WÄRTSILÄ 46F Series, 6L46F, 12V46F, 14V46F, 16V46F Product Manual

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PRODUCT GUIDE

Wärtsilä 46F

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All rights reserved. No part of this booklet may be reproduced or copied in any form or by any means (electronic, mechanical, graphic, photocopying, recording, taping or other information retrieval systems) without the prior written permission of the copyright owner.

THIS PUBLICATION IS DESIGNED TO PROVIDE AN ACCURATE AND AUTHORITATIVE INFORMATION WITH REGARD TO THE SUBJECT-MATTER COVERED AS WAS AVAILABLE AT THE TIME OF PRINTING. HOWEVER,THE PUBLICATION DEALS WITH COMPLICATED TECHNICAL MATTERS SUITED ONLY FOR SPECIALISTS IN THE AREA, AND THE DESIGN OF THE SUBJECT-PRODUCTS IS SUBJECT TO REGULAR IMPROVEMENTS, MODIFICATIONS AND CHANGES. CONSEQUENTLY, THE PUBLISHER AND COPYRIGHT OWNER OF THIS PUBLICATION CAN NOT ACCEPT ANY RESPONSIBILITY OR LIABILITY FOR ANY EVENTUAL ERRORS OR OMISSIONS IN THIS BOOKLET 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 UNDER NO CIRCUMSTANCES BE HELD LIABLE FOR ANY FINANCIAL CONSEQUENTIAL DAMAGES OR OTHER LOSS, OR ANY OTHER DAMAGE OR INJURY, SUFFERED BY ANY PARTY MAKING USE OF THIS PUBLICATION OR THE INFORMATION CONTAINED HEREIN.

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Introduction

This Product Guide provides data and system proposals for the early design phase of marine engine installations. For contracted projects specific instructions for planning the installation are always delivered. Any data and information herein is subject to revision without notice. This 3/2017 issue replaces all previous issues of the Wärtsilä 46F Product Guides.

UpdatesPublishedIssue

Technical data updated07.11.20173/2017

Technical data updated27.06.20172/2017

Technical data updated10.02.20171/2017

Flow diagrams updated, other minor updates27.06.20161/2016

Several updates throughout the product guide27.08.20131/2013

Wärtsilä, Marine Solutions

Italy, November 2017

Wärtsilä 46F Product Guide - a19 - 1 December 2017 iii

IntroductionWärtsilä 46F Product Guide

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Table of contents

1-11. Main Data and Outputs .......................................................................................................................

1-11.1 Maximum continuous output .......................................................................................................

1-21.2 Reference conditions ...................................................................................................................

1-21.3 Operation in inclined position .....................................................................................................

1-31.4 Dimensions and weights .............................................................................................................

2-12. Operating Ranges ................................................................................................................................

2-12.1 Engine operating range ...............................................................................................................

2-22.2 Loading capacity .........................................................................................................................

2-32.3 Operation at low load and idling ..................................................................................................

2-42.4 Low air temperature ....................................................................................................................

3-13. Technical Data ......................................................................................................................................

3-13.1 Introduction ..................................................................................................................................

3-23.2 Wärtsilä 6L46F .............................................................................................................................

3-53.3 Wärtsilä 7L46F .............................................................................................................................

3-83.4 Wärtsilä 8L46F .............................................................................................................................

3-113.5 Wärtsilä 9L46F .............................................................................................................................

3-143.6 Wärtsilä 12V46F ...........................................................................................................................

3-173.7 Wärtsilä 14V46F ...........................................................................................................................

3-203.8 Wärtsilä 16V46F ...........................................................................................................................

4-14. Description of the Engine ....................................................................................................................

4-14.1 Definitions ....................................................................................................................................

4-14.2 Main components and systems ..................................................................................................

4-54.3 Cross section of the engine .........................................................................................................

4-74.4 Overhaul intervals and expected life times ..................................................................................

4-74.5 Engine storage .............................................................................................................................

5-15. Piping Design, Treatment and Installation .........................................................................................

5-15.1 Pipe dimensions ..........................................................................................................................

5-25.2 Trace heating ...............................................................................................................................

5-25.3 Operating and design pressure ...................................................................................................

5-35.4 Pipe class ....................................................................................................................................

5-45.5 Insulation .....................................................................................................................................

5-45.6 Local gauges ...............................................................................................................................

5-45.7 Cleaning procedures ...................................................................................................................

5-55.8 Flexible pipe connections ............................................................................................................

5-65.9 Clamping of pipes ........................................................................................................................

6-16. Fuel Oil System ....................................................................................................................................

6-16.1 Acceptable fuel characteristics ...................................................................................................

6-56.2 Internal fuel oil system .................................................................................................................

6-76.3 External fuel oil system ................................................................................................................

7-17. Lubricating Oil System ........................................................................................................................

