Everything About Warstilla Engine

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Project guide for

Marine Applications

Wärtsilä 46 – Project guide for marine applications

Wärtsilä Finland Oy P.O.Box 252

W0102E / Bock´s Of

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Introduction

This Project Guide provides you with the information required for the layout of marine propulsion plants with Wärtsilä 46 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. This issue replaces Issue 1996.

8 January 2001 Wärtsilä Finland Oy Marine P.O. Box 252 FIN-65101 VAASA Finland Introduction

THIS PUBLICATION IS DESIGNED TO PROVIDE AS ACCURATE AND AUTHORITIVE 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.

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1. General data and outputs

1.1. Technical main data

The Wärtsilä 46 is a 4-stroke, non-reversible, turbo-charged and intercooled diesel engine with direct injec-tion of fuel.

Cylinder bore 460 mm

Stroke 580 mm

Piston displacement 96.4 l/cyl

Number of valves 2 inlet valves and 2 exhaust valves Cylinder configuration 6, 8, 9, in-line

12, 16, 18 in V-form

V-angle 45°

Direction of rotation clockwise,

counter-clockwise on request

1.2. Fuel characteristics

1. General data and outputs

A-rating B-rating C-rating

Speed [RPM] Cylinder output [kW] Cylinder output [HP] Mean effective pressure [bar] Mean piston speed [m/s]

450 905 1230 25.0 8.7 500 905 1230 22.5 9.7 514 905 1230 21.9 9.9 500 975 1325 24.3 9.7 514 975 1325 23.6 9.9 500 1050 1425 26.1 9.7 514 1050 1425 25.4 9.9

The Wärtsilä 46 is designed and developed for continuous operation, without reduction in the rated output, on fuels with the below mentioned properties. Heavy fuels of type HFO1 and HFO2 are permissible, the effect on overhaul in-tervals and expected component life times being indicated in chapter 2.6.

Light fuel oil (4V92A0941)

Property Unit ISO-F-DMB ISO-F-DMC1) _{Test method ref.}

Viscosity, min., before injection pumps2) _cSt

2.8 2.8 ISO 3104

Viscosity, max. cSt at 40°C 11.0 14.0 ISO 3104

Density, max. kg/m³ at 15°C 900 920 ISO 3675 or 12185

Cetane number 35 - ISO 5165 or 4264

Water, max. % volume 0.3 0.3 ISO 3733

Sulphur, max. % mass 2.0 2.0 ISO 8574

Ash, max. % mass 0.01 0.05 ISO 6245

Vanadium, max. mg/kg — 100 ISO 14597

Sodium before engine, max.2) _mg/kg _— ₃₀ _{ISO 10478}

Aluminium + Silicon, max. mg/kg — 25 ISO 10478

Aluminium + Silicon before engine, max.2) _mg/kg _— ₁₅ _{ISO 10478}

Conradson carbon residue, max. % mass 0.30 2.50 ISO 10370

Flash point (PMCC), min.2) _°C ₆₀ ₆₀ _{ISO 2719}

Pour point, max.3) _°C _0–6 _0–6 _{ISO 3016}

Sediment % mass 0.07 — ISO 3735

Total sediment potential, max. % mass — 0.10 ISO 10307-1

1)_{Use of ISO-F-DMC category fuel is allowed provided that the fuel treatment system is equipped with a fuel}

centri-fuge.

2)_{Additional properties specified by the engine manufacturer, which are not included in the ISO specification or differ}

from it.

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Heavy fuel oil (4V92A0941)

Property Unit Limit HFO 1 Limit HFO 2 Test method ref.

Viscosity, max. cSt at 100°C cSt at 50°C Redwood No. 1 s at 100°F 55 730 7200 55 730 7200 ISO 3104

Density, max. kg/m³ at 15°C 9911)_/1010 ₉₉₁1)_/1010 _{ISO 3675 or 12185}

CCAI, max.4) ₈₅₀ ₈₇₀2) _{Shell’s formula}

Water, max. % volume 1.0 1.0 ISO 3733

Water before engine, max.4) _{% volume} _0.3 _0.3 _{ISO 3733}

Sulphur, max. % mass 2.0 5.0 ISO 8754

Ash, max. % mass 0.05 0.20 ISO 6245

Vanadium, max. mg/kg 100 6003) _{ISO 14597}

Sodium, max.4) _mg/kg ₅₀ ₁₀₀3) _{ISO 10478}

Sodium before engine, max.4) _mg/kg ₃₀ ₃₀ _{ISO 10478}

Aluminium + Silicon, max. mg/kg 30 80 ISO 10478

Aluminium + Silicon before

engine, max.4) mg/kg 15 15 ISO 10478

Conradson carbon residue, max. % mass 15 22 ISO 10370

Asphaltenes, max.4) _{% mass}

8 14 ASTM D 3279

Flash point (PMCC), min. °C 60 60 ISO 2719

Pour point, max. °C 30 30 ISO 3016

Total sediment potential, max. % mass 0.10 0.10 ISO 10307-2

1)_{Max. 1010 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 and 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 at the moment.

3)_{Sodium contributes to hot corrosion on exhaust valves when combined with high sulphur and vanadium contents.}

Sodium also contributes strongly to fouling of the exhaust gas turbine blading at high loads. The aggressiveness of the fuel depends on its proportions of sodium and vanadium, but also on the total amount of ash. Hot corrosion and de-posit 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 than speci-fied above, can cause hot corrosion on engine components.

4)_{Not covered by below mentioned standards.}

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1.3. Maximum continuous output

Nominal speed 500 RPM is preferred, for propulsion en-gines.

The mean effective pressure can be calculated as fol-lows:

P₁= output per cylinder p_e= mean effective pressure n = engine speed

1.4. Reference conditions

The reference conditions of the max. continuous output are according to ISO 3046-1 : 1995(E), i.e.

•

total barometric pressure 1.0 bar

•

air temperature 25°C

•

relative humidity 30%

•

charge air coolant temperature 25°C

The output is available up to a charge air coolant tem-perature of max. 38°C and an air temtem-perature of max. 45°C. For higher temperatures, the output has to be re-duced according to the formula stated in the ISO stan-dard.

The stated specific fuel consumption applies to engines without engine driven pumps, operating in ambient con-ditions according to ISO 3046-1 : 1995(E).

