by other ash constituents. It is therefore difficult to set strict limits based only on the sodium and vanadium content of the fuel. Also a fuel with lower sodium and vanadium contents that specified above, can cause hot corrosion on engine components. Foreign substances or chemical waste, hazardous to the safety of the installation or detrimental to the performance of the engines, should not be contained in the fuel. The limits above also correspond to the demands of the following standards: BSMA 100: 1996, RMH 55 and RMK 55 CIMAC 1990, Class H55 and K55 ISO 8217: 1996(E), ISO-F-RMA10 - RMK 55 (HFO 2 is based on RMH 55 and RMK 55) Marine Project Guide W38B - 1/2002 3

7 1. General data and outputs 1.5 Principal engine dimensions and weights Figure In-line engine (9506DT650 rev.-) Table In-line engines dimensions Engine A * [mm] A [mm] B *[ mm] B [mm] C [mm] D ** [mm] E [mm] F [mm] 6L L L Engine G [mm] H [mm] I [mm] K [mm] M [mm] N * [mm] N [mm] Weight 1 ) [ton] 6L L L * Turbocharger at flywheel end ** Dismantling dimension 1) Tolerance 5 %, the masses are wet weights of rigidly mounted engines with flywheel and built-on pumps and without additional; e.g. hoisting tools, packing, torsional elastic coupling etc. Table Additional mass [ton]: Item 6L38 8L38 9L38 Flexible mounting (without limiters) 4 [ton] 5.5 [ton] 6 [ton] 4 Marine Project Guide W38B - 1/2002

8 1. General data and outputs Figure V-engine (9506DT651 rev.-) Table V-engines dimensions Engine A * [mm] A [mm] B [mm] C [mm] D ** [mm] E [mm] F [mm] 12V V V Engine G [mm] H [mm] I [mm] K [mm] M [mm] N [mm] O [mm] Weight 1) [ton] 12V V V * Turbocharger at flywheel end ** Dismantling dimension 1) Tolerance 5 %, the masses are wet weights of rigidly mounted engines with flywheel and built-on pumps and without additional; e.g. hoisting tools, packing, torsional elastic coupling etc. Table Additional mass [ton]: Item 12V38 16V38 18V38 Flexible mounting (without limiters) 4 [ton] 4.5 [ton] 5 [ton] Marine Project Guide W38B - 1/2002 5

9 1. General data and outputs 1.6 Principal generator set dimensions The engine can also be delivered as complete generator set. An engine and generator mounted together on a common base frame, which can be flexible mounted. For indicative main dimensions see figures and tables 1.6.1, 1.6.2, 1.6.3, Figure In-line engine generator set (9506DT674 rev.-) Table In-line engine generator sets indicative dimensions A-turbocharger at A-turbocharger at B 2) C 2) free end 1) [mm] driving end 1) [mm] [mm] [mm] 6L L L ) The dimension A depends on type of generator and torsional elastic coupling. 2) The dimensions B + C depends on type of generator and base frame. 6 Marine Project Guide W38B - 1/2002

10 1. General data and outputs Figure V-engine generator set (9506DT675 rev.-) Table V-engine generator set indicative dimensions A-turbocharger at free A-turbocharger at B 2) C 2) end 1) [mm] driving end 1) [mm] [mm] [mm] 12V V V ) The dimension A depends on type of generator and torsional elastic coupling. 2) The dimensions B + C depends on type of generator and base frame. Marine Project Guide W38B - 1/2002 7

11 1. General data and outputs 1.7 Definitions The following definitions are used in the Project Guide: Operating side Longitudinal side of the engine where the operating controls are located Non-operating side Longitudinal side opposite of the operating side Driving end End of the engine where the flywheel is located Free end The end opposite the driving end Designation of cylinders Designation of cylinders begins at the driving end Clockwise rotating The rotation as viewed from the position of the observer A-bank and B-bank See figure in relation to observer Inlet and exhaust valves See figure in relation to observer Figure Definitions (9604DT105) 8 Marine Project Guide W38B - 1/2002

12 2. Operation data 2. Operation data 2.1 Matching the engines with driven equipment Controlable Pitch Propeller (CPP) The controllable pitch propellers are normally designed that % of the maximum continuous engine output at nominal speed is utilized when the ship is on trial at specified speed and load (see figure 2.1.1). Shaft generators or generators connected to the free end of the engine should be considered when dimensioning propellers in case continuous generator output is to be used at sea. Overload protection and CPP load control are required in all installations. In installations where several engines are connected to the same propeller, load sharing is necessary. Figure shows the operating ranges for CPP installations. The design range for the combination diagram should be on the right hand side of the load limit curve. The shaded range is for temporary operation only (for governing purpose). This area can be used to accelerate the installation or for engine control (governing) purposes. The idling (clutch-in) speed should be as high as possible and will be decided separately in each case. The dotted range is for emergency operation only, e.g. when the pitch reduction unit is broken and manoeuvring/propulsion is vital. In this area the thermal load of the engine is high and is therefore not available for normal running conditions. For ships with two controlable pitch propellers the engines can easily be overloaded during manoeuvring. Therefore the control system has to reduce pitch during turning of the ship. Figure Operating area for CPP application OPERATING AREA W38B 725 kw/cyl.: CPP Combinator Curve application 700 MECHANICAL FUEL STOP MCR Output [kw/cyl.] EMERGENCY SITUATION ONLY LOAD LIMIT CURVE RANGE FOR GOVERNING PURPOSES ONLY MIN. SPEED RANGE FOR CONTINUOUS OPERATION Speed [rpm] Marine Project Guide W38B - 1/2002 9

13 2. Figure Operating area W38B, fixed pitch propeller (FPP) application. OPERATING AREA W38B 725 kw/cyl.: FPP application 700 MECHANICAL FUEL STOP MCR RANGE FOR GOVERNING PURPOSES ONLY 85% MCR Output [kw/cyl.] PROPELLER LAY-OUT AREA NOMINAL PROP MIN. SPEED RANGE FOR CONTINUOUS OPERATION Speed [rpm] Restrictions for low load operation to be observed. A shaft brake should be used to enable fast maneuvering (crash-stop). Fixed Pitch Propeller (FPP) The dimensioning of fixed pitch propellers should be made very thoroughly for every vessel as there are only limited possibilities to control the absorbed power. Factors which influence on the design are: The resistance of the ship increases with time. The frictional resistance of the propeller blades in water increases with time. Bollard pull, towing and acceleration requires higher torque than free running. Propellers rotating in ice require higher torque. The FPP should normally be designed so that it absorbs maximum 85% of the maximum continuous output of the engine (shaft losses included) at nominal speed when the ship is on trial, at specific speed and load (see figure 2.1.2). Typically this corresponds to 81-82% for the propeller itself. For ships intended for towing, the propeller can be designed for 95% of the maximum power at bollard pull conditions. The absorbed power at free running and nominal speed is usually then relatively low, % of the output at bollard pull. For ships intended for operation in heavy ice, the additional torque of the ice should furthermore be considered. The diagram in figure shows the permissible operating range for FP-propeller installations as well as the recommended design area. The minimum speed will be decided separately for each installation. A clutch to be used, the slipping time to be calculated case by case (normally 5-8 s). For ships with two fixed pitch propellers, the propeller can be designed for 95% of the maximum power at bollard pull conditions. 10 Marine Project Guide W38B - 1/2002

14 2. Operation data Dredgers (pump drive) In a dredger application with a direct coupled sand pump drive it is often requested to have a capability for constant full torque down to 80% of the nominal speed i.e. to 480 rpm. If the requirement is to go down to 480 rpm at constant torque the engine nominal MCR will be 630 kw/cyl. See figure Figure Pump drive OPERATING AREA W38B 630 kw/cyl.: Pumpdrive application LOAD LIMIT CURVE MCR 500 Output [kw/cyl.] RANGE FOR GOVERNING PURPOSES ONLY MIN. SPEED RANGE FOR CONTINUOUS OPERATION Speed [rpm] Marine Project Guide W38B - 1/

15 2. Operation data 2.2 Loading capacity The load steps should be limited to the fuel quantity corresponding to the available air in the cylinders. Turbo charged engines should be loaded successively due to air deficit, which is apparent, until the turbocharger has reached the required speed. This can be obtained if the loading speed does not exceed the curve, see figure for constant speed + figure for combinator curve. Before any operation the engine should be at least at pre-heated conditions and pre-heated conditions means: Fuel oil must be of the correct viscosity HT cooling water temperature minimum 60 [ C] Lubricating oil temperature minimum 40 [ C] Figure Load capacity, constant speed. Loading conditions, constant speed. 100 Loading at preheating temperature Engine load [%] Loading at operating temperature Emergency loading at operating temperature Time [s] Figure Load capacity, at combinator curve. Loading conditions, at combinator curve. Engine load [%] Loading at preheating temperature Loading at operating temperature Emergency loading at operating temperature Time [s] 12 Marine Project Guide W38B - 1/2002

16 2. Operation data Diesel-mechanical propulsion The load increase program, must be included in the propeller control system. Emergency loading may only be possible with a separate emergency running program. The use of this program must create alarm lights and an audible alarm in the control room and alarm lights on the command bridge as well. Diesel-electric propulsion (D.E.) Compared to rules for auxiliary generator engines the required loading capacity of engines for diesel-electric applications is more subject to project specific considerations. The loading performance is affected by the rotational inertia of the whole generating set, the speed governor adjustment and behaviour, generator design, alternator excitation system, voltage regulator behaviour and nominal output influence the values. Steady state speed band is when the envelope of speed variation does not exceed ±1%. Steady state means that the turbocharger speed or charge air pressure has levelled out at the previous load before the intended step load is applied. The transient speed (frequency) decrease is 10% of the rated speed (frequency) and the recovery time to steady state speed at target load is 5 seconds. An instant unloading of the whole max. continuous load causes a transient increase in speed of 10% and the recovery time to no load steady state speed band is 5 seconds. Loading capacity and overload specifications are to be developed in cooperation between the plant designer, engine manufacturer and classification society at an early stage of the project. Features to be incorporated in the propulsion control and power management systems are presented in a chapter 15. Figure shows limiting curves for step loading as a function of the engine load [%] at constant speed. The maximum sudden power increase fulfills the requirements of ISO Figure Sudden power increase 40 Load increase [%] Maximum sudden power increase Engine load [%] Marine Project Guide W38B - 1/

17 2. Operation data 2.3 Operation at low air temperature When planning specialized ships for cold conditions the following shall be considered (see also chapter 19.8) The lowest permissible suction air temperature at high load is 15 C with a standard engine. Except the following cases: -5 C till 15 C by derating -30 C till 15 C by special valve arrangement. During prolonged low load operation in cold climate the two-stage charge air cooler is useful in heating the charge air by the HT-water. To prevent under cooling of the HT-water special provisions shall be made, e.g. by preheating arrangement to heat the running engine. For operation at high load in cold climate the capacity of the waste gate arrangement is specified on a case-by-case basis. To ensure starting, the water temperature of the LT-section of the air should not be below 10 C. For certain applications where glycol-water is used as cooling media in the HT- and/or LT- cooling system derating is necessary. The cap- acity of the lube oil cooler on the engine and all external heat exchangers has to be designed for the specified glycol-%. Wärtsilä does not recommend the use of glycol in cooling water. 2.4 Restrictions for low load operation and idling The engine can be started, stopped and run on heavy fuel under all operating conditions. Continuous operation on heavy fuel is preferred instead of changing over to light fuel oil at low load operation and manoeuvring. The following recommendations apply to idling and low load operation: Absolute idling 0-5% load (declutched main engine, unloaded generator): Max. 15 min. (recommended 10 min.), if the engine is to be stopped after the idling Max. 6 hours, if the engine is to be loaded after the idling Operation at 5-20% load: Max. 100 hours continuous operation. At intervals of 100 operating hours the engine must be loaded to min. 70%, during 1 hour of the rated load Operation at higher than 20% load: No restrictions. 2.5 Lubricating oil quality Engine lubricating oil Today s modern trunk piston diesel engines are stressing the lubricating oils heavily due to e.g. low specific lubricating oil consumption. Also ingress of residual fuel combustion products into the lubricating oil can cause deposit formation on the surface of certain engine components resulting in severe operating problems. Due to this many lubricating oil suppliers have developed new lubricating oil formulations with better fuel and lubricating oil compatibility. The type of lubricating oil is very much related to the used fuel oil. Therefore three fuel oil categories are defined to determine the right lubricating oil. (see above table 2.5.1) The alkalinity, Base Number (BN), of the system oil should be mg/koh/g in heavy fuel, use higher BN of the system oil at higher sulphur content of the fuel. It is recommended to use BN 40 lubricants with category C fuels. The use of high BN (50-55) lubricants in heavy fuel installations is recommended, if the use of BN 40 lubricants also causes short oil change intervals. For fuel category A+B, a lubricating oil with a BN of is recommended (see table 2.5.1). However, an approved lubricating oil with a BN of can also be used, if the desired lower BN lubricating oil brand is not included. The lubricating oils mentioned in table are representing a new detergent/dispersant additive chemistry and have shown good performance in Wärtsilä engines. These lubricating oils are recommended in the first place in order to reach full service intervals. Approved lubricating oils for turning device are shown in table NB! Different oil brands are not to be blended unless approved by oil supplier and, during guarantee time, by engine manufacturer. 14 Marine Project Guide W38B - 1/2002

18 2. Operation data Fuel category A Comprises fuel classes ISO-F-DMX and DMA. DMX is a fuel which is suitable for use at ambient temperatures down to -15 C without heating the fuel. In merchant marine applications, its use is restricted to lifeboat engines and certain emergency equipment due to reduced flash point. DMA is a high quality distillate, generally designated MGO (Marine Gas Oil) in the marine field. Fuel category B Comprises fuel classes ISO-F-DMB. DMB is a general purpose fuel which may contain trace amounts of residual fuel and is intended for engines not specifically designed to burn residual fuels. Fuel category C Comprises fuel classes ISO-F-DMC and ISO-F-RMA 10 - RMK55. DMC is classified as a light fuel, the others as heavy fuels. DMC is a fuel which can contain a significant proportion of residual fuel. Consequently it is unsuitable for installations where engine or fuel treatment plant is not designed for the use of residual fuels. A10 and B10 grades are available for operation at low ambient temperatures in installations without storage tank heating, where a pour point level of 24 or 30 C is necessary. The range of C10 up to H55 are fuels, intended for treatment by a conventional purifier-clarifier centrifuge system. (Density limit up to 991 kg/m³ at 15 C) K35, K45 and K55 are only for use in installations with centrifuges specially designed for higher density fuels. (Density limit max kg/m³ at 15 C.) Table Approved system oils fuel categories A and B Supplier Brand name Viscosity BN Fuel category BP Energol HPDX 40 SAE A Caltex Delo 1000 Marine SAE 40 SAE A Delo 2000 Marine SAE 40 SAE A,B Castrol MHP 154 SAE A,B Seamax Extra 40 SAE A,B TLX 204 SAE A,B Chevron Delo 1000 Marine 40 SAE A Delo 2000 Marine 40 SAE A,B ExxonMobil Mobilgard ADL 40 SAE A,B Mobilgard 412 SAE A,B FAMM Delo 1000 Marine 40 SAE A Shell Gadinia Oil 40 SAE A Sirius FB Oil 40 SAE A Satoil MarWay SP40 SAE A Texaco Taro 12 XD 40 SAE A Taro 20 DP 40 SAE A,B TotalFinaElf Caprano S 412 SAE A Stellano S 420 SAE A,B Marine Project Guide W38B - 1/

19 2. Operation data Table Approved system oils: lubricating oils with improved detergent/dispersant additive chemistry fuel category C, recommended in the first place Supplier Brand name Viscosity BN Fuel category BP Energol IC-HFX 404 SAE C Energol IC-HFX 504 SAE C Caltex Delo 3400 Marine SAE 40 SAE C Delo 3550 Marine SAE 40 SAE C Castrol TLX 404 SAE C TLX 504 SAE C TLX 554 SAE C Chevron Delo 3400 Marine 40 SAE C Delo 3550 Marine 40 SAE C ExxonMobil Exxmar 40 TP 40 SAE C Exxmar 50 TP 40 SAE C Mobilgard 440 SAE C Mobilgard 50 M SAE C Mobilgard SP 55 SAE C FAMM Taro 40 XL 40 SAE C Taro 50 XL 40 SAE C Petron Petromar XC 4040 SAE C Petromar XC 5540 SAE C Repsol YPF Neptuno W NT 4000 SAE 40 SAE C Neptuno W NT 5500 SAE 40 SAE C Shell Argina X 40 SAE C Argina XL 40 SAE C Statoil MarWay 4040 SAE C MarWay 5040 SAE C Texaco Taro 40 XL 40 SAE C Taro 50 XL 40 SAE C TotalFinaElf Aurelia XT 4040 SAE C Aurelia XT 4055 SAE C Stellano S 440 SAE C Stellano S 450 SAE C 16 Marine Project Guide W38B - 1/2002

20 2. Operation data Table Approved lubricating oils for engine turning device Supplier Brand name Viscosity mm 2 /s at 40 [ C] Viscosity mm 2 /s at 100 [ C] Viscosity Index (VI) Agip Blasia BP Energol GR-XP Castrol Alpha SP Elf Epona Z ExxonMobil Spartan EP Mobilgear Shell Omala Oil Texaco Meropa Marine Project Guide W38B - 1/

21 2. Operation data 2.6 Overhaul intervals and expected life times of engine components The following overhaul intervals and life times are for guidance only. Actual figures may vary depending on service conditions. Fuel qualities are specified in chapter 1.4. Table Time between overhauls (h) Work description HFO 2 HFO 1 Light fuel oils Injector, testing Injection pump Cylinder head Piston, liner Big end bearing, inspection of one Big end bearing, inspection of all Main bearing, inspection of one Main bearing, inspection of all Camshaft bearing, inspection of one Camshaft bearing, inspection of all Turbocharger, mechanical cleaning / inspection Charge air cooler cleaning Electrical harness (cabling) Table Expected life time (h) Engine component HFO 2 HFO 1 Light fuel oils Injection nozzle Injection pump element Inlet valve Inlet valve seat Inlet valve rotator Exhaust valve seat Exhaust valve and rotator Cylinder head > > > Piston crown, including one reconditioning Piston skirt Piston rings Cylinder liner Antipolishing ring Gudgeon pin Gudgeon pin bearing Big end bearing Main bearing Camshaft bearing Charge air cooler Electrical harness (cabling) Marine Project Guide W38B - 1/2002

22 3. Technical data 3. Technical data 3.1 Introduction General This chapter gives the technical data (heat balance data, exhaust gas parameters, pump capacities etc.) needed to design auxiliary systems. The technical data tables give separate exhaust gas and heat balance data for variable speed engines CPP and diesel-electric engines D-E. The reason for this is that these engines are built to different specifications. Engines driving controllable-pitch propellers belong to the category CPP whether or not they have shaft generators (operated at constant speed). Ambient conditions The reference ambient conditions are described in chapter 1.4; ISO and tropical conditions. The influence of different ambient conditions on the heat balance (ref. ISO-conditions) is shown in figure and The recommended LT-water system is based on maintaining a constant charge air temperature to minimize condensate. The external cooling water system should maintain an engine inlet temperature close to 38ºC. Coolers The coolers are typically dimensioned for tropical conditions, 45 C suction air and 32 C sea water temperature. A sea water temperature of 32 C typically translates to a LT-water temperature of 38 C. Correction factors are obtained from the figures Heat recovery For heat recovery purposes, dimensioning conditions have to be evaluated on a project specific basis as to engine load, operating modes, ambient conditions etc. The load dependent diagrams (after the tables) are valid under ISO-conditions, representing average conditions reasonably well in many cases. Engine driven pumps The basic fuel consumption given in the technical data tables are without engine driven pumps. The increase in fuel consumption in g/kwh is given in table : Table Fuel consumption, built on pumps Load 100% Load 85% Load 75% Load 50% Constant speed Lube oil pump [g/kwh] HT- & LT pump total [g/kwh] Variable speed Lube oil pump [g/kwh] HT- & LT pump total [g/kwh] Marine Project Guide W38B - 1/

23 3. Technical data 3.2 Technical data tables Diesel engine Wärtsilä 6L38 DE CPP Engine speed [rpm] Engine output [kw] Engine output [HP] Cylinder bore [mm] Stroke [mm] Swept volume [dm³] 323,4 323,4 Compression ratio, geometric [-] 14,8 14,8 Firing pressure, max. [MPa] (bar) 21 (210) 21 (210) Charge air pressure (absolute) [kpa] (bar) 430 (4,3) 430 (4,3) Mean effective pressure [MPa] (bar) 2,69 (26,9) 2,69 (26,9) Mean piston speed [m/s] 9,5 9,5 Idling speed [rpm] Combustion air system Flow of air at 100% load [kg/s] 7,8 7,5 Ambient air temperature, max. [ C] Air temperature after air cooler [ C] Air temperature after air cooler, alarm [ C] Maximum recommended pressure drop inlet [kpa] 1 1 Exhaust gas system Exhaust gas flow (100% load) 1) [kg/s] 8,0 7,7 Exhaust gas flow (85% load) 1) [kg/s] 6,9 7,3 Exhaust gas flow (75% load) 1) [kg/s] 6,1 6,6 Exhaust gas flow (50% load) 1) [kg/s] 4,1 4,6 Exhaust gas temp. after turbocharger (100% load) 1) [ C] Exhaust gas temp. after turbocharger (85% load) 1) [ C] Exhaust gas temp. after turbocharger (75% load) 1) [ C] Exhaust gas temp. after turbocharger (50% load) 1) [ C] Exhaust gas back pressure recommended max. [kpa] 3 3 Diameter of turbocharger connection [mm] DN 500 DN 500 Exhaust gas pipe diameter, min. [mm] Heat balance; ISO conditions 1,2) / Tropical conditions 2) Jacket water [kw] 632 / / 632 Charge air HT [kw] 813/ / 956 Lubricating oil [kw] 519 / / 519 Charge air LT [kw] 468 / / 464 Radiation [kw] Fuel system Pressure before injection pumps [kpa] (bar) (7-8) (7-8) Pump capacity, light fuel oil [m³/h] 3 3 Fuel consumption (100% load) 3) [g/kwh] Fuel consumption (85% load) 3) [g/kwh] Fuel consumption (75% load) 3) [g/kwh] Fuel consumption (50% load) 3) [g/kwh] Leak fuel quantity, clean fuel ( 100% load) HFO [kg/h] 3 3 LFO [kg/h] Marine Project Guide W38B - 1/2002

24 3. Technical data Diesel engine Wärtsilä 6L38 DE CPP Lubricating oil system Pressure before engine, nom. [kpa] (bar) 450 (4,5) 450 (4,5) Pressure before engine, alarm [kpa] (bar) 380 (3,8) 380 (3,8) Pressure before engine, stop [kpa] (bar) 350 (3,5) 350 (3,5) Priming pressure, nom. [kpa] (bar) 50 (0,5) 50 (0,5) Temperature before engine, nom. [ C] Temperature before engine, alarm [ C] Temperature after engine, abt. [ C] Pump capacity (main), engine driven [m³/h] Pump capacity (main), separate [m³/h] Pump capacity (pre-lubricating) [m³/h] Oil volume in separate system oil tank, nom. [m³] 6 6 Filter fineness abs. [µm] Filter difference pressure, alarm [kpa] (bar) 100 (1,0) 100 (1,0) Oil consumption (100% load), abt. [l/hr] 3,3 3,3 Cooling water system High temperature cooling water system Pressure before engine, nom. [kpa] (bar) 400 (4,0) + static 400 (4,0) + static Pressure before engine, alarm [kpa] (bar) 190 (1,9) 190 (1,9) Pressure before engine, max. [kpa] (bar) 460 (4,6) 460 (4,6) Temperature before engine, abt. [ C] Temperature after engine, nom. [ C] Temperature after engine, alarm [ C] Temperature after engine, stop [ C] Pump capacity, nom. [m³/h] Pressure drop over engine [bar] 1,8 1,8 Water volume in engine [m³] 0,3 0,3 Pressure from expansion tank [kpa] (bar) (0,5..0,8) (0,5..0,8) Pressure drop over external system, max. [kpa] (bar) 160 (1,6) 160 (1,6) Delivery head of stand-by pump [kpa] (bar) 380 (3,8) 380 (3,8) Low temperature cooling water system Pressure before charge air cooler, nom. [kpa] (bar) 350 (3,5) + static 350 (3,5)+ static Pressure before charge air cooler, alarm [kpa] (bar) 190 (1,9) 190 (1,9) Pressure before charge air cooler, max. [kpa] (bar) 460 (4,6) 460 (4,6) Temperature before engine, max [ C] Temperature after engine, min [ C] Pump capacity, nom. [m³/h] Pressure drop over engine [bar] 1,8 1,8 Water volume in engine [m³] 0,3 0,3 Pressure drop over external system, max. [kpa] (bar) 120 (1,2) 120 (1,2) Pressure from expansion tank [kpa] (bar) (0,5..0,8) (0,5..0,8) Delivery head of stand-by pump [kpa] (bar) 340 (3,4) 340 (3,4) Starting air system Air supply pressure before engine (max.) [MPa] (bar) 3 (30) 3 (30) Air supply pressure, alarm [MPa] (bar) 1,5 (15) 1,5 (15) Air consumption per start 5) (20 C) [Nm³] 1,2 1,2 1) Ambient conditions according to ISO ) The figures are at 100% load 3) According to ISO lower calorific value 42,700 kj/kg, without engine driven pumps. Tolerance +5%. Guarantees only at 85% load, for propulsion engines the consumption is given acc. propeller law. For ISO F-DMA/DMB/DMX (LFO) the specific fuel consumption may be up to 2% higher. 4) Capacities at 50 and 60 Hz. respectively 5) At remote and automatic starting, the consumption is 2-3 times higher Marine Project Guide W38B - 1/

25 3. Technical data Diesel engine Wärtsilä 8L38 DE CPP Engine speed [rpm] Engine output [kw] Engine output [HP] Cylinder bore [mm] Stroke [mm] Swept volume [dm³] 431,2 431,2 Compression ratio, geometric [-] 14,8 14,8 Firing pressure, max. [MPa] (bar) 21 (210) 21 (210) Charge air pressure (absolute) [kpa] (bar) 430 (4,3) 430 (4,3) Mean effective pressure [MPa] (bar) 2,69 (26,9) 2,69 (26,9) Mean piston speed [m/s] 9,5 9,5 Idling speed [rpm] Combustion air system Flow of air at 100% load [kg/s] 10,4 10,0 Ambient air temperature, max. [ C] Air temperature after air cooler [ C] Air temperature after air cooler, alarm [ C] Maximum recommended pressure drop inlet [kpa] 1 1 Exhaust gas system Exhaust gas flow (100% load) 1) [kg/s] 10,7 10,3 Exhaust gas flow (85% load) 1) [kg/s] 9,2 9,8 Exhaust gas flow (75% load) 1) [kg/s] 8,12 8,8 Exhaust gas flow (50% load) 1) [kg/s] 5,5 6,2 Exhaust gas temp. after turbocharger (100% load) 1) [ C] Exhaust gas temp. after turbocharger (85% load) 1) [ C] Exhaust gas temp. after turbocharger (75% load) 1) [ C] Exhaust gas temp. after turbocharger (50% load) 1) [ C] Exhaust gas back pressure recommended max. [kpa] 3 3 Diameter of turbocharger connection [mm] DN 600 DN 600 Exhaust gas pipe diameter, min. [mm] Heat balance; ISO conditions 1,2) / Tropical conditions 2) Jacket water [kw] 843/ / 843 Charge air HT [kw] 1084 / / 1275 Lubricating oil [kw] 692 / / 692 Charge air LT [kw] 624 / / 619 Radiation [kw] Fuel system Pressure before injection pumps [kpa] (bar) (7-8) (7-8) Pump capacity, light fuel oil [m³/h] 4 4 Fuel consumption (100% load) 3) [g/kwh] Fuel consumption (85% load) 3) [g/kwh] Fuel consumption (75% load) 3) [g/kwh] Fuel consumption (50% load) 3) [g/kwh] Leak fuel quantity, clean fuel ( 100% load) HFO [kg/h] 4 4 LFO [kg/h] Marine Project Guide W38B - 1/2002