7-17.1 Lubricating oil requirements ........................................................................................................

7-27.2 Internal lubricating oil system ......................................................................................................

7-57.3 External lubricating oil system .....................................................................................................

7-147.4 Crankcase ventilation system .....................................................................................................

7-157.5 Flushing instructions ....................................................................................................................

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Wärtsilä 46F Product GuideTable of contents

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8-18. Compressed Air System ......................................................................................................................

8-18.1 Instrument air quality ...................................................................................................................

8-18.2 Internal compressed air system ..................................................................................................

8-48.3 External compressed air system .................................................................................................

9-19. Cooling Water System .........................................................................................................................

9-19.1 Water quality ...............................................................................................................................

9-29.2 Internal cooling water system ......................................................................................................

9-79.3 External cooling water system ....................................................................................................

10-110. Combustion Air System .......................................................................................................................

10-110.1 Engine room ventilation ...............................................................................................................

10-310.2 Combustion air system design ....................................................................................................

11-111. Exhaust Gas System ............................................................................................................................

11-111.1 Internal exhaust gas system ........................................................................................................

11-311.2 Exhaust gas outlet .......................................................................................................................

11-511.3 External exhaust gas system .......................................................................................................

12-112. Turbocharger Cleaning ........................................................................................................................

12-112.1 Turbocharger cleaning system ....................................................................................................

12-212.2 Wärtsilä control unit for four engines, UNIC C2 & C3 ................................................................

13-113. Exhaust Emissions ...............................................................................................................................

13-113.1 Diesel engine exhaust components ............................................................................................

13-213.2 Marine exhaust emissions legislation ..........................................................................................

13-313.3 Methods to reduce exhaust emissions ........................................................................................

14-114. Automation System .............................................................................................................................

14-114.1 UNIC C2 .......................................................................................................................................

14-614.2 Functions ....................................................................................................................................

14-814.3 Alarm and monitoring signals ......................................................................................................

14-814.4 Electrical consumers ...................................................................................................................

14-1014.5 System requirements and guidelines for diesel-electric propulsion ............................................

15-115. Foundation ............................................................................................................................................

15-115.1 Steel structure design ..................................................................................................................

15-115.2 Engine mounting ..........................................................................................................................

16-116. Vibration and Noise ..............................................................................................................................

16-116.1 External forces and couples ........................................................................................................

16-316.2 Torque variations .........................................................................................................................

16-316.3 Mass moments of inertia .............................................................................................................

16-416.4 Structure borne noise ..................................................................................................................

16-516.5 Air borne noise .............................................................................................................................

16-616.6 Exhaust noise ..............................................................................................................................

17-117. Power Transmission ............................................................................................................................

17-117.1 Flexible coupling ..........................................................................................................................

17-117.2 Clutch ..........................................................................................................................................

17-117.3 Shaft locking device ....................................................................................................................

17-117.4 Power-take-off from the free end ................................................................................................

17-317.5 Input data for torsional vibration calculations .............................................................................

17-417.6 Turning gear .................................................................................................................................

18-118. Engine Room Layout ...........................................................................................................................

18-118.1 Crankshaft distances ...................................................................................................................

18-718.2 Space requirements for maintenance .........................................................................................

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Table of contentsWärtsilä 46F Product Guide

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18-718.3 Transportation and storage of spare parts and tools ..................................................................

18-718.4 Required deck area for service work ...........................................................................................

19-119. Transport Dimensions and Weights ...................................................................................................

19-119.1 Lifting the in-line engine ..............................................................................................................

19-319.2 Lifting the V-engine ......................................................................................................................

19-419.3 Engine components .....................................................................................................................

20-120. Product Guide Attachments ...............................................................................................................

21-121. ANNEX ...................................................................................................................................................

21-121.1 Unit conversion tables .................................................................................................................

21-221.2 Collection of drawing symbols used in drawings ........................................................................

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Wärtsilä 46F Product GuideTable of contents

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1. Main Data and Outputs

The Wärtsilä 46F is a 4-stroke, non-reversible, turbocharged and intercooled diesel engine with direct fuel injection (twin pump).

460 mmCylinder bore

580 mmStroke

96.4 l/cylPiston displacement

2 inlet valves and 2 exhaust valvesNumber of valves

6, 7, 8 and 9 in-line; 12, 14 and 16 in V-formCylinder configuration

clockwise, counter-clockwise on requestDirection of rotation

600 rpmSpeed

11.6 m/sMean piston speed

1.1 Maximum continuous output

Table 1-1 Maximum continuos output

IMO Tier 2Cylinder configuration

bhpkW

97907200W 6L46F

114208400W 7L46F

130509600W 8L46F

1468010800W 9L46F

1958014400W 12V46F

2284016800W 14V46F

2611019200W 16V46F

The mean effective pressure Pecan be calculated using the following formula:

where:

mean effective pressure [bar]Pe=

output per cylinder [kW]P =

engine speed [r/min]n =

cylinder diameter [mm]D =

length of piston stroke [mm]L =

operating cycle (4)c =

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1. Main Data and OutputsWärtsilä 46F Product Guide

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1.2 Reference conditions

The output is available up to an air temperature of max. 45°C. For higher temperatures, the output has to be reduced according to the formula stated in ISO 3046-1:2002 (E).