Maximum continuous output in kW (metric HP)

Engine type A-rating (450, 500, 514 RPM*) B-rating (500, 514 RPM) C-rating (500, 514 RPM)

[kW] [HP] [kW] [HP] [kW] [HP] 6L46 5430 7380 5850 7950 6300 8550 8L46 7240 9840 7800 10600 8400 11400 9L46 8145 11070 8775 11925 9450 12825 12V46 10860 14760 11700 15900 12600 17100 16V46 14480 19680 15600 21200 16800 22800 18V46 16290 22140 17550 23850 18900 25650 * 18V46, only 500 and 514 RPM

n [RPM ] · 0.10921

P [hp ]

₁ pe

[bar ]=

n [RPM] · 0.08033

p [bar ]=

e

P [kW ]

1

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1.5. Principal dimensions and weights

In-line engines (3V58E0537b)

Engine A* A B C D E E2 F G H I K M Weight [ton] 6L46 8L46 9L46 7580 9488 10308 8290 10005 10825 3343 3604 3604 2878 3177 3270 650 650 650 1457 1457 1457 1230 1230 1230 6170 7810 8630 460 460 460 1446 1446 1446 1940 1940 1940 1625 1830 1830 1014 1282 1282 93 119 134 * Turbocharged at flywheel end

The weights are dry weights of rigidly mounted engines with TPL turbochargers and without flywheel and pumps. For applications with restricted height a low sump can be specified (dimension E2 instead of E), However without the hydraulic jacks.

Additional weights [ton]:

Item 6L46 8L46 9L46

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V-engines (3V58E0538)

Engine A* A B C D E F G H I K M Weight [ton] 12V46 16V46 18V46 10258 12345 13445 10377 12480 13580 3662 3986 3986 4415 5347 5347 800 800 800 1502 1502 1502 7850 10050 11150 460 460 460 1800 1800 1800 2290 2290 2290 2208 2674 2674 1903 1790 1790 166 213 237 * Turbocharged at flywheel end

The weights are dry weights of rigidly mounted engines with TPL turbochargers and without flywheel and pumps. Additional weights [ton]:

Item 12V46 16V46 18V46

Flywheel

Flexible mounting (without limiters) Built-on pumps 1 - 3 5.6 2.4 1 - 3 6.9 2.4 1 - 3 7.7 2.4

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1.6. Definitions

In-line engine (2V58F0007a)

V-engine (1V58F0008)

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2. Operation data

2.1. Dimensioning of propellers

CP-propeller

The controllable pitch propellers are normally designed so that 85 - 100% of the maximum continuous engine output at nominal speed is utilized when the ship is on trial at specified speed and load. 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 CP-propeller load control are required in all installations. In installations where several engines are connected to the same propeller, load shar-ing is necessary.

The diagrams show the operating ranges for CP-propel-ler 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.

The idling (clutch-in) speed should be as high as possi-ble and will be decided separately in each case. Note! 18V46 is not available for diesel-mechanical appli-cations.

A-rating: operating field for CP-propeller, rated

speed 450 RPM (4V93L0518a)

Remarks:

Restrictions for low load operation to be observed.

A-rating: operating field for CP-propeller, rated

speed 500 RPM (4V93L0519a)

Remarks:

B-rating: operating field for CP-propeller, rated

speed 500 RPM (4V93L0520a)

Remarks:

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C-rating: operating field for CP-propeller, rated

speed 500 RPM (4V93L0539a)

FP-propeller (with A and B-rating only)

The dimensioning of fixed 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 blade in water increases with time.

•

Bollard pull, towing and acceleration requires higher torque than free running.

•

Propellers rotating in ice require higher torque. The FP-propeller 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. Typically this corresponds to 81 - 82% for the pro-peller itself.

For ships intended for towing, the propeller can be de-signed for 95% of the maximum speed for bollard pull or at towing speed. The absorbed power at free running and nominal speed is usually then relatively low, 65 -80% of the output at bollard pull.

For ships intended for operation in heavy ice, the addi-tional torque of the ice should furthermore be consid-ered.

The diagram below shows the permissible operating range for FP-propeller installations as well as the

recom-A-rating: operating field for FP-propeller, rated

speed 500 RPM (4V93L0491)

Remarks:

*) engine output (shaft losses 3% to be noted) Restrictions for low load operation to be observed. A shaft brake should be used to enable fast manoeuv-ring (crash-stop).

6L46, 8L46, 9L46 and 12V46 and 16V46 type engines are available for fixed pitch installations.

B-rating: operating field for FP-propeller, rated

speed 500 rpm (4V93L0757)

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Dredgers

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 70% or 80% of the nominal speed i.e. down to 350 or 400 rpm.

If the requirement is to go down to 400 rpm at constant torque the engine nominal MCR can be in accordance with standard A- or B- ratings without any de-rating, nominal speed 500 rpm. C-rating is not allowed. If the requirement is to go down to speed 350 rpm at constant torque the engine nominal MCR should be de-rated to 800 kW/cyl, nominal speed 500 rpm.

Operation in this low speed / high torque range should only be temporary.

Engine MCR is valid at 45ºC inlet air temperature and 38ºC LT-water inlet temperature.

2.2. Loading capacity

The loading speed must be controlled in a modern turbocharged diesel engine so that sufficient amount of air corresponding to the need for a complete combus-tion of the injected fuel can be delivered by the turbo-charged. This can be obtained if the loading speed does not exceed the curve in the diagram below.

Diesel-mechanical propulsion

The loading is to be controlled by a load increase programme, which is included in the propeller control system.

Emergency loading may only be possible with a sepa-rate emergency running programme. The use of this programme must create alarm lights and an audible alarm in the control room and alarm lights on the com-mand bridge as well.

Load capacity (4V93D0040)

2. Operation data

Emergency loading

Normal max. Loading in operating condition (HT-water and lube oil temperature at nominal level)

Load acceptance with preheated engine in standby cond. (HT-water temperature min. 60°C, lube oil temperature min. 40°C)

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Main engines driving generators for propulsion

Compared to rules for auxiliary generator engines the re-quired loading capacity of engines for diesel-electric ap-plications is more subject to project specific considerations. Depending on the installation, e.g. a two-step or three-step loading from 0 - 100% might not be justified and therefore not required by classification rules.

The loading performance is affected by the rotational in-ertia of the whole generating set, the speed governor ad-justment and behaviour, generator design, alternator excitation system, voltage regulator behaviour and nominal output influence the values.

