Main Data, Operating Data and General Design

01.1.

Main data for Vasa 32

Cylinder bore ... 320 mm Stroke ... 350 mm Piston displacement per cylinder ... 28.15 l

Firing order

Engine type Clockwise rotation Counter-clockwise rotation

4R32 1-3-4-2 1-2-4-3 6R32 1-5-3-6-2-4 1-4-2-6-3-5 8R32 1-3-7-4-8-6-2-5 1-5-2-6-8-4-7-3 9R32 1-7-4-2-8-6-3-9-5 1-5-9-3-6-8-2-4-7 12V32 A1-B1-A5-B5-A3-B3-A6-B6-A2-B2-A4-B4 A1-B4-A4-B2-A2-B6-A6-B3-A3-B5-A5-B1 16V32 A1-B1-A3-B3-A7-B7-A4-B4-A8-B8-A6-B6-

A2-B2-A5-B5 A1-B5-A5-B2-A2-B6-A6-B8-A8-B4-A4-B7-A7-B3-A3-B1 18V32 A1-B1-A7-B7-A4-B4-A2-B2-A8-B8-A6-B6-

A3-B3-A9-B9-A5-B5 A1-B5-A5-B9-A9-B3-A3-B6-A6-B8-A8-B2-A2-B4-A4-B7-A7-B1 Normally the engine rotates clockwise.

Lubricating oil volume in the engine

Engine type 4R32 6R32 8R32 9R32 12V32 16V32 18V32

Approx. oil volume in litres

Normal sump 670 1295 1655 1835 1875 2405 2670

Deep sump 1110 1910 2435 2700 2825 3620 4020

Oil volume between max. and min. marks

approx. litres/mm

Note!

In certain off-shore installations, oil volumes according to "normal sump" in the table above is to be used although the engine is equip‐ ped with a "deep sump".

This to prevent the crankshaft from touching the oil surface in situa‐ tions of large engine inclinations.

Lubricating oil volume in the turning device in litres

LKV132 8.5 - 9.5

Lubricating oil volume in the speed governor in litres 1.8 - 2.2 Approx. cooling water volume in the engine in litres

Engine type 4R32 6R32 8R32 9R32 12V32 16V32 18V32

Engine only 305 410 510 560 740 950 1060

Engine and inverse cooling system 470 600 750 750 950 1220 1360

01.2.

Recommended operating data

Apply to normal operation at nominal speed.

Normal values (xxx) _{Alarm (stop) limits} (xxx)

Load 100 % 30 % 30 - 100 % 30 %

Temperatures, (°C)

Lube oil before engine 62 - 70 73 - 80 80 90

Lube oil after engine 10 - 13 higher

5 - 8 higher

HT water after engine 91 - 100 100 (105)

HT water before engine 5 - 8 lower HT water rise over turbocharger 8 - 12 (15) 6 - 10 LT water before engine 30 - 38 65 - 70

Charge air in air receiver 50 - 60 60 - 70 70 (80)(xxxx)

Exhaust gas after cylinder See test records 60 higher Preheating of HT water 50 (MDO) 70 (HFO)

Gauge pressures (bar) Lube oil before engine at a speed of

600 RPM (10.0 r/s) 3.5 3 - 3.5 3.5 (2.5)

HT/LT water before HT/LT pump

(=static) 0.7 - 1.5

HT water before engine 2.2 - 4.8 (x) (xx)

LT water before charge air cooler 2.2 - 4.4 (x) (xx)

Fuel before engine 6 - 8 4 (HFO) 2 (MDO)

Starting air max. 30

Charge air See test records

Normal values (xxx) _{Alarm (stop) limits} (xxx)

Load 100 % 30 % 30 - 100 % 30 %

Other pressures (bar)

Firing pressure See test records

Opening pressure of safety valve on

lube oil pump 6 - 8

Visual indicator and electronic trans‐ ducer for high pressure drop over lube oil filter and fuel filter

1.2 - 1.8

(x) _{Depending on speed and installation.}

(xx)_{Alarm limit for main engine = idling pressure - 0.3 bar.}

(xxx) _{For engines without load dependent cooling water system the}

values for 0 - 30% load are not applicable. Under 30% load the lubri‐ cating oil and water temperatures fall a little.

(xxxx) _{Stop or load reduction.}

01.3.