The specific fuel oil consumption is stated in the chapter Technical data. The stated specific fuel oil consumption applies to engines with engine driven pumps, operating in ambient conditions according to ISO 15550:2002 (E). The ISO standard reference conditions are:

100 kPatotal barometric pressure

25°Cair temperature

30%relative humidity

25°Ccharge air coolant temperature

Correction factors for the fuel oil consumption in other ambient conditions are given in standard ISO 15550:2002 (E).

1.3 Operation in inclined position

Max. inclination angles at which the engine will operate satisfactorily.

15°

● Permanent athwart ship inclinations

22.5°

● Temporary athwart ship inclinations

10°

● Permanent fore-and-aft inclinations

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Wärtsilä 46F Product Guide1. Main Data and Outputs

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1.4 Dimensions and weights

Fig 1-1 In-line engines (DAAE012051c)

HE3HE1LE5LE5*LE4LE3LE3*LE2LE1LE1*Engine

14303500690180460155013206170862084706L46F

14303800800180460155014656990944094357L46F

1430380080018046015501465781010260102558L46F

1430380080018046015501465863011080110759L46F

Weight [ton]WE6WE5WE3WE2WE1HE6HE5HE4Engine

97385153514801940290579027106506L46F

1133401760148019403130110027006507L46F

1243401760148019403130110027006508L46F

1403401760148019403130110027006509L46F

* Turbocharger at flywheel end

All dimensions in mm. The weights are dry weights of rigidly mounted engines without flywheel.

Table 1-2 Additional weights [ton]:

9L46F8L46F7L46F6L46FItem

1...21...21...21...2Flywheel

3333Flexible mounting (without limiters)

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Fig 1-2 V-engines (DAAE075826B)

HE3HE1LE5LE5*LE4LE3LE3*LE2LE1LE1*Engine

16203765* /

3770

7745204601952183076001028410945

12V46F

16204234872-4852347-865011728-14V46F

16204234872-4852347-970012871-16V46F

Weight [ton]WE6WE5WE3WE2WE1HE6HE5HE4Engine

1777602825* /

3150

182022904040* /

4026

7902975* /

2980

800

12V46F

21689231501820229046781100313480014V46F

23389231501820229046781100313480016V46F

* Turbocharger in flywheel end

All dimensions in mm. The weights are dry weights of rigidly mounted engines without flywheel.

Table 1-3 Additional weights [ton]:

16V46F14V46F12V46FItem

1...21...21...2Flywheel

333Flexible mounting (without limiters)

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2. Operating Ranges

2.1 Engine operating range

Running below nominal speed the load must be limited according to the diagrams in this chapter in order to maintain engine operating parameters within acceptable limits. Operation in the shaded area is permitted only temporarily during transients. Minimum speed is indicated in the diagram, but project specific limitations may apply.

2.1.1 Controllable pitch propellers

An automatic load control system is required to protect the engine from overload. The load control reduces the propeller pitch automatically, when a pre-programmed load versus speed curve (“engine limit curve”) is exceeded, overriding the combinator curve if necessary. The engine load is derived from fuel rack position and actual engine speed (not speed demand).

The propulsion control must also include automatic limitation of the load increase rate. Maximum loading rates can be found later in this chapter.

The propeller efficiency is highest at design pitch. It is common practice to dimension the propeller so that the specified ship speed is attained with design pitch, nominal engine speed and 85% output in the specified loading condition. The power demand from a possible shaft generator or PTO must be taken into account. The 15% margin is a provision for weather conditions and fouling of hull and propeller. An additional engine margin can be applied for most economical operation of the engine, or to have reserve power.

Fig 2-1 Operating field for CP Propeller, IMO Tier 2, 1200 kW/cyl, 600 rpm

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2.2 Loading capacity

Controlled load increase is essential for highly supercharged diesel engines, because the turbocharger needs time to accelerate before it can deliver the required amount of air. Sufficient time to achieve even temperature distribution in engine components must also be ensured. This is especially important for larger engines.

If the control system has only one load increase ramp, then the ramp for a preheated engine should be used. The HT-water temperature in a preheated engine must be at least 60 ºC, preferably 70 ºC, and the lubricating oil temperature must be at least 40 ºC.

The ramp for normal loading applies to engines that have reached normal operating temperature.