Maximum allowed instant load step, when steady state is reached, is 33% MCR. Steady state speed band is when the envelope of speed variation does not exceed ±1%.

Steady state means that the turbocharged 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 when a max. allowed step load of 33% is applied.

An instant unloading of the whole max. continuous load cause a transient increase in speed of 10% and the re-covery time to no load steady state speed band is 5 sec-onds.

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 separate chapter.

2.3. Operation at low air temperature

When planning specialized ships for cold conditions the following shall be considered:

•

To ensure starting, the inlet air temperature should be min. 5°C.

•

For idling, the inlet air temperature should be min. 5°C.

•

The lowest permissible inlet air temperature at high load is -5°C with a standard engine. For lower temper-atures special provisions shall be made.

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 undercooling of the HT-water special provisions shall be made, e.g. by designing the preheating arrangement to heat the run-ning engine.

For operation at high load in cold climate the capacity of the wastegate arrangement is specified on a case-by-case basis.

For further guidelines, see chapter 19.8.

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 opera-tion on heavy fuel is preferred instead of changing over to diesel fuel at low load operation and manoeuvring. The following recommendations apply to idling and low load operation:

Absolute idling (declutched main engine, unloaded gen-erator):

•

Max. 10 min. (recommended 3 - 5 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% of the rated load.

Operation at higher than 20% load:

•

No restrictions.

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2.5. Lubricating oil quality

Engine lubricating oil

The system oil should be of viscosity class SAE 40 (ISO VG 150).

The alkalinity, BN, of the system oil should be 30 - 55 mg/KOH/g in heavy fuel use; higher 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 recom-mended, if the use of BN 40 lubricants also causes short oil change intervals.

Today’s modern trunk piston diesel engines are stress-ing the lubricatstress-ing oils heavily due to a.o. low specific lu-bricating oil consumption. Also ingress of residual fuel combustion products into the lubricating oil can cause deposit formation on the surface of certain engine com-ponents resulting in severe operating problems. Due to this many lubricating oil suppliers have developed new lubricating oil formulations with better fuel and lubricat-ing oil compatibility.

The lubricating oils mentioned in Table 2 are represent-ing 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.

The lubricating oils in Table 3, representing conventional additive technology, are also approved for use. How-ever, with these lubricating oils, the service intervals will most likely be shorter.

If gas oil or marine diesel oil is used as fuel, a lubricating oil with a BN of 10 - 22 is recommended. However, an ap-proved lubricating oil with a BN of 24 - 30 can also be used, if the desired lower BN lubricating oil brand is not included in Table 1.

NB! Different oil brands not to be blended unless approved by oil supplier and, during guarantee time, by engine man-ufacturer.

Turbocharger lubricating oil

The lubricating oil system of the ABB TPL turbocharged is incorporated in the lubricating oil system of the engine.

Speed governor

For the speed governor both turbine and normal system oil can be used.

Oil quantity in speed governor:

Engine Litres (approx.)

Wärtsilä L46

Wärtsilä V46 27

Engine turning device

Refer to Table 4 for oil type. Oil quantity in turning device:

Wärtsilä 6L, 8L46 9 litres

Wärtsilä 9L, 12V, 16V, 18V46 68 - 70 litres

Table 1 - Approved system oils recommended in the first place, in gas oil or marine diesel oil installations

(fuel categories A and B)

Supplier Brand name Viscosity BN Fuel category

BP Energol HPDX40 SAE 40 12 A

Caltex Delo 1000 Marine SAE 40

Delo 2000 Marine SAE 40 SAE 40SAE 40 1220 AA, B

Castrol MHP 154 Seamax Extra 40 TLX 204 SAE 40 SAE 40 SAE 40 15 15 20 A, B A, B A, B

Chevron Delo 1000 Marine 40

Delo 2000 Marine 40 SAE 40SAE 40 1220 AA, B

ExxonMobil Mobilgard ADL 40

Mobilgard 412 SAE 40SAE 40 1515 A, BA, B

FAMM Delo 1000 Marine 40 SAE 40 12 A

Shell Gadinia Oil 40 (SL0391)

Sirius FB Oil 40 SAE 40SAE 40 1213 AA

Texaco Taro XD 40 SAE 40 12 A

TotalFina Caprano S 412

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Table 2 - Approved system oils: lubricating oils with improved detergent/dispersant additive chemistry - fuel

category C, recommended in the first place

BP Energol IC-HFX 304 Energol IC-HFX 404 Energol IC-HFX 504 SAE 40 SAE 40 SAE 40 30 40 50 A, B, C A, B, C A, B, C

Caltex Delo 3000 Marine SAE 40

Delo 3400 Marine SAE 40 Delo 3550 Marine SAE 40

SAE 40 SAE 40 SAE 40 30 40 55 A, B, C A, B, C A, B, C Castrol TLX 304 TLX 404 TLX 504 TLX 554 SAE 40 SAE 40 SAE 40 SAE 40 30 40 50 55 A, B, C A, B, C A, B, C A, B, C

Chevron Delo 3000 Marine 40

Delo 3400 Marine 40 Delo 3550 Marine 40 SAE 40 SAE 40 SAE 40 30 40 55 A, B, C A, B, C A, B, C Elf Aurelia 4030 Aurelia XT 4040 Aurelia XT 4055 SAE 40 SAE 40 SAE 40 30 40 55 A, B, C A, B, C A, B, C

ExxonMobil Exxmar 30 TP 40 PLUS

Exxmar 40 TP 40 PLUS Exxmar 50 TP 40 PLUS Mobilgard 430 Mobilgard 440 Mobilgard 50 M Mobilgard SP 55 SAE 40 SAE 40 SAE 40 SAE40 SAE 40 SAE 40 SAE 40 30 40 50 30 40 50 55 A, B, C A, B, C A, B, C A, B, C A, B, C A, B, C A, B, C FAMM Taro 30 DP 40 Taro 40 XL 40 Taro 50 XL 40 SAE 40 SAE 40 SAE 40 30 40 50 A, B, C A, B, C A, B, C Petron Petromar XC 3040 Petromar XC 4040 Petromar XC 5540 SAE 40 SAE 40 SAE 40 30 40 55 A, B, C A, B, C A, B, C