Reference conditions

Reference conditions according to ISO 3046-1 (2002):

Air pressure ... 100 kPa (1.0 bar) Ambient temperature ... 298 K (25°C) Relative air humidity ... 30 % Cooling water temperature of charge air cooler ... 298 K (25°C) In case the engine power can be utilized under more difficult condi‐ tions than those mentioned above, it will be stated in the sales docu‐ ments. Otherwise, the engine manufacturer can give advice about the correct output reduction. As a guideline additional reduction may be calculated as follows:

a = 0.5 % for every °C the ambient temperature exceeds the stated value in the sales documents.

b = 1 % for every 100 m level difference above stated value in the sales documents.

c = 0.4 % for every °C the cooling water of the charge air cooler exceeds the stated value in the sales documents.

01.4.

General engine design

The engine is a turbocharged intercooled 4-stroke diesel engine with direct fuel injection.

The engine block is cast in one piece. The crankshaft is mounted in the engine block in an underslung way. The main bearing cap is sup‐ ported by two hydraulically tensioned main bearing screws and two horizontal side screws.

The charge air receiver is cast into the engine block as well as the cooling water header. The crankcase covers, made of light metal, seal against the engine block by means of rubber sealings.

The lubricating oil sump is welded.

The cylinder liners are designed with high collars and drilled cooling holes. The cooling effect is optimized to give the correct temperature of the inner surface.

The liner is provided with an anti-polishing ring in the upper part of the bore to eliminate the risk of bore polishing.

The main bearings are fully interchangeable trimetal or bimetal bear‐ ings which can be removed by lowering the main bearing cap. A hy‐ draulic jack is provided for every main bearing to lower and lift the main bearing cap.

The crankshaft is forged in one piece and is balanced by counter‐ weights as required.

The connecting rods in the Wärtsilä Vasa 32 Low NOX engines are of forged alloy steel and machined with round sections. All connecting rod studs are hydraulically tightened. The gudgeon pin bearing is of tri-metal type.

In older engines the connecting rods are drop forged. The big end is split and the mating faces are serrated. The small end bearing is stepped to achieve large bearing surfaces. The big end bearings are fully interchangeable trimetal or bimetal bearings.

The piston ring set in the Wärtsilä Vasa 32 Low NOX engines consist of two chromium-plated compression rings and one spring loaded oil

In the older engines the piston ring set consists of three chrome-plat‐ ed compression rings and one chrome-plated, spring-loaded oil scra‐ per rings.

The pistons are fitted with a Wärtsilä patented skirt lubricating system. The top ring grooves are hardened. Cooling oil enters the cooling space through the connecting rod. The cooling spaces are designed to give an optimal shaker effect.

The cylinder head, made of special cast iron, is fixed by four hydraul‐ ically tensioned screws. The head is of the double deck design and cooling water is forced from the periphery towards the centre giving efficient cooling in important areas.

The inlet valves are stellited and the stems are chromium-plated. The valve seat rings are made of a special cast iron alloy and are change‐ able.

The exhaust valves, also with stellited seats and chromium-plated stems, seal against the directly cooled valve seat rings. For some applications Nimonic valves are used.

The seat rings, made of a corrosion and pitting resistant material, are changeable.

The camshafts are made up from one-cylinder pieces with integrated cams. The bearing journals are separate pieces and thus it is possible to remove a camshaft piece sideways.

The injection pumps have integrated roller followers and can normally be changed without any adjustment. The pumps and piping are loca‐ ted in a closed space which is heat insulated for heavy fuel running. The turbochargers are normally located at the free end of the engine but, at request, can also be located at the driving end.

On a V-engine there are two chargers, one for each bank.

The charge air coolers are made as removable inserts, on the V-en‐ gines two identical ones.

The lubricating oil system includes a gear pump, oil filter, cooler with thermostat valve (not in V-engine), centrifugal bypass filter and an electrically driven prelubricating pump. The oil sump is dimensioned for the entire oil volume needed, and all cylinder numbers can be run in wet sump configuration. Dry sump running is also possible.

The starting system. The air supply into the cylinders is controlled by the starting air distributor run by the camshaft. The four-cylinder en‐ gine can alt. be provided with an air driven starting motor.

Cross-section of Wärtsilä VASA 32, in-line engine

0 5

Cross-section of Wärtsilä VASA 32, V-engine

05 50