26 3. Technical data Diesel engine Wärtsilä 8L38 DE CPP Lubricating oil system Pressure before engine, nom. [kpa] (bar) 450 (4,5) 450 (4,5) Pressure before engine, alarm [kpa] (bar) 380 (3,8) 380 (3,8) Pressure before engine, stop [kpa] (bar) 350 (3,5) 350 (3,5) Priming pressure, nom. [kpa] (bar) 50 (0,5) 50 (0,5) Temperature before engine, nom. [ C] Temperature before engine, alarm [ C] Temperature after engine, abt. [ C] Pump capacity (main), engine driven [m³/h] Pump capacity (main), separate [m³/h] Pump capacity (pre-lubricating) [m³/h] Oil volume in separate system oil tank, nom. [m³] 8,1 8,1 Filter fineness abs. [µm] Filter difference pressure, alarm [kpa] 1 1 Oil consumption (100% load), abt. [l/hr] 4,4 4,4 Cooling water system High temperature cooling water system Pressure before engine, nom. [kpa] (bar) 400 (4,0) + static 400 (4,0) +static Pressure before engine, alarm [kpa] (bar) 190 (1,9) 190 (1,9) Pressure before engine, max. [kpa] (bar) 460 (4,6) 460 (4,6) Temperature before engine, abt. [ C] Temperature after engine, nom. [ C] Temperature after engine, alarm [ C] Temperature after engine, stop [ C] Pump capacity, nom. [m³/h] Pressure drop over engine [kpa] (bar) 180 (1,8) 180 (1,8) Water volume in engine [m³] 0,4 0,4 Pressure from expansion tank [kpa] (bar) (0,5..0,8) (0,5..0,8) Pressure drop over external system, max. [kpa] (bar) 160 (1,6) 160 (1,6) Delivery head of stand-by pump [kpa] (bar) 380 (3,8) 380 (3,8) Low temperature cooling water system Pressure before charge air cooler, nom. [kpa] (bar) 350 (3,5)+ static 350 (3,5) + static Pressure before charge air cooler, alarm [kpa] (bar) 190 (1,9) 190 (1,9) Pressure before charge air cooler, max. [kpa] (bar) 460 (4,6) 460 (4,6) Temperature before engine, max [ C] Temperature after engine, min [ C] Pump capacity, nom. [m³/h] Pressure drop over engine [kpa] (bar) 1,8 1,8 Water volume in engine [m³] 0,4 0,4 Pressure drop over external system, max. [kpa] (bar) 120 (1,2) 120 (1,2) Pressure from expansion tank [kpa] (bar) (0,5..0,8) (0,5..0,8) Delivery head of stand-by pump [kpa] (bar) 340 (3,4) 340 (3,4) Starting air system Air supply pressure before engine (max.) [MPa] (bar) 3 (30) 3 (30) Air supply pressure, alarm [MPa] (bar) 1,5 (15) 1,5 (15) Air consumption per start (20 C) 5) [Nm³] 1,6 1,6 1) Ambient conditions according to ISO ) The figures are at 100% load 3) According to ISO lower calorific value 42,700 kj/kg, without engine driven pumps. Tolerance +5%. Guarantees only at 85% load, for propulsion engines the consumption is given acc. propeller law. For ISO F-DMA/DMB/DMX (LFO) the specific fuel consumption may be up to 2% higher. 4) Capacities at 50 and 60 Hz. respectively 5) At remote and automatic starting, the consumption is 2-3 times higher Marine Project Guide W38B - 1/

27 3. Technical data Diesel engine Wärtsilä 9L38 DE CPP Engine speed [rpm] Engine output [kw] Engine output [HP] Cylinder bore [mm] Stroke [mm] Swept volume [dm³] 485,1 485,1 Compression ratio, geometric [-] 14,8 14,8 Firing pressure, max. [MPa] (bar) 21 (210) 21 (210) Charge air pressure (absolute) [kpa] (bar) 430 (4,3) 430 (4,3) Mean effective pressure [MPa] (bar) 2,69 (26,9) 2,69 (26,9) Mean piston speed [m/s] 9,5 9,5 Idling speed [rpm] Combustion air system Flow of air at 100% load [kg/s] 11,7 11,3 Ambient air temperature, max. [ C] Air temperature after air cooler [ C] Air temperature after air cooler, alarm [ C] Maximum recommended pressure drop inlet [kpa] 1 1 Exhaust gas system Exhaust gas flow (100% load) 1) [kg/s] 12,0 11,6 Exhaust gas flow (85% load) 1) [kg/s] 10,3 11,0 Exhaust gas flow (75% load) 1) [kg/s] 9,13 10,0 Exhaust gas flow (50% load) 1) [kg/s] 6,2 7,0 Exhaust gas temp. after turbocharger (100% load) 1) [ C] Exhaust gas temp. after turbocharger (85% load) 1) [ C] Exhaust gas temp. after turbocharger (75% load) 1) [ C] Exhaust gas temp. after turbocharger (50% load) 1) [ C] Exhaust gas back pressure recommended max. [kpa] 3 3 Diameter of turbocharger connection [mm] DN 600 DN 600 Exhaust gas pipe diameter, min. [mm] Heat balance; ISO conditions 1,2) / Tropical conditions 2) Jacket water [kw] 948 / / 948 Charge air HT [kw] 1220 / / 1434 Lubricating oil [kw] 779 / / 779 Charge air LT [kw] 702 / / 696 Radiation [kw] Fuel system Pressure before injection pumps [kpa] (bar) (7-8) (7-8) Pump capacity, light fuel oil [m³/h] 4,5 4,5 Fuel consumption (100% load)3) [g/kwh] Fuel consumption (85% load)3) [g/kwh] Fuel consumption (75% load)3) [g/kwh] Fuel consumption (50% load)3) [g/kwh] Leak fuel quantity, clean fuel ( 100% load) HFO [kg/h] 4,5 4,5 LFO [kg/h] 22,5 22,5 24 Marine Project Guide W38B - 1/2002

28 3. Technical data Diesel engine Wärtsilä 9L38 DE CPP Lubricating oil system Pressure before engine, nom. [kpa] (bar) 450 (4,5) 450 (4,5) Pressure before engine, alarm [kpa] (bar) 380 (3,8) 380 (3,8) Pressure before engine, stop [kpa] (bar) 350 (3,5) 350 (3,5) Priming pressure, nom. [kpa] (bar) 50 (0,5) 50 (0,5) Temperature before engine, nom. [ C] Temperature before engine, alarm [ C] Temperature after engine, abt. [ C] Pump capacity (main), engine driven [m³/h] Pump capacity (main), separate [m³/h] Pump capacity (pre-lubricating) [m³/h] Oil volume in separate system oil tank, nom. [m³] 9,1 9,1 Filter fineness abs. [µm] Filter difference pressure, alarm [kpa] (bar) 100 (1,0) 100 (1,0) Oil consumption (100% load), abt. [l/hr] 5,0 5,0 Cooling water system High temperature cooling water system Pressure before engine, nom. [kpa] (bar) 400 (4.0)+static 400 (4.0)+static Pressure before engine, alarm [kpa] (bar) 190 (1,9) 190 (1,9) Pressure before engine, max. [kpa] (bar) 460 (4,6) 460 (4,6) Temperature before engine, abt. [ C] Temperature after engine, nom. [ C] Temperature after engine, alarm [ C] Temperature after engine, stop [ C] Pump capacity, nom. [m³/h] Pressure drop over engine [bar] 1,8 1,8 Water volume in engine [m³] 0,45 0,45 Pressure from expansion tank [kpa] (bar) (0,5..0,8) (0,5..0,8) Pressure drop over external system, max. [kpa] (bar) 160 (1,6) 160 (1,6) Delivery head of stand-by pump [kpa] (bar) 380 (3,8) 380 (3,8) Low temperature cooling water system Pressure before charge air cooler, nom. [kpa] (bar) 350 (3.5)+static 350 (3.5)+static Pressure before charge air cooler, alarm [kpa] (bar) 190 (1,9) 190 (1,9) Pressure before charge air cooler, max. [kpa] (bar) 460 (4,6) 460 (4,6) Temperature before engine, max [ C] Temperature after engine, min [ C] Pump capacity, nom. [m³/h] Pressure drop over engine [kpa] (bar) 180 (1,8) 180 (1,8) Water volume in engine [m³] 0,45 0,45 Pressure drop over external system, max. [kpa] (bar) 120 (1,2) 120 (1,2) Pressure from expansion tank [kpa] (bar) (0,5..0,8) (0,5..0,8) Delivery head of stand-by pump [kpa] (bar) 340 (3,4) 340 (3,4) Starting air system Air supply pressure before engine (max.) [MPa] (bar) 3 (30) 3 (30) Air supply pressure, alarm [MPa] (bar) 1.5 (15) 1.5 (15) Air consumption per start 5) (20 C) [Nm³] ) Ambient conditions according to ISO ) The figures are at 100% load 3) According to ISO 3046/1 lower calorific value 42,700 kj/kg, without engine driven pumps. Tolerance +5%. Guarantees only at 85% load, for propulsion engines the consumption is given acc. propeller law. For ISO F-DMA/DMB/DMX (LFO) the specific fuel consumption may be up to 2% higher.. 4) Capacities at 50 and 60 Hz. respectively 5) At remote and automatic starting, the consumption is 2-3 times higher 6) According propeller law Marine Project Guide W38B - 1/

29 3. Technical data Diesel engine Wärtsilä 12V38 DE CPP Engine speed [rpm] Engine output [kw] Engine output [HP] Cylinder bore [mm] Stroke [mm] Swept volume [dm³] 646,8 646,8 Compression ratio, geometric [-] 14,8 14,8 Firing pressure, max. [MPa] (bar) 21 (210) 21 (210) Charge air pressure (absolute) [kpa] (bar) 430 (4,3) 430 (4,3) Mean effective pressure [MPa] (bar) 2,69 (26,9) 2,69 (26,9) Mean piston speed [m/s] 9,5 9,5 Idling speed [rpm] Combustion air system Flow of air at 100% load [kg/s] 15,6 15,0 Ambient air temperature, max. [ C] Air temperature after air cooler [ C] Air temperature after air cooler, alarm [ C] Maximum recommended pressure drop inlet [kpa] 1 1 Exhaust gas system Exhaust gas flow (100% load) 1) [kg/s] 16,0 15,4 Exhaust gas flow (85% load) 1) [kg/s] 13,8 14,7 Exhaust gas flow (75% load) 1) [kg/s] 12,2 13,3 Exhaust gas flow (50% load) 1) [kg/s] 8,2 9,3 Exhaust gas temp. after turbocharger (100% load) 1) [ C] Exhaust gas temp. after turbocharger (85% load) 1) [ C] Exhaust gas temp. after turbocharger (75% load) 1) [ C] Exhaust gas temp. after turbocharger (50% load) 1) [ C] Exhaust gas back pressure recommended max. [kpa] 3 3 Diameter of turbocharger connection [mm] 2*DN 500 2*DN 500 Exhaust gas pipe diameter, min. [mm] 2*650/ 1*900 2*650/1*900 Heat balance; ISO conditions 1,2) / Tropical conditions 2) Jacket water [kw] 1264 / / 1264 Charge air HT [kw] 1627 / / 1913 Lubricating oil [kw] 1038 / / 1038 Charge air LT [kw] 936 / / 928 Radiation [kw] Fuel system Pressure before injection pumps [kpa] (bar) (7-8) (7-8) Pump capacity, light fuel oil [m³/h] 6 6 Fuel consumption (100% load) 3) [g/kwh] Fuel consumption (85% load) 3) [g/kwh] Fuel consumption (75% load) 3) [g/kwh] Fuel consumption (50% load) 3) [g/kwh] Leak fuel quantity, clean fuel ( 100% load) HFO [kg/h] 6 6 LFO [kg/h] Marine Project Guide W38B - 1/2002

30 3. Technical data Diesel engine Wärtsilä 12V38 DE CPP Lubricating oil system Pressure before engine, nom. [kpa] (bar) 450 (4,5) 450 (4,5) Pressure before engine, alarm [kpa] (bar) 380 (3,8) 380 (3,8) Pressure before engine, stop [kpa] (bar) 350 (3,5) 350 (3,5) Priming pressure, nom. [kpa] (bar) 50 (0,5) 50 (0,5) Temperature before engine, nom. [ C] Temperature before engine, alarm [ C] Temperature after engine, abt. [ C] Pump capacity (main), engine driven [m³/h] Pump capacity (main), separate [m³/h] Pump capacity (pre-lubricating) [m³/h] Oil volume in separate system oil tank, nom. [m³] 12,1 12,1 Filter fineness abs. [µm] Filter difference pressure, alarm [kpa] (bar) 100 (1,0) 100 (1,0) Oil consumption (100% load), abt. [l/hr] 6,6 6,6 Cooling water system High temperature cooling water system Pressure before engine, nom. [kpa] (bar) 380 (3,8)+ static 380 (3,8)+ static Pressure before engine, alarm [kpa] (bar) 190 (1,9) 190 (1,9) Pressure before engine, max. [kpa] (bar) 460 (4,6) 460 (4,6) Temperature before engine, abt. [ C] Temperature after engine, nom. [ C] Temperature after engine, alarm [ C] Temperature after engine, stop [ C] Pump capacity, nom. [m³/h] Pressure drop over engine [bar] 1,8 1,8 Water volume in engine [m³] 0,6 0,6 Pressure from expansion tank [kpa] (bar) (0,5..0,8) (0,5..0,8) Pressure drop over external system, max. [kpa] (bar) 160 (1,6) 160 (1,6) Delivery head of stand-by pump [kpa] (bar) 380 (3,8) 380 (3,8) Low temperature cooling water system Pressure before charge air cooler, nom. [kpa] (bar) 340 (3,4)+ static 340 (3,4)+ static Pressure before charge air cooler, alarm [kpa] (bar) 190 (1,9) 190 (1,9) Pressure before charge air cooler, max. [kpa] (bar) 460 (4,6) 460 (4,6) Temperature before engine, max [ C] Temperature after engine, min [ C] Pump capacity, nom. [m³/h] Pressure drop over engine [kpa] (bar) 150 (1,5) 150 (1,5) Water volume in engine [m³] 0,6 0,6 Pressure drop over external system, max. [kpa] (bar) 120 (1,2) 120 (1,2) Pressure from expansion tank [kpa] (bar) (0,5..0,8) (0,5..0,8) Delivery head of stand-by pump [kpa] (bar) 340 (3,4) 340 (3,4) Starting air system Air supply pressure before engine (max.) [MPa] (bar) 3 (30) 3 (30) Air supply pressure, alarm [MPa] (bar) 1,5 (15) 1,5 (15) Air consumption per start 5) (20 C) [Nm³] 2 2 1) Ambient conditions according to ISO ) The figures are at 100% load 3) According to ISO 3046/1 lower calorific value 42,700 kj/kg, without engine driven pumps. Tolerance +5%. Guarantees only at 85% load, for propulsion engines the consumption is given acc. propeller law. For ISO F-DMA/DMB/DMX (LFO) the specific fuel consumption may be up to 2% higher. 4) At remote and automatic starting, the consumption is 2-3 times higher 5) According propeller law Marine Project Guide W38B - 1/

31 3. Technical data Diesel engine Wärtsilä 16V38 DE CPP Engine speed [rpm] Engine output [kw] Engine output [HP] Cylinder bore [mm] Stroke [mm] Swept volume [dm³] 862,4 862,4 Compression ratio, geometric [-] 14,8 14,8 Firing pressure, max. [MPa] (bar) 21 (210) 21 (210) Charge air pressure (absolute) [kpa] (bar) 430 (4,3) 430 (4,3) Mean effective pressure [MPa] (bar) 2,69 (26,9) 2,69 (26,9) Mean piston speed [m/s] 9,5 9,5 Idling speed [rpm] Combustion air system Flow of air at 100% load [kg/s] 20,8 20,1 Ambient air temperature, max. [ C] Air temperature after air cooler [ C] Air temperature after air cooler, alarm [ C] Maximum recommended pressure drop inlet [kpa] 1 1 Exhaust gas system Exhaust gas flow (100% load) 1) [kg/s] 21,3 20,6 Exhaust gas flow (85% load) 1) [kg/s] 18,3 19,6 Exhaust gas flow (75% load) 1) [kg/s] 16,2 17,7 Exhaust gas flow (50% load) 1) [kg/s] 11,0 12,3 Exhaust gas temp. after turbocharger (100% load) 1) [ C] Exhaust gas temp. after turbocharger (85% load) 1) [ C] Exhaust gas temp. after turbocharger (75% load) 1) [ C] Exhaust gas temp. after turbocharger (50% load) 1) [ C] Exhaust gas back pressure recommended max. [kpa] 3 3 Diameter of turbocharger connection [mm] 2*DN 600 2*DN 600 Exhaust gas pipe diameter, min. [mm] 2*750/1*1000 2*750/1*1000 Heat balance; ISO conditions 1,2) / Tropical conditions 2) Jacket water [kw] 1685 / / 1685 Charge air HT [kw] 2169 / / 2550 Lubricating oil [kw] 1384 / / 1384 Charge air LT [kw] 1247 / / 1237 Radiation [kw] Fuel system Pressure before injection pumps [kpa] (bar) (7-8) (7-8) Pump capacity, light fuel oil [m³/h] 8 8 Fuel consumption (100% load) 3) [g/kwh] Fuel consumption (85% load) 3) [g/kwh] Fuel consumption (75% load) 3) [g/kwh] Fuel consumption (50% load) 3) [g/kwh] Leak fuel quantity, clean fuel ( 100% load) HFO [kg/h] 8 8 LFO [kg/h] Marine Project Guide W38B - 1/2002

32 3. Technical data Diesel engine Wärtsilä 16V38 DE CPP Lubricating oil system Pressure before engine, nom. [kpa] (bar) 450 (4,5) 450 (4,5) Pressure before engine, alarm [kpa] (bar) 380 (3,8) 380 (3,8) Pressure before engine, stop [kpa] (bar) 350 (3,5) 350 (3,5) Priming pressure, nom. [kpa] (bar) 50 (0,5) 50 (0,5) Temperature before engine, nom. [ C] Temperature before engine, alarm [ C] Temperature after engine, abt. [ C] Pump capacity (main), engine driven [m³/h] Pump capacity (main), separate [m³/h] Pump capacity (pre-lubricating) [m³/h] Oil volume in separate system oil tank, nom. [m³] 16,1 16,1 Filter fineness abs. [µm] Filter difference pressure, alarm [kpa] (bar) 1,0 1,0 Oil consumption (100% load), abt. [l/hr] 8,8 8,8 Cooling water system High temperature cooling water system Pressure before engine, nom. [kpa] (bar) 400 (4,0)+ static 380 (4,0)+static Pressure before engine, alarm [kpa] (bar) 190 (1,9) 190 (1,9) Pressure before engine, max. [kpa] (bar) 460 (4,6) 460 (4,6) Temperature before engine, abt. [ C] Temperature after engine, nom. [ C] Temperature after engine, alarm [ C] Temperature after engine, stop [ C] Pump capacity, nom. [m³/h] Pressure drop over engine [kpa] (bar) 180 (1,8) 180 (1,8) Water volume in engine [m³] 0,8 0,8 Pressure from expansion tank [kpa] (bar) (0,5..0,8) (0,5..0,8) Pressure drop over external system, max. [kpa] (bar) 160 (1,6) 160 (1,6) Delivery head of stand-by pump [kpa] (bar) 380 (3,8) 380 (3,8) Low temperature cooling water system Pressure before charge air cooler, nom. [kpa] (bar) 350 (3,5)+ static 350 (3,5)+static Pressure before charge air cooler, alarm [kpa] (bar) 190 (1,9) 190 (1,9) Pressure before charge air cooler, max. [kpa] (bar) 460 (4,6) 460 (4,6) Temperature before engine, max [ C] Temperature after engine, min [ C] Pump capacity, nom. [m³/h] Pressure drop over engine [kpa] (bar) 180 (1,8) 180 (1,8) Water volume in engine [m³] 0,8 0,8 Pressure drop over external system, max. [kpa] (bar) 120 (1,2) 120 (1,2) Pressure from expansion tank [kpa] (bar) (0,5..0,8) (0,5..0,8) Delivery head of stand-by pump [kpa] (bar) 340 (3,4) 340 (3,4) Starting air system Air supply pressure before engine (max.) [MPa] (bar) 3 (30) 3 (30) Air supply pressure, alarm [MPa] (bar) 1,5 (15) 1,5 (15) Air consumption per start 5) (20 C) [Nm³] 2,6 2,6 1) Ambient conditions according to ISO ) The figures are at 100% load 3) According to ISO 3046/1 lower calorific value 42,700 kj/kg, without engine driven pumps. Tolerance +5%. Guarantees only at 85% load, for propulsion engines the consumption is given acc. propeller law. For ISO F-DMA/DMB/DMX (LFO) the specific fuel consumption may be up to 2% higher. 4) At remote and automatic starting, the consumption is 2-3 times higher 5) According propeller law Marine Project Guide W38B - 1/

33 3. Technical data Diesel engine Wärtsilä 18V38 DE CPP Engine speed [rpm] Engine output [kw] Engine output [HP] Cylinder bore [mm] Stroke [mm] Swept volume [dm³] 970,2 970,2 Compression ratio, geometric [-] 14,8 14,8 Firing pressure, max. [MPa] (bar) 21 (210) 21 (210) Charge air pressure (absolute) [kpa] (bar) 430 (4,3) 430 (4,3) Mean effective pressure [MPa] (bar) 2,69 (26,9) 2,69 (26,9) Mean piston speed [m/s] 9,5 9,5 Idling speed [rpm] Combustion air system Flow of air at 100% load [kg/s] 23,4 22,6 Ambient air temperature, max. [ C] Air temperature after air cooler [ C] Air temperature after air cooler, alarm [ C] Maximum recommended pressure drop inlet [kpa] 1 1 Exhaust gas system Exhaust gas flow (100% load) 1) [kg/s] 24,0 23,2 Exhaust gas flow (85% load) 1) [kg/s] 20,6 22,0 Exhaust gas flow (75% load) 1) [kg/s] 18,3 19,9 Exhaust gas flow (50% load) 1) [kg/s] 12,3 13,9 Exhaust gas temp. after turbocharger (100% load) 1) [ C] Exhaust gas temp. after turbocharger (85% load) 1) [ C] Exhaust gas temp. after turbocharger (75% load) 1) [ C] Exhaust gas temp. after turbocharger (50% load) 1) [ C] Exhaust gas back pressure recommended max. [kpa] 3 3 Diameter of turbocharger connection [mm] 2*DN 600 2*DN 600 Exhaust gas pipe diameter, min. [mm] 2*800/ 1*1100 2*800/ 1*1100 Heat balance; ISO conditions 1,2) / Tropical conditions 2) Jacket water [kw] 1896 / / 1896 Charge air HT [kw] 2440 / / 2869 Lubricating oil [kw] 1557 / / 1557 Charge air LT [kw] 1403 / / 1392 Radiation [kw] Fuel system Pressure before injection pumps [kpa] (bar) (7-8) (7-8) Pump capacity, light fuel oil [m³/h] 9 9 Fuel consumption (100% load) 3) [g/kwh] Fuel consumption (85% load) 3) [g/kwh] Fuel consumption (75% load) 3) [g/kwh] Fuel consumption (50% load) 3) [g/kwh] Leak fuel quantity, clean fuel ( 100% load) HFO [kg/h] 9 9 LFO [kg/h] Marine Project Guide W38B - 1/2002

34 3. Technical data Diesel engine Wärtsilä 18V38 DE CPP Lubricating oil system Pressure before engine, nom. [kpa] (bar) 450 (4,5) 450 (4,5) Pressure before engine, alarm [kpa] (bar) 380 (3,8) 380 (3,8) Pressure before engine, stop [kpa] (bar) 350 (3,5) 350 (3,5) Priming pressure, nom. [kpa] (bar) 50 (0,5) 50 (0,5) Temperature before engine, nom. [ C] Temperature before engine, alarm [ C] Temperature after engine, abt. [ C] Pump capacity (main), engine driven [m³/h] Pump capacity (main), separate [m³/h] Pump capacity (pre-lubricating) [m³/h] Oil volume in separate system oil tank, nom. [m³] 18,1 18,1 Filter fineness abs. [µm] Filter difference pressure, alarm [kpa] (bar) 100 (1,0) 100 (1,0) Oil consumption (100% load), abt. [l/hr] 9,9 9,9 Cooling water system High temperature cooling water system Pressure before engine, nom. [kpa] (bar) 400 (4,0) + static 400 (4,0)+static Pressure before engine, alarm [kpa] (bar) 190 (1,9) 190 (1,9) Pressure before engine, max. [kpa] (bar) 460 (4,6) 460 (4,6) Temperature before engine, abt. [ C] Temperature after engine, nom. [ C] Temperature after engine, alarm [ C] Temperature after engine, stop [ C] Pump capacity, nom. [m³/h] Pressure drop over engine [kpa] (bar) 1,8 1,8 Water volume in engine [m³] 0,9 0,9 Pressure from expansion tank [kpa] (bar) (0,5..0,8) (0,5..0,8) Pressure drop over external system, max. [kpa] (bar) 160 (1,6) 160 (1,6) Delivery head of stand-by pump [kpa] (bar) 380 (3,8) 380 (3,8) Low temperature cooling water system Pressure before charge air cooler, nom. [kpa] (bar) 350 (3,5)+ static 350 (3,5)+ static Pressure before charge air cooler, alarm [kpa] (bar) 190 (1,9) 190 (1,9) Pressure before charge air cooler, max. [kpa] (bar) 460 (4,6) 460 (4,6) Temperature before engine, max [ C] Temperature after engine, min [ C] Pump capacity, nom. [m³/h] Pressure drop over engine [kpa] (bar) 180 (1,8) 180 (1,8) Water volume in engine [m³] 0,9 0,9 Pressure drop over external system, max. [kpa] (bar) 120 (1,2) 120 (1,2) Pressure from expansion tank [kpa] (bar) (0,5..0,8) (0,5..0,8) Delivery head of stand-by pump [kpa] (bar) 340 (3,4) 340 (3,4) Starting air system Air supply pressure before engine (max.) [MPa] (bar) 3 (30) 3 (30) Air supply pressure, alarm [MPa] (bar) 1,5 (15) 1,5 (15) Air consumption per start 5) (20 C) [Nm³] 3 3 1) Ambient conditions according to ISO ) The figures are at 100% load 3) According to ISO 3046/1 lower calorific value 42,700 kj/kg, without engine driven pumps. Tolerance +5%. Guarantees only at 85% load, for propulsion engines the consumption is given acc. propeller law. For ISO F-DMA/DMB/DMX (LFO) the specific fuel consumption may be up to 2% higher. 4) At remote and automatic starting, the consumption is 2-3 times higher 5) According propeller law Marine Project Guide W38B - 1/

35 3. Technical data 3.3 Exhaust gas and heat balance diagrams Figure V38B 16V38B 12V38B 9L38B 8L38B 6L38B Exhaust gas massflow, W ärtsilä 38B, CPP at combinator curve ISO 3046 conditions. Tolerance + 5 % Output [%] Figure V38B 16V38B 12V38B 9L38B 8L38B 6L38B Exhaust gas massflow, Wärtsilä 38B, Diesel Electric. ISO 3046 conditions. Tolerance + 5 % Output [%] 32 Marine Project Guide W38B - 1/2002