Emergency loading may only be possible by activating an emergency function, which generates visual and audible alarms in the control room and on the bridge.

The load should always be applied gradually in normal operation. Class rules regarding load acceptance capability of diesel generators should not be interpreted as guidelines on how to apply load in normal operation. The class rules define what the engine must be capable of, if an unexpected event causes a sudden load step.

2.2.1 Mechanical propulsion, controllable pitch propeller (CPP)

Fig 2-2 Maximum load increase rates for variable speed engines

If minimum smoke during load increase is a major priority, slower loading rate than in the diagram can be necessary below 50% load.

In normal operation the load should not be reduced from 100% to 0% in less than 15 seconds. When absolutely necessary, the load can be reduced as fast as the pitch setting system can react (overspeed due to windmilling must be considered for high speed ships).

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Wärtsilä 46F Product Guide2. Operating Ranges

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2.2.2 Diesel electric propulsion

Fig 2-3 Maximum load increase rates for engines operating at nominal speed

In normal operation the load should not be reduced from 100% to 0% in less than 15 seconds. In an emergency situation the full load can be thrown off instantly.

The maximum deviation from steady state speed is less than 10%, when applying load according to the emergency loading ramp. Load increase according to the normal ramp correspondingly results in less than 3% speed deviation.

2.2.2.1 Maximum instant load steps

The electrical system must be designed so that tripping of breakers can be safely handled. This requires that the engines are protected from load steps exceeding their maximum load acceptance capability. The maximum permissible load step for an engine that has attained normal operating temperature is 33% MCR. The resulting speed drop is less than 10% and the recovery time to within 1% of the steady state speed at the new load level is max. 5 seconds.

When electrical power is restored after a black-out, consumers are reconnected in groups, which may cause significant load steps. The engine must be allowed to recover for at least 10 seconds before applying the following load step, if the load is applied in maximum steps.

2.2.2.2 Start-up time

A diesel generator typically reaches nominal speed in about 25 seconds after the start signal. The acceleration is limited by the speed control to minimise smoke during start-up.

2.3 Operation at low load and idling

The engine can be started, stopped and operated on heavy fuel under all operating conditions. Continuous operation on heavy fuel is preferred rather than changing over to diesel fuel at low load operation and manoeuvring. The following recommendations apply:

Absolute idling (declutched main engine, disconnected generator)

● Maximum 10 minutes if the engine is to be stopped after the idling. 3 minutes idling before

stop is recommended.

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● Maximum 6 hours if the engine is to be loaded after the idling.

Operation below 20 % load

● Maximum 100 hours continuous operation. At intervals of 100 operating hours the engine

must be loaded to minimum 70 % of the rated output.

Operation above 20 % load

● No restrictions.

2.4 Low air temperature

In cold conditions the following minimum inlet air temperatures apply:

● Starting + 5ºC

● Idling - 5ºC

● High load - 10ºC

The two-stage charge air cooler is useful for heating of the charge air during prolonged low load operation in cold conditions. Sustained operation between 0 and 40% load can however require special provisions in cold conditions to prevent too low HT-water temperature. If necessary, the preheating arrangement can be designed to heat the running engine (capacity to be checked).

For further guidelines, see chapter Combustion air system design.

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Wärtsilä 46F Product Guide2. Operating Ranges

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3. Technical Data

3.1 Introduction

This chapter contains technical data of the engine (heat balance, flows, pressures etc.) for design of auxiliary systems. Further design criteria for external equipment and system layouts are presented in the respective chapter.

3.1.1 Engine driven pumps

The fuel consumption stated in the technical data tables is with engine driven pumps. The increase in fuel consumption with engine driven pumps is given in the table below; correction in g/kWh.

Table 3-1 Constant speed engines

Engine load [%]Engine driven

pumps

Application

507585100

-2.4-1.5-1.3-1.1Lube oil

Inline -0.7-0.4-0.4-0.3LT Water

-0.7-0.4-0.4-0.3HT Water

-1.6-1.2-1.0-1.0Lube oil

V-engine -0.3-0.3-0.3-0.3LT Water

-0.3-0.3-0.3-0.3HT Water

Table 3-2 Variable speed engines

Engine load [%]Engine driven

pumps

Application

507585100

-1.9-1.4-1.3-1.2Lube oil

Inline -0.3-0.3-0.3-0.3LT Water

-0.3-0.3-0.3-0.3HT Water

-1.6-1.2-1.0-1.0Lube oil

V-engine -0.3-0.3-0.3-0.3LT Water

-0.3-0.3-0.3-0.3HT Water

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3. Technical DataWärtsilä 46F Product Guide

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3.2 Wärtsilä 6L46F

DEMEWärtsilä 6L46F

12001200kWCylinder output

600600rpmEngine speed

72007200kWEngine output

2.492.49MPaMean effective pressure

Combustion air system (Note 1)

12.412.4kg/sFlow at 100% load

4545°CTemperature at turbocharger intake, max. (TE 600)

5050°CTemperature after air cooler, nom. (TE 601)

Exhaust gas system (Note 2)

13.0813.08kg/sFlow at 100% load

11.711.4kg/sFlow at 85% load

11.710.8kg/sFlow at 75% load

9.427.44kg/sFlow at 50% load

368368°CTemp. after turbo, 100% load (TE 517)

318322°CTemp. after turbo, 85% load (TE 517)

310323°CTemp. after turbo, 75% load (TE 517)

275327°CTemp. after turbo, 50% load (TE 517)

33kPaBackpressure, max.