Repsol YPF Neptuno W NT 4000 SAE 40

Neptuno W NT 5500 SAE 40 SAE 40SAE 40 4055 A, B, CA, B, C

Shell Argina T 40 Argina X 40 Argina XL 40 SAE 40 SAE 40 SAE 40 30 40 50 A, B, C A, B, C A, B, C Texaco Taro 30 DP 40 Taro 40 XL 40 Taro 50 XL 40 SAE 40 SAE 40 SAE 40 30 40 50 A, B, C A, B, C A, B, C TotalFina Stellano S 430 Stellano S 440 Stellano S450 SAE 40 SAE 40 SAE 40 30 40 50 A, B, C A, B, C A, B, C

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Table 4 - Approved lubricating oils for engine turning device

Supplier Brand name Viscosity [cSt at 40°C] Viscosity [cSt at 100°C] Viscosity index (VI)

Agip Blasia 320 300 23.0 95 BP Energol GR-XP 460 425 27.0 88 Castrol Alpha SP 460 460 30.5 95 Elf Epona Z 460 470 30.3 93 ExxponMobil Spartan EP 460 Mobilgear 634 460437 30.827.8 9696

Shell Omala Oil 460 460 30.8 97

Texaco Meropa 460 460 31.6 100

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. It is generally designated MDO (Marine Diesel Oil) in the marine field.

Fuel category C

• Comprises fuel classes ISO-F-DMC and ISO-F-RMA 10 - K55. • 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 plants 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. 1010 kg/m³ at 15°C.)

Table 3 - Approved system oils: lubricating oils with conventional detergent/dispersant additive chemistry

ExxonMobil Exxmar 30 TP 40

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2.6. Overhaul intervals and expected life times of engine components

The following over haul intervals and life times are for guidance only. Actual figures may vary depending on service conditions. Fuel qualities are specified in a separate chapter in the beginning of the Project Guide.

Time between overhauls (h)

Work description HFO2 HFO1 MDO

Injector, testing 3000 3000 3000

Injection pump 12000 12000 12000

Cylinder head 12000 12000 16000

Piston, liner 12000 12000 16000

Piston crown/skirt, dismantling of one 12000 12000 16000

Piston crown/skirt, dismantling of all 24000 24000 32000

Big end bearing, inspection of one 12000 12000 16000

Big end bearing, replacement of all 36000 36000 36000

Main bearing, inspection of one 18000 18000 18000

Main bearing replacement of all 36000 36000 36000

Camshaft bearing, inspection of one 36000 36000 36000

Camshaft bearing, replacement of all 60000 60000 60000

Turbocharger, mechanical cleaning 12000 12000 12000

Turbocharger bearings, inspection 12000 12000 12000

Charge air cooler cleaning 6000 6000 6000

Expected life time (h)

Engine component HFO2 HFO1 MDO

Injection nozzle 6000 6000 6000

Injection pump element 24000 24000 24000

Inlet valve seat 36000 36000 36000

Inlet valve, guide and rotator 24000 24000 32000

Exhaust valve seat 36000 36000 36000

Exhaust valve, guide and rotator 24000 24000 32000

Cylinder head 60000 60000 64000

Piston crown, including one reconditioning 36000 48000 48000

Piston skirt 60000 60000 64000

Piston rings 12000 12000 16000

Cylinder liner 72000 96000 96000

Antipolishing ring 12000 12000 16000

Gudgeon pin 60000 60000 64000

Gudgeon pin bearing 36000 36000 36000

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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 gen-erators (operated at constant speed).

The parameters of engines driving fixed-pitch propellers are as ”CPP”. However, all outputs stages and nominal speeds are not available for FPP-applications.

All technical data is valid for engines with ABB TPL type turbochargers and miller timing.

Ambient conditions

The basic heat balance (in the table) is given in the so-called ISO-conditions (25°C suction air and 25°C LT-water temperature). The heat balance is, however, affected by the ambient conditions. The effect of the charge air suction temperature can be seen in the fig-ures below.

The recommended LT-water system is based on main-taining a constant charge air temperature to minimise condensate. The external cooling water system will maintain an engine inlet temperature close to 38°C. On part load, the LT-water thermostatic valve of the engine will by-pass a part of the LT-water to maintain the charge air temperature at a constant level. With this ar-rangement the heat balance in not affected by variations in the LT-water temperature.

3. Technical data

Influence of suction air temperature

0,70 0,75 0,80 0,85 0,90 0,95 1,00 1,05 1,10 1,15 - 10 0 10 20 30 40 50

Sucti on ai r temperature, degr.C

HT-water (jacket + CAC) heat load LT-water (jacket + CAC) heat load Lubricating oil heat load Convection and radiation Combustion air mass f low Exha ust gas mass flow

HT-water

LT -water C onv.&Rad. Lube oil

Exhaust gas & C ombustion air

Influence of suction air temperature on exhaust gas temperature

-50 -40 -30 -20 -10 0 10 20 30 40 -10 0 10 2 0 30 40 50

Sucti on ai r temperature , degr.C

D

egr

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Coolers

The coolers are typically dimensioned for tropical condi-tions, 45°C suction air and 32°C sea water temperature. A sea water temperature of 32°C typically translates to an LT-water temperature of 38°C. Correction factors are obtained from the diagrams.

Example: The heat balance of a 6L46C engine (nominal speed 500 rpm, driving a CPP) in tropical conditions:

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 is ISO-conditions, representing average conditions rea-sonably well in many cases.

The following load-dependent diagrams are included:

Drawing name Nom. rpm rpm mode Parameter Doc.number

1 2 3 4 5 6

Wärtsilä 46A CPP Heat balance vs. Load

Wärtsilä 46A D-E Heat balance vs. Load Wärtsilä 46B CPP Heat balance vs. Load

Wärtsilä 46B D-E Heat balance vs. Load Wärtsilä 46C CPP Heat balance vs. Load

Wärtsilä 46C D-E Heat balance vs. Load

450 450 500 500 450/500/514 450/500/514 450/500/514 450/500/514 514 500/514 500/514 500 500 500/514 500/514 500/514 500/514 514 500/514 500/514 500 500 500/514 500/514 500/514 500/514 514 500/514 variable constant variable constant variable constant variable constant variable constant variable constant variable constant variable constant variable constant variable constant EGF EGF EGF EGF HT HT LT LT EGF HT LT EGF EGF HT HT LT LT EGF HT LT EGF EGF HT HT LT LT EGF HT 4V93E0374 4V93E0375 4V93E0376 4V93E0377 4V93E0378 4V93E0379

Factor ISO Tropical

Suction air temperature HT-water total (jacket + CAC) Lubricating oil

LT-water total (lube oil + CAC) Central cooler (HT+LT) total Convection and radiation Combustion air mass flow Exhaust gas mass flow Exhaust gas temperature

C kW kW kW kW kW kg/s kg/s kW 1.13 1.01 1.04 1.09 1.03 0.94 0.94 +30 25 1840 810 1540 3380 240 10.7 11.0 380 45 2073 818 1605 3678 247 10.1 10.3 410

(20)

There are separate load-dependent exhaust gas and heat balance diagrams for variable speed engines oper-ated at:

•

Constant speed. This is a typical operating mode of a variable speed engine with a shaft generator. The fig-ures are somewhat different from a pure constant speed engine.