36 3. Technical data Figure HT circuit (jacket + charge air cooler) heat dissipation, W ärtsilä 38B, CPP at combinatorcurve ISO 3046 conditions. Tolerance + 10 %. 18V38B 16V38B 12V38B 9L38B 8L38B 6L38B Output [%] Figure HT circuit (jacket + charge air cooler) heat dissipation, Wärtsilä 38B, 600 rpm, Diesel Electric ISO 3046 conditions. Tolerance + 10 %. 18V38B 16V38B 12V38B 9L38B 8L38B 6L38B Output [%] Marine Project Guide W38B - 1/

37 3. Technical data Figure LT circuit (lubricating oil + charge air cooler) heat dissipation, W ärtsilä 38B, CPP combinator curve ISO 3046 conditions. Tolerance + 10 %. 18V38B 16V38B 12V38B 9L38B 8L38B 6L38B Output [%] Figure LT circuit (lubricating oil + charge air cooler) heat dissipation, W ärtsilä 38B, 600 rpm, diesel electric. ISO 3046 conditions. Tolerance + 10 %. 18V38B 16V38B 12V38B 9L38B 8L38B 6L38B Output [%] 34 Marine Project Guide W38B - 1/2002

38 3. Technical data Figure Influence of suction air temperature Correction factor HT-water (jacket + CAC) heat load LT-water (CAC) heat load Lubricating oil heat load Convection and radiation Combustion air mass flow Suction air temperature, C Figure Typical fuel oil consumption W38B For C.P.P. (acc. prop. law) and diesel electric (acc. 600 rpm.) ISO 3046 conditions. Tolerance +/-5 %, without engine driven pumps. + S.F.O.C. [g/kwh] DE CPP Ref Output (%) Marine Project Guide W38B - 1/

39 3. Technical data Figure Exhaust gas temperature after turbine Exhaust gas temperature after turbine 450 ISO 3046 conditions. Tolerance +/-15 C Diesel Electric CPP 390 C Output [%] Figure Typical specific fuel oil consumption curve for constant speed. 20 Typical fuel oil consumption W38 For C.P.P. (acc. Prop. Law) and diesel electric application (at 600 rpm.) ISO 3046 conditions. Tolerance +/-5 %, without engine driven pumps. + S.F.O.C. [g/kwh] Diesel Electric CPP Ref Output [%] 36 Marine Project Guide W38B - 1/2002

40 4. Description of the engine 4. Description of the engine Engine block The engine block, made of nodular cast iron, is cast in one piece for all cylinder numbers. It incorporates the jacket water manifold, the camshaft bearing housings and the charge air receiver. In V- engines the charge air receiver is located between the cylinder banks, partly in a separate casting. The bearing caps, made of nodular cast iron, are fixed from below by two hydraulically tightened studs. They are guided sideways by the engine block at the top as well as the bottom. Hydraulically tightened horizontal side studs at the lower guiding provide a very rigid crankshaft bearing. For in-line engines the lubricating oil is led to the bearings and piston through channels integrated in the engine block. For V-engines a hydraulic jack is integrated in the oil supply lines in the sump, in this case the lubricating oil is led to the bearings and piston through these jackets. A combined flywheel/axial bearing is located at the driving end of the engine. The oil sump, a light welded design, is mounted from below on the engine block and sealed by O-rings. The oil sump is of the dry sump design. The dry sump is drained at either end (free choice) to a separate system oil tank. The cast-on engine feet enables both rigid and resilient mounting. For resilient mounted in-line engines an additional support between the engine feet and flexible element is mounted (see chapter 16). In addition, in the latter the engine block is rigid that no intermediate base frame is necessary. Crankshaft The crankshaft is forged in one piece and mounted on the engine block in an underslung way. The crankshaft satisfies the requirements of all classification societies. The connecting rods, at the same crank in the V-engine, are arranged side-by-side in order to achieve as vast standardization as possible of the In-line and V-engine details. For the same reason, the diameters of the crank pins and journals are equal irrespective of the cylinder number. The crankshaft is fully balanced to counteract bearing loads from eccentric masses. The crankshaft is provided with a torsional vibration damper at the free end of the engine. Connecting rod The connecting rod is of a three-piece design, which gives a minimum dismantling height and enables the piston to be dismounted without opening the big end bearing. The connecting rod is of forged alloy steel and fully machined with round sections. All connecting rod studs are hydraulically tightened. The gudgeon pin bearing is of tri-metal type. Oil is led to the gudgeon pin bearing and piston through a bore in the connecting rod. Main bearings and big end bearings The main bearings and the big end bearings are of bimetal design; the aluminum-tin running layer is attached to the steel back by a fatigue resistant bonding layer. This bearing design enables the combination of low wear rates with good running properties. Cylinder liner The cylinder liners are centrifugal cast of a special alloyed cast iron. The top collar of the cylinder liner is provided with bore cooling for efficient control of the liner temperature. The liner is equipped with an anti-polishing ring, preventing bore polishing. Piston The piston is of the composite type with steel crown and nodular cast iron skirt. A piston skirt lubricating system featuring two lubricating bores in a groove on the piston skirt lubricates the piston skirt/cylinder liner. The piston top is oil cooled by means of the shaker effect. For prolonged lifetime of piston rings and grooves, the piston ring grooves are hardened. Piston rings The piston ring set consists of two chromium-plated compression rings and one spring-loaded oil scraper ring with chromium-plated edges. Marine Project Guide W38B - 1/

41 4. Description of the engine Cylinder head The cylinder head is made of nodular cast iron. The thermally loaded flame plate is cooled efficiently by cooling water. Via cooling channels in the bridges between the valves this water is led from the circumference of the cylinder liner towards the centre into the cylinder head. The exhaust valve seats are directly water-cooled. All valves are equipped with valve rotators. Three main connection pipes are fitted to the cylinder head. They connect the following media with the cylinder head: Charge air from the air receiver Exhaust gas to exhaust system Cooling water from cylinder head to the return manifold There are also connections for the fuel supply and for the supply of oil used for lubricating components mounted on the cylinder head. Camshaft and valve mechanism The cam profiles are integrated in the drop forged shaft material. The bearing journals are made in separate pieces, which are fitted, to the camshaft pieces by flange connections. This solution allows sideways removal of the camshaft pieces. The camshaft bearing housings are integrated in the engine block casting. The camshaft bearings are installed by means of frozen-in procedure and removed by means of a hydraulic tool. The camshaft covers, one for each cylinder, are sealed against the engine block by a closed sealing profile. The valve tappets are of the piston type with a certain self-adjustment of roller against cam to give an even distribution of the contact pressure. The valve springs make the roller follow the cam continuously. Camshaft drive The camshafts is driven by the crankshaft by a gear train. The driving gearwheel is fixed to the crankshaft by means of flange connections. Turbo charging and charge air cooling The selected turbocharger offers the ideal combination of high-pressure ratios and good efficiency both at full and part load. In-line engines are equipped with one turbo charger and V-engines with two turbo chargers (one turbo charger per cylinder bank). For cleaning of the turbocharger during operation there is a water-cleaning device for the air side as well as the exhaust gas side. The turbocharger is equipped with inboard plain bearings, which offer easy maintenance of the cartridge from the compressor side. The turbocharger is lubricated by engine lubricating oil with integrated connections. Injection equipment There is one fuel injection pump per cylinder with shielded high-pressure pipe to the injector. The injection pumps, which are of the flow-through type, ensure good performance with all types of fuel. The pumps are completely sealed from the camshaft compartment and are provided with a separate drain for leak oil. Setting the fuel rack to zero position stops the fuel injection. The fuel rack of each injection pump is fitted with a stop cylinder. The fuel pump housing is manufactured to tight tolerances, so pre-calibrated pumps are interchangeable. The fuel injection pump design is a reliable mono-element type designed for injection pressures up to 180 [Mpa] (1800 bar). The constant pressure relief valve system provides for optimum injection, which guarantees long intervals between overhauls. The injector holder is designed for easy maintenance. Exhaust pipes The exhaust pipes are of nodular cast iron. The connections are of V-clamp type. The complete exhaust system is enclosed in an insulating box consisting of easily removable panels. For in-line engines, this box is supported on the inlet air bends. For V-engines, it is supported by additional brackets. Mineral wool is used as insulating material. 38 Marine Project Guide W38B - 1/2002

42 4. Description of the engine Cooling system The fresh cooling water system is divided into high temperature (HT) and low temperature (LT) cooling system. The HT-water cools cylinders, cylinder heads and the 1 st stage of the charge air cooler. The LT-water cools the 2 nd stage of the charge air cooler and the lubricating oil cooler. Engine driven HT- and LT cooling water pumps are located at the free end of the engine. Fuel system The low pressure fuel piping is located in a hotbox, providing maximum reliability and safety when using preheated heavy fuels. The fuel oil supply and discharge pipes are mounted directly to the injection pump housings. Leakage fuel from pipes, fuel injector and pump is collected in closed piping system (clean fuel system) The low-pressure fuel system has oversized supply-lines in order to achieve more volume. This additional volume, together with restrictions between supply line and injection pump plunger, will provide minimal pressure pulses in the low pressure fuel system. Common Rail, optional The design of the engine fuel system is prepared to implement common rail technologies. This gives optimal smoke behaviour especially at part load. The oil system is lubricating the main bearings, the cylinder liners, camshaft bearings, injection pump tappets, pistons, rocker arm bearings and valve mechanism and gear wheel bearings. The turbo charger is also connected to the engine lubricating system. Starting air system The engine starts by compressed air directly injected into the cylinders throught the starting air valves in the cylinder heads. V-engines are provided with starting air valves for the cylinders on the A-bank only. The main starting valve, built on the engine. All engines have built-on non-return valves and flame arrester. As a precaution the engine can not be started when the turning gear is engaged. Direct Water Injection (D.W.I.), optional Direct water injection reduces NO x - emissions to about 50-60%. Water and fuel are injected separately direct into the combustion chamber. Water is supplied from an external pump unit to a manifold in the hot-box, and further via a flow fuse to each injector. Excessive water is taken back to an external tank. An engine with D.W.I. equipment can be operated with or without the D.W.I. system in operation. See also chapter 14. Lubricating oil system For the in-line engine the engine mounted system consists of main lubricating oil pump, pre-lubricating oil pump, oil cooler, thermostatic valve, automatic back flush filter, centrifugal filter and oil dry sump. For V-engines the engine mounted system consists of main lubricating oil pump, centrifugal filter and oil dry sump. Marine Project Guide W38B - 1/

43 4. Description of the engine Figure 4.1 Cross section of an in-line engine 40 Marine Project Guide W38B - 1/2002

44 4. Description of the engine Figure 4.2 Cross section of V-engine Marine Project Guide W38B - 1/

45 4. Description of the engine Notes: 42 Marine Project Guide W38B - 1/2002

46 5. Piping design, treatment and installation 5. Piping design, treatment and installation General This chapter provides general guidelines for the design, construction and installation of piping systems, however, not excluding other solutions of at least equal standard. Fuel, lubricating oil, fresh water and compressed air piping is usually made of seamless carbon steel (DIN 2448) and seamless precision tubes in carbon or stainless steel (DIN 2391), exhaust gas piping in welded pipes of corten or carbon steel (DIN 2458). Sea-water piping should be in Cunifer or hot dip galvanized steel. Pockets shall be avoided and when not possible equipped with drain plugs and air vents Leak fuel drain pipes shall have continuous slope Vent pipes shall be continuously rising Flanged connections shall be used, joints for precision tubes Pipe branches shall have flanged connections Maintenance access to coolers, thermostatic valves and other fittings must be ensured Table 5.1 Pipe dimensions Recommended maximum fluid velocities and flow rates for pipework* Nominal pipe Flow rate [m/sec] diameter Flow amount [m³/h] (Media > Pipe material > Sea-water Fresh water Lubricating oil Light fuel oil Heavy fuel oil Pump side >) Steel galvanized Mild steel Mild steel Mild steel Mild steel suction delivery suction delivery suction delivery suction delivery suction delivery Aluminum brass Aluminum brass Aluminum brass Aluminum brass Aluminum brass Aluminum brass Aluminum brass * The velocities given in the above table are guidance figures only. National standards can also be applied. Marine Project Guide W38B - 1/

47 5. Piping design, treatment and installation Trace heating The following pipes shall be equipped with trace heating (steam, thermal oil or electrical). It shall be possible to shut off the trace heating. All heavy fuel pipes. All leak fuel and filter flushing pipes carrying heavy fuel. Pressure class The pressure class of the piping should be higher than or equal to the design pressure, which should be higher than or equal to the highest operating (working) pressure, which is equal to the setting of the safety valve in a system with a positive displacement pump or a part of a system which can be isolated and heated (e.g. a preheated), or equal to the pressure in the system caused by a combination of static pressure and the highest point of (centrifugal) pump curve. Pipe class For the purpose of testing, type of joint to be used, heat treatment and welding procedure, classification societies categorize piping systems in classes (e.g. DNV), or groups (e.g. ABS). Systems with high design pressures and temperatures and hazardous media belong to class I (or group I), others to II or III as applicable. Quality requirements are highest on class I. Insulation The following pipes shall be insulated All trace heated pipes. Exhaust gas pipes. Insulation is also recommended for Pipes between engine or system oil tank and lubricating oil separator. Pipes between engine and jacket water preheater. For personnel protection any exposed parts of pipes at walkways, etc., to be insulated to avoid excessive temperatures. Local gauges Local thermometers should be installed wherever a new temperature occurs, i.e. before and after heat exchanger, etc. Examples of classes of piping systems as per DNV rules are presented in the table below. Table 5.2 Classes of piping systems as per DNV rules Media Class I Class II Class III bar C bar C bar C Steam Fuel oil Other media >16 >16 >40 or > 300 or > 150 or > 300 < 16 < 16 < 40 and < 300 and < 150 and < 300 < 7 < 7 < 16 and < 170 and < 60 and < Marine Project Guide W38B - 1/2002

48 5. Piping design, treatment and installation Flexible bellows Great care must be taken to ensure the proper installation of flexible bellows between resiliently mounted engines and ship s piping. Figure 5.3 Flexible hoses (4V60B0100) Bellows must not be twisted Installation length of bellows must be correct Minimum bending radius must respected Piping must be concentrically aligned When specified the flow direction must be observed Mating flanges shall be clean from rust, burrs and anticorrosion coatings Bolts are to be tightened crosswise in several stages Flexibles must not be painted Rubber bellows must be kept clean from oil and fuel The piping must be rigidly supported close to the flexible bellows. CORRECTLY INSTALLED Marine Project Guide W38B - 1/

49 5. Piping design, treatment and installation Notes: 46 Marine Project Guide W38B - 1/2002

50 6. Fuel system 6. Fuel system 6.1 General The engine is designed for continuous operation on HFO. For limited periods it is possible to operate the engine on light fuel without modifications. For periods longer than 500 hours the cylinder heads (exhaust valve and valve rotators) has to be modified. Engines intended for continuous or prolonged operation on light fuels corresponding to ISO 8217:1996, F-DMA and DMB are adapted to such fuels. A pre-heated engine can be started directly on HFO provided that the external fuel system has the correct temperature and pressure. The engine can also be stopped on HFO but the external system has to stay in operation i.e. fuel must be circulated through the stopped engine continuously for heating purposes. The engine has also to stay under pre-heating conditions when the external fuel system is not in operation. Prior to overhaul or shutdown of the external system the engine fuel system shall be flushed and filled with LFO. For fuel oil quality see chapter Internal fuel system The internal fuel system comprises the following equipment: Fuel injection pumps Fuel injectors Fuel pipes Pressure control valve All engines are equipped with injection system where the leak fuel is drained to atmospheric pressure (the clean leak fuel system). Possible leak fuel from broken injection pipes is drained to the same system. The clean leak fuel can be pumped back to the day tank without treatment. Concerning quantity of leak fuel, see chapter 3, Technical Data. Other possible leak fuel (the dirty leak fuel system) is drained separately and shall be led to a sludge tank. 6.3 External fuel system General In ships intended for operation on heavy fuel, heating coils must be installed in the bunker tanks, so that it is possible to maintain a temperature of [ C] (or even higher temperature, depending on the pour point and viscosity of the heavy fuel used). Normally the heating coils are dimensioned on basis of the heat transfer required for raising the temperature of the tank to the above temperature in a certain time, e.g 1 [ C/h], as well as on the heat losses when maintaining the tank at that temperature. All tanks, from, which heavy fuel is pumped, are to be kept 5-10 [ C] above the pour point. Max. allowed pour point for BSMA-M9 is +30 [ C]. The design of the external fuel system may vary from ship to ship, but every system should provide well cleaned fuel with the correct temperature and pressure to each engine. When using heavy fuel it is most important that the fuel is properly cleaned from solid particles and water. In addition to the harm poorly centrifuged fuel will do to the engine, a high content of water may cause big problems for the heavy fuel feed system. For the feed system, well-proven components should be used. The fuel treatment system should comprise at least one settling tank and two (or several) separators to supply the engine(s) with sufficiently clean fuel. When operating on heavy fuel the dimensioning of the separators is of greatest importance and therefore the recommendations for the design of the separators should be closely followed. In multi-engine installations, the following main principles should be followed when dimensioning the fuel system: Recommended maximum number of engines connected in parallel to the same fuel feed system is two. A separate fuel feed circuit is recommended for each propeller shaft (two-engine installations); in four- engine installations so that one engine from each shaft is fed from the same circuit. Main and auxiliary engines are recommended to be connected to separate circuits. Remark: When dimensioning the pipes of the fuel oil system common known rules for recommended fluid velocities must be followed. The fuel oil pipe connections on the engine are smaller than the pipe diameter on the installation side, see chapter 5. Local gauges Local thermometers should be installed wherever a new temperature occurs, i.e. before and after each heat exchanger etc. Pressure gauges should be installed on the suction and discharge side of each pump. Marine Project Guide W38B - 1/

51 6. Fuel system Figure Fuel oil viscosity-temperature diagram [mm 2/s] Residual fuels Distillate fuels Minimum storage temperature H G Approx.pumping limit A C 2 o RM-55 (Max.55 mm /s at 100 C) 2 o RM-45 (Max.45 mm /s at 100 C) 2 o RM-35 (Max.35 mm /s at 100 C) 2 o RM-25 (Max.25 mm /s at 100 C) 2 o RM-15 (Max.15 mm /s at 100 C) 2 o RM-10 (Max.10 mm /s at 100 C) F B Cent r i fugi ng temperature D Viscosity range residual fuels before HP fuel pumps E o DMC(Max.14 mm /s at 40 C) 2 o DMB (Max.11 mm /s at 40 C) 2 o DMA (Max.6,0 mm/s at 40 C) 2 o DMX (Max.5,5 mm/s at 40 C) Max.temperature beforehp fuel pumps o [ C] Example: RM 35 a fuel with a viscosity of 380 [mm 2 /s] at 50 [ C] (point A) or 35 [mm 2 /s] at 100 [ C] (point B): At 80 [ C] (point C) the estimate viscosity is 77 [mm 2 /s] Is pumpable above 37 [ C] (point H). Minimum storage temperature is 41 [ C] (point G). It is advised to keep the fuel about 10 [ C] above this temperature Centrifuging temperature is 97 [ C] Heating temperature before entering the engine for proper atomisation with a viscosity between the 24 and 16 [mm 2 /s], is maximum 127 [ C] and minimum 112 [ C]. To obtain temperatures for intermediate viscosity s, draw a line from the known viscosity/temperature point in parallel to the nearest viscosity/temperature line in the diagram. Note: 1 [mm 2 /s] = 1 [cst] 48 Marine Project Guide W38B - 1/2002

52 6. Fuel system Figure Internal fuel system, in-line engine (9507DT581 rev. c) System components 01 Fuel injection pump 02 Fuel injector 04 Valve 05 Pressure control valve Electrical Instruments LS103A Fuel oil leakage, clean high pressure fuel pipe PT101 Fuel oil pressure at engine inlet TE101 Fuel oil temperature at engine inlet. Pipe connections 101 Fuel inlet DN Fuel outlet DN Leak fuel drain, clean fuel DN Leak fuel drain, dirty fuel DN 18 Marine Project Guide W38B - 1/

53 6. Fuel system Figure Internal fuel system, V-engine (9507DT580 rev. c) System components 01 Fuel injection pump 02 Fuel injector 04 Valve 05 Fuel oil drain valve 06 Pressure control valve Pipe connections Electrical Instruments LS103A Fuel oil leakage clean, high pressure fuel pipe bank-a LS103B Fuel oil leakage clean, high pressure fuel pipe bank-b PT101 Fuel oil pressure at engine inlet TE101 Fuel oil temperature at engine inlet. 101 Fuel inlet DN Fuel outlet DN Leak fuel drain, clean fuel DN Leak fuel drain, dirty fuel DN Fuel oil drain (for maintenance purposes) DN Marine Project Guide W38B - 1/2002

54 6. Fuel system Transfer and separation system Heavy fuel (residual, and mixtures of residuals and distillates) must be cleaned in an efficient centrifugal separator before entering the day tank, see figure In case pure distillate fuel is used, centrifuging is still recommended as the fuel may be contaminated in the storage tanks. The rated capacity of the separator may be used provided the fuel viscosity is less than 12 [mm 2 /s] at centrifuging temperature. Marine Gas Oil viscosity is normally less than 12 [mm 2 /s]/15 [ C]. Settling tank HFO (1T02) The settling tank should normally be dimensioned to ensure fuel supply for min. 24 operating hours when filled to maximum. The tank should be designed to provide the most efficient sludge and water rejecting effect. The bottom of the tank should have slope to ensure good drainage. The tank is to be provided with a heating coil and should be well insulated. The temperature in the settling tank should be between [ C]. The min. level in the settling tank should be kept as high as possible. In this way the temperature will not decrease too much when filling up with cold bunker fuel. Settling tank, light fuel oil As heavy fuel settling tank, but without heating coils and insulation. The temperature in the light fuel oil settling tank should be between [ C]. Suction filter (1F02) A suction filter with a fineness of 0.5 [mm] should be fitted to protect the separator feed pump. The filter should be equipped with heating jacket in case the installation place is cold. The filter can be either a duplex filter with change-over valves or two separate simplex filters. The design of the filter should be such that air suction can not occur. Feed pump separator (1P02) The use of a high temperature resistant screw pump is recommended. The pump should be separate from the separator and electrically driven. The pump should be dimensioned for the actual fuel quality and recommended throughput through the separator. The flow rate through the separators should, however, not exceed the maximum fuel consumption by more than 10 [%]. No control valve should be used to reduce the flow of the pump. Design data: Operating pressure, max. 500 [kpa] (5 bar) Operating temperature HFO 100 [ C] Light fuel oil 40 [ C] Viscosity for dimensioning of electric motor HFO 2000 [cst] Light fuel oil 40 [cst] Separator heater (1E01) The pre-heater is normally dimensioned according to the pump capacity and a given settling tank temperature. The heater surface temperature must not be too high in order to avoid cracking of the fuel. The heater should be thermostatically controlled for maintaining the fuel temperature within ± 2 [ C]. The recommended preheating temperature for heavy fuel is 98 [ C]. For light fuel oils the pre-heating temperature according to the separator supplier. Design data: The required maximum capacity of the heater is: P= m T 1700 P = Heating capacity [kw] m = Capacity of the separator feed pump [l/h] T = Temperature rise in heater [ C] For heavy fuels T = 48 [ C] can be used, i.e. a settling tank temperature of 50 [ C]. Fuels having a viscosity higher than 5 [cst] at 50 [ C] need preheating before the separator. The heaters to be provided with safety valves with escape pipes to a leakage tank (so that the possible leakage can be seen). Marine Project Guide W38B - 1/

55 6. Fuel system Figure HFO separating system (9507ZT528 rev. a) System components: 1E01 Separator heater 1F02 Separator feed pump duplex filter 1F09 Suction filter, HFO 1N02 Separating unit, HFO 1P02 Separator feed pump 1P09 Transfer pump 1S01 1T01 1T02 1T03 1T04 1T05 Separator Bunker tank Settling tank HFO Day tank HFO Overflow tank, clean fuel Sludge tank 52 Marine Project Guide W38B - 1/2002

56 6. Fuel system Separator (1S01) Two separators, both of the same size, should be installed. The capacity of one separator should be sufficient for the total fuel consumption. The fuel oil separator should be sized according to the recommendations of the separator manufacturer. The maximum service throughput of a separator for the specific application should be: Q = Separator capacity [l/h] P = Continuous rating of the engine [kw] b = Specific fuel consumption +15% safety margin [g/kwh] ρ = Density of the fuel [kg/m 3 ] t = Daily separating time for self-cleaning separator (usually = 23 h or 23,5 h) For pure distillate fuel, a separate purifier should be installed. For light fuel oils (max. viscosity 11 cst at 50 C) a flow rate of 80 [%] and a preheating temperature of 45 [ C] are recommended. The flow rates recommended for the separator for the grade of fuel in use are not to be exceeded. The lower the flow rate, the better the efficiency. Sludge tank (1T05) Q = P b 24 ρ t The sludge tank should be placed below the separators as close as possible. The sludge pipe should be continuously falling without any horizontal parts. Day tank HFO (1T03) Fuel feed system, heavy fuel oil (HFO) General A pressurized fuel feed system is to be installed in HFO installations (see figure ). The pressure in the system prevents the formation of gas and vapour in the return lines from the engines. The heavy fuel pipes shall be properly insulated and equipped with trace heating. It has to be possible to shut-off the heating of the pipes when running with light fuel oil (the tracing pipes to be grouped together according to their use). Any provision to change the type of fuel during operation should be designed to obtain a smooth change in fuel temperature and viscosity. When changing from HFO to light fuel oil the viscosity at the engine should be above 2.8 [cst], and not drop below 2.0 [cst] even during short transient conditions. In certain applications a cooler may be necessary. As per Solas rules 1 July 1997, two day tanks have to be installed. Day tank HFO (1T03) The heavy fuel day tank should normally be dimensioned to ensure fuel supply for about 24 operating hours when filled to maximum. The design of the tank should be such that water and dirt particles do not collect in the suction pipe. The tank has to be provided with a heating coil and should be well insulated. Maximum recommended viscosity in the day tank is 140 [mm 2 /s]. Due to the risk of wax formation, fuels with a lower viscosity than 50 [mm 2 /s]/50 [ C] must be kept at higher temperatures than what the viscosity would require. The tank and pumps should be placed so that a positive static pressure of [kpa] ( bar) is obtained on the suction side of the pumps. See Fuel Feed system, Day tank light fuel oil (1T06) See Fuel Feed system, Fuel viscosity Minimum day tank (mm 2 /s at 50 C) temperature ( C) Marine Project Guide W38B - 1/