927927mmCalculated pipe diameter for 35 m/s

Heat balance at 100% load (Note 3)

846846kWJacket water, HT-circuit

14881488kWCharge air, HT-circuit

762762kWCharge air, LT-circuit

756756kWLubricating oil, LT-circuit

210210kWRadiation

Fuel system (Note 4)

880...930880...930kPaPressure before injection pumps (PT 101) at 100% load - HFO

900...950900...950kPaPressure before injection pumps (PT 101) at 85% load - HFO

4.9...5.44.9...5.4m3/hFlow to engine, approx. - HFO

16...2416...24cStHFO viscosity before engine

140140°CMax. HFO temperature before engine (TE 101)

2.02.0cStMDF viscosity, min.

4545°CMax. MDF temperature before engine (TE 101)

4.54.5kg/hLeak fuel quantity (HFO), clean fuel at 100% load

22.522.5kg/hLeak fuel quantity (MDF), clean fuel at 100% load

179.6179.6g/kWhFuel consumption at 100% load

174.7173.4g/kWhFuel consumption at 85% load

183.6177.9g/kWhFuel consumption at 75% load

191.5181.0g/kWhFuel consumption at 50% load

Lubricating oil system

500500kPaPressure before bearings, nom. (PT 201)

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Wärtsilä 46F Product Guide3. Technical Data

Page 17

DEMEWärtsilä 6L46F

12001200kWCylinder output

600600rpmEngine speed

800800kPaPressure after pump, max.

4040kPaSuction ability main pump, including pipe loss, max.

8080kPaPriming pressure, nom. (PT 201)

5656°CTemperature before bearings, nom. (TE 201)

7575°CTemperature after engine, approx.

175191m3/hPump capacity (main), engine driven

158191m3/hPump capacity (main), electrically driven

130130m3/hOil flow through engine

3535m3/hPriming pump capacity

13.013.0m

Oil tank volume in separate system, min

0.70.7g/kWhOil consumption at 100% load, approx.

13501350l/minCrankcase ventilation flow rate at full load

0.40.4kPaCrankcase ventilation backpressure, max.

9.59.5lOil volume in turning device

1.71.7lOil volume in speed governor

High temperature cooling water system

250 + static250 + statickPaPressure at engine, after pump, nom. (PT 401)

530530kPaPressure at engine, after pump, max. (PT 401)

7474°CTemperature before cylinders, approx. (TE 401)

91...9591...95°CTemperature after charge air cooler, nom.

115115m3/hCapacity of engine driven pump, nom.

150150kPaPressure drop over engine, total

100100kPaPressure drop in external system, max.

70...15070...150kPaPressure from expansion tank

1.01.0m

Water volume in engine

Low temperature cooling water system

250 + static250 + statickPaPressure at engine, after pump, nom. (PT 451)

530530kPaPressure at engine, after pump, max. (PT 451)

3838°CTemperature before engine, max. (TE 451)

2525°CTemperature before engine, min. (TE 451)

115115m3/hCapacity of engine driven pump, nom.

5050kPaPressure drop over charge air cooler

2020kPaPressure drop over built-on lube oil cooler

3030kPaPressure drop over built-on temp. control valve

150150kPaPressure drop in external system, max.

70 ... 15070 ... 150kPaPressure from expansion tank

0.30.3m

Water volume in engine

Starting air system (Note 5)

30003000kPaPressure, nom. (PT 301)

15001500kPaPressure at engine during start, min. (20°C)

30003000kPaPressure, max. (PT 301)

18001800kPaLow pressure limit in air vessels

6.06.0Nm

Consumption per start at 20°C (successful start)

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DEMEWärtsilä 6L46F

12001200kWCylinder output

600600rpmEngine speed

7.07.0Nm

Consumption per start at 20°C, (with slowturn)

Notes:

At ISO 15550 conditions (ambient air temperature 25°C, LT-water 25°C) and 100% load. Flow tolerance 5%.Note

At ISO 15550 conditions (ambient air temperature 25°C, LT-water 25°C). Flow tolerance 5% and temperature tolerance 15°C.