•

Variable speed. Propeller law operation is assumed. If necessary, accurate figures when operating accord-ing to a combination curve can be obtained by inter-polation from these two diagrams.

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 the table below:

50 Engine load, %75 85 100

Constant speed Lube oil pump

HT- & LT-pump total 4.02.0 3.01.6 2.51.3 2.01.0

Propeller law Lube oil pump

(21)

3.2. Technical data tables

Wärtsilä 6L46

6L46A

6L46B

6L46C

Engine speed test RPM 450 500 514 500 514 500 514

Engine output kW 5430 5850 6300

Engine output HP 7385 7955 8570

Combustion air system

Flow of air, CPP 1) kg/s 9.5 9.9 10.1 10.3 10.5 10.7 10.9

Flow of air, D-E 1) kg/s – 9.9 10.1 10.5 10.7 11.0 11.2

Exhaust gas system

Temperature after turbocharger, CPP 2) °C 380 380 375 380 375 380 375

Temperature after turbocharger, D-E 2) °C – 360 355 360 355 360 355

Exhaust gas flow, CPP 1) kg/s 9.7 10.2 10.4 10.6 10.8 11.0 11.2

Exhaust gas flow, D-E 1) kg/s – 10.2 10.4 10.8 11.0 11.3 11.5

Heat balance at ISO conditions

Lubricating oil 3) kW 730 770 810

Jacket water 3) kW 610 630 650

Charge air HT-circuit 3) kW 840 1000 1190

Charge air LT-circuit 3) kW 590 660 730

Radiation 3) kW 220 230 240

Fuel system

Circulation pump capacity m³/h 3.1...3.8 3.3...4.1 3.6...4.4

Leak fuel flow, clean heavy fuel (100% load) kg/h 4.5 4.5 4.5

Leak fuel flow, marine diesel oil (100% load) kg/h 22.5 22.5 22.5

Fuel consumption, 100% load, CPP 4) g/kWh 172 173 174

Fuel consumption, 100% load, D-E 4) g/kWh 173 173 174

Lubricating oil system

Pump capacity (main), direct driven

- variable speed (CPP, FPP) m³/h 157 157 157

- constant speed (D-E) m³/h – 149 153 149 153 149 153

Pump capacity (main), el. driven, separate m³/h 140 140 140

Pump capacity (prelubricating) m³/h 34 34 34

Oil flow to engine m³/h 120 120 120

Oil volume in separate system oil tank, nom. m³ 8 8 8

Oil volume in engine m³ 0.25 0.25 0.25

High temperature cooling water system

Pump capacity m³/h 120 135 135

Water volume in engine m³ 0.95 0.95 0.95

Low temperature cooling water system

Starting air system

Air consumption per start (20°C) Nm³ 3.6 3.6 3.6

CPP Controllable-pitch propeller installations D-E Diesel-electric installations

All engines have a waste-gate (on generator engines operated above 100% load).

(22)

Wärtsilä 8L46

8L46A

8L46B

8L46C

Engine speed RPM 450 500 514 500 514 500 514

Combustion air system

Flow of air, D-E 1) kg/s - 13.2 13.5 14.0 14.3 14.7 14.9

Exhaust gas system

Temperature after turbocharger, D-E 2) °C - 360 355 360 355 360 355

Exhaust gas flow, D-E 1) kg/s - 13.6 13.9 14.4 14.7 15.1 15.3

Heat balance at ISO conditions

Jacket water HT circuit 3) kW 820 840 870

Fuel system

Leak fuel flow, clean heavy fuel (100% load) kg/h 6 6 6

Leak fuel flow, marine diesel oil (100% load) kg/h 30 30 30

Lubricating oil system

- constant speed (D-E) m³/h - 149 153 149 153 149 153

Pump capacity (main), separate, el. driven m³/h 145 145 145

Oil volume in separate system oil tank, nom. m³ 10.8 10.8 10.8

High temperature cooling water system

Low temperature cooling water system

Starting air system

1) At ISO 3046-1 conditions (ambient air temperature 25°C, LT-water 25°C) and 100% load. Tolerance ± 5%. 2) At ISO 3046-1 conditions (ambient air temperature 25°C, LT-water 25°C) and 100% load. Tolerance ± 15°C.

3) At ISO 3046-1 conditions (ambient air temperature 25°C, LT-water 25°C) and 100% load. Distribution of heat within the balance has a tolerance of 10%. Fouling factors and a margin to be taken into account when dimensioning the heat exchangers (lubricating oil cooler, central cooler).

4) According to ISO 3046-1-1993, lower calorific value 42700 kJ/kg, without engine driven pumps. Tolerance ± 5%. For propulsion engines the consumption is given according to propeller law.