57 6. Fuel system Day tank, light fuel oil (1T06) The diesel fuel day tank should normally be dimensioned to ensure fuel supply for operating hours when filled to maximum. In installations when the stand-by engines are to be fed from the light fuel tank at start in case of occasional black-out, the pressure of the fuel before the engine inlet should be 150 kpa (1.5 bar). Suction filter (1F06) A suction strainer with a fineness of 0.5 mm should be installed for protecting the booster pumps. The strainer should be equipped with heating jacket. The strainer may be either of the duplex type with change-over valves or two simplex strainers in parallel. The design should be such that air suction is prevented. Booster pump (1P04) The booster pump maintains the pressure in the fuel feed system. It is recommended to use a high temperature resistant screw- or gear pump as booster pump. Design data: Capacity to cover the total fuel consumption of the engines and the flush quantity of the automatic filter. Operating pressure head 600 [kpa](6 bar) Design pressure 1,6 [MPa] (16 bar) Design temperature 100 [ C] Viscosity 1000 [mm 2 /s] (for dimensioning the electric motor) Pressure control valve (1V03) The pressure control valve maintains the pressure in the circulation system. The surplus of the fuel which is not consumed by the engine should be returned to the suction side of the booster pump or into the HFO day tank. Design data: Fuel viscosity Acc. to specification Design temperature 100 [ C] Preheating from 180 [cst / 50 C] Flow See chapter 3, Technical Data. Design pressure 1.6 [MPa] (16 bar) Fineness: Mesh size max. 35 [µm] By-pass mesh size max. 35 [µm] Maximum permitted pressure drop for normal filters Clean filter 20 [kpa] (0.2 bar) Alarm 80 [kpa] (0.8 bar) The automatic filter is to be placed between the booster pumps and the de-aeration tank to avoid clogging of the filter mesh due to cracking of the fuel. Flow indicator (1I01) If a fuel consumption metre is required, it should be fitted between the fuel booster pumps and the de-aeration tank together with a by-pass line. If the metre is provided with a pre filter, it is recommendable to install an alarm for high pressure difference across the filter. Circulation tank (1T08) The volume of the circulation tank should be about 100 litres. It shall be equipped with a vent valve and a low level alarm. It shall also be insulated and equipped with a heating coil. The vent pipe should, if possible, be led downwards, e.g. to the overflow tank. Circulating pump (1P06) The purpose of this pump is to circulate the fuel in the system and maintain the correct pressure at the engine. It is recommended to use a high temperature resistant screw- or gear pump as booster pump. Set point [kpa] (3-5 bar) Design data: Automatically cleaning filter and by-pass filter (1F08) The use of automatically back-flushing filters is required, normally with a duplex filter (with an insert filter) as the stand-by. For back-flushing filters the pump capacity should be sufficient to prevent pressure drop during the flushing operation. Max. capacity about times maximum fuel consumption Operating pressure head 1 [MPa] (10 bar) Design pressure 1.6 [MPa] (16 bar) Operating temperature 150 [ C] Viscosity 500 [cst] (for dimensioning the electric motor) 54 Marine Project Guide W38B - 1/2002

58 6. Fuel system Heater (1E02) The heater(s) is normally dimensioned to maintain an injection viscosity of 14 [mm 2 /s] (for fuels having a viscosity higher than 380 [mm 2 /s]/50 [ C] the temperature at the engine inlet should not exceed 135 [ C]) at the maximum fuel consumption and a given day tank temperature. The day tank temperature depends on the separating temperature, tank heating arrangements and heat losses of the separator piping and the tank itself. It may also be prudent to include a certain temperature drop of the day tank, if the separation is interrupted in port, in order to have sufficient heater capacity for a departure before the day tank temperature has reached its normal level. Each heater should be dimensioned according to the above mentioned criterion, with another heater of equal size as stand-by. To avoid cracking of the fuel the surface temperature in the heater must not be too high. This means, the surface power of electric heaters should not be higher than about 1 [W/cm²]. The output of the heater shall normally be controlled by a viscosimeter. As a reserve a thermostatic control may be fitted. The set point of the viscosimeter shall be some what lower than the required viscosity at the injection pumps to compensate for heat losses in the pipes. To compensate for heat losses due to radiation a certain allowance should be added, e.g. 10 [%] + 5 [kw]. The heaters to be provided with safety valves with escape pipes to a leakage tank (so that the possible leakage can be seen). Viscosimeter (1I02) For the control of the heater(s) a viscosimeter has to be installed. A thermostatic control shall also be fitted, to be used as safety when the viscosimeter is out of order. The viscosimeter should be of a design which stands the pressure peaks caused by the injection pumps of the diesel engine. Safety filter before engine (1F03) The fuel oil safety filter is a full flow duplex type filter with steelnet. This filter must be installed as near the engine as possible. The filter should be equipped with heating jacket. Design data: Fuel viscosity Acc. to specification Design temperature 150 [ C] Flow See Technical Data, chapter 3 Design pressure 1.6 [MPa] (16 bar) Fineness Mesh size max. 35 [µm] Maximum permitted pressure drops at Clean filter 20 [kpa] (0.2 bar) Alarm 80 [kpa] (0.8 bar) Overflow tank, clean fuel (1T04) Clean leak fuel draining from the injection pumps can, if desired, be re-used without repeated treatment. The fuel should then be drained to a separate leak fuel tank and, from there, be pumped to the day tank. Alternatively, the clean leak fuel tank can be drained to another tank for clean fuel, e.g. the bunker tank, the overflow tank etc. The pipes from the engine to the drain tank should be arranged continuously sloping and should be provided with heating and insulation. Leak-off tank, dirty fuel (1T07) Normally no fuel is leaking out of the dirty system during operation. Fuel, lubricating oil, water or sludge is drained only in case of a possible leakage. The pipes to the sludge tank should, if possible, be drawn along the pipes for clean fuel in order to achieve heating, and be insulated. Design data: Viscosity range (at injection pumps) Design temperature Design pressure [mm 2 /s] 180 [ C] 4[MPa](40 bar) Marine Project Guide W38B - 1/

59 6. Fuel system Fuel feed unit [1N01] If required, a completely assembled fuel feed unit (see figure ) can be supplied as an option. This unit comprises normally the following equipment: Two suction strainers Two booster pumps of the screw/gear type, equipped with built-on safety valves and electric motors One pressure control/overflow valve One automatic back-flushing filter with by-pass filter One pressurized de-aeration tank, equipped with a level switch and hand-operated vent valve Two circulating pumps, same type as above Two heaters steam, electric or thermal oil, one in operation and the other as spare One viscosimeter for the control of the heaters One control valve or control cabinet for heaters Control cabinets with starters for pumps, automatic filter and viscosimeter One alarm panel The above equipment is built on a steel frame, which can be welded or bolted to its foundation in the ship. All heavy fuel pipes are insulated and provided with trace heating. When installing the unit only power supply, group alarms and fuel, steam and air pipes have to be connected. It is recommended to supply not more than two engines from the same system. Alternatively, an individual circulation pump (and a stand-by pump if required) should be provided for each engine. It is very important to obtain the correct and sufficient flow to the engine, ensuring that nothing is lost in pressure control valves, safety valves, overflow valves, etc Fuel feed system, light fuel oil For engines intended to run only on light fuel oil, the fuel feed system can be kept relatively simple (see figure ) Day tank, light fuel oil (1T06) The light fuel oil day tank should normally be dimensioned to ensure fuel supply for operating hours when filled to maximum. In case of an occasional black-out and the stand-by engines are to be fed from the light fuel tank, the pressure of the fuel before the engine inlet should be 150 [kpa] (1.5 bar). Circulation pump suction filter (1F07) As in heavy fuel system, without heating coils. Circulating pump (1P03) The purpose of the pump is to circulate the fuel in the system and maintain the correct pressure at the engine. Design data: Capacity about times the maximum fuel consumption plus the capacity required for flushing of the automatic filter. Operating pressure head 1.0 [MPa] (10 bar) Design pressure 1.6 [MPa] (16 bar) Design temperature 50 [ C] Viscosity 90 [mm 2 /s] (for dimensioning the electric motor) Fuel consumption meter If a fuel consumption metre is required, a metre should be fitted before and after the engine, so the difference gives the consumption. If the metre is provided with a pre filter, it is recommendable to install an alarm for high pressure difference across the filter. The common resistance of the flow metre and the pre-filter must not be higher than the static height difference. 56 Marine Project Guide W38B - 1/2002

60 6. Fuel system Automatically cleaning and by-pass filter (1F04) The use of automatically back-flushing filters is required, normally as a duplex filter with an insert filter as the stand-by half. For back-flushing filters the circulating pump capacity should be sufficient to prevent pressure drop during the flushing operation. Design data: Fuel viscosity Acc. to specification Design temperature 50 [ C] Flow See Chapter 3,Technical Data Design pressure 1.6 [MPa] (16 bar) Fineness: Mesh size max. back-flushing 35 [µm] Mesh size max. insert filter 35 [µm] Maximum permitted pressure drop for normal filters: Clean filter 20 [kpa] (0.2 bar) Alarm 80 [kpa] (0.8 bar) Safety filter before engine (1F05) The fuel oil safety filter is a full flow duplex type filter with steelnet. This filter must be installed as near the engine as possible. Design data: Fuel viscosity Acc. to specification Design temperature 50 [ C] Flow See Chapter 3, Technical Data, Design pressure 1.6 [MPa] (16 bar) Fineness: Mesh size max. 35[µm] Maximum permitted pressure drops at: Clean filter 20 [kpa] 0.2 [bar] Alarm 80 [kpa] 0.8 [bar] Leak-off tank, dirty fuel (1T07) Normally no fuel is leaking out of the dirty system during operation. Fuel, lubricating oil, water or sludge is drained only in case of a possible leakage. The pipes to the sludge tank should, if possible, be drawn along the pipes for clean fuel in order to achieve heating, and be insulated. Return line cooler (1E04) The amount of heat collected by the fuel oil during passage through the engine is to be dissipated in the return piping and the tank, or by a fuel oil cooler for light fuel oil. The fuel temperature should not exceed 50 [ C]. The heat to be dissipated is 1.6 [kw/cyl.] Fuel feed unit, diesel fuel If required, a completely assembled fuel feed unit can be supplied as an option. This unit comprises normally the following equipment: Two suction strainers Two circulation pumps of the screw type, equipped with built-on safety valves and electric motors one pressure control/overflow valve One mixing tank One automatic back-flushing filter with by-pass filter Control cabinets with starters for pumps and automatic filter One alarm panel The above equipment is built on a steel frame, which can be welded or bolted to the foundation in the ship. When installing the unit only power supply, group alarms and fuel and air pipes have to be connected. Overflow tank, clean fuel (1T04) Clean leak fuel draining from the injection pumps can, if desired, be re-used without repeated treatment. The fuel should then be drained to a separate leak fuel tank and, from there, be pumped to the day tank. Alternatively, the clean leak fuel tank can be drained to another tank for clean fuel, e.g. the bunker tank, the overflow tank etc. The pipes from the engine to the drain tank should be arranged continuously sloping and should be provided with heating and insulation. Marine Project Guide W38B - 1/

61 6. Fuel system Figure External HFO fuel oil feed system (9507DT589 rev. a) System components 1F03 Safety filter before engine 1H01 Flexible pipe connection (101) 1H02 Flexible pipe connection (102) 1H03 Flexible pipe connection (103) 1T03 Day tank HFO 1T04 Overflow tank (clean fuel) 1T06 Daytank light fuel oil 1T07 Leak-off tank (dirty fuel) 1V01 HFO/LFO changeover valve Pipe connections 101 Fuel inlet 102 Fuel outlet 103 Leak fuel drain, clean fuel 104 Leak fuel drain, dirty fuel For connections 1N01 A-F, see figure The size of the piping in the installation to be calculated case by case, having typically a larger diameter than the connection on the engine. See chapter Marine Project Guide W38B - 1/2002

62 6. Fuel system Figure Fuel feed unit (9507ZT529 rev. a) System components: Pipe connections: 1E02 1E03 1F06 1F08 1I01 1I02 1P04 1P06 1T08 1V03 1V07 Heater Cooler Suction filter Automatic cleaning filter and by-pass filter Flow indicator Viscosimeter Booster pump Circulation pump Circulation tank Pressure control valve Venting valve 1N01-A 1N01-B 1N01-C 1N01-D 1N01-E 1N01-F Fuel oil from daytank Fuel oil to engine Fuel oil return from engine Venting pipe to overflow tank Sludge from automatic filter Return pipe to daytank Marine Project Guide W38B - 1/

63 6. Fuel system Figure Fuel feed system, light fuel (9507DT360 rev. b) System components 1E04 Return line cooler 1F04 Automatic cleaning and by-pass filter 1F05 Safety filter, before engine 1F07 Circulation pump suction filter 1H01 Flexible pipe connection (101) 1H02 Flexible pipe connection (102) 1H03 Flexible pipe connection (103) 1P03 Circulation pump 1T04 Overflow tank (clean fuel) 1T06 Daytank light fuel oil 1T07 Leak-off tank (dirty fuel) Pipe connections 101 Fuel inlet 102 Fuel return 103 Leak fuel drain, clean fuel 104 Leak fuel drain, dirty fuel Size of the piping in the installation to be calculated case by case. See chapter Marine Project Guide W38B - 1/2002

64 6. Fuel system Figure Fuel feed unit HFO, example H The frame of panel to be supported to ship s steelstructure. L B Service for heater The frame of panel to be supported to ship s steel structure. Dimension tolerances for locations of pipe connections ±25 mm. Counter flanges included. Table Main dimensions, booster units Cylinders Dimensions LxBxH[mm] Mass [kg] x 1200 x x 1200 x x 1200 x x 1200 x x 1200 x x 1200 x x 1800 x x 1800 x x 1800 x Note! For guidance only. Marine Project Guide W38B - 1/

65 6. Fuel system Notes: 62 Marine Project Guide W38B - 1/2002

66 7. Lubricating oil system 7. Lubricating oil system 7.1 Lubricating oil system on the engine, in-line engines The lubricating oil system for the in-line engines comprises the following components built on the engine: Main lubricating oil pump Prelubricating oil pump Lubricating oil module which consists of oil cooler, thermostatic valve and oil filters. Information about lubricating oil quality can be found in chapter 2.5. Running-in filter Every engine is provided with temporary full-flow paper cartridge filters in the oil inlet line to each main bearing. Running-in filters are removed after factory acceptance test the on-engine filtering system is a closed system. Lubricating oil pump The engine driven lubricating oil pump is of the gear type. The pump is a low pressure self priming positive displacement pump. The pump pressure is controlled by a combined pressure control and safety relief valve. The safety relief valve protects the system against overload. The suction height of the pump (including pressure losses in the pipes) shall not exceed 40 kpa (4.0 meter). Pre-lubricating oil pump The pre-lubricating pump is an electric driven gearwheel pump equipped with a safety overflow valve. The pump is used for lubricating support function and for filling of the engine lubricating oil system before starting, e.g. when the engine has been out of operation for a long time. The suction height of the built-on pre-lubricating pump (including pressure losses in the pipes) shall not exceed 35 kpa (3.5 meter). Lubricating oil cooler The lubricating oil cooler is a fin tube cooler. Thermostatic valve A thermostatic valve of the direct acting type is applied. Lubricating oil filter The lubricating oil module is equipped with a fully automatic continuous back-flushing filter. Design data: Full flow fine filter 30 [µm] absolute mesh size Full flow safety filter 100 [µm] absolute mesh size Overflow valve, by-pass fine filtration p = 200 [kpa] (2.0 bar) Materials: Fine filter elements synthetic Safety mesh stainless steel. Centrifugal filter Centrifugal filter is installed to clean the back-flushing oil from the automatic filter. This centrifugal filter is driven by oil pressure, direct from the engine driven lubricating pump. Sample valve The system is equipped with a sample valve in order to monitor the quality of the lubricating oil. 7.2 Lubricating oil system on the engine, V - engines. The lubricating oil system for the V-engines comprises the following components built on the engine: Engine lubricating oil pump Centrifugal filter Marine Project Guide W38B - 1/

67 7. Lubricating oil system Running in filters Every engine is provided with a temporary, full-flow, paper cartridge filters in the oil inlet line to each main bearing. Running-in filters are removed after about 100 running hours. Because filtering is done in the external system, some possible dirt from the external system can enter the engine, during first start-up. Lubricating oil pump The engine driven lubricating oil pump is of the screw type. The pump is a low pressure self priming positive displacement pump and is equipped with an integrated combined pressure control and safety relief valve. The safety relief valve protects the system against overload. The suction height of the pump (including pressure losses in the pipes) shall not exceed 4.0 meter (40 kpa). Centrifugal filter A centrifugal filter is installed in by-pass External lubricating oil system Each engine should have a separate lubricating oil system of its own. Engines operating on heavy fuel should have continuous centrifuging of the lubricating oil. When designing the piping diagram, the procedure to flush the system should be clarified and presented in the diagram. Sump tank (2T01) The engine dry sump has two drain outlets at each end. At least one outlet in each end should be used. Totally at least three outlets should be used on the 16V and 18V engines. If the engine is installed inclined, two outlets should be used in the lower end, which typically is the driving end. The pipe connections between the sump and the system oil tank should be arranged flexible enough to prevent damages due to thermal expansion. The drain pipes from the oil sump to the system oil tank shall end below the min. oil level and shall not be led to the same place as the suction pipe. The end of suction pipes should be trumpet-shaped or conical in order to reduce the pressure loss. For the same reason the suction pipes shall be as short and straight as possible. A pressure gauge shall be installed close to the inlet of the pump in order to make it possible to check the suction height. The suction pipe should be equipped with a non-return valve of the flap type without spring, and installed in such a position as to ensure self-closing. The suction and return pipes for the separator should not be located near to each other in the sump tank. The return line of the separator should be close to the suction side of the lube oil pump. To keep the lubricating oil, in the sump tank, on the recommended temperature the location of the sump tank must isolate sufficiently. Design data: Oil volume 1.4 l/kw for HFO Oil volume 0.7 l/kw for light fuel oil Oil level at service 75-80% of tank volume Oil level alarm 60% of tank volume Suction strainer (2F01, 2F04, 2F06) A suction strainer should be fitted in the suction pipes to protect the lubricating oil pump. The suction strainer as well as the suction pipes diameter should be dimensioned to minimize the flow resistance. Fineness [mm]. Stand-by lubricating oil pump (2P04) The stand-by lubricating oil pump should be of the gear or screw type and provided with an overflow valve. Design data: Capacity see Technical Data chapter 3 Operating pressure max. 800 [kpa] (8 bar) Operating temperature max. 100 [ C] Lubricating oil viscosity SAE 40 Pre-lubricating pump (V-engines only) (2P02) The pre-lubricating pump is a separately installed electrically driven gear or screw pump, equipped with a safety valve. The pump is used for filling of the engine lubricating oil system before starting, e.g. when the engine has been out of operation for a long time and for additional oilflow at low engine speed (see also chapter 15.7). The installation of a pre-lubricating pump is compulsory. An electrically driven stand-by pump (with full pressure) cannot work as a pre-lubricating pump, as a lower pressure (max. 200 kpa, 2 bar) is required during stand-still to avoid leakage into the charge air receiver through the labyrinth seal of the turbocharger. Such a leak does not occur when the engine is running due to the charge air pressure. Concerning flows and pressures, see Technical Data, chapter 3. The suction height of the system should not exceed the capacity of the pump. Lubricating oil cooler (V-engine only) (2E01) The cooler can be of a plate- or tube type (see figure for dimensions of plate type). 64 Marine Project Guide W38B - 1/2002

68 7. Lubricating oil system Design data: Nominal heat dissipation Technical data, chapter 3. Safety margin 15 [%] +margin for fouling Oil temperature inlet nominal 63 [ C] Design pressure 1 [MPa] (10 bar) Viscosity class SAE 40 Local gauges Local thermometers should be installed wherever a new temperature occurs, i.e. before and after heat exchanger, etc. Pressure gauges should be installed on the suction and discharge side of each pump. Throttle (2R01) An orifice can sometimes be useful in the by-pass line of the cooler to balance the pressure drop. Thermostatic valve (V-engine only) (2V01) Design data: Inlet oil temperature to be controlled constant, Set point 63 [ C] Operating pressure, max. 800 [kpa] (8 bar). Automatic filter (V-engine only) (2F02) An automatic self-cleaning filter must be installed. Design data: Lubricating oil viscosity SAE 40 Operating pressure, max. 800 [kpa] (8 bar) Test pressure, min. 12 [bar] Operating temperature, max. 100 [ C] Fineness Mesh size max. 35 [µm] Max. permitted pressure drop for normal filters: clean filter 30 [kpa] (0.3 bar) alarm 80 [kpa] (0.8 bar) When a by-pass filter is not provided with the automatic lubricating oil filter the fineness of the indicating filter should be maximum 37 [µm]. Lubricating oil safety filter (V-engines only) (2F05) The lubricating oil safety filter is a duplex filter with steelnet filter elements. Design data: Lubricating oil viscosity SAE 40 Operating pressure, max. 800 [kpa] (8 [bar]) Test pressure, min. 1.2 [MPa] (12 [bar]) Operating temperature, max. 100 [ C] Fineness: Mesh size max. 60 [µm] Max. permitted pressure drop for normal filters: clean filter 30 [kpa] (0.3 bar) alarm 80 [kpa] (0.8 bar) Separator (2S01) The separator should be dimensioned for continuous centrifuging. Each lubricating oil system should have a separator of its own. The separator system must not be designed for water washing when centrifuging. Design data: Lubricating oil viscosity SAE 40 Lubricating oil density 880 [kg/m 3] Centrifuging temperature [ C] The following rule, based on a separation time of 23 h/day, can be used for estimating the nominal capacity of the separator: V= 1,2..1,5 P m 23 V = Capacity [l/h] P = Total engine output (kw) m = Rate of circulation 4 for LFO 5 for HFO Marine Project Guide W38B - 1/

69 7. Lubricating oil system Separator pump (2P03) The separator pump can be directly driven by the separator or separately driven by an electric motor. The flow should be adapted to achieve the above mentioned optimal flow. Separator heater (2E02) The heater can be a steam, thermal oil or an electric heater type. The surface temperature of the heater must not be higher than 150 C, in order to avoid decomposition of additives in the oil. For main engines with centrifuging during operation, the heater should be designed for this operating condition. The temperature in the separate sump tank in the ship s bottom is normally 65 to 75 C If centrifuging with stopped engines, the heater should be adequately dimensioned such that operation at optimal flow of the separator is possible, independent of any heat supply from the engine. Note! The heaters are to be provided with safety valves with escape pipes to a leakage tank (so that the possible leakage can be observed). 66 Marine Project Guide W38B - 1/2002

70 7. Lubricating oil system Figure Internal lubricating oil system, in-line engine (9507DT579 rev. b) System components 01 Lubricating oil module 02 Thermostatic valve 03 (Automatic) lube oil filter 04 Lubricating oil cooler 05 Non return valve 06 Centrifugal filter 07 Dry sump 08 Lube oil pump, engine driven 09 Pre-lubricating pump 10 Turbocharger 12 Valve 13 Oil mist detector 14 Running-in filter 15 Safety valve 16 Control valve 17 Sample valve 20 Explosion valves 21 Crankcase Pipe connections 202 Lube oil outlet DN Lube oil to engine driven pump DN Lube oil to pre-lubricating pump DN Lube oil from electrical driven pump DN Crankcase ventilation DN 125 Electrical instruments LS271 Lube oil level at turbocharger inlet PDS243 Lube oil pressure difference switch PSZ201.1 Pre lube oil pressure at engine inlet PT201.1 Lube oil pressure at engine inlet TE201 Lube oil temperature at engine inlet TE272 Lube oil temperature at turbocharger outlet TE70n Lube oil temperature cyl. main bearing QS700 Oil mist alarm NS700 Oil mist detector failure QY700 Oil mist detector QS701 Oil mist load reduction/stop Marine Project Guide W38B - 1/

71 7. Lubricating oil system Figure Internal lubricating oil system, V-engine (9507DT578 rev. c) System components 01 Lube oil pump engine driven 02 Safety valve 05 Valve 07 Dry sump 10 Turbocharger 13 Oil mist detector 14 Running-in filter 16 Control valve 17 Sample valve 18 Centrifugal filter 20 Integrated PTO shaft bearing (optional) 21 Crankcase 22 Explosion valves Pipe connections 201 Lube oil inlet DN Lube oil outlet DN Lube oil to engine driven pump DN Lube oil from engine driven pump DN Crankcase ventilation DN 125 Electrical instruments LS271 Lube oil level at turbocharger inlet A-bank LS281 Lube oil level at turbocharger inlet B-bank PT201.1 Lube oil pressure at engine inlet PSZ201.1 Lube oil pressure at engine inlet TE 201 Lube oil temperature at engine inlet TE272 Lube oil temperature at turbocharger outlet A-bank TE282 Lube oil temperature at turbocharger outlet B-bank TE70n Lube oil temperature cyl. n main bearing QS700 Oil mist alarm NS700 Oil mist detector failure QY700 Oil mist detector QS701 Oil mist load reduction/stop 68 Marine Project Guide W38B - 1/2002

72 7. Lubricating oil system Figure External lubricating oil system, in-line engine (9507DT590 rev. b) Components: 2F01 Suction filter engine driven pump 2F04 Suction filter pre lubricating pump 2F06 Suction filter electric driven oil pump 2H02 Flexible pipe connection (202) 2H03 Flexible pipe connection (203) 2H05 Flexible pipe connection (205) 2H08 Flexible pipe connection (208) 7H01 Flexible pipe connection (701) 2P04 Electric driven pump, stand-by 2T01 Sump tank Pipe connections: 202 Lube oil outlet 203 Lube oil to engine driven pump 205 Lube oil to pre-lubricating pump 208 Lube oil from electric driven pump 701 Crankcase ventilation Marine Project Guide W38B - 1/

73 7. Lubricating oil system Figure External lubricating oil system, V-engine (9507DT591 rev. b) Components: 2E01 Lubricating oil cooler 2F01 Suction filter engine driven pump 2F02 Automatic cleaning filter 2F04 Suction filter pre-lubricating pump 2F05 Indicating filter 2F06 Suction filter electric driven oil pump 2H01/04 Flexible pipe connection ( ) 7H01 Flexible pipe connection (701) 2P02 Pre-lubricating oil pump 2P04 Electric driven pump, stand-by 2R01 Throttle by-pass cooler 2T01 2V01 2V03 Sump tank Thermostatic valve Overflow valve Pipe connections: 201 Lube oil inlet 202 Lube oil outlet 203 Lube oil to engine driven pump 204 Lube oil from engine driven pump 701 Crankcase ventilation 70 Marine Project Guide W38B - 1/2002

74 7. Lubricating oil system Figure Separating oil system (9809MR912 rev. a) System components 2E02 2F03 2N01 2P03 2S01 1T05 Heater Suction filter Separating unit Separator pump Separator Sludge tank Marine Project Guide W38B - 1/

75 7. Lubricating oil system Figure V-engine lubricating oil cooler H B L Table V-engine lubricating oil cooler dimensions Number of cylinders L [mm] B [mm] H [mm] Mass (wet) [kg] 12V V V Note: For guidance only. 72 Marine Project Guide W38B - 1/2002

76 8. Cooling water system 8. Cooling water system 8.1 General For the cylinder cooling as well as the charge air and oil cooling fresh water is used. The ph-value and hardness of the water should be within normal values. The chlorine and sulfate content should be as low as possible. To prevent forming of rust in the cooling water system, a corrosion inhibitor must be added to the water according to the instructions in the Engine Manual. Shore water is not always suitable. The hardness of shore water may be too low, which can be compensated by additives, or too high, causing scale deposits even with additives. Fresh water generated by a reverse osmosis plant onboard often has a high chloride content (higher than the permitted 80 mg/l) causing corrosion. For ships with a wide sailing area a safe solution is to use fresh water produced by an evaporator (onboard), using additives according to the Engine Manual (important). Sea-water will cause severe corrosion and deposits formation even in small amounts. Rain water is unsuitable as cooling water due to a high oxygen and carbon dioxide content, causing a great risk for corrosion. To allow start on heavy fuel, the HT cooling water system has to be pre-heated to a temperature as near to the operating temperature as possible, however min. 60 [ C]. 8.2 Internal cooling water system Internal cooling water system in-line engine The internal cooling water system of the in-line engine comprises the HT & LT-circuit with the following equipment: HT-stage charge air cooler LT-stage charge air cooler Lubricating oil cooler HT & LT engine driven water pumps HT & LT thermostatic valve s HT & LT throttles Internal cooling water system V-engine The internal cooling water system of the V-engine comprises the HT & LT-circuit with the following equipment: HT stage charge air cooler LT stage charge air cooler HT & LT engine driven water pumps General The proper combustion of heavy fuel at all loads requires A.O. optimum process temperatures. At high loads, the temperature must be low enough to limit thermal load and prevent hot corrosion of the components in the combustion chamber. At low loads, the temperature must be high enough to ensure complete combustion and prevent cold corrosion in the combustion space. These requirements are fulfilled by the high compression temperature caused by the high compression ratio. The engine is standard equipped with a built-on two-stage charge air cooler for increased heat recovery or heating of cold combustion air. Marine Project Guide W38B - 1/