Note

At ISO 15550 conditions (ambient air temperature 25°C, LT-water 25°C) and 100% load. Tolerance for cooling water heat 10%, tolerance for radiation heat 30%. Fouling factors and a margin to be taken into account when dimensioning heat exchangers.

Note

According to ISO 15550, lower calorific value 42700 kJ/kg, with engine driven pumps (two cooling water + one lubricating oil pumps). Tolerance 5%. The fuel consumption at 85 % load is guaranteed and the values at other loads are given for indication only.

Note

At manual starting the consumption may be 2...3 times lower.Note

ME = Engine driving propeller, variable speed

DE = Engine driving generator

Subject to revision without notice.

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3.3 Wärtsilä 7L46F

DEMEWärtsilä 7L46F

12001200kWCylinder output

600600rpmEngine speed

84008400kWEngine output

2.492.49MPaMean effective pressure

Combustion air system (Note 1)

14.614.6kg/sFlow at 100% load

4545°CTemperature at turbocharger intake, max. (TE 600)

5050°CTemperature after air cooler, nom. (TE 601)

Exhaust gas system (Note 2)

15.2615.26kg/sFlow at 100% load

13.6513.3kg/sFlow at 85% load

13.6512.6kg/sFlow at 75% load

10.998.68kg/sFlow at 50% load

368368°CTemp. after turbo, 100% load (TE 517)

318322°CTemp. after turbo, 85% load (TE 517)

310323°CTemp. after turbo, 75% load (TE 517)

275327°CTemp. after turbo, 50% load (TE 517)

33kPaBackpressure, max.

10011001mmCalculated pipe diameter for 35 m/s

Heat balance at 100% load (Note 3)

987987kWJacket water, HT-circuit

17361736kWCharge air, HT-circuit

889889kWCharge air, LT-circuit

882882kWLubricating oil, LT-circuit

245245kWRadiation

Fuel system (Note 4)

880...930880...930kPaPressure before injection pumps (PT 101) at 100% load - HFO

900...950900...950kPaPressure before injection pumps (PT101) at 85% load - HFO

5.7...6.35.7...6.3m3/hFlow to engine, approx - HFO

16...2416...24cStHFO viscosity before engine

140140°CMax. HFO temperature before engine (TE 101)

2.02.0cStMDF viscosity, min.

4545°CMax. MDF temperature before engine (TE 101)

5.25.2kg/hLeak fuel quantity (HFO), clean fuel at 100% load

26.526.5kg/hLeak fuel quantity (MDF), clean fuel at 100% load

179.6179.6g/kWhFuel consumption at 100% load

174.7173.4g/kWhFuel consumption at 85% load

183.6177.9g/kWhFuel consumption at 75% load

191.5181.0g/kWhFuel consumption at 50% load

Lubricating oil system

500500kPaPressure before bearings, nom. (PT 201)

Wärtsilä 46F Product Guide - a19 - 1 December 2017 3-5

3. Technical DataWärtsilä 46F Product Guide

Page 20

DEMEWärtsilä 7L46F

12001200kWCylinder output

600600rpmEngine speed

800800kPaPressure after pump, max.

4040kPaSuction ability main pump, including pipe loss, max.

8080kPaPriming pressure, nom. (PT 201)

5656°CTemperature before bearings, nom. (TE 201)

7575°CTemperature after engine, approx.

191207m3/hPump capacity (main), engine driven

179207m3/hPump capacity (main), electrically driven

150150m3/hOil flow through engine

4545m3/hPriming pump capacity

15.015.0m

Oil tank volume in separate system, min

0.70.7g/kWhOil consumption at 100% load, approx.

16001600l/minCrankcase ventilation flow rate at full load

0.40.4kPaCrankcase ventilation backpressure, max.

9.59.5lOil volume in turning device

1.71.7lOil volume in speed governor

High temperature cooling water system

250 + static250 + statickPaPressure at engine, after pump, nom. (PT 401)

530530kPaPressure at engine, after pump, max. (PT 401)

7474°CTemperature before cylinders, approx. (TE 401)

91...9591...95°CTemperature after charge air cooler, nom.

150150m3/hCapacity of engine driven pump, nom.

150150kPaPressure drop over engine, total

100100kPaPressure drop in external system, max.

70...15070...150kPaPressure from expansion tank

1.31.3m

Water volume in engine

Low temperature cooling water system

250 + static250 + statickPaPressure at engine, after pump, nom. (PT 451)

530530kPaPressure at engine, after pump, max. (PT 451)

3838°CTemperature before engine, max. (TE 451)

2525°CTemperature before engine, min. (TE 451)

150150m3/hCapacity of engine driven pump, nom.

5050kPaPressure drop over charge air cooler

2020kPaPressure drop over built-on lube oil cooler

3030kPaPressure drop over built-on temp. control valve

150150kPaPressure drop in external system, max.