(23)

Wärtsilä 9L46

9L46A

9L46B

9L46C

Engine speed RPM 450 500 514 500 514 500 514

Combustion air system

Flow of air, D-E 1) kg/s - 14.9 15.1 15.8 16.0 16.5 16.8

Exhaust gas system

Heat balance at ISO conditions

Jacket water HT-circuit 3) kW 920 950 970

Fuel system

Lubricating oil system

High temperature cooling water system

Low temperature cooling water system

Starting air system

(24)

Wärtsilä 12V46

12V46A

12V46B

12V46C

Engine speed RPM 450 500 514 500 514 500 514

Combustion air system

Flow of air, D-E 1) kg/s - 19.8 20.2 21.0 21.4 22.0 22.4

Exhaust gas system

Heat balance at ISO conditions

Jacket water 3) kW 1260 1320 1420

Fuel system

Lubricating oil system

High temperature cooling water system

Low temperature cooling water system

Starting air system

(25)

Wärtsilä 16V46

16V46A

16V46B

16V46C

Engine speed RPM 450 500 514 500 514 500 514

Combustion air system

Flow of air, D-E 1) kg/s - 26.4 26.9 28.0 28.5 29.3 29.9

Exhaust gas system

Heat balance at ISO conditions

Jacket water 3) kW 1680 1760 1890

Fuel system

Lubricating oil system

High temperature cooling water system

Low temperature cooling water system

Starting air system

(26)

Wärtsilä 18V46

18V46A

18V46B

18V46C

Engine speed RPM 450 500 514 500 514 500 514

Combustion air system

Flow of air, D-E 1) kg/s - 29.7 30.0 31.5 32.1 33.0 33.6

Exhaust gas system

Heat balance at ISO conditions

Jacket water 3) kW 1890 1980 2120

Fuel system

Lubricating oil system

High temperature cooling water system

Low temperature cooling water system

Starting air system

D-E Diesel-electric installations

(27)

Design parameters of auxiliary systems

Combustion air system

Ambient air temperature, max. °C 45

Air temperature after air cooler °C 40...70

Air temperature after air cooler, alarm °C 75

Fuel system

Pressure before injection pumps, nom bar 7

Pressure before injection pumps, alarm bar 4

Injection viscosity, HFO cSt 16 ...24

Injection viscosity, MDO/MGO, min. cSt 2.8

Lubricating oil system

Pressure before engine, nom. bar 4

Pressure before engine, alarm bar 3

Pressure before engine, stop bar 2

Pressure after main oil pump, max. bar 8

Suction ability of built-on pump bar 0.4

Prelubricating pressure, nom. bar 0.8

Prelubricating pressure, alarm bar 0.5

Pressure drop over lubricating oil cooler bar 0.8...1.0

Temperature before engine, nom. °C 63

Temperature before engine, alarm °C 80

Temperature after engine, about °C 78

Filter fineness, nom. (automatic fine filter) microns 20 Absolute mesh size, max. (automatic fine filter) microns 35

Filter fineness, nom. (safety filter) microns 50

Absolute mesh size, max. (safety filter) microns 60

Filter differential pressure, alarm bar 0.8

Oil consumption (100% load), tol. +0.3 g/kWh g/kWh 0.5

High temperature cooling water system

Pressure before engine, nom. (incl. static pressure) bar 3.2 Pressure before engine, alarm (incl. static pressure) bar 2 Pressure before engine, max. (incl. static pressure) 2) bar 4.8

Temperature before engine, about °C 74

Temperature after cylinders, nom. °C 82

Temperature after charge air cooler, nom. °C 91

Temperature after cylinders, alarm °C 105

Temperature after cylinders, stop °C 110

Delivery head of pump 1) bar 2.5

Pressure drop over engine bar 0.5

Pressure drop over charge air cooler bar 0.2

Pressure from expansion tank bar 0.7...1.5

Pressure drop over central cooler, typical bar 0.6

Low temperature cooling water system

Pressure before engine, nom. (incl. static pressure) bar 3.2 Pressure before engine, alarm (incl. static pressure) bar 2 Pressure before engine, max. (incl. static pressure) 2) bar 4.4

Temperature before engine, max. °C 38

Temperature before engine, min. °C 25

Delivery head of pump 1) bar 2.5

Pressure drop over charge air cooler bar 0.3

Pressure drop over lubricating oil cooler, typical bar 0.4...0.6

Pressure drop over thermostatic valve, typical bar 0.2

Pressure drop over central cooler, typical bar 0.6

Pressure from expansion tank bar 0.7...1.5

Starting air system

(28)

3.3. Exhaust gas and heat balance

diagrams

Wärtsilä 46A CPP (4V93E0374)

Exhaust gas massflow,

Wärtsilä 46A, CPP 450 rpm variable speed

ISO 3046 conditions. Tolerance +5 %.

0 5 10 15 20 25 30 40 50 60 70 80 90 100 Output, % E x h a us t g as m a s s flow k g /s 16V46 12V46 9L46 8L46 6L46

W ärtsilä 46A, CPP 450 rpm constant speed

ISO 3046 c onditions. Tolerance +5 %.

0 5 10 15 20 25 30 40 50 60 70 80 90 100 Output, % E x ha us t g as m a s s flo w k g /s 16V46 12V46 9L46 8L46 6L46

(29)

W ärtsilä 46A, CPP 500 rpm constant speed

0 5 10 15 20 25 30 E x ha us t g as m a s s flo w k g /s 16V46 12V46 9L46 8L46 6L46

Wärtsilä 46A, CPP 500 rpm variable speed

0 5 10 15 20 25 30 40 50 60 70 80 90 100 Output, % E x ha us t g a s m a s s fl ow k g /s 16V46 12V46 9L46 8L46 6L46

(30)

HT circuit (jacket + charge air cooler) heat dissipation, W ärtsilä 46A, CPP 450/500/514 rpm variable speed

0 500 1000 1500 2000 2500 3000 3500 4000 4500 40 50 60 70 80 90 100 Output, % H e a t d is s ip a tio n , k W 16V46 12V46 9L46 8L46 6L46

HT circuit (jacket + charge air cooler) heat dissipation, Wärtsilä 46A, CPP 450/500/514 rpm constant speed

0 500 1000 1500 2000 2500 3000 3500 4000 4500 40 50 60 70 80 90 100 Output, % H e a t di s s ipa tio n , k W 16V46 12V46 9L46 8L46 6L46

(31)

LT circuit (lubricating oil + charge air cooler) heat dissipation, W ärtsilä 46A, CPP 450/500/514 rpm variable speed

0 500 1000 1500 2000 2500 3000 3500 40 50 60 70 80 90 100 Output, % H e at d is s ipat io n , k W 16V46 12V46 9L46 8L46 6L46

LT circuit (lubricating oil + charge air cooler) heat dissipation, Wärtsilä 46A, CPP 450/500/514 rpm constant speed

500 1000 1500 2000 2500 3000 3500 H e a t di s s ipa tio n , k W 16V46 12V46 9L46 8L46 6L46

(32)

Wärtsilä 46A Diesel-electric (4V93E0375)

Exhaust gas massflow, Wärtsilä 46A, 514 rpm D-E

0 5 10 15 20 25 30 35 40 50 60 70 80 90 100 Output, % Ex haus t gas m a ss flow k g /s 18V4 6 16V4 6 12V4 6 9L46 8L46 6L46

HT circuit (jacket + charge air cooler) heat dissipation, W ärtsilä 46A, D-E 500/514 rpm

ISO 3046 conditions . Tolerance +10 %.