77 8. Cooling water system 8.3 External cooling water system In large multi-engine plants it is recommended to install a part of the engines in one circuit and the other engines in another circuit, main and auxiliary engines in separate circuits etc. This gives safety against malfunctions. The maximum water velocities mentioned in chapter 5 Piping design, treatment and installation should not be exceeded. Sea-water pump The sea-water pumps have to be electrically driven. The capacity of the pumps is determined by the type of the coolers used and the heat to be dissipated. Ships (with ice class) designed for cold sea water should have temperature regulation with a re-circulation back to the sea chest: For heating of the sea chest to melt ice and slush, to avoid clogging the sea-water strainer To increase the sea-water temperature to enhance the temperature regulation of the LT-water. Fresh water central cooler (4E04/06/08) The fresh water cooler can be of either tube or plate type or box cooler. Due to the smaller dimensions the plate cooler is normally used. The fresh water cooler can be common for several engines, also independent coolers per engine are used. Design data: Fresh water flow see Technical Data, chapter 3 Pressure drop on fresh waterside max. 60 [kpa] (0.6 bar) If the flow resistance in the external pipes is high it should be observed when designing the cooler. Sea-water flow acc. to cooler manufacturer, normally x the fresh water flow Pressure drop on sea-water side, norm [kpa] ( bar.) Fresh water temperature after cooler (before engine) max. 38 [ C]. Heat to be dissipated, see Technical Data chapter 3. Safety margin to be added 10[%] + margin for fouling. Circulating water pumps, LT- and HT-circuit stand-by (4P03, 4P05) The stand-by pumps should normally be of the centrifugal type and driven by an electric motor. Concerning capacity, see Technical Data. The delivery head of the pumps should be determined according to the actual flow resistance in the engine, in the external pipes and in the valves. Lubricating oil cooler (2E01) (V-engines only) The lubricating oil cooler is intended to be cooled by fresh water and connected in series with the charge air cooler. For technical data, see Lubricating oil system chapter 7. Thermostatic valve, LT-circuit (4V03) (V-engine only) The thermostatic valve of the LT-circuit is installed to control the LT water temperature. Thermostatic valve, HT-circuit (4V01) (V-engine only) Normally the outlet temperature of HT-water from the engine is controlled. Each engine must have its own thermostatic valve. The water temperature after leaving the charge air cooler is approximately 93[ C] at full load. The set point of the HT-thermostatic valve after the engine is 93[ C]. LT circuit, temperature control valve (4V04) The LT cooling water circuit should provide the engine, and when connected to this cooling water circuit also other machinery, with cooling water at the correct temperature level. The LT coolingwater temperature control valve should maintain the temperature at 38 [ C] after the cooler. This is to be installed in the external piping system. Expansion tank (4T01/02/05) The expansion tank should compensate for volume changes in the cooling water system, serve as venting 74 Marine Project Guide W38B - 1/2002

78 8. Cooling water system arrangement and provide sufficient static pressure in the cooling water system to achieve a pressure of [kpa] ( bar) on the engine inlet considering also pressure losses in the piping. Pressure from the expansion tank [kpa] ( bar) Volume, min. 10 [%] of the water volume of the system Concerning the engine water volumes see chapter 3 Technical data. The tank should be equipped so that it is possible to dose water treatment agents. The expansion tank is to be provided with inspection devices. Pre-heater (4E05) A pre-heating arrangement of the HT-water should be installed. The energy required for heating of the HT-cooling water can be taken from a running engine or a separate source. In both cases a separate circulating pump should be used. If the engines have their own cooling water systems, which are separated from each other, the energy for Pre-heating is recommended to be transmitted through a heat exchanger. The cooling water temperature of the engines should be kept as near the operating value as possible. Design data: LT-, HT piping, LT- and HT coolers should have separate venting pipes (from all engines). The vent pipes are to be led to the tank separately, continuously rising, and the outlets are to end below the water level. Pre-heating temperature, min. Required heating power, about Pre-heating unit (4N01) 60 [ C] (HFO) 6 [kw/cyl.] Vent pipes from the LT- and HT-circuits should not be grouped to a common line, as there may be a clear pressure difference creating a short circuit resulting in a mal-function of the venting, as the bubbles may flow back into the system. For proper indication, the vent from the cylinders should be separate from the HT-side of the air cooler. For the same reason both cylinder banks in V-engines should be separately vented. Venting of several engines should never be combined. Permanent venting pipes to be installed to the expansion tank from all high points of the piping system, where air and gases can accumulate. The balance pipe down from the expansion tank should have a cross-section area at least four times as big as the combined cross-section area of the venting pipes. Pre-heating pump (4P04) Engines require pre-heating of the HT-cooling water. Design data of the pump: Capacity L38B Capacity V38B Pressure about 5 [m³/h] 10 [m³/h] 80 [kpa] (0.8 bar) A complete Pre-heating unit can be supplied as option. The unit comprises: Electric, thermal oil or steam heaters Circulating pump Control cabinet for heaters and pump Safety valve One set of thermometers For installations with several engines the pre-heater unit can be dimensioned for heating up more engines. If the heat from a running engine can be used the power consumption of the heaters will be less than the nominal capacity. Additive dosing tank (4T03) Each fresh cooling water system should incorporate a dosing tank though which additives can be added to the cooling water. It should be made impossible to completely shut-off the main cooling water line when actually adding additives. Marine Project Guide W38B - 1/

79 8. Cooling water system Automatic de-aerator (4S01) The cooling water has to be de-aerated. Air can enter the system: After overhaul Leakage seals of cooling water pumps Other equipment in HT/LT cooling water system. As presented in the external cooling diagrams, it is recommended that de-aerators are installed: at both LT and HT engine outlet. In the automatic de-aerator the water flow is forced in a circular movement. The centrifugal force results in a higher pressure on the sides of the de-aerator, whereby the air and gas flow to the centre of the de-aerator and from there through the vent pipe to the expansion tank. Figure Automatic de-aerator (9811MR102 rev. -.) Local thermometers Local thermometers should be installed wherever a new temperature occurs, i.e. before and after each heat exchanger, etc. Pressure gauges should be installed on the suction and discharge side of each pump. Throttles (4R01..6) Throttles must be mounted in all main streams and by-pass lines to adjust and balance the pressure drop in all running modes. For in-line engines the throttles in main stream and by-pass lines after the thermostatic valves are built on the engine. Waste heat recovery (4E03) The waste heat of the HT-circuit may be used for freshwater production, central heating, tank heating etc. In such cases the piping system should permit by-passing of the central cooler. With this arrangement the HT-water flow through the heat recovery can be increased. Secure in the installation that not more heat is dissipated than generated by the HT system of the engine (valve 4V02). Note! The heat flow in the cooling water is affected by the ambient conditions. The available heat is reduced due to leakage s in the thermostatic valves, flow to the expansion tank and radiation losses from the piping. In practice approx. 90% of the heat dissipation shown in the diagrams (valid in ISO conditions) in chapter 3 may be available. The HT heat flow in ISO conditions is clearly lower than in tropical conditions. Elysator As an alternative to the approved cooling water additives, the elysator cooling water treatment system can also be used. The elysator protects the engine from corrosion without any chemicals. It provides a cathodic protection to the engine s cooling water system by letting magnesium anodes corrode instead of the engine itself. Raw water quality specification is the same as in connection with cooling water additives. 76 Marine Project Guide W38B - 1/2002

80 8. Cooling water system Figure Internal cooling water system, in-line engine (9507DT577 rev. b) System components Electrical instruments 01 LT section of charge air cooler 02 HT section of charge air cooler 03 Lubricating oil cooler 04 Valve 05 Non return valve 06 LT cooling water pump, engine driven 07 HT cooling water pump, engine driven 09 Thermostatic valve HT-system 10 Thermostatic valve LT-system 11 Adjustable throttle Pipe connections 401 HT-water inlet DN HT-water outlet DN HT-water de-aeration DN HT-water from pre-heater DN HT-water from stand-by pump DN LT-water inlet DN LT-water outlet DN LT-water de-aeration DN LT-water from stand-by pump DN 100 PT401 PT432 PT471 TE401 TE402 TE432 TE471 TE472 HT-water pressure at engine inlet HT-water pressure at CAC outlet LT-water pressure at engine inlet HT-water temperature before cylinders HT-water temperature after cylinders HT-water temperature at engine outlet LT-water temperature before LT-cooler LT-water temperature after LT-cooler Marine Project Guide W38B - 1/

81 8. Cooling water system Figure Internal cooling water system, V-engine ( 9507DT576 rev. b) System components 01 LT section of charge air cooler 02 HT section of charge air cooler 04 Valve 05 Non return valve 06 LT cooling water pump, engine driven 07 HT cooling water pump, engine driven Pipe connections 401 HT-water inlet DN HT-water outlet DN HT-water de-aeration DN HT-water from pre-heater DN HT-water from stand-by pump DN HT-water de-aeration CAC DN LT-water inlet DN LT-water outlet DN LT-water de-aeration CAC DN LT-water from stand-by pump DN 150 Electrical instruments PT401 HT-water inlet pressure at engine inlet PT432 HT-water pressure at engine outlet PT471 LT-water pressure at engine inlet TE401 HT-water temperature at engine inlet TE432 HT-water temperature at engine outlet TE471 LT-water temperature at engine inlet TE472 LT-water temperature at engine outlet 1) Only in case Turbocharger at driving end 78 Marine Project Guide W38B - 1/2002

82 8. Cooling water system Figure Cooling water system, single cooler, line engine (9507DT595 rev. c) System components 4E03 HT-system heat recovery 4E05 Pre-heater, HT-system 4E08 HT & LT mixed to raw cooler 4H01/57 Flexible pipe connection ( ) 4N01 Pre-heater unit 4P03 HT-system circulation pump, stand-by 4P04 HT-system pre-heater pump 4P05 LT-system circulation pump, stand-by 4R03 Throttle by-pass cooler 4R05 Throttle 4S01 Automatic de-aerator 4T03 Additive dosing vessel 4T05 4V02 4V04 Expansion tank Heat recovery system temp. control valve Temperature control valve Pipe connections 401 HT-water inlet 402 HT-water outlet 404 HT-water air vent 406 HT-water from pre-heater 408 HT-water from stand-by pump 451 LT-water inlet 452 LT-water outlet 454 LT-water air vent 457 LT-water from stand-by pump The vent pipes should have a continuous slope upwards to the expansion tank. Size of the piping in the installation to be calculated case by case, having typically a larger diameter than the connection on the engine. Marine Project Guide W38B - 1/

83 8. Cooling water system Figure Cooling water system, single cooler, V-engine (9507DT621 rev. a) System components 2E01 Lubricating oil cooler 4E03 HT-system heat recovery 4E05 Pre-heater, HT-system 4E08 HT & LT mixed raw cooler 4H01/57 Flexible pipe connection ( ) 4N01 Pre-heater unit 4P03 HT-system circulation pump, stand-by 4P04 HT-system pre-heater pump 4P05 LT-system circulation pump, stand-by 4R01/05 Throttles, LT system 4S01 Automatic de-aerator 4T03 Additive dosing vessel 4T05 Expansion tank 4V01 Thermostatic valve HT system 4V02 4V03 4V04 Heat recovery system temp. control valve Thermostatic valve LT system Temperature control valve Pipe connections 401 HT-water inlet 402 HT-water outlet 404 HT water air vent 406 HT-water from pre-heater 408 HT-water from stand-by pump 451 LT-water inlet 452 LT-water outlet 454 LT-water air vent 457 LT-water from stand-by pump The vent pipes should have a continuous slope upwards to the expansion tank. Size of the piping in the installation to be calculated case by case, having typically a larger diameter than the connection on the engine. 80 Marine Project Guide W38B - 1/2002

84 8. Cooling water system Figure Cooling water system, separate coolers, line engine (9507DT594 rev. a) System components 4E03 HT-system heat recovery 4E04 HT to raw water cooler 4E05 Pre-heater, HT-system 4E06 LT to raw water cooler 4H01/57 Flexible pipe connection ( ) 4N01 Pre-heater unit 4P03 HT-system circulation pump, stand-by 4P04 HT-system pre-heater pump 4P05 LT-system circulation pump, stand-by 4R03 Throttle by-pass LT cooler 4R06 Throttle by-pass HT cooler 4S01 Automatic de-aerator 4T01 HT-system expansion tank 4T02 LT-system expansion tank 4T03 4V02 4V04 Additive dosing vessel Heat recovery system temp. control valve Temperature control valve Pipe connections 401 HT-water inlet 402 HT-water outlet 404 HT water air vent 406 HT-water from pre-heater 408 HT-water from stand-by pump 451 LT-water inlet 452 LT-water outlet 454 LT-water air vent 457 LT-water from stand-by pump The vent pipes should have a continuous slope upwards to the expansion tank. Size of the piping in the installation to be calculated case by case, having typically a larger diameter than the connection on the engine. Marine Project Guide W38B - 1/

85 8. Cooling water system Figure Cooling water system, separate coolers, V-engine (9507DT605 rev. a) System components 2E01 Lubricating oil cooler 4E03 HT-system heat recovery 4E04 HT to raw cooler 4E05 Pre-heater, HT-system 4E06 LT to raw cooler 4H01/57 Flexible pipe connection ( ) 4N01 Pre-heater unit 4P03 HT-system circulation pump, stand-by 4P04 HT-system pre-heater pump 4P05 LT-system circulation pump, stand-by 4R01/06 Throttle, LT system 4S01 Automatic de-aerator 4T01 HT system expansion tank 4T02 LT system expansion tank 4T03 Additive dosing vessel 4V01 4V02 4V03 4V04 Thermostatic valve HT system Heat recovery system temp. control valve Thermostatic valve LT system Temperature control valve Pipe connections 401 HT-water inlet 402 HT-water outlet 404 HT water air vent 406 HT-water from pre-heater 408 HT-water from stand-by pump 451 LT-water inlet 452 LT-water outlet 454 LT-water air vent 457 LT-water from stand-by pump The vent pipes should have a continuous slope upwards to the expansion tank. Size of the piping in the installation to be calculated case by case, having typically a larger diameter than the connection on the engine. 82 Marine Project Guide W38B - 1/2002

86 8. Cooling water system Figure Single cooler system H B L Table Single cooler system (4E08) Number of cylinders H [mm] B [mm] L [mm] Mass [kg] (wet) 6L L L V V V Note! Above mentioned sizes are for guidance only. These coolers are dimensioned to exchange the heat of the engine only, other equipment as CPP, gearbox, etc. Is not taken into account. Marine Project Guide W38B - 1/

87 8. Cooling water system Table Separate cooler system, HT cooler (4E04) Number of cylinders H [mm] B [mm] L [mm] Mass [kg] (wet) 6L L L V V V Note! Above mentioned sizes are for guidance only. These coolers are dimensioned to exchange the heat of the engine only, other equipment as CPP, gearbox, etc. is not taken into account. Table Separate cooler system, LT cooler (4E06) Number of cylinders H [mm] B [mm] L [mm] Mass [kg] (wet) 6L L L V V V Note! Above mentioned sizes are for guidance only. These coolers are dimensioned to exchange the heat of the engine only, other equipment as CPP, gearbox, etc. is not taken into account. 84 Marine Project Guide W38B - 1/2002

88 8. Cooling water system Figure Pre-heating unit, electric (9506ZT655 rev-) Table Cooling water Pre-heating unit (4N01), electric Number of Heating power cylinders [kw] L [mm] H [mm] B [mm] Mass [kg] (wet) Note! For guidance only. Marine Project Guide W38B - 1/

89 8. Cooling water system Notes 86 Marine Project Guide W38B - 1/2002

90 9. Starting air system 9. Starting air system 9.1 Internal starting air system The engine is started by compressed air with a maximum pressure of 3 [MPa] (30 bar) the minimum air pressure is 1.2 [MPa] (12 bar). The start is performed by direct injection of air into the cylinders through the starting air valves in the cylinder heads. V-engines are provided with starting air valves for the cylinders on the A-bank only. Slow turning The engine can be provided with a slow turning device (controlled by the WECS-7000 system). This means that the engine will automatically turn two revolutions after a certain period of time (e.g. 30 minutes) or before actually starting. The engine is directly available for starting, without additional engine parameter checking. The consumption of air (for two revolutions) is about 15 [%] of a normal start air consumption. Quality requirements: Maximum size of particles: 40 [µm] Maximum oil contents: 1 [mg/m 3 n] 9.2 External starting air system The external starting air system shall be designed to provide the engine with oil and water free air of correct pressure and quantity. Starting air receiver (3T01) The starting air receiver is dimensioned for a nominal pressure of 3 MPa (30 bar). Oil and water separator An oil and water separator should always be installed in the pipe between the compressor and the air receiver. Depending on the operation conditions of the installation, an oil and water separator may be needed in the pipe between the air receiver and the engine. The starting air pipes should always be drawn with slope and be arranged with manual or automatic draining at the lowest points. Starting air compressor (3N02) At least two starting air compressors must be installed. It should be possible to fill the starting air receiver from minimum to maximum pressure in 30 minutes. For exact determination of the capacity, the rules of the classification societies should be followed. See table Starting air compressor- and starting air receiver capacities for starting the engine. The following classification societies have been considered: American Bureau of Shipping Bureau Veritas Det Norske Veritas Germanischer Lloyd Lloyd s Register of Shipping Registro Italiano Navale Maritime Register The number and the capacity of the air receivers for propulsion engines depend on the requirements of the classification societies and the type of installation. See table Starting air compressor - and starting air receiver capacities for starting the engine. If the receivers are installed horizontally, there must be a slope of 3-5 towards the bottom-end drain valve to provide good draining. Marine Project Guide W38B - 1/

91 9. Starting air system Table Starting air compressor- and receiver capacities for starting the engine Number of cylinders 6L 8L 9L 12V 16V 18V Single propeller vessel with 1 engine Receiver [dm 3 ] 2 x x x x x x 700 Number of starts: 6 2) Compressed [m 3 /h] 2 x x x x 15 2 x 15 2 x 21 Single propeller vessel with 2 engines Receiver [dm 3 ] 2 x x x x x x 1000 Number of starts: 6 1)2 ) Compressor [m 3 /h] 2 x x 15 2 x 15 2 x 21 2 x 30 2 x 30 Twinpropeller vessel with 1 engine/shaft Receiver [dm 3 ] 2 x x x x x x 1000 Number of starts: 12 1) Compressor [m 3 /h] 2 x x 15 2 x 15 2 x 21 2 x 30 2 x 30 Twin propeller vessel with 2 engines/shaft Receiver [dm 3 ] 2 x x x x x x 1250 Number of starts: 6 1)2) Compressor [m 3 /h] 2 x 15 2 x 21 2 x 21 2 x 30 2 x 30 2 x 37.5 (1) For multi-engine installations the number of starts required by the classification societies is normally not specified in the rules. If the requirements differ from the number of starts specified above, the capacities must be corrected in the same proportion. (2) For installation with clutches. Note! For installations without clutches, the total required energy depends on the total mass of inertia to rotate, so please contact the factory for additional information. 88 Marine Project Guide W38B - 1/2002

92 9. Starting air system Figure Internal starting and compressed air system, without slow turning (9507DT575 rev. d) System components 01 Main starting valve 02 Flame arrester 03 Starting air valve in cylinder head 04 Starting air distributer 06 Air filter 07 Air container 08 Pneumatic stop cylinder at each HP fuel pump 10 Valve for automatic draining 13 Non-return valve 14 Oil mist detector 15 Ball valve 17 Stopping valve HP fuel pump 18 Safety valve 19 Blocking valve on turning gear 20 Starting valve 21 Booster (mech. driven actuator) 22 Test pressure valve 24 Pressure control valve 25 Waste gate valve (application dependant) 26 By-pass valve (application dependant) Pipe connections 301 Starting air inlet DN Control air inlet DN Outlet from oil mist detector Electrical instruments CV153 Stopping valve on fuel pumps CV321 Starting valve CV519 Waste gate CVS643 By-pass PT301 Starting air pressure at engine inlet PT311 Control air pressure at engine inlet * = Optional Marine Project Guide W38B - 1/

93 9. Starting air system Figure Internal starting and compressed air system, with slow turning (9507DT574 rev. d) System components 01 Main starting valve 02 Flame arrester 03 Starting air valve in cylinder head 04 Starting air distributer 06 Air filter 07 Air container 08 Pneumatic stop cylinder at each HP fuel pump 10 Valve for automatic draining 13 Non-return valve 14 Oil mist detector 15 Ball valve 17 Stopping valve HP fuel pump 18 Safety valve 19 Blocking valve on turning gear 20 Starting valve 21 Booster (mech. driven actuator) 22 Test pressure valve 24 Pressure control valve 25 Waste gate valve (application dependant) 26 By-pass valve (application dependant) 30 Slow turning valve 31 Main slow turning valve Pipe connections 301 Starting air inlet DN Control air inlet DN Outlet from oil mist detector Electrical instruments CV153 Stopping valve on fuel pumps CV321 Starting valve CV331 Slow turning valve CV519 Control valve CVS643 Control valve on/off PT301 Starting air pressure at engine inlet PT311 Control air pressure at engine inlet * = Optional 90 Marine Project Guide W38B - 1/2002

94 9. Starting air system Figure Starting air system, single engine (9507DT592 rev. a) System components: 3H01 3H02 3N02 3T01 Flexible pipe connection Flexible pipe connection Starting air compressor unit Starting air receiver Pipe connections: 301 Starting air inlet 302 Control air inlet Recommended pressure losses in the piping between the starting air receiver and the engine are about 100 [kpa] during the starting process. (1 bar) Marine Project Guide W38B - 1/

95 9. Starting air system Figure Starting air system, 2 engines (9507DT593 rev. a-) System components: 3H01 3H02 3N02 3T01 Flexible pipe connection Flexible pipe connection Starting air compressor unit Starting air receiver Pipe connections: 301 Starting air inlet 302 Control air inlet Recommended pressure losses in the piping between the starting air receiver and the engine are about 100 [kpa] (1 bar) during the starting process. 92 Marine Project Guide W38B - 1/2002

96 9. Starting air system Figure Starting air receiver (3T01) Table Dimensions starting air receiver Size [dm 3 ] L [mm] D [mm] Mass [kg] Note! For guidance only. Marine Project Guide W38B - 1/

97 9. Starting air system Notes 94 Marine Project Guide W38B - 1/2002

98 10. Turbocharger cleaning system 10. Turbocharger cleaning system General The diesel engine efficiency is highly related to the efficiency of the turbocharger. The turbocharger efficiency is directly influenced by the degree of fouling of the compressor wheel, exhaust gas nozzle ring and turbine wheel. The fouling exists mainly of deposits on nozzle vanes and rotor blades and by dust and greasy substances in the suction air. Regularly cleaning is necessary during engine operation. The cleaning is not effective on very dirty components. The engine is equipped with cleaning device for compressor- and turbine side of the turbocharger. Cleaning can be carried out manually or automatically. Both systems are respectively described in chapter 10.1 and The cleaning has to be performed according to instructions given for the turbocharger in the sub-supplier manual. Turbine side cleaning Wet cleaning of the turbine is based on the thermal shock principle. This principle used to remove hard deposits, normally produced at high exhaust gas temperatures and particularly on the nozzle ring. It is the impact of the thermal shock that removes the deposit. For cleaning of the turbine side of the turbocharger, fresh water is required that is injected with the aid of [kpa] air pressure. Additives or solvents must not be used in the cleaning water. Compressor cleaning system In order to clean the compressor stage during operation, water is injected before the compressor wheel via injection pipes. The water does not act as a solvent but the dirt is removed by the mechanical impact of the water drops. Normal interval is 50 operating hours. The cleaning process will have good results as long as the deposit formation has gone not to far. Use clean water without additives Manual cleaning system The manual cleaning system (see figure ) consist of two separate devices for one turbocharger (one for turbine side and one for the compressor side). For cleaning the compressor side the required air pressure for water injection is taken from the air receiver. For cleaning the turbine side the required pressure is taken from the ships air system. The manual cleaning system is mounted on the engine. The turbine side cleaning device may be supplied separately. For additional cleaning parameters see table Automatic controlled cleaning system An automatic turbine and compressor cleaning system is available. The system consists of a supply unit serving cleaning water to the engine(s) and valve units mounted on each engine. Figure shows schematically how cleaning control can be provided for automatic cleaning of the compressor and the turbine on one or more turbo chargers on one engine at a time. Cleaning is controlled electrically. The cleaning sequences are started manually and stopped automatically at the end of the cleaning sequence. The engine load is monitored by the control system, so that a cleaning operation can be performed only in the specified range of engine loading (exhaust gas temperature). To prevent deposits in the pipes to the turbocharger, the pipe connections from the valve unit on the engine are blown clear with air following every water injection. The connecting pipe from the valve unit to the gas inlet casing is also blown out with air periodically to prevent deposits adhering from the turbine. Cleaning program: High load shock washing using short water injection periods when the engine is still operating close to normal service power. Efficient under normal condition. To prevent excessive pressure drop in the water pipeline the maximum length between water feed unit and turbocharger is 10 meter. The water feed unit is allowed to be located maximum 1 meter below or 10 meter above the turbocharger water connection. For additional cleaning parameters see table Marine Project Guide W38B - 1/

99 10. Turbocharger cleaning system Figure Turbocharger manual cleaning system, in-line and V engines (9506DT662 rev. b) Components: 06 Valve 08 Non-return valve 09 Pressure relief valve 10 Water container Pipe connections 502 Water to cleaning device 506 Air to cleaning device Table Cleaning parameters for manual and automatic system (for indication) Parameter Turbine Compressor Turbine Compressor Cylinder configuration cyl cyl. 8,9,16,18 cyl. 8,9,16,18 cyl. Cleaning method Thermal shock Mechanical impact Thermal shock Mechanical impact Temp. at turbine inlet [ C] Injection time per injection [s] Water volume per injection [dm 3 ] Water pressure 1) [kpa] Injection interval [min] Amount of injections ) For manual cleaning a different pressure is used, see Note! To achieve a good distribution of the water during turbine washing, it is very important to maintain a pressure difference of [kpa] (2-3 bar). 96 Marine Project Guide W38B - 1/2002

100 10. Turbocharger cleaning system Figure Turbocharger automatic cleaning system (4V69E8155b) Note! Maximum pipeline length between water feed unit and turbocharger is 10 meter The water feed unit is allowed to be located maximum 1 meter below or 10 meter above the engine feet. Marine Project Guide W38B - 1/

101 10. Turbocharger cleaning system Figure Water feed unit for automatic turbine and compressor washing. 98 Marine Project Guide W38B - 1/2002

102 11. Engine room ventilation 11. Engine room ventilation General To obtain good working conditions in the engine room and to ensure trouble free operation of all equipment attention shall be paid to the engine room ventilation and the supply of combustion air. The air intakes to the engine room must be located that water spray, rain water, dust and exhaust gasses cannot enter the ventilation ducts and the engine room. The dimensioning of blowers and extractors should ensure that an over pressure of about 50 [Pa] (5 mm WC) is maintained in the engine room in all running conditions. For the minimum requirements concerning the engine room ventilation and more details, see applicable standards, according e.g. ISO For guide lines for cold conditions, see chapter Ventilation The amount of air required for ventilation is calculated from the total heat emission Φ to dissipate. To determine Φ, all heat sources shall be considered, e.g.: Main and auxiliary diesel engines Exhaust gas piping Alternators Electric appliances and lighting Boilers Steam and condensate piping Tanks It is recommended to consider an outside air temperature of not less than 35 [ C] and a temperature rise of 11 [ C] for the ventilation air. The amount of air required for ventilation is then calculated from the formula: Φ Q v = ρ T c Q v = Amount of ventilation air [m³/s] Φ = Total heat emission to be evacuated [kw] ρ = Density of ventilation air 1.15 [kg/m³] T = Temperature rise in the engine room [ C] c = Specific heat capacity of the ventilation air 1.01 [kj/kgk] The heat emitted by the engine is listed in the Technical Data, see chapter 3. The ventilation air is to be equally distributed in the engine room considering air flows from points of delivery towards the exits. This is usually done so that the funnel serves as an exit for the majority of the air. To avoid stagnant air, extractors can be used. It is good practice to provide areas with significant heat sources, such as separator rooms with their own air supply and extractors. Combustion air The ambient air conditions mentioned in chapter 1.3 must be considered as reference conditions just before the turbocharger inlet filter. For the required amount of combustion air, see Technical Data chapter 3. Usually, the air required for combustion is taken from the engine room through a filter fitted on the turbocharger. This reduces the risk for too low temperatures and contamination of the combustion air. It is imperative that the combustion air is free from sea water, dust, fumes, etc. The combustion air should be delivered through a dedicated duct close to the turbocharger(s), directed towards the turbocharger air intake(s). Also auxiliary engines shall be served by dedicated combustion air ducts. If necessary, the combustion air duct can be directly connected to the turbocharger with a flexible connection piece. To protect the turbocharger a filter must be built into the air duct. The permissible pressure drop in the duct is max. 1 [kpa] (100 mmwc). See also Cold operating conditions below. Quality of suction air, filtration Sulphur Dioxide (SO 2 ) = 1.25 [mg/nm 3 ] Hydrogen Sulphide (H 2 S) = 375 [µg/nm 3 ] Chlorides (CL - ) = 1.5 [mg/nm 3 ] Ammonia (NH 3 ) = 94 [µg/nm 3 ] Marine Project Guide W38B - 1/