70 ... 15070 ... 150kPaPressure from expansion tank

0.40.4m

Water volume in engine

Starting air system (Note 5)

30003000kPaPressure, nom. (PT 301)

15001500kPaPressure at engine during start, min. (20°C)

30003000kPaPressure, max. (PT 301)

18001800kPaLow pressure limit in air vessels

7.07.0Nm

Consumption per start at 20°C (successful start)

3-6 Wärtsilä 46F Product Guide - a19 - 1 December 2017

Wärtsilä 46F Product Guide3. Technical Data

Page 21

DEMEWärtsilä 7L46F

12001200kWCylinder output

600600rpmEngine speed

8.08.0Nm

Consumption per start at 20°C, (with slowturn)

Notes:

At ISO 15550 conditions (ambient air temperature 25°C, LT-water 25°C) and 100% load. Flow tolerance 5%.Note

At ISO 15550 conditions (ambient air temperature 25°C, LT-water 25°C). Flow tolerance 5% and temperature tolerance 15°C.

Note

At manual starting the consumption may be 2...3 times lower.Note

ME = Engine driving propeller, variable speed

DE = Engine driving generator

Subject to revision without notice.

Wärtsilä 46F Product Guide - a19 - 1 December 2017 3-7

3. Technical DataWärtsilä 46F Product Guide

Page 22

3.4 Wärtsilä 8L46F

IMO Tier 2

Wärtsilä 8L46F

12001200kWCylinder output

600600rpmEngine speed

96009600kWEngine output

2.492.49MPaMean effective pressure

Combustion air system (Note 1)

16.616.6kg/sFlow at 100% load

4545°CTemperature at turbocharger intake, max. (TE 600)

5050°CTemperature after air cooler, nom. (TE 601)

Exhaust gas system (Note 2)

17.4417.44kg/sFlow at 100% load

15.615.2kg/sFlow at 85% load

15.614.4kg/sFlow at 75% load

12.569.92kg/sFlow at 50% load

368368°CTemp. after turbo, 100% load (TE 517)

318322°CTemp. after turbo, 85% load (TE 517)

310323°CTemp. after turbo, 75% load (TE 517)

275327°CTemp. after turbo, 50% load (TE 517)

33kPaBackpressure, max.

10701070mmCalculated pipe diameter for 35 m/s

Heat balance at 100% load (Note 3)

11281128kWJacket water, HT-circuit

19841984kWCharge air, HT-circuit

10161016kWCharge air, LT-circuit

10081008kWLubricating oil, LT-circuit

280280kWRadiation

Fuel system (Note 4)

880...930880...930kPaPressure before injection pumps (PT 101) at 100% load - HFO

900...950900...950kPaPressure before injection pumps (PT101) at 85% load - HFO

6.5...7.26.5...7.2m3/hFlow to engine, approx HFO

16...2416...24cStHFO viscosity before engine

140140°CMax. HFO temperature before engine (TE 101)

2.02.0cStMDF viscosity, min.

4545°CMax. MDF temperature before engine (TE 101)

6.06.0kg/hLeak fuel quantity (HFO), clean fuel at 100% load

30.030.0kg/hLeak fuel quantity (MDF), clean fuel at 100% load

179.6179.6g/kWhFuel consumption at 100% load

174.7173.4g/kWhFuel consumption at 85% load

183.6177.9g/kWhFuel consumption at 75% load

191.5181.0g/kWhFuel consumption at 50% load

Lubricating oil system

500500kPaPressure before bearings, nom. (PT 201)

3-8 Wärtsilä 46F Product Guide - a19 - 1 December 2017

Wärtsilä 46F Product Guide3. Technical Data

Page 23

IMO Tier 2

Wärtsilä 8L46F

12001200kWCylinder output

600600rpmEngine speed

800800kPaPressure after pump, max.

4040kPaSuction ability main pump, including pipe loss, max.

8080kPaPriming pressure, nom. (PT 201)

5656°CTemperature before bearings, nom. (TE 201)

7575°CTemperature after engine, approx.

207228m3/hPump capacity (main), engine driven

198228m3/hPump capacity (main), electrically driven

170170m3/hOil flow through engine

4545m3/hPriming pump capacity

17.017.0m

Oil tank volume in separate system, min

0.70.7g/kWhOil consumption at 100% load, approx.

17001700l/minCrankcase ventilation flow rate at full load

0.40.4kPaCrankcase ventilation backpressure, max.

9.59.5lOil volume in turning device

1.71.7lOil volume in speed governor

High temperature cooling water system

250 + static250 + statickPaPressure at engine, after pump, nom. (PT 401)

530530kPaPressure at engine, after pump, max. (PT 401)

7474°CTemperature before cylinders, approx. (TE 401)

91...9591...95°CTemperature after charge air cooler, nom.