0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 40 50 60 70 80 90 100 Output, % H e at di ss ipat io n , k W 18V46 16V46 12V46 9L46 8L46 6L46

(33)

Wärtsilä 46B CPP (4V93E0376)

LT circuit (lubricating oil + charge air cooler) heat dissipation, Wärtsilä 46A, D-E 500/514 rpm

0 500 1000 1500 2000 2500 3000 3500 4000 40 50 60 70 80 90 100 Output, % H e a t di s s ip at io n, k W 18V46 16V46 12V46 9L46 8L46 6L46

Wärtsilä 46B, CPP 500 rpm variable speed

5 10 15 20 25 30 E x ha us t g a s m a s s fl o w k g /s 16V46 12V46 9L46 8L46 6L46

(34)

W ärtsilä 46B, CPP 500 rpm constant speed

0 5 10 15 20 25 30 40 50 60 70 80 90 100 Output, % E x ha us t g a s m a s s fl o w k g /s 16V46 12V46 9L46 8L46 6L46

HT circuit (jacket + charge air cooler) heat dissipation, W ärtsilä 46B, CPP 500/514 rpm variable speed

ISO 3046 c onditions. Tolerance +10 %.

0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 40 50 60 70 80 90 100 Output, % H e a t di s s ip a ti on, k W 16V46 12V46 9L46 8L46 6L46

(35)

HT circuit (jacket + charge air cooler) heat dissipation, W ärtsilä 46B, CPP 500/514 rpm constant speed

0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 40 50 60 70 80 90 100 Output, % H e a t di s s ip at io n , k W 16V46 12V46 9L46 8L46 6L46

LT ci rcuit (lubricating oil + charge air cooler) heat dissipation, W ärtsilä 46B, CPP 500/514 rpm variable speed

500 1000 1500 2000 2500 3000 3500 H eat d is s ipat io n , k W 16V46 12V46 9L46 8L46 6L46

(36)

Wärtsilä 46B Diesel-electric (4V93E0377)

LT circuit (lubricating oil + charge air cooler) heat dissipation, W ärtsilä 46B, CPP 500/514 rpm constant speed

0 500 1000 1500 2000 2500 3000 3500 40 50 60 70 80 90 100 Output, % H e a t d is s ip a tio n , k W 16V46 12V46 9L46 8L46 6L46

Exhaust gas massflow, Wärtsilä 46B, 514 rpm D-E

ISO 3046 c onditions. Toleranc e +5 %.

0 5 10 15 20 25 30 35 40 50 60 70 80 90 100 Output, % Ex haus t gas m a ss flow k g/ s

18V46

16V46

12V46

9L46

8L46

6L46

(37)

HT circuit (jacket + charge air cooler) heat dissipation, W ärtsilä 46B, D -E 500/514 rpm

0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000 40 50 60 70 80 90 100 Output, % H e a t di s s ip at ion, k W 18V46 16V46 12V46 9L46 8L46 6L46

LT circuit (lubricating oil + charge air cooler) heat dissipation, Wärtsilä 46B, D-E 500/514 rpm

500 1000 1500 2000 2500 3000 3500 4000 H e at di s s ip a tion , k W 18V46 16V46 12V46 9L46 8L46 6L46

(38)

Wärtsilä 46C CPP (4V93E0378)

W ärtsilä 46C, CPP 500 rpm variable speed

0 5 10 15 20 25 30 35 40 50 60 70 80 90 100 Output, % E x ha us t g a s m a s s fl ow k g /s 16V46 12V46 9L46 8L46 6L46

W ärtsilä 46C, CPP 500 rpm constant speed

0 5 10 15 20 25 30 35 40 50 60 70 80 90 100 Output, % E x ha us t g a s m a s s fl o w k g /s 16V46 12V46 9L46 8L46 6L46

(39)

HT circuit (jacket + charge air cooler) heat di ssi pation, W ärtsilä 46C, CPP 500/514 rpm variable speed

0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000 40 50 60 70 80 90 100 Output, % H e a t d is s ip a tio n , k W 16V46 12V46 9L46 8L46 6L46

HT circuit (jacket + charge air cooler) heat dissipation, Wärtsi lä 46C, CPP 500/514 rpm constant speed

500 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000 H eat d is s ipat io n , k W 16V46 12V46 9L46 8L46 6L46

(40)

LT circuit (lubricating oil + charge air cooler) heat di ssipation, Wärtsilä 46C, CPP 500/514 r pm variable speed

0 500 1000 1500 2000 2500 3000 3500 4000 40 50 60 70 80 90 100 Output, % H eat d is si p at ion, k W 16V46 12V46 9L46 8L46 6L46

LT circuit (lubricati ng oil + charge air cooler ) heat dissipation, W ärtsilä 46C, CPP 500/514 rpm constant speed

0 500 1000 1500 2000 2500 3000 3500 4000 40 50 60 70 80 90 100 Output, % H eat di s si p at ion, k W 16V46 12V46 9L46 8L46 6L46

(41)

Wärtsilä 46C Diesel-electric (4V93E0379)

Exhaust gas massflow, Wärtsilä 46C, 514 rpm D-E

ISO 3046 cond itio ns. Tolerance + 5 %.

0 5 10 15 20 25 30 35 40 40 50 60 70 80 90 100 Output, % Ex haus tgas m a ss flow k g /s 18V46 16V46 12V46 9L46 8L46 6L46

HT circuit (jacket + charge air cooler) heat dissipation, W ärtsilä 46C, D-E 500/514 rpm

500 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000 6500 H e at di s si pat io n , k W 18V46 16V46 12V46 9L46 8L46 6L46

(42)

Wärtsilä 46 CPP exhaust gas temperature (4V93E0381)

LT circuit (lubricating oil + charge air cooler) heat dissipation, W ärtsilä 46C, D-E 500/514 rpm

0 500 1000 1500 2000 2500 3000 3500 4000 4500 40 50 60 70 80 90 100 Output, % H e a t di s s ip at io n, k W 18V46 16V46 12V46 9L46 8L46 6L46

Exhaust gas temperature after turbine CPP-propulsion

variable speed 450/500 rpm

ISO 3046 conditions. Tolerance +/-15 degrC.