103 11. Engine room ventilation Figure 11.1 Engine room ventilation 1 Diesel engine 2 Suction louver * 3 Water trap 4 Combustion air fan 5 Engine room ventilation fan 6 Flap 7 Outlets with flaps *Recommended to be equipped with a filter for areas with dirty air (rivers, coastal areas, etc.) 100 Marine Project Guide W38B - 1/2002

104 12. Crankcase ventilation system 12. Crankcase system Each engine shall have its own crankcase ventilation pipe. The ventilation pipe should be continuously inclined and led out of the engine room, in such a way that the risk of water condensation in the pipe is eliminated. The use of an automatic water separator near the engine is required. The connection between engine and pipe is to be made flexible. The temperature of the crankcase gasses typically rises to [ C] at full load. The ventilation pipe from the separate lube oil system tank must not be connected to the engine crankcase ventilation pipe. Flame arresters should not cause excessive flow resistance. The back pressure should be measured on the sea trial. The ventilation pipe should be continuously inclined and dimensioned for a flow of 210 [dm 3 /min.] per cylinder, while the pressure loss in the ventilation pipe should not exceed 200 [Pa] (2 mbar). Marine Project Guide W38B - 1/

105 12. Crankcase ventilation system Notes 102 Marine Project Guide W38B - 1/2002

106 13. Exhaust gas system 13. Exhaust gas system 13.1 Design of the exhaust gas system, on the engine Engine exhaust pipes are separate for each cylinder. Metal bellows are fitted in the pipe system as well as between the turbo charger and the pipe system. An insulation box encloses the complete exhaust system. Sensors for remote measuring of the temperature are mounted after each cylinder as well as before and after the turbocharger. By-pass system (application dependant) To increase part load turbo charging efficiency and prevent surging of the turbocharger compressor, the system can be equipped with an open/closed controlled by-pass valve (see figure ). Surge is a process at which compressed air flows back through the compressor. This results in higher thermal and mechanical load of the compressor. Waste-gate system (application dependant) To prevent the engine against too high firing pressure the system can be equipped with a proportional controlled waste gate valve (see figure ) By opening the exhaust waste gate valve, part of the exhaust gasses by-passes the turbine of the turbocharger. The turbocharger speed decreases, which result in lower charge air pressure and firing pressure Exhaust gas piping Each engine must have its own external exhaust pipe to the open air. The exhaust gas piping must be as short and straight as possible. V-engines with two turbochargers may have a branch pipe that connects the exhaust gas pipes from each turbocharger to a common exhaust gas pipe. A flexible bellow has to be mounted directly on the turbocharger outlet, to compensate for thermal expansion and to insulate the engine to the external system. Possible connection positions of the turbocharger are shown in figure and figure , and shows fixing constructions of the exhaust pipe. External ducting has to be properly fixed with a rigid support directly after the bellows. Thereby any thermal expansion of the pipe is to be directed away from the engine and its turbocharger. The exhaust pipe must be insulated all the way from the turbocharger up and the insulation protected by metal sheeting or corresponding material. Closest to the turbocharger the insulation should consist of a hook on padding to facilitate maintenance. It is very important to prevent the insulation material from being drawn into the turbocharger. The exhaust pipes should be provided with water separating pocket and drain. The bends should be made with the largest possible bending radius, minimum radius used should be 1.5 D. Absolute maximum exhaust gas back pressure is 3 [kpa]. (30 mbar) at full load, which should be verified by a calculation, made by the shipyard. The back pressure should also be measured on the sea trial. A connection should be provided on each exhaust pipe during construction. Recommended maximum flow velocity in the exhaust pipe is 40 [m/s] at full load. The diameter of the turbocharger outlet is clearly smaller than the rest of the piping. Therefore a transition piece has to be installed, after the flexible bellow on the turbocharger Silencer The silencer can be of the absorption and/or resonance type, equipped with or without a spark arrester The silencer can be mounted either horizontally or vertically. The noise attenuation of the standard silencer is 35 db(a). The dimensional drawing (figure ) is based on an average flow velocity of approx. 35 [m/s] and a flow resistance of approximately 1 [kpa] (100 mmwc) Exhaust gas boiler, Selective Catalytic Reduction (S.C.R.) Each engine can have a separate exhaust gas boiler and or S.C.R. (see figure ). The S.C.R. is further explained in chapter 14. Alternatively, a common boiler with separate gas sections for each engine is acceptable. Technical data can be found in chapter 3. Marine Project Guide W38B - 1/

107 13. Exhaust gas system Figure Charge air and exhaust gas system, in-line engine (9507DT582 rev. c) System components: 01 Turbocharger 02 Charge air cooler 03 Cylinder head 04 Valve 05 Safety valve (250 bar) 06 Indicator valve 07 1) By pass valve (application dependant) 08 1) Waste gate valve (application dependant) 09 Air filter with silencer 10 Suction brance (optional) 11 Turbine cleaning device 12 Compressor cleaning device 13 Water mist catcher (optional) Pipe connections: 314 Air supply to turbine cleaning device 501 Exhaust gas outlet 502 Cleaning water to turbocharger 601 Air inlet to turbocharger 607 Condensate drain after air cooler Electrical instruments: PT601 Charge air pressure at receiver SE518 Speed turbo charger TE50nA Exhaust gas temperature after cylinder n TE7n1A Cylinder liner temperature, cyl. n TE7n2A Cylinder liner temperature, cyl. n TE517 Exhaust gas temperature at turbine outlet TE511 Exhaust gas temperature at turbine inlet TE601 Charge air temperature CV519 Waste gate valve (if applicable) GS643 Bypass valve (if applicable) 104 Marine Project Guide W38B - 1/2002

108 13. Exhaust gas system Figure Charge air and exhaust gas system, V- engine (9507DT573 rev. d) System components: 01 Turbocharger 02 Charge air cooler 03 Cylinder head 06 Valve 07 Safety valve 10 Indicator valve 11 1) By pass valve (application dependant) 12 1) Waste gate valve (application dependant) Pipe connections: 314 Air supply to cleaning device 501 Exhaust gas outlet 507 Cleaning water to cleaning device 601 Air inlet to turbocharger 607 Condensate drain after air cooler Electrical instruments: PT601 Charge air pressure at receiver SE518 Speed turbocharger SE528 Speed turbocharger TE50nA Exhaust gas temperature after cylinder n, A bank TE50nB Exhaust gas temperature after cylinder n, B bank TE511 Exhaust gas temperature at turbine inlet, A bank TE517 Exhaust gas temperature at turbine outlet, Abank TE521 Exhaust gas temperature at turbine inlet, B bank TE527 Exhaust gas temperature at turbine outlet, B bank TE601 Charge air temperature at receiver TE7n2A Cylinder liner temperature, at cyl. n, A bank TE7n1B Cylinder liner temperature, at cyl. n, B bank TE7n2B Cylinder liner temperature, at cyl. n, B bank Marine Project Guide W38B - 1/

109 13. Exhaust gas system Figure Exhaust pipe connection, in-line engine (9506DT642 rev. -) Figure Exhaust pipe connection, V-engine (9506DT658 rev. -) 106 Marine Project Guide W38B - 1/2002

110 13. Exhaust gas system Figure External exhaust gas system 1 Diesel engine 2 Flexible pipe joint 3 Connection for measurement of back pressure 4 Transition piece 5 Drainage with water trap, continuously open (at lowest point) 6 Exhaust gas boiler 7 Silencer Figure External exhaust gas system with SCR 1 Diesel engine 2 Flexible pipe joint 3 Connection for measurement of back pressure 4 Transition piece 5 Drainage with water trap, continuously open (at lowest point). 6 Urea injection equipment 7 Evaporation pipe 8 Static mixer 9 Selective catalytic reduction plant 10 NO x analyser 11 Exhaust gas boiler 12 Silencer (unless integrated in SCR) Marine Project Guide W38B - 1/

111 13. Exhaust gas system Figure Fixing of exhaust pipe Figure Fixing of exhaust pipe B B A A Figure Fixing of exhaust pipe Table Dimensions A B Engine type A B [mm] 6L38 DN L38 DN L38 DN V38 DN V38 DN V38 DN Note! For guidance only. 108 Marine Project Guide W38B - 1/2002

112 13. Exhaust gas system Figure Exhaust gas silencer (9855MR366) Table Dimensions exhaust gas silencer, attenuation 35dB(A). Engine type A [mm] C [mm] L [mm] Mass [kg] 6L38 DN L38 DN L38 DN V38 DN V38 DN V38 DN Note! For guidance only. Marine Project Guide W38B - 1/

113 13. Exhaust gas system Notes 110 Marine Project Guide W38B - 1/2002

114 14. Exhaust gas emissions 14. Exhaust gas emissions 14.1 General Exhaust emissions from the diesel engine mainly consist of nitrogen (N 2 ), carbon dioxide (CO 2 ) and water vapour, with smaller quantities of carbon monoxide (CO), sulphur oxides (SO x ), nitrogen oxides (NO x ), partially reacted and non-combusted hydrocarbons and particulate. Emission control of large diesel engines means primarily the control of the NO x emissions. To improve the combustion process and reduce the emissions, especially NO x emissions, Wärtsilä has developed a Low NO x combustion process that substantially reduces the NO x level without compromising thermal efficiency. The Low NO x combustion concept has been implemented in all Wärtsilä engines Diesel engine exhaust gas components Due to the high efficiency of the diesel engines, the emissions of carbon dioxide (CO 2 ), carbon monoxide (CO) and hydrocarbons (HC) are low. The same high combustion temperatures that give thermal efficiency in the diesel engine also cause high emissions of nitrogen oxides (NO x ). The emissions of sulphur oxides (SO x ) and particulate are formed in the combustion process out of the sulphur, ash and asphaltenes that are always present in heavy fuel oil Nitrogen oxides (NO x ) Nitric oxide (NO) and Nitrogen dioxide (NO 2 ) are usually grouped together as NO x emissions. Predominant oxide of nitrogen found inside the diesel engine cylinder is NO, which forms mainly in the oxidation of atmospheric (molecular) nitrogen in the high temperature gas regions. NO can also be formed through oxidation of the nitrogen in fuel and through chemical reactions with fuel radicals. The amount of NO 2 emissions is approximately 5%. All standard Wärtsilä engines meet the NO x emission level set by the IMO (International Maritime Organisation). Wärtsilä has also developed solutions to significantly reduce NO x emissions when it is required. These optional NO x reduction methods are: Direct Water Injection (DWI) Selective Catalytic Reduction (SCR) Sulphur Oxides (SO x ) Sulphur oxides (SO x ) are direct result of the sulphur content of the fuel oil. During the combustion process the fuel bound sulphur is rapidly oxidised to sulphur dioxide (SO 2 ). A small fraction of SO 2 may be further oxidised to sulphur trioxide (SO 3 ). The SO x emission controls are directed mainly at limiting the sulphur content of the fuel Particulate The particulate fraction of the exhaust emissions represents a complex mixture of inorganic and organic substances mainly comprising soot (elemental carbon), fuel oil ash (together with sulphate and associated water), nitrates, carbonates and a variety of non or partially combusted hydrocarbon components of the fuel and lubricating oil. The main parameters affecting the particulate emissions are the fuel oil injection and fuel oil parameters. The use of fuel oil with good ignition and combustion properties and low content of ash and sulphur will reduce the formation of particulate. For marine diesel engines the particulate removal systems, because of their size and high cost, are not for the time being economically or practically potential solutions Smoke Although smoke is usually the visible indication of particulate in the exhaust, the correlations between particulate emissions and smoke is not fixed. The lighter and more volatile hydrocarbons will not be visible nor will the particulate emitted from a well maintained and operated diesel engine. Smoke can be black, blue, white, yellow or brown in appearance. Black smoke is mainly comprised of carbon particulate (soot). Blue smoke indicates the presence of the products of the incomplete combustion of the fuel or lubricating oil. White smoke is usually condensed water vapour. Yellow smoke is caused by NO x emissions. When the exhaust gas is cooled significantly prior to discharge to the atmosphere, the condensed NO 2 component can have a brown appearance. Marine Project Guide W38B - 1/

115 14. Exhaust gas emissions 14.3 Marine exhaust emissions legislation The increasing concern over the air pollution has resulted in the introduction of exhaust emission controls to the marine industry. To avoid the growth of uncoordinated regulations, the IMO (International Maritime Organization) has developed the Annex VI of MARPOL 73/78, which represents the first set of regulations on the marine exhaust emissions. There is yet no legislation concerning the particulate emissions from the marine diesel engines, although the authorities are planning to set strict limits to the particulate in the near future. Smoke is regulated in some countries or regions based on its visibility MARPOL Annex VI MARPOL 73/78 Annex VI includes regulations for example on such emissions as nitrogen oxides, sulphur oxides, volatile organic compounds and ozone depleting substances. The Annex VI has yet to be ratified. The regulations will enter into force 12 months after the date on which at least 15 states, constituting not less than 50% of the gross tonnage of the world s merchant shipping, have signed the protocol. The most important regulation of the MARPOL Annex VI is the control of NO x emissions. All Wärtsilä engines are Low NO x design engines and comply with the proposed NO x levels set by the IMO in the MARPOL Annex VI. The NO x controls apply only to diesel engines over 130 kw installed on ships built (defined as date of keel laying or similar stage of construction) on or after January 1, 2000 along with engines which have undergone a major conversion on or after January 1, For Wärtsilä 38B with a rated speed of 600 rpm, the NO x level is below 12.5 g/kwh, when tested according to IMO regulations (NOx Technical Code). The IMO NO x limit is defined as follows: NO x [g/kwh] = 17 rpm < 130 =45xrpm < rpm < 2000 = 9.8 rpm > 2000 Figure NOx, weighted (g/kwh) Wärtsilä Rated engine speed (rpm) EIAPP Statement of Compliance An EIAPP (Engine International Air Pollution Prevention) Statement of Compliance will be issued for each engine showing that the engine complies with the NO x regulations set by the IMO. For the time being only a Statement of Compliance can be issued, because the regulation is not yet in force. When testing the engine for NO x emissions, the reference fuel is light fuel oil and the test is performed according to ISO 8178 test cycles. Subsequently, the average NO x value has to be calculated using different weighting factors for different loads that have been corrected to ISO 8178 conditions. The most commonly used ISO 8178 test cycles are shown in Table Table The most commonly used ISO 8178 test cycles E2: Diesel electric propulsion, Speed (%) CPP Power (%) Weighting factor E3: Propeller law Speed (%) FPP Power (%) Weighting factor D2: Auxiliary engine Speed (%) Power (%) Weighting factor Marine Project Guide W38B - 1/2002

116 14. Exhaust gas emissions 14.4 Methods to reduce exhaust gas emissions For EIAPP certification, the engine family or the engine group concepts may be applied. This has been done for the Wärtsilä 38B diesel engine. The engine families are represented by their parent engines and the certification emission testing is only necessary for these parent engines. Further engines can be certified by checking documents, components, settings etc., which have to show correspondence with those of the parent engine. All non-standard engines, for instance non-standard rated engines, non-standard-speed engines etc. have to be certified individually, i.e. engine family or engine group concepts do not apply. According to the IMO regulations, a Technical File shall be made for each engine. This Technical File contains information about the components affecting NO x emissions, and each critical component is marked with a special IMO number. Such critical components are: Injection nozzle Injection pump Camshaft Cylinder head Piston Connecting rod Charge air cooler Turbocharger. The allowable setting values and parameters for running the engine are also specified in the Technical File. The marked components can easily identified by the surveyor and thus an IAPP (International Air Pollution Prevention) Statement of Compliance for the ship can be issued on basis of the EIAPP Statement of Compliance and the on-board inspection. Diesel engine exhaust gas emissions can be reduced either with primary or secondary methods. The primary methods limit the formation of specific emissions during the combustion process. The secondary methods reduce emission components after formation as they pass through the exhaust gas system Direct Water Injection (DWI) Water injection in the combustion chamber has a positive effect of reducing NO x emissions by reducing temperature levels during the combustion. Wärtsilä has chosen Direct Water Injection (DWI) as the method for introducing water into the cylinder. Direct Water Injection has the following advantages: Efficient NO x reduction up to 60% Possibility to switch on and off without stopping the engine No negative influence on engine components Water injection system completely independent of the fuel oil system Easy retrofit General system description The high pressure water injection and the fuel injection are completely independent of each other. Fuel and water are injected through separate nozzles. The performance of the engine is thus unaffected whether the water injection system is in operation or not. The water injection typically ends before the fuel injection starts in order not to interfere with the fuel injection spray pattern and the combustion process. The injection of water is electronically controlled. A solenoid valve, mounted on the injector, opens and closes on command of the control unit the needle. The high pressure water itself assist with opening the needle. On each cylinder, there is a flow fuse mounted as an essential safeguard against flooding of the engine cylinders. If the injection nozzle does not close properly, the water flow is physically blocked and the system is shut down. The transfer to non-water operational mode is automatic and instant. Marine Project Guide W38B - 1/

117 14. Exhaust gas emissions The required pressure is generated using a plunger pump. Excessive water is taken back to a small tank. The water used should be clean fresh water, for instance from the evaporator. The required water quality is as follows: ph >5 Hardness <10 [ dh] Chlorides <80 [mg/dm 3 ] SiO 2 <50 [mg/dm 3 ] Particulate <50 [mg/dm 3 ] The water system is to be regarded as a high pressure hydraulic water system, which means that the water quality and the filtration of the water is of outmost importance to ensure the system reliability. Typical NO x levels (at % load) with DWI on Wärtsilä engines are 4-6 [g/kwh] when operating on light fuel oil and 5-7 [g/kwh] when operating on heavy fuel oil. The required investment (assuming that fresh water is available) consists of the special fuel injectors, one high pressure pump module, one low pressure pump module plus piping and electronic control system. Required fresh water supply is typically more than half of the fuel oil consumption, i.e [g/kwh] (margin included). However, if the DWI system is used only in coastal or port areas, the water consumption has to be related to this. Figure Typical diagram for Direct Water Injection (3V27A0017) 114 Marine Project Guide W38B - 1/2002

118 14. Exhaust gas emissions Selective Catalytic Reduction (SCR) Selective Catalytic Reduction (SCR) is the only way to reach ano x reduction level of 85-95%. General system description The reducing agent, aqueous solution of urea (40 wt-%), is injected into the exhaust gas directly after the turbocharger. Urea decays immediately to ammonia (NH 3 ) and carbon dioxide. The mixture is passed through the catalyst where NO x is converted to harmless nitrogen and water, which are normally found in the air. The catalyst elements are of honeycomb structure and are typically of a ceramic type with the active catalytic material spread over the catalyst surface. The injection of urea is controlled by feedback from a NO x measuring device after the catalyst. The rate of NO x reduction depends on the amount of urea added, which can be expressed as NH 3 /NO x ratio. The increase of the catalyst volume can also increase the reduction rate. When operating on HFO, the exhaust gas temperature before the SCR must be at least 330 [ C], depending on the sulphur content of the fuel. When operating on light fuel oil, the exhaust gas temperature can be lower. If needed, the exhaust gas waste gate control system can be specified to maintain the exhaust gas temperature on the correct level. If an exhaust gas boiler is specified, it should be installed after the SCR. The disadvantages of the SCR are the large size and the relatively high installation and operation costs. To reduce the size, Wärtsilä has together with sub-suppliers developed the Compact SCR, which is a combined silencer and SCR. The Compact SCR will require only a little more space than an ordinary silencer. The lifetime of the catalyst is mainly dependent on the fuel oil quality and also to some extent on the lubricating oil quality. The lifetime of a catalyst is typically 3-5 years. The total catalyst volume is usually divided into three layers of catalyst, and thus one layer at time can be replaced, and remaining activity in the older layers can be utilised. Urea consumption and replacement of catalyst layers are generating the main running costs of the catalyst. The urea consumption is about [g/kwh] of 40 wt-% urea. The urea solution can be prepared mixing urea granulates with water or the urea can be purchased as a 40 wt-% solution. The urea tank should be big enough for the ship to achieve relative autonomy. Marine Project Guide W38B - 1/

119 14. Exhaust gas emissions Figure Typical diagram for Compact SCR (3V28A0006a) 14.5 Summary All Wärtsilä diesel engines comply with the NO x regulations set by the IMO. For further NO x emissions reductions can Wärtsilä offer a stepwise approach by using the DWI or SCR systems. Table NO x [g/kwh] Reduction [%] Standard engine 12.5 Direct Water Injection 4 6 LFO HFO Compact SCR Marine Project Guide W38B - 1/2002

120 15. Control and monitoring system 15. Control and monitoring system 15.1 General Wärtsilä Engine Control System (WECS) 7000 The Wärtsilä Engine Control System (WECS) 7000 is a diesel engine automation system for monitoring and control the safety functions of the engine. The WECS is not an ships alarm system. The various components of WECS-7000 are shown in the figure Summary of main functionality of modules: WECS-7000 comprises: Measuring analogue and digital signals Measuring of the engine speed and turbocharger speed Engine safety system starting of the engine stopping of the engine start blocking automatic shut down of the engine load reduction request Signal processing of all monitoring and alarm sensors (temperatures, pressures, etc.). Read out of important engine parameters on a graphical display Data communication with external systems (e.g. Ships alarm and monitoring systems). Figure Structure of WECS CW-CAN (500 kbit/s) CANrepeater for connection to service tool (laptop) MCM-700 J1939 (250 kbit/s) SSM-701 Bank harnass Cylinder harnass Display LDU CENSE harnass LCP back up instruments Stop & start solenoid(s) Governor Junction box Relay Module RM Hardwired connections Modbus (RS-485, 9.6 kbit/s) Engine mounted Ships alarm system Marine Project Guide W38B - 1/

121 15. Control and monitoring system 15.2 Power supply All sensors and solenoids on the engine are connected to the Control Module MCM-700, SSM-701, CENSE, Relay Module (RM) or Local Control Panel (LCP). The number of modules depends on the cylinder configuration. The signals to and from the external system have to be connected to the junction box terminals. The junction box consists of power supplies for the WECS-7000 and galvanic separation of I/O signals to and from WECS CENSE: Data acquisition module, related to the turbocharger instrumentation SSM701: Data acquisition module; for three cylinders MCM700: Main control model for safety CAN repeater: Communication module to service RM: Relay module. Back-up safetysystem for engine speed, lube-oil pressure, HT-cooling water-temperature / pressure and emergency stop. LDU: Local Display Unit; monochrome screen, shows engine parameters LCP: Local Control Panel; panel with LDU, operating pushbuttons and back-up indicators Junction box: Interface between WECS-7000 and ships alarm systems The main supply and back-up supply lines run through the junction box and feed the WECS units and oil mist detector. The back-up supply takes over automatically the supply in case of a failure of the main supply. The power supply configuration is depending on the application demands, but in general the following technical requirements are valid. Technical requirements Note! Main supply: 230 Vac / 2 A.(Alternative 24DC16A like back-up supply) Back-up supply: 24 Vdc / 6 A (20-32 Vdc), UPS, (max. ripple 500 mv p-p ). UPS = Uninterrupted Power Supply (Notice: that in case of using 24VDC as main and back-up supply should be fully independent) 118 Marine Project Guide W38B - 1/2002

122 15. Control and monitoring system Figure Power supply distribution Actuator located on engine Speed controller Supply external speed controller 24VDC/max. 2A WECS unit MCM700 24VDC SSM701 s 24VDC CENSE s 24VDC LDU 24VDC Main supply Vd Vd Vd Vd Supply External connections 24VDC/max. 2A Relay Module RM supply 24VDC Back-up supply Va Vd Main supply 230VAC/ max. 2A Oil mist detector 24VDC Vd Vd Back-up supply 24VDC/max. 6A Auxiliary systems WECS cabinet Located on engine Junction box 15.3 Hard wired input & outputs Typical hard wired connections block diagram for digital I/O s are shown in figure Notice that there are in principle two types of ON/OFF output signals: potential free relay contacts (see figure ) and potential free opto connections (see figure ). The analogue signals are standardized to 4-20 ma, galvanically separated. figure Potential free contact Figure Potential free opto connection Breaking capacity max. 5 A, 30 V DC Breaking capacity max. 3 A, 24 V DC Relay Opto relay Speedpulse out 24 V DC 0V Yard connection Yard connection Marine Project Guide W38B - 1/

123 15. Control and monitoring system WECS block diagrams An overview of available hard wired input signals is shown in fig and hard wired outputs in fig Note! Depending on the application requirement a selection has to be made of the I/O s. The exact hard wired connections are given in a project specific block diagram with terminal numbers, which can be found in the IPI. (Installation Planning Instruction). Figure hard wired inputs Max. distance 10 meter WECS cabinet Relay module Remote shut down reset Stop/Shutdown override Emergency stop Junction box Relays Remote shut down reset Stop/Shut down override Emergency stop Ships alarm system Main Control Unit (MCM700) Remote start Remote stop External shut down Remote start Remote stop External shut down External start block Blackout start External start block Blackout start Increase speed Decrease speed Clutch/alternator closed Actuator Remote stand-by request Actuator control Isolating convertors Speed controller signals Speed controller Remote stand-by request Speed reference 4-20mA Load refernece 4-20 ma Idle/rated setting Digital/analog speed set. Located on engine 120 Marine Project Guide W38B - 1/2002

124 15. Control and monitoring system Figure hard wired outputs Engine Main speed pickup (pulse) Back-up speed pickup (pulse) Speed controller sensors Receiver pressure (4-20mA) Actuator Fuel rack sensor (4-20mA) Speed controller signals Junction box Internal interface supply check Main supply check Back-up supply check Ships alarm System Governor general alarm WECS cabinet Main control Engine speed (4-20 ma) Turbo A speed (4-20 ma) Turbo B speed (4-20 ma) Isolating convertors Actuator position PID (4-20mA) Fuel rack sensor (4-20mA) Engine speed (4-20 ma) Turbo A speed (4-20 ma) Turbo B speed (4-20 ma) unit (MCM 700 Engine speed (pulse) Opto relay Engine speed (pulse) Start/stop command to speed controller Relays WECS failure WECS failure Ready for start Ready for start Start failed Start failed Common engine alarm Common engine alarm Local control mode Local control mode Load reduction request Load reduction request Load switch Load switch Engine stop & shut down Engine stop & shut down Speed switch 3 reserved Speed switch 3 reserved Shut down Shut-down Speed switch 4 reserved Speed switch 4 reserved Fuel oil stand-by pump control Fuel oil stand-by pump control HT water stand-by pump control LT water stand-by pump control Lube oil stand-by pump control HT water stand-by pump control LT water stand-by pump control Lube oil stand-by pump control Pre-lubricating pump control Pre-lubricating pump control Relay module RM failure Over speed alarm Engine running RM failure Over speed alarm Engine running Located on engine Max. distance 10 meter Marine Project Guide W38B - 1/

125 15. Control and monitoring system 15.4 Speed measuring and safety system The engine speed is measured by three pick-up s. Two for main safety system and one for the back-up system. The turbocharger speed measured by one pick-up per turbocharger. The speed calculations are carried out in the software. There are two independent over speed protections on the engine, Level 1 and Level 2. Level 1 will initiate a shut down of the engine at 110% of the nominal speed (660 rpm). As a back-up, Level 2 will initiate a shutdown of the engine at 115% of the nominal speed (690 rpm). Shut down due to low lubricating oil pressure initiated by the Relay Module (back-up) is suppressed, while the engine is not running Operation and safety system General The main safety system is implemented in the software of the WECS In addition, essential redundant safety functions are also handled in the Relay Module. The safety system can be split into starting procedure included start blocking and stopping procedure included shutdowns and load reduction requests. Starting procedures Normal start With the local start pushbutton or the remote start pushbutton (e.g. ship s automation system) the engine can be started. The following conditions prohibit the engine to start: Engine is already running Low pre-lubricating oil pressure Low lubricating oil level in turbocharger Low control air pressure Turning gear engaged Stop lever in stop position Active shut down (incl. emergency shut down) External start blocking input Local/remote switch in local position (blocks the remote start) Local/remote switch in remote position (blocks the local start) Black out start There is a black out start signal configured that can be activated by an external system, when the engine has to be started directly after stop. Start inhibits will be overridden. The conditions for starting are restricted to three inhibit items: Lubricating has been off for more than 5 minutes Turning gear is engaged Stop lever in stop position. When starting the engine low luboilpressure is overruled for 5 seconds after 250 rpm is reached. Start from stand-by function with slow turning (optional) The stand-by function is only applicable for remote start operation and can be initiated by the ship-system. A hard wired stand-by request signal to WECS is needed to set the engine in stand-by. If no start blocking are active (i.e. engine is ready to start ) and remote start mode is selected then slow turning will start. The slow turning sequence will be carried out at regular intervals of 30 min. (optional tunable in WECS-7000). A slow turning pre-warning signal will be activated during 30 s before actual slow turning. In case of remote start signal during slow turning the engine will start immediately. The stand-by function will be de-activated in case of: hard wired stand-by request signal is de-activated (open contact) Local start mode is activated Any start block active Slow turn failure, i.e.: number of crank revolutions less then 2 or in a certain time frame Slow turning failure must be reset by shutdown reset. During stand-by request is active, the pre-lubricating pump and, pre-heating will be controlled by WECS Emergency start at the engine In case of dual power supply failure, the engine can be started and controlled directly at the engine. Emergency start is activated by pushing the start button on the start solenoid. The fuel supply is mechanically blocked, if the stop lever on the engine is in STOP position, or pneumatically blocked if the turning gear is engaged. 122 Marine Project Guide W38B - 1/2002

126 15. Control and monitoring system Stopping procedures Normal stop With the local stop pushbutton or remote stop pushbutton (e.g. ship automation system) the stop-solenoid is activated to stop the engine and the fuel rack is pulled to zero position. Load reduction and shut down The safety functions of the WECS-7000 can generate a load reduction request and a shutdown when a sensor signal exceeds respectively the load reduction request level or shut down level. In case of shutdown level the normal stop will be activated. The shut down is latched in the WECS-7000 and a reset (shut down) has to be given before it is possible to (re)start the engine. Before resetting the shut down, the reason has to be investigated and solved. Conditions initiating load reduction requests or shut down are specified in de Modbus list. In case of emergency the engine can be prevented for shut down by activating the shut down override. The shut downs overspeed trip and emergency shut down can not be suppressed. A shut down caused by the oil mist detector can be suppressed by the shut down override, but is also latched in the oil mist detector and has to be reset separately (on the engine). Diesel Electric and Auxiliary Generator Set load reductions Conditions for load reduction request are not applicable for diesel electric propulsion installation or for an auxiliary generator set. Shut down back-up system The essential shut down functions of the WECS-7000 are also handled in the Relay Module, which is an independent hard wired system connect to separate (back-up) safety sensors. These functions are: Low lubricating oil pressure safety trip 1) Overspeed trip Optional shut down, usually used for high cooling water temperature 1) Emergency stop 1) can be suppressed by shut down override. A special shut down function is the emergency stop signal. This signal should be a mechanical latching type pushbutton and causes a shut down of the engine. Also the shut down is latched in the WECS-7000 and a (shut down) reset has to be given before it is possible to (re)start the engine. Emergency stop at the engine In case of a dual power supply failure the engine can be stopped directly at the push button on the stop solenoid. Also the engine can be stopped by pulling the stop lever in stop position Electric turning device The engine is equipped with an electric turning device. The turning device is used for cranking the engine, e.g. during maintenance. In general the supply voltage of the turning device starter is Vac, 50 Hz or Vac, 60Hz. Power consumption app. 2,5 kw. For different voltages, the values may slightly differ Electric pre-lubricating pump The L-engine is equipped with an engine mounted electric pre-lubricating pump, while the V-engine has a pre-lubricating pump in the external system. The WECS-7000 system starts and stops the pre-lubricating pump. The starter box should be provided with a selection for: In off position the pre-lubricating pump is off. In manual position the pre-lubricating pump is running continuously, normally done before starting the engine. In automation position the pre-lubrication function in the WECS-7000 is safeguarded by means of a start-inhibit function. If the engine is running, the pre-lubricating pump is automatically switched off at 400 rpm and switched on again at 320 rpm. If the engine is not running pre-lubricating is continuously. In general the supply voltage of the engine mounted electric pre-lubricating pump starter is Vac, 50 Hz or Vac, 60 Hz. Power consumption app. 8,5 kw. For different voltages, the values may slightly differ. Marine Project Guide W38B - 1/

127 15. Control and monitoring system 15.8 Pre-heater Preheating of the HT-cooling water is preferably controlled automatically (stand alone). For automatic starting and stopping of the pre-heater unit with circulating pump, the yard can use the WECS-7000 potential free contact Engine Running. HT-cooling water temperature is automatically controlled within the pre-heater unit and is independent of the WECS Stand-by pumps The WECS-7000 system has stand-by pump start signals for; HT-cooling water, LT-cooling water, lubricating oil and fuel oil. If the pressure head of the engine driven pumps, drops below a pre-set level, WECS activates the stand-by pumps. A contact is available for the stand-by pump starter. When the pre-set value is passed an indication on the Modbus is raised. When the pressure head is back to normal, both the stand-by signals and alarm from WECS-7000 are reset (no latching of the pump output(s) is done in WECS-7000). Latching must be done in the stand-by pump starter and alarm system. The reason for the pressure drop should be investigated. The following conditions will initiate the start of stand- by pumps: Sensors for remote monitoring and hard wired connections The communication between the ships alarm system and the WECS-7000 is done through Modbus communication link. Modbus is a standard communication protocol defined by Modicon, primarily for use in industrial and ships applications. An optional (second) Modbus communication link is provided for additional analysing systems. For example; Monitrend, Fault Avoidance Knowledge System (FAKS) and Remote Expert-system. Or this link can be used as a redundant Modbus link to the ships alarm system. The sensors/signals for monitoring, alarm and safety are listed on the Modbus list. Also alarm and stop functions required for marine engines by the classification societies and by Wärtsilä are shown. Note! Most sensors are connected to WECS-7000 and the related information can only be transformed to the ship alarm system by means of Modbus RTU communication link. In addition a limit number of hard wired signals are available for yard connection to and from WECS Note! The high temperature stand-by pump starts at low pressure of the HT cooling water system. The low temperature stand-by pump starts at low pressure of the LT cooling water system. Lubricating oil stand-by pump starts at low pressure lubricating oil system Fuel oil stand-by pump starts at low fuel oil pressure. Stop of the stand-by pump should ALWAYS be a manual operation. Before stopping the stand-by pump, the reason for the pressure drop must have been investigated and rectified. On multi engine, diesel electric installation or for an auxiliary generator set there are no stand-by pumps required. 124 Marine Project Guide W38B - 1/2002

128 15. Control and monitoring system Table Sensor list System Code Name Type Fuel oil LS103A Fuel oil leakage, injection pipe A-bank b LS103B Fuel oil leakage, injection pipe B-bank 3) b PT101 Fuel oil pressure, engine inlet a TE101 Fuel oil temperature, engine inlet a Lube oil PT201.1 Lube oil pressure, engine inlet a PDS243 Lube oil filter pressure difference b TE201 Lube oil temperature, engine inlet a TE231 Lube oil temperature, LOC inlet 4) a LS271 Lube oil level TC A b TE272 Lube oil temperature, TC A outlet a LS281 Lube oil level TC B 3) b TE282 Lube oil temperature, TC B outlet 3) a Starting air PT301 Starting air pressure a PT311 Control air pressure a Cooling water PT401 HT water pressure, engine inlet a PT432 HT water pressure, CAC Outlet a PT451/471 LT water pressure, CAC inlet a TE401 HT water temperature, engine inlet a TE402 HT water temperature, engine outlet a TE432A HT water temperature, CAC outlet a TE451/471 LT water temperature, CAC inlet a TE472 LT water temperature, CAC outlet a TE482 LT water temperature, LOC outlet a Charge air PT601 Charge air pressure a TE601 Charge air temperature a TE651 Charge air temperature TC A inlet (only + air waste gate) a Crankcase NS700 Oil mist detector failure b QS700 Oil mist alarm b QS701 Oil mist load reduction / shutdown b PT701 Crankcase pressure 4) a TE700-TE710 Main bearing temperature (1/bearing) 1) a Exhaust gas, A-bank TE511-TE514 Exhaust gas temperature, TC A inlet 1) a TE517 Exhaust gas temperature, TC A outlet a TE5011A-TE5091A Exhaust gas temperature, cylinder 1) a SE518 TC speed, turbo A a Cyl. liners, A-bank TE711A-TE792A Cylinder liner temperature (2/cylinder) 1) a Exhaust gas, B-bank 3) TE521-TE524 Exhaust gas temperature, TC B inlet 1) a TE527 Exhaust gas temperature, TC B outlet a TE5011B-TE5091B Exhaust gas temperature 1) a SE528 TC speed, turbo B a Cyl. liners, B-bank 3) TE711B-TE792B Cylinder liner temperature (2/cylinder) 1) a Note: rest list + explanations, see next page. Marine Project Guide W38B - 1/

129 15. Control and monitoring system Backup system PSZ201 Lube oil pressure, engine inlet, backup shutdown b ST174 Engine speed, backup system (camshaft) a Optional shutdown 2) b Miscellaneous GS171 Stop lever position b GS792 Turning gear position b GT165 Fuel rack position b SE167 Engine speed, flywheel a Explanations: Note! sensor list for indication only Type a) Analogue sensor Type b) Binary (on/off) sensor 1) Number of sensors depending on cylinder configuration 2) If required optional shutdown used for PSZ401 HT water pressure, engine inlet / TEZ402 HT water temperature 3) V-engines only 4) FAKS only (F.A.K.S. = Fault Avoidance knowledge system) Alarms and failures General The alarm settings are documented in the Modbus list. An alarm condition activates the following: The measured alarm value is shown in inverted colours on the LDU An alarm message is shown on the history page of the LDU On the Modbus the alarm bit is set to value 1 Common engine alarm is activated When the alarm condition is over, the following actions are taken: The measured alarm value is shown as normal text on the LDU On the Modbus the alarm bit is set to value 0 Common engine alarm is deactivated, if there are no other active alarms The number of Modbus addresses can vary depending on the application and engine type. However, to determine the size and type of the ships alarm system, the following number of addresses per engine can be used as an estimate. Figure Amount of estimated Modbus addresses Engine type Estimate Modbus addresses Analogue Digital 6L L L V V V Sensor failure The WECS-7000 includes a check if a sensor is working properly. The sensor failure is valid for all sensors except digital sensors, i.e. level switches, mechanical switches and buttons. If a sensor or the connection to a sensor fails, the sensor failure bit in Modbus will be set to 1. WECS-7000 will indicate a sensor failure on the LDU with the value 900. If a sensor failure has been detected, the safety functions for this sensor will be ignored, e.g. a failing sensor can not cause a shut down. If available the system will switch over to a back-up sensor, e.g. if the main speed sensor is failing, the system will switch over to the back-up sensor. 126 Marine Project Guide W38B - 1/2002

130 15. Control and monitoring system Modbus failure The Modbus connection failure has to be implemented and alarmed on the ships alarm system. There can be several reasons for the failure: Connection failure to the WECS-7000: cable failure or converter failure Failure in the WECS-7000 Power supply missing Note! The local LDU-screen can be used only to monitor the current status of the WECS The Modbus link shall always be connected to the ship s alarm system, where latching and acknowledge of alarms shall be handled. Common Engine Alarm (hard wired) The hard wired common engine alarm output is activated in case of an alarm condition generated by WECS Output activated at alarm, load reduction, shut down and sensor failure. RM-failure (hard wired) The hard wired RM-failure output from the Relay Module is activated when: Power supply to the WECS-7000 system is missing (both main supply and back-up battery supply) Internal power supply is malfunctioning Fuse is burned (F1 - F5) Cable is broken connected to: 1. Lubricating oil switch 2. Optional shut down switch (high temperature cooling water) 3. Stop solenoids WECS failure (hard wired) The hard wired WECS-7000 failure output is activated, if one or more of the WECS-7000 units (SSM701 s and CENSE s) is not sending measurement values to the MCM700. On the LDU a module failure is indicated that the module is not communicating correctly, and all sensors connected to this module are indicated as sensor failure, i.e value on LDU Local Display Unit The Local Display Unit (LDU) is placed in control panel (see figure ) and replaces the traditional pressure gauge panel, the thermometers and other instruments (figure ). It is connected to the MCM700, which sends the necessary data to the display. Main functions On the Main Page, the LDU will display important engine parameters: Exhaust gas temperature deviation Fuel rack position Engine speed Engine mode Common engine alarm Load reduction request information Stop/shut down override information Separate information pages are also available for the following systems: Start blocks and air pressures Engine performance Exhaust gas Cylinder liners Crankcase Water systems Oil systems Typical data showed on the information pages is: Logical name of sensor Analogue value Bar graph Failure value presented in inverted colours Additional service information showed is: Sensor code Connection information Marine Project Guide W38B - 1/

131 Control and monitoring system Figure WECS Local Display Unit Main Info History Shift Up Enter Down Startblocks and air pressures Additional info Engine performance Exhaust gas Cylinder liners Crank case Water system Oil system Figure Layout control panel ENGINE SPEED Main page LUBE OIL PRESSURE E xhaus t gas temper ature 483 5C HT WATER TEMPERATURE Mode: R unni ng AL O RE MOT E LOCA L ST AR T ST OP SHUT DOWN RESET EN GINE MODE Start push button at start solenoid Stop push button at stop solenoid 128 Marine Project Guide W38B - 1/2002

132 15. Control and monitoring system The History page The history page shows the 100 latest events of the engine, e.g. engine being started, alarms, shut downs, etc. In the case of alarm and shut down the sensor code and time is shown on the display. Back-up indicators and Local controls In addition to the LDU there are back-up indicators independent of the rest of the system, see fig Engine speed Lubricating oil pressure, engine inlet HT water temperature, engine outlet Figure WECS-7000 Back-up indicators ENGINE SPEED Emergency operation For emergency operation, in case of complete break down of WECS-7000 system, the engine is provided with emergency pushbuttons located directly on the starting and stopping solenoid valves. The engine speed can be controlled by the speed setting governor system. Local Display Unit and Back-up instruments The Local Display Unit and back-up instruments are normally situated on the WECS-7000 cabinet, if requested it can also be situated at the junction box. The maximum distance between WECS cabinet and junction box may not exceed 10-metre cable length. According to the requirements the Local Control Panel (LCP) should be near to the engine for manual operation. LUBE OIL PRESSURE HT WATER TEMPERATURE The following local controls are located below the LDU, see fig Engine start button Engine stop button Shut down reset button Local/remote selector switch Figure WECS-7000 Local control panel REMOTE LOCAL START STOP SHUTDOWN RESET ENGINE MODE Marine Project Guide W38B - 1/

133 15. Control and monitoring system Main control (software) structure for operations. The WECS-7000 control software is structured around so-called engine modes, which reflect the main operational conditions of the engine. For all sub-functions related to the engine control, a specific behaviour related to the active engine mode is specified. The other software parts runs independently. E.g. the safety system, the I/O functions, the internal communications (between the different WECS-7000 modules), the communications with the Local Display Unit and communications with the ships alarm system. There is also hard wired interaction between the WECS-7000 main program and the safety back-up module (RM). The possible engine modes are described from lowest to highest priority: Stop mode: can be followed on by shutdown- or emergency mode Start mode: must be followed on by stop mode Run mode: must be followed on by start mode Shut down mode: can be followed on by stop -, start - or run mode Emergency mode: can be followed on by any other mode When the system is powered up, the default engine mode is set to stop mode. After this, the different control modes are activated according to the conditions defined for these modes. If an engine mode with a higher priority is triggered the engine mode will be changed to the mode with the highest priority. Stop mode The stop mode is the basic engine mode when the engine is not running. The engine is ready for start as indicated on the Local Display Unit (LDU) or remotely, unless one or more start blocking are active. Engine is already running Low pre-lubricating oil pressure Low lubricating oil level in turbocharger Low control air pressure Turning gear engaged Stop lever in stop position Active shut down (incl. emergency shut down) External start blocking input. For safety reasons, it is only possible to start the engine either from the remote control panel, or with the local start button on the Local Control Panel (LCP): Local/remote switch in local position (blocks the remote start) Local/remote switch in remote position (blocks the local start) The slow turning option can be provided as periodical slow turning during stand-by or as slow turning before starting (about two turns). Start mode If the engine is in stop mode and no start blocking is active the start mode can be activated through a start command (local or remote push-button). The start command activates the start solenoid and the start-air flows into the cylinder. During the start up of the engine some safeties are temporary overruled. When the start mode is accomplished successfully within a certain time frame the main routine will be change over to run mode and the overruled safeties are enabled again. If the start mode is not accomplished successfully in that time frame the main routine detects a start failure. The main routine will change over to shut down- or emergency mode (depending of the trigger) and the monitoring sub routine will indicate the failure on LDU and Modbus address. Note! The black-out start skips all start blocking, except the blocking for turning gear is engaged, stop lever in stop position and lubricating pressure below safety level (meaning that there is no oil film at all in the engine, starting will cause high wear). 130 Marine Project Guide W38B- 1/2002

134 15. Control and monitoring system Run mode The main routine is switched to the run mode if the start mode is accomplished successfully within a certain time frame. The engine will ramp up to idle speed approx. 330 rpm. (or rated speed approx. 600 rpm if selected) and the safety control is active. With the speed controller the engine speed is kept constant. It is also possible to increase (up to rated speed) or decrease (down to idle speed) the speed of the engine with the digital speed setting. Of course only settings between idle and rated speed are possible. Also analog speed setting is possible (4-20 ma). The run mode particularly measuring values exceeds the set-points of load reduction level (see for that signals the column load reduction in project specific Modbus list) then the engine load should be reduced. The WECS-7000 system will remain in run mode until a stop, shut down or emergency request is activated. The shut down mode function can be overruled by the stop/shut down override function. In case the stop/shut down override is active the engine can be operated normally. Only two shut downs can not be overruled; emergency stop and overspeed. Shut down mode The shut down mode of the main routine can be activated by a normal stop or through triggering by exceeding the shut down limit of a measuring value. All shut down values are mentioned in the project specific Modbus list as stop and will be shown on the LDU display and Modbus address. If the shut down mode becomes active, the stop solenoid is energized to activate the stop valves for the fuel pumps and the fuel rack is forced to zero position. When the stop mode is activated the stop solenoid is released after about 30 seconds. If the shut down is triggered by exceeding the shut down limit of a measuring value the engine will remain in shut down mode until the cause has been solved and the system is reset. Thereafter the main routine will go to stop mode. Notice that a shut down caused by the oil mist detector should be reset on the oil mist detector directly and at the WECS-7000 system. If the engine is stopped and the shut downs are reset, the main control routine will automatically go to the stop mode. Emergency mode The emergency mode can be activated by triggering from the emergency stop push-buttons and will be shown on the LDU display and on the Modbus address. If the shut down mode becomes active, the stop solenoid is energized to activate the stop cylinder on each fuel pump and the actuator brings the fuel rack to zero position (stop cylinder and actuator are two independent systems). The engine will remain in shut down mode until the cause has been solved and the system is reset. Thereafter the main routine will go to stop mode. Marine Project Guide W38B - 1/

135 15. Control and monitoring system Modbus Communication Link The communication between the ships system and the WECS-7000 is done via Modbus communication link. Modbus is a standard defined by Modicon primarily for use in industrial applications. (See also fig ) Modbus is a binary data transfer protocol. In the WECS-7000 the Modbus serial link is used for getting measurement data and status information from the MCM700 to the ships alarm system. The MCM700 always functions as a slave (slave address 1) in a Modbus network, i.e. the diesel automation system is always the master. The physical connection is standard 2-wire RS-485 with optical isolation at the MCM700 side. The used baud rate is 9600 baud, 8 data bits, 2-stop bit and no parity. Modbus RTU protocol The WECS-7000 uses the transmission mode RTU (see figure ). The following commands are in use at the moment: 02 Read Input Status. Maximum number of bits per query is Read Input Registers. Maximum number of registers per query is 125 The WECS-7000 respond in case of an illegal query. This kind of situation may occur if the master tries to use Modbus function that is not supported by the WECS. The respond is formed according to instructions given in Appendix A of the Modicon Modbus Protocol Reference Guide, PI-MBUS-300 Rev. D, March Packets in Modbus Modbus packets are binary. The packets are recognized with delays in the data transfer. The WECS-7000 system acts as a slave in the communication with the ships alarm system (master). Data addressing and requests Registers in a Modbus slave are addressed starting with 1 (e.g , 10001, 11001, 12001). In contrast the poll messages refer to registers beginning with 0 and without the tens thousands (e.g. 0, 0). Figure Modbus RTU protocol Addr Func Data count Data Data Data Data CRC Hi CRC Lo Figure Modbus communication link Scaling Main control unit MCM(700) Option Junction box Standard Mod-bus - Standard Mod-bus + Option Mod-bus - Option Mod-bus + Ships alarm system Option Scaling is needed, because Modbus can transfer only integers. The value of the signal is scaled with the scaling factor. When reading this value in the ships alarm system it must be re-scaled with 1/scaling factor (mentioned in the Modbus list). For example, in the case of Fuel oil pressure with 0.1 Max. distance 10 meter 132 Marine Project Guide W38B - 1/2002

136 15. Control and monitoring system Analogue information from WECS Addresses starting from contain analogue values of the signals. The analogue value is -900, if the status of the measured value is not normal in the MCM700 database. The status may be abnormal for several reasons like; sensor failure, update delayed more than 60 seconds or measured value out of range. Consequently, error information is read from analogue addresses series for all sensors, including binary ON/OFF switches. Every signal of the engine has its own address in this series. All unused addresses are set to value 0. Digital information from WECS The alarm/stop/load reduction information of the signal is represented in addresses beginning from dec. This series is divided so that alarm values begin from 10001, stop values from and load reduction values from Binary and switch information is normally read only from these addresses, not from analogue address. The information in this series is of ON/OFF type. Alarm ON situation is indicated with value 1, whereas alarm OFF situation is indicated with value 0. Multiple engine projects In multiple engine projects it is recommended to have a separate Modbus network for each engine. Polling sequence Normally Modbus master cannot poll all analogue addresses on one query (Modbus Reference Guide recommends maximum 125 addresses per query). Therefore several queries are required for analogue address series whereas alarm/stop/load reduction address series require one query per address series. The exact analogue value is not normally as time critical as the alarm/stop/ load reduction information. Therefore binary addresses are normally polled more often than analog addresses. Related information and Modbus addresses Speed control Definitions Speed controller: Electronic device which compares desired speed with actual speed and produces a control signal. Actuator: Device which translates a control signal into a fuel rack position. Governor: Mechanical device which compares desired speed with actual speed and moves an output servo, resulting in fuel rack position. General The main purpose of a speed control function on a diesel engine is to control the amount of fuel injected in order to keep the speed of the engine close to a given speed set point. Modern electronic controls are able to perform more tasks like controlling the speed of acceleration and deceleration, limit the fuel rack as a function of speed, boost pressure or load dependant gains etc. The electronic device (the speed controller) is normally placed close to the engine (e.g. in the junction box). The output of this control is an electronic signal. On the engine an actuator transfers this electronic signal into a fuel rack position. For redundancy, the engine can be equipped with an actuator and provided with a mechanical back-up system (governor). This mechanical system senses the rotational speed of the engine through the drive shaft, compares this to a reference speed and adjusts the output servo accordingly. This combination requires some specific relations between the settings of the actuator and the back-up governor parts. Depending on the chosen configuration of the speed control system a back-up system can take over the speed control in case the control or the actuator fails. For some configurations the back-up system takes over automatically, in other cases the operator has to take action to activate the back-up system. More detailed information about addresses and alarm/stop/load reduction limits are represented in installation specific instructions (e.g. Modbus list). Marine Project Guide W38B - 1/

137 15. Control and monitoring system Speed controller The speed controller is operating together with the actuator as a balanced speed controller and actuator system. Figure Principle diagram speed control system I/O digital: Isoch/droop Clutch closed Etc. Power supply 24 Vdc / 2 A Speed controller Control logic Vdc Vdc Speed setting PID controller LSS LSS Actuator control Rpm var.gain Torque Booster limiter limiter ma Hz ma ma Actual speed speedsensors engine Receiver pressure Actuator Driver 134 Marine Project Guide W38B - 1/2002

138 15. Control and monitoring system Additional instruments The engine can be provided with several additional instruments which are not connected to the WECS-7000 system. Those additional instruments are optional, (see figure ). Local indicators manometers and thermometers. The engine can be provided with local indicators, directly mounted on the engine where the process-connection is located. Those manometers and thermometers are not concentrated on one spot. Table Additional instruments Code Name Type Range Unit Remarks PI101 Fuel oil pressure, engine inlet Manometer 0-10 bar TI101 Fuel oil temperature, engine inlet Thermometer C TI201 Lube oil temperature, engine inlet Thermometer C PI301 Starting air pressure Manometer 0-40 bar PI311 Control air pressure Manometer 0-40 bar PI401 HT cooling water pressure Manometer 0-6 bar TI401 HT cooling water temperature Thermometer C TI50* Exhaust gas temperature Thermometer C *Each cylinder TI601 Charge air temperature Thermometer C PI601 Charge air pressure Manometer 0-6 bar TI621 Charge air temperature, CAC inlet Thermometer C Marine Project Guide W38B - 1/

139 15. Control and monitoring system Extra analogue sensors independent of WECS. The engine can be equipped with extra sensors and transmitters to provide analogue signals for remote indication. Table Extra analog sensors. Code Name Signal type Range Unit SI168 Engine speed 1) 4-20 ma rpm PT101 Fuel pressure 4 20 ma 0-40 bar PT201 Lube oil pressure 4-20 ma 0-10 bar PT301 Starting air pressure 4 20 ma 0-40 bar PT311 Control air pressure 4 20 ma 0-40 bar PT402 HT cooling water pressure, outlet 4 20 ma 0-6 bar PT601 Charge air pressure 4 20 ma 0-6 bar TE401 HT cooling water temp 2) Pt C SE518 Turbocharger speed 3) rpm PT451 LT cooling water pressure 4-20 ma 0-6 bar 1) Engine speed signal from external governor. 2) Temperature sensor pocket can only used for local thermometer or Pt ) Turbocharger speed is total separate signal loop consisting of sensor, transformer and indicator. Notice that there is a second sensor location available in the turbocharger. 136 Marine Project Guide W38B - 1/2002