280

330

380

430

40

50

60

70

80

90

100 Output (%)

degr

.C

A-RATING 450 rpm A-RATING 500 rpm B-RATING 500 rpm C-RATING 500 rpm

(43)

Wärtsilä 46 Diesel-electric 500 rpm exhaust temperature (4V93E0382)

Exhaust gas temperature after turbine CPP-propulsion constant speed 450/500 rpm

290 310 330 350 370 390 410 430 450 40 50 60 70 80 90 100 Output(%) deg r. C A-RATING 450/500 rpm B-RATING 500 rpm C-RATING 500 rpm

Exhaust gas temperature after turbine Diesel-Electric 500 rpm

310 330 350 370 390 410 430 450 deg r. C A-RATING B-RATING C-RATING

(44)

Wärtsilä 46 Diesel-electric 514 rpm exhaust temperature (4V93E0383)

Exhaust gas temperature after turbine Diesel-Electric 514 rpm

290 310 330 350 370 390 410 430 450 40 50 60 70 80 90 100 Output (%) de gr . C A-RATING B-RATING C-RATING

(45)

3.4. Specific fuel oil consumption curves

Specific fuel oil consumption, marine propulsion engines(4V93L0525a)

Average for B- and C-output. The mussel diagram is very installation specific. For guidance only.

Typical specific fuel oil consumption curve for constant speed

3. Technical data 10 15 20 25 30 + SFOC [g/kWh]

(46)

4. Description of the engine

Engine block

The engine block is made of nodular cast iron in one piece for all cylinder numbers.

The engine block has been given a stiff and durable de-sign to absorb internal forces and the engine can there-fore also be resiliently mounted in propulsion systems not requiring any intermediate foundations.

The crankshaft is mounted in the engine block in an un-derslung way.

The main bearing caps, made of nodular cast iron, are fixed from below by two hydraulically tensioned screws. They are guided sideways by the engine block at the top as well as at the bottom. Hydraulically tensioned hori-zontal side screws support the main bearing caps. Hydraulic jacks, supported in the oil sump, offer the pos-sibility to lower and lift the main bearing caps for easy maintenance. Lubricating oil is led to the bearings and piston through the same jack. A combined fly-wheel/thrust bearing is located at the driving end of the engine.

The oil sump, a light welded construction, is mounted on the engine block from below and sealed by O-rings. The oil sump is of dry sump type and includes the main dis-tributing pipe for lubricating oil. The sump is drained at both ends to a separate system oil tank. For applications with restricted height a low sump can be specified, how-ever without the hydraulic jacks.

Crankshaft

The crankshaft design is based on a reliability philoso-phy with very low bearing loads. High axial and torsional rigidity is achieved with a moderate bore to stroke ratio. The crankshaft is forged in one piece. In the V-engines the connecting rods are arranged side-by-side on the same crank in order to obtain a high degree of stand-ardisation between in-line and V-engines. For the same reason the diameters of the crank pins and journals are equal regardless of the engine size.

Counterweights are fitted on every web. High degree of balancing results in an even and thick oil film for all bear-ings.

All crankshafts can be provided with torsional vibration dampers at the free end of the engine, if necessary. Full output can be taken off at either end of the engine.

Connecting rod

The connecting rod is of three-piece design, which makes it possible to pull a piston without touching the big end bearing. Extensive research and development has been made to develop a connecting rod in which the combustion forces are distributed to a maximum area of the big end bearing.

The connecting rod of alloy steel is forged and ma-chined with round sections. The lower end is split hori-zontally to allow removal of piston and connecting rod through the cylinder liner. All connecting rod bolts 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 tri-metal type with steel back, lead bronze lining and a soft and thick running layer.

Cylinder liner

The centrifugal cast cylinder liner is designed with a high and rigid collar, making it resistant against deforma-tions.

A distortion free liner bore in combination with excellent lubrication improves the running conditions for the pis-ton and pispis-ton rings and reduces wear.

Accurate temperature control of the cylinder liner is achieved with optimally located longitudinal cooling bores.

The material composition is based on several years’ ex-perience with a gray-cast iron alloy developed for good wear resistance and high strength.

To eliminate the risk of bore polishing, the liner is equipped with an anti-polishing ring.

The cooling water space between block and liner is sealed off by double O-rings.

Everything About Warstilla Engine

Project guide for

Marine Applications

Wärtsilä 46 – Project guide for marine applications

Introduction

Table of Contents

1. General data and outputs

1.1.

Technical main data

1.2.

Fuel characteristics

Light fuel oil (4V92A0941)

Heavy fuel oil (4V92A0941)

1.3.

Maximum continuous output

1.4.

Reference conditions

•

•

•

•

Maximum continuous output in kW (metric HP)

n [RPM ] · 0.10921

P [hp ]

[bar ]=

n [RPM] · 0.08033

p [bar ]=

P [kW ]

1.5.

Principal dimensions and weights

In-line engines (3V58E0537b)

V-engines (3V58E0538)

1.6.

Definitions

In-line engine (2V58F0007a)

V-engine (1V58F0008)

2. Operation data

2.1.

Dimensioning of propellers

CP-propeller

A-rating: operating field for CP-propeller, rated

speed 450 RPM (4V93L0518a)

A-rating: operating field for CP-propeller, rated

speed 500 RPM (4V93L0519a)

B-rating: operating field for CP-propeller, rated

speed 500 RPM (4V93L0520a)

C-rating: operating field for CP-propeller, rated

speed 500 RPM (4V93L0539a)

FP-propeller (with A and B-rating only)

•

•

•

•

recom-A-rating: operating field for FP-propeller, rated

speed 500 RPM (4V93L0491)

B-rating: operating field for FP-propeller, rated

speed 500 rpm (4V93L0757)

Dredgers

2.2.

Loading capacity

Diesel-mechanical propulsion

Load capacity (4V93D0040)

Main engines driving generators for propulsion

2.3.

Operation at low air temperature

•

•

•

2.4.

Restrictions for low load operation

and idling

•

•

•

•

2.5.

Lubricating oil quality

Engine lubricating oil

Turbocharger lubricating oil

Speed governor