140 16. Foundation 16. Foundation 16.1 General The main engines can be rigidly mounted to the foundation, either on steel or resin chocks, or resiliently mounted on rubber elements. The foundation and the double bottom should be as stiff as possible in all directions to absorb the dynamic forces caused by the engine, reduction gear and thrust bearing. The foundation should be dimensioned and designed so that harmful deformations are avoided Rigid mounting Rigid mounting on steel chocks The top plates of the engine girders are usually inclined outwards with regard to the centre line of the engine. The inclination of the supporting surface should be 1/100. The top plate should be designed so that the wedge-type chocks can easily be fitted into their positions. See figure for in-line and V foundation drawings. If the top plate of the engine girder is placed in a fully horizontal position, a chock is welded to each point of support. The chocks should be welded around the periphery as well as through the holes drilled at regular intervals to avoid possible relative movement in the surface layer. After that the welded chocks are face-milled to an inclination of 1/100. The surfaces of the welded chocks should be big enough to fully cover the wedge-type chocks. The size of the wedge-type chocks should be 165 x 360 mm for in-line 38 engines (see figure ) and 340 x 360 mm for V38 engines (see figure ). The material may be cast iron or steel. When fitting the chocks, the supporting surface of the top plate is planed by means of a grinding wheel and a face plate until an evenly distributed bearing surface of min. 80% is obtained. The chock should be fitted so that the distance between the bolt holes and the edges is equal at both sides. The clearance hole in the chock and top plate should have a diameter about 2 mm bigger than the bolt diameter for all chocks, except those which are to be reamed and equipped with fitted bolts (see figure ). Side supports should be installed for all engines. There must be three supports on both sides. The side supports are to be welded to the top plate before aligning the engine and fitting the chocks. The side support wedges should be fitted when the engine has obtained its thermal operating condition. The holding down bolts are usually through-bolts with lock nuts at the lower end and a normal nut at the upper end. Two Ø 38m6 mm fitted bolts on each side of the engine are required for the L38 engines whilst one Ø 45m6 mm fitted bolt on each side of the engine is required for the V38 engines. Clearance bolts are to be provided for the remaining hole. See figure The design of the various holding down bolts appears from the foundation drawing. It is recommended that the bolts are made from a high strength steel, e.g. 42CrMo4 TQ+T or similar. A high strength material makes it possible to use a higher bolt tension, which results in a larger bolt elongation (strain). A large bolt elongation improves the safety against loosening of the nuts. To avoid a gradual reduction of tightening tension due to among others, unevenness in threads, the bolt thread must fulfil tolerance 6g and the nut thread must fulfil tolerance 6H. In order to avoid extra bending stresses in the bolts, the contact face of the nut underneath the top plate should be counter bored. When tightening the bolts with a torque wrench, the equivalent stress in the bolts is allowed to be max. 90% of the material yield strength (in practice, without consideration of torsional stress, it is sufficient to tighten bolts to a tensile stress of about 50% of the material yield strength). Rigid mounting on resin chocks Installation of main engines on resin chocks is possible provided that the requirements of the classification Marine Project Guide W38B - 1/

141 16. Foundation societies are fulfilled. See figure for in-line and V foundation drawings. During normal conditions, the support face of the engine feet has a maximum temperature of about 75 C, which should be considered when choosing type of resin. The recommended size of the resin chocks for in-line 38 engines is about 500 x 160 mm (see figure ) and for V38 engines about 600 x 300 mm. (see figure ). The total surface pressure on the resin must not exceed the maximum value, which depends on the type of resin and the requirements of the classification society. It is recommended to select a resin type, which has a type approval from the relevant classificationsociety for a total surface pressure of 5 N/mm 2 (a typical conservative value is p tot 3.5 N/mm 2 ). The clearance hole in the chock and top plate should have a diameter about 2 mm bigger than the bolt diameter for all chocks, except those which are to be reamed and equipped with fitted bolts (see figure ). The bolts must be made as tensile bolts with a reduced shank diameter to ensure a sufficient elongation, since the bolt force is limited to the permissible surface pressure on the resin. For a given bolt diameter the permissible bolt force is limited either by the strength of the bolt material (max. 90% equivalent stress), or by the maximum permissible surface pressure on the resin. The lower nuts should always be locked regardless of the bolt tension (see figure ). 138 Marine Project Guide W38B - 1/2002

142 16. Foundation Figure Foundation and fastening, rigidly mounted in-line 38, steel chocks (9603DT130 rev B ) Figure Foundation and fastening, rigidly mounted, V38, steel chocks (9603DT135 rev B) Marine Project Guide W38B - 1/

143 16. Foundation Foundation and fastening, rigidly mounted in-line 38, steel- + resin chocks Figure Clearance bolt, in-line 38 (9603DT122 rev B) Figure Fitted bolt, in-line 38 (9603DT123 rev C) 140 Marine Project Guide W38B - 1/2002

144 16. Foundation Foundation and fastening, rigidly mounted in-line 38, steel chocks Figure Foundation design steel chocks (9603DT140 rev B) Figure Foundation design / drilling plan (9603DT104 rev B) Marine Project Guide W38B - 1/

145 16. Foundation Foundation and fastening, rigidly mounted V38, steel- resin chocks Figure Clearance bolt, V38 (9603DT126 rev B) Figure Fitted bolt, V38 (9603DT127 rev C) 142 Marine Project Guide W38B - 1/2002

146 16. Foundation Foundation and fastening, rigidly mounted V38, steel chocks Figure Foundation design / steel chocks (9603DT139 rev B) Figure Foundation design / drilling plan (9603DT137 rev B) Marine Project Guide W38B - 1/

147 16. Foundation Figure Foundation and fastening, rigidly mounted L38, resin chocks (9603DT103rev B) Figure Foundation and fastening, rigidly mounted V38, resin chocks (9603DT134rev B) 144 Marine Project Guide W38B - 1/2002

148 16. Foundation Seating and fastening, rigidly mounted in-line 38, resin chocks Figure Foundation design/resin chocks (9603DT131 rev B) Figure Foundation design/drilling plan (9603DT104 rev B) Marine Project Guide W38B - 1/

149 16. Foundation Seating and fastening, rigidly mounted V38, resin chocks Figure Foundation design/resin chocks (9603DT138 rev B) Figure Foundation design/drilling plan (9603DT137 rev. B) 146 Marine Project Guide W38B - 1/2002

150 16. Foundation 16.3 Resilient mounting In order to reduce vibrations and structure borne noise, main engines may be resiliently mounted, see figure The engine block is rigid, therefore no intermediate base-frame is necessary. The flexible elements are mounted in brackets that are bolted to the engine feet for in-line 38 engines and are mounted directly to the engine feet for V38 engines. The flexible elements are installed on steel strips which are installed on resin chocks on the foundation. Due to the soft mounting the engine will move when passing resonance speeds at start and stop. Typical amplitudes are ±1 mm at the crankshaft centre and ± 5 mm at top of the engine. The torque reaction (at 600 rpm and 100% load) will cause a displacement of the engine of up to 1 mm at the crankshaft centre and 5 mm at the turbo charger outlet. Furthermore creep and thermal expansion of the rubber elements have to be considered when installing and aligning the engine. The material of the elements is natural rubber, which has superior vibration technical properties, but unfortunately is prone to damage by mineral oil. The rubber elements are protected against dripping and splashing by means of covers. Figure Resilient mounted main engine, in-line 38 engine (9603DT113 rev B) Marine Project Guide W38B - 1/

151 16. Foundation Figure Resiliently mounted main engine, V-engine (9603DT107 rev B) Flexible pipe connections. When the engine is resiliently mounted, all connections must be flexible and no grating nor ladders may be fixed to the engine. Especially the connection to turbocharger must be arranged so that all the displacements can be absorbed. When installing the flexible pipe connections, unnecessary bending or stretching should be avoided (see chapter 5). The piping outside the flexible connection must be well fixed and clamped to prevent vibrations, which could damage the flexible connection and increase structure borne noise. 148 Marine Project Guide W38B - 1/2002

152 17. Dynamic characteristics 17. Dynamic characteristics 17.1 General Dynamic external couples and forces caused by the engine are shown in table Due to manufacturing tolerances some variation of these values may occur. The external forces for 6,8,12 and 16 cylinderconfiguration are not significant. For the 9 and 18 cylinder configurations the external couples are shown in table avoided. The double bottom should be stiff enough to avoid resonances especially with the rolling frequencies. On cargo ships, the frequency of the lowest hull girder vibration modes are generally far below the 1 st excitation order. The higher modes are unlikely to be excited due to the absence of or low magnitude of the external couples, and the location of the engine in relation to nodes and anti nodes is therefore not so critical. Natural frequencies of decks, bulkheads and other structures close to the excitation frequencies should be 17.2 External forces and couples Figure Definition of axis Z Y X x X Y Y z Z Table External couples Engine Speed [rpm] My [knm]/frequency [Hz] Mz [knm] /frequency [Hz] 9L / / /10 18V / / / /20 Table External forces Engine Speed [rpm] Fyz [kn] /frequency [Hz] 9L / 10 18V / 10 Marine Project Guide W38B - 1/

153 17. Dynamic characteristics 17.3 Torque variations The torque variations are shown in table In case of misfiring the maximum power and/or speed should be reduced as indicated on the torsional vibration calculation which is carried out for each individual installation. Under misfiring conditions higher torsional couples may be transmitted as indicated in the table until the appropriate corrective action has been taken. This condition should be taken into account when carrying out the design calculations Table Torque variation Engine Speed [rpm] Mx / frequency [knm] / [Hz] 6L / /60 8L / /80 9L / /90 12V / /60 16V / /80 18V / /90 Table Misfiring couples Speed [rpm] Mx/frequency [knm/hz] /5 20/10 17/15 13/20 The values are instructive and valid for all cylinder configurations 17.4 Mass moments of inertia These typical inertia values include the flexible coupling part connected to the flywheel and torsional vibration damper (without engine PTO shaft). Table Mass moments of inertia Engine Mass moment of inertia J [kgm 2 ] 6L L L V V V Marine Project Guide W38B - 1/2002

154 17. Dynamic characteristics 17.5 Structure borne noise The expected vibration velocity level averaged over the four corners of the engine foundation flange in three perpendicular directions with reference level v ref = [m/s] per octave band with centre frequency in [Hz] is shown in figure Figure Typical structure borne noise levels TYPICAL STRUCTURE BORNE NOISE LEVELS Reference [m/s]; tolerance 3 [db] /1 Octave band centre frequency [Hz] Marine Project Guide W38B - 1/

155 17. Dynamic characteristics 17.6 Air borne noise Engine surface radiated noise The average octave band sound pressure levels represent free field conditions, and are based on measurements over at least 8 up to 14 points around tested engines corrected for the influence of reflected sound. Measuring points are taken at cylinder height and overhead the cylinder heads at 1 metre from the engine reference surface. The average sound pressure are in db ref Pa per octave band with centre frequency in Hz. And A-weighted All pass (A.P.) levels are shown in figure Figure Noise level for a W38 engine TYPICAL AIR BORN NOISE LEVELS 140 Reference [Pa]; tolerance 3 [db] A.P. 1/1 Octave band centre frequency [Hz] The noise level is measured in a test cell with a turbo air filter 1 m from the engine. 90% of the values measured on production engines are below the figures in the diagram. 152 Marine Project Guide W38B - 1/2002

156 18. Power transmission 18. Power transmission 18.1 Flexible coupling The power of an engine is transmitted by a flexible coupling or a combined flexible coupling and clutch mounted on the flywheel. The crankshaft is equipped with a bearing directly behind the flywheel. Even couplings with built-in clutches can, in most cases, be mounted on the flywheel without intermediate bearings. The type of flexible coupling to be used has to be decided separately in each case based on the results of the torsional vibration calculations. Also in generating set installations a flexible coupling between the engine and the generator is required. This means that the generator must be of the 2-bearing type Power-take-off from the free end Full output is also available from the PTO-shaft at the free end of the engine. The weight of the coupling, mounted on the PTO-shaft, and the need for a support bearing is subject to special consideration, on a case-by-case basis. Such a support bearing is possible only with rigidly mounted engines Torsional vibrations A torsional vibration calculation is made for each installation. For this purpose exact data of all components included in the shaft system are required. See the list below. General: Classification Ice class Operating modes / area s Data of reduction gear: A mass elastic diagram showing: All clutching possibilities Sense of rotation of all shafts Dimensions of all shafts Mass moment of inertia of all rotating parts including shafts and flanges Torsional stiffness of shafts between rotating masses Material of shafts including tensile strength and modules of rigidity Gear ratios Drawing number of the diagram Data of propeller and shafting: A mass-elastic diagram or propeller shaft drawing showing: Mass moment of inertia of all rotating parts including the rotating part of the oil delivery-box, SKF couplings and rotating parts of the bearings Mass moment of inertia of the propeller at full/zero pitch, including water Torsional stiffness or dimensions of the shaft Material of the shaft including tensile strength and modules of rigidity Drawing number of the diagram or drawing Data of shaft alternator: A mass-elastic diagram or an alternator shaft drawing showing: Alternator output, speed and sense of rotation Mass moment of inertia of all rotating parts or a total inertia value of the rotor, including the shaft Torsional stiffness or dimensions of the shaft Material of the shaft including tensile strength and modules of rigidity Drawing number of the diagram or drawing Data of flexible coupling/clutch: Mass moment of inertia of all parts of the coupling Number of flexible elements Linear, progressive or degressive torsional stiffness per element Dynamic magnification or relative damping Nominal torque, permissible vibratory torque and permissible power loss Drawing of the coupling showing make, type and drawing number. Marine Project Guide W38B - 1/

157 18. Power transmission Notes 154 Marine Project Guide W38B - 1/2002

158 19. Engine room design 19. Engine room design 19.1 Space requirements for overhaul Figure In-line engines (9506DT666 rev -) Dimension [mm] A Over cylinder cover (vertical position) 3690 B Without cylinder cover (vertical position) 3610 C Over cylinder cover (horizontal position) 3410 D Without cylinder cover (horizontal position) 3390 E From engine non operating side (vertical position) 3490 F Over engine operating side (vertical position) 3600 G From engine non operating side (horizontal position) 3390 H Over engine operating side (horizontal position) 3390 K Dismounting space air cooler 1720 (6 cyl.), 1930 (8 + 9 cyl.) L Dismounting space air cooler 675 M Dismounting space air cooler 850 Marine Project Guide W38B - 1/

159 19. Engine room design Figure V-engine (9506DT667 rev -) Dimension [mm] A Over cylinder cover (vertical position) 3360 B Without cylinder cover (vertical position) 3280 C Over cylinder cover (horizontal position) 3280 D Without cylinder cover (horizontal position) 3240 E From engine non operating side (vertical position) 3240 F Over engine operating side (vertical position) 3960 G From engine non operating side (horizontal position) Marine Project Guide W38B - 1/2002

160 19. Engine room design 19.2 Platforms Figure Maintenance platforms, in-line engine (9506DT403 rev.a) For dimensions and weight of components see figure The upper platform should be removable for dismantling crane to reach the lower level in front of the cranckcase door and aircooler. Note! Platforms are not mounted on the engine Sufficient distance between engine and platform. Marine Project Guide W38B - 1/

161 19. Engine room design Figure Maintenance platforms, V-engine (9506DT404 rev.a) For dimensions and weight of components see figure The upper platform should be removable for dismantling crane to reach the lower level in front of the cranckcase door and aircooler. Note! Platforms are not mounted on the engine Sufficient distance between engine and platform. 158 Marine Project Guide W38B - 1/2002

162 19. Engine room design 19.3 Crankshaft distances Figure Crankshaft centre distances, in-line engines (9506DT405 rev A) Engine type A min. [mm] 6L L L Figure Crankshaft centre distances, V-engines (9506DT406 rev.-) Engine type A min. [mm] 12V V V Marine Project Guide W38B - 1/

163 19. Engine room design 19.4 Four-engine arrangements Figure Main engine arrangement, 4 x in-line engines ( 9506DT450 rev A ) Engine type A min.* [mm] B min.* [mm] C min. [mm] D min. [mm] 6L L L * Depends on type of bearing block. 160 Marine Project Guide W38B - 1/2002

164 19. Engine room design Figure Main engine arrangement, 4 x V-engines 9506DT408 rev A) Engine type A min.* [mm] B min.* [mm] C min.[mm] D min [mm] 12V V V * Depends on type of bearing block. Marine Project Guide W38B - 1/

165 19. Engine room design Figure Main engine arrangement, 4 x in-line engines (9506DT410 rev A). Engine type A min.* [mm] B min.* [mm] C min.[mm] D min. [mm] 6L L L * Depends on type of bearing block. 162 Marine Project Guide W38B - 1/2002

166 19. Engine room design Figure Main engine arrangement, 4 x V-engines (9506DT412 rev. a) Engine type A min.* [mm] B min.* [mm] C min. [mm] D min [mm] 12V V V * Depends on type of bearing block. Marine Project Guide W38B - 1/

167 19. Engine room design Father and son arrangement Figure shows an example of an in-line and a V-engine as a father and son arrangement. The engines 8L38 and 12V38 are roughly equally long To minimize the crankshaft distance the operating side of the V38 should be towards the in-line engine, otherwise dismantling of the air cooler of the in-line engine will determine the required distance to avoid interference with the charge air cooler of the in-line engine. When the operating side of the in-line 38 is towards the V-engine, the recommended platform height between the engines is as recommended for the in-line 38. A configuration of father and son arrangement needs often a customize approach. Many parameters play a role; cylinder configurations, position turbocharger, position platforms, horizontal or vertical offset etc. Please contact Wärtsilä for addtional information. Figure Main engine arrangement, 8L V38 (9506DT664 rev. -) 164 Marine Project Guide W38B - 1/2002

168 19. Engine room design 19.6 Service areas and lifting arrangements Service and landing areas All main components should have well prepared lifting arrangements and suitable lowering areas. Lowering- and service decks should be of plain steel, dimensioned for heavy engine components. If parts must be transported further with trolley or pallet truck, the surface of the deck should be smooth enough to allow this. If transportation to final destination must be carried out using several lifting equipment, coverage areas of adjacent cranes should be as close as possible to each other. Required deck area to carry out overhaul work: for piston-conrod assembly 2.3 m x 2.7 m for cylinder head2mx2m For overhauling more than one cylinder at a time, an additional area of about 4 m² per cylinder is required. This area is used for temporary storing of dismantled parts. Example of recommended service area for overhauling per bank bank: Recommended lifting equipment Considering the mass and size of Wärtsilä 38 main components, it is highly recommended to use an over-head crane as primary lifting equipment. It offers superior manoeuvrability and makes the work faster and safer. The sweeping area of the crane should be sufficient to carry out all normal maintenance work. In addition it should cover storage location of heavy spare parts and tools, which are needed for emergency repair. If the workshop or storage is located at the upper platform level, the crane should also be able to operate there. Usually spatial limitations force to use a separate lifting rail with chain block for turbocharger overhauls. This lifting rail should be parallell to the rotor shaft for easy dismantling of a rotor shaft. Recommended lifting capacity for overhead travelling crane: Engine parts including dismantled turbo charger 2.0 ton Engine parts including complete turbo charger 2.5 ton Marine Project Guide W38B - 1/

169 19. Engine room design Overhead crane for in-line engine. Space requirements for overhaul of main components (9506DT668 rev. -) A [mm] B [mm] C [mm] D [mm] E [mm] F [mm] 6L L L Marine Project Guide W38B - 1/2002

170 19. Engine room design Overhead crane for V-engine Space requirement for overhaul of main components (9506DT669 rev.-) A [mm] B [mm] C [mm] D [mm] 12V V V Marine Project Guide W38B - 1/

171 19. Engine room design 19.7 Ship inclination angles Classification society LRS DNV ABS GL BV Main and aux. engines Paragraph B C.1.1 C Heel to each side [ ] Rolling to each side [ ] Ship length, L [m] L<100 L> Trim [ ] 5 500/L Pitching [ ] LRS DNV ABS GL BV Lloyd s Register of Shipping Det Norske Veritas American Bureau of Shipping Germanischer Lloyd Bureau Veritas Classification society RMRS PRS RINA CCS KRS Main and aux. engines Paragraph VII-1.6 VII-1.6 C III Heel to each side [ ] Rolling to each side [ ] Trim [ ] Pitching [ ] RMRS Russian Maritime Register of Shipping PRS RINa CCS KRS Polsky Rejestr Statkow Registro Italiano Navale China Classification Society Korean Register of Shipping 168 Marine Project Guide W38B - 1/2002

172 19. Engine room design 19.8 Cold conditions Engine room design criteria for cold conditions: To avoid excessive firing pressures the suction air temperature to the diesel engines should not be lower then 15 [ C], except in following cases: 1) -5[ C] till 15 [ C] by derating 2) -30[ C] till 15 [ C] by special valve arrangement. Cold draft in the engine room should be avoided, especially in areas of frequent maintenance activities. If an SCR plant is installed, cold suction air temperatures should be avoided to maintain the required exhaust gas temperature. The heat recovery of the HT-system shoul be adapted (or switched of) to maintain the correct HT cooling water outlet tempeature. The engine room ventilation, cooling water preheating, shaft generator arrangement, choice of NOx abatement technology and ship s operational profile are all more or less interrelated issues. Engine room ventilation The rest of the engine room ventilation (including the combustion air to diesel generators in a diesel- mechanical plant) shoul be provided by separate ventilation fans. These fans should preferably have two-speed electric motors (or variable speed) for enhanced flexibility. The capacity of the engine room ventilation should be sufficient to permit a maximum temperature increase of 12 [ºC] between the the inlet and outlet ventilation air temperature. The combustion air to the diesel-generators is conducted close to the turbocharger, and the rest of the air is conducted to all parts of the engine room. The outlets are equipped with flaps for controlling the direction and amount of air. This system permits flexible operation, e.g. in port the capacity can be reduced during overhaul of the engine when it is not preheated (and therefore not heating the room). The combustion air to the main engine(s) should preferably be separated from the rest of the ventilation system e.g. as follows: Main engine combustion air Each turbocharger has its own combustion air fan, with a capacity slightly higher than the maximum air consumption. The fan should have a two-speed electric motor (or variable speed) for enhanced flexibility. In addition to manual control, the fan speed can be controlled by the engine load. The combustion air is conducted close to the turbocharger, the outlet being equipped with a flap for controlling the direction and amount of air. With these arrangements the normally required minimum air temperature to the main engine can typically be maintained. For temperatures below -5 C special provisions are necessary. Optional the duct with filter and silencer can be connected directly to the turbocharger, with a stepless change-over flap to take the air from the engine room or from outside depending on engine load. Marine Project Guide W38B - 1/

173 19. Engine room design Main engine cooling water system During prolonged low load operation in cold climate the two-stage charge air cooler of the engine is useful in heating the charge air by the HT-cooling water. On the other hand the cooling effect of the charge air may exceed the heat transferred from the engine to the HT-water, causing a risk for under-cooling. Especially for HFO operation special provisions shall be made, e.g by designing the preheating system to heat the running engine. The project specific solution depends on the number of engines (in the same circuit), and whether auxiliary engines are connected to the same circuit to permit utilization of their hot cooling water for pre-heating of the engine(s). During low load operation in cold climate the use of any heat recovery such as fresh water generators should be avoided. For this kind of operation the standard value for dimensioning of the preheater (3 kw/cylinder) could be increased e.g. to 6 kw/cylinder. This is especially important to avoid cold starts and cold corrosion in single-engine ships (and twin-engine ships if both engines are required at departure). The above described issue is of even greater importance on fast ships, as the power needed before reaching open sea (and in canals) is relatively low compared with the installed output. Selective Catalytic Reduction (SCR) When starting the engine a temperature sensor in the gas outlet of the SCR blocks the injection of urea if the gas temperature is too low (when the catalyst is cold). This blocking function is continuously active, blocking the injection of urea anytime if the exhaust gas temperature for some reason drops to much. To avoid this, the exhaust gas waste gate control system is specified to maintain the exhaust gas temperature on a level required by the SCR, e.g. 330 C based on a sulphur content in the fuel of max 3%. This control is activated in cold ambient conditions only, when the thermal load is lower than usual, with a suction air temperature down to a specified value. In case the ship is operating in even colder conditions, this automatic function may not be sufficient to maintain the exhaust gas temperature required by the SCR, and the injection of urea is blocked. It is even more complicated if the installation is intended to operate at variable speed. At low load the charge air by-pass valve is open, causing a drop in the exhaust gas temperature. This drop cannot be compensated by opening the waste-gate, because both valves cannot be open at the same time. The issue has to be evaluated on a project specific basis. 170 Marine Project Guide W38B - 1/2002

174 19. Engine room design 19.9 Dimensions and weights of engine parts Figure Turbocharger Table Dimensions turbocharger Engine Type A [mm] B [mm] C [mm] D [mm] E [mm] F [mm] G [mm] Mass T.C. [kg] 6L DN L DN L DN V DN V DN V DN Mass rotor block [kg] * For V-engines the exhaust gas inlet is axial inlet instead of radial inlet (see figure ) Figure Charge air cooler (3V92L1063A) Table Dimensions charge air cooler Engine Type Amount C [mm] D [mm] E [mm] Mass [kg] 6L D 8L L V C E 16V V Marine Project Guide W38B - 1/

175 19. Engine room design Figure Major spare parts (9604DT115 rev. E) Note! Dimensions in [mm]. 1) Main bearing shell 7 kg. 2) Cylinder liner 612 kg. 3) Cylinder head 670 kg. 4a) Inlet valve 6 kg. 4b) Outlet valve 6 kg. 5) Valve spring in-out 3 kg. 6) Fuel injector 1 kg. 7) Piston pin bearing bush 6 kg. 8) Crank pin bearing shell 6 kg. 9) Piston + pin 190 kg. 10) Connecting rod 305 kg. 11) Crankshaft gearwheel 219 kg. 12) Camshaft gearwheel 147 kg. 13a) Intermediate gearwheel small 80 kg. 13b) Intermediate gearwheel large 122 kg. 14) Fuel pump l orange 60 kg. 172 Marine Project Guide W38B - 1/2002

176 19. Engine room design Engine room maintenance hatch Engine room maintenance hatch, recommended minimum free opening for engine parts, charge air cooler and turbocharger. Table Recommended minimum free opening for engine parts, charge air cooler and turbocharger. Engine type Minimum size [m] 6L x 1.2 8L x 1.4 9L x V x V x V x 1.4 Marine Project Guide W38B - 1/

177 19. Engine room design Notes 174 Marine Project Guide W38B - 1/2002

178 20. Transport dimensions and weights 20. Transport dimensions and weights Figure 20.1 In-line engine (9507DT670 rev -) Table 20.2 Dimensions in-line engine X 1 [mm] X 2 [mm] H 1 [mm] H 2 [mm] 6L L L ) Turbo charger on driving end 2) Turbo charger on free end Table 20.3 Masses in-line engine Engine [ton] Flexible mounting [ton] Support (wood) [ton] Hoisting tool [ton] 6L L L Note! 5% Tolerance on masses Marine Project Guide W38B - 1/

179 20. Transport dimensions and weights Figure 20.4 V-engine (9507DT671 rev -) Table 20.5 Dimensions in-line engine Engine X 1)1 [mm] X 2) [mm] H 1) [mm] H 2) [mm] 12V V V ) Turbo charger on driving end 2) Turbo charger on free end Table 20.6 Masses V-engine Engine Engine [ton] Flexible mounting [ton] Support (wood) [ton] Hoisting tool [ton] 12V V V Note! 5% Tolerance on masses 176 Marine Project Guide W38B - 1/2002

180 21. List of symbols 21. List of symbols Marine Project Guide W38B - 1/

181 21. List of symbols Notes 178 Marine Project Guide W38B - 1/2002

182 Wärtsilä Italia S.p.A. Bagnoli Della Rosandra, San Derligo della Valle Trieste-Italy Telephone: Fax (marine): PRG38B.05/01 Cover design: MB vormgevers