150150m3/hCapacity of engine driven pump, nom.

150150kPaPressure drop over engine, total

100100kPaPressure drop in external system, max.

70...15070...150kPaPressure from expansion tank

1.41.4m

Water volume in engine

Low temperature cooling water system

250 + static250 + statickPaPressure at engine, after pump, nom. (PT 451)

530530kPaPressure at engine, after pump, max. (PT 451)

3838°CTemperature before engine, max. (TE 451)

2525°CTemperature before engine, min. (TE 451)

150150m3/hCapacity of engine driven pump, nom.

5050kPaPressure drop over charge air cooler

2020kPaPressure drop over built-on lube oil cooler

3030kPaPressure drop over built-on temp. control valve

150150kPaPressure drop in external system, max.

70 ... 15070 ... 150kPaPressure from expansion tank

0.40.4m

Water volume in engine

Starting air system (Note 5)

30003000kPaPressure, nom. (PT 301)

15001500kPaPressure at engine during start, min. (20°C)

30003000kPaPressure, max. (PT 301)

18001800kPaLow pressure limit in air vessels

8.08.0Nm

Consumption per start at 20°C (successful start)

Wärtsilä 46F Product Guide - a19 - 1 December 2017 3-9

3. Technical DataWärtsilä 46F Product Guide

Page 24

IMO Tier 2

Wärtsilä 8L46F

12001200kWCylinder output

600600rpmEngine speed

9.09.0Nm

Consumption per start at 20°C, (with slowturn)

Notes:

At ISO 15550 conditions (ambient air temperature 25°C, LT-water 25°C) and 100% load. Flow tolerance 5%.Note

At ISO 15550 conditions (ambient air temperature 25°C, LT-water 25°C). Flow tolerance 5% and temperature tolerance 15°C.

Note

At manual starting the consumption may be 2...3 times lower.Note

ME = Engine driving propeller, variable speed

DE = Engine driving generator

Subject to revision without notice.

3-10 Wärtsilä 46F Product Guide - a19 - 1 December 2017

Wärtsilä 46F Product Guide3. Technical Data

Page 25

3.5 Wärtsilä 9L46F

IMO Tier 2

Wärtsilä 9L46F

12001200kWCylinder output

600600rpmEngine speed

1080010800kWEngine output

2.492.49MPaMean effective pressure

Combustion air system (Note 1)

18.818.8kg/sFlow at 100% load

4545°CTemperature at turbocharger intake, max. (TE 600)

5050°CTemperature after air cooler, nom. (TE 601)

Exhaust gas system (Note 2)

19.6219.62kg/sFlow at 100% load

17.5517.1kg/sFlow at 85% load

17.5516.2kg/sFlow at 75% load

14.1311.16kg/sFlow at 50% load

368368°CTemp. after turbo, 100% load (TE 517)

318322°CTemp. after turbo, 85% load (TE 517)

310323°CTemp. after turbo, 75% load (TE 517)

275327°CTemp. after turbo, 50% load (TE 517)

33kPaBackpressure, max.

11351135mmCalculated pipe diameter for 35 m/s

Heat balance at 100% load (Note 3)

12691269kWJacket water, HT-circuit

22322232kWCharge air, HT-circuit

11431143kWCharge air, LT-circuit

11341134kWLubricating oil, LT-circuit

315315kWRadiation

Fuel system (Note 4)

880...930880...930kPaPressure before injection pumps (PT 101) at 100% load - HFO

900...950900...950kPaPressure before injection pumps (PT101) at 85% load -HFO

7.3...8.17.3...8.1m3/hFlow to engine, approx - HFO

16...2416...24cStHFO viscosity before engine

140140°CMax. HFO temperature before engine (TE 101)

2.02.0cStMDF viscosity, min.

4545°CMax. MDF temperature before engine (TE 101)

6.86.8kg/hLeak fuel quantity (HFO), clean fuel at 100% load

34.034.0kg/hLeak fuel quantity (MDF), clean fuel at 100% load

179.6179.6g/kWhFuel consumption at 100% load

174.7173.4g/kWhFuel consumption at 85% load

183.6177.9g/kWhFuel consumption at 75% load

191.5181.0g/kWhFuel consumption at 50% load

Lubricating oil system

500500kPaPressure before bearings, nom. (PT 201)

Wärtsilä 46F Product Guide - a19 - 1 December 2017 3-11

3. Technical DataWärtsilä 46F Product Guide

Page 26

IMO Tier 2

Wärtsilä 9L46F

12001200kWCylinder output

600600rpmEngine speed

800800kPaPressure after pump, max.

4040kPaSuction ability main pump, including pipe loss, max.

8080kPaPriming pressure, nom. (PT 201)

5656°CTemperature before bearings, nom. (TE 201)

7575°CTemperature after engine, approx.

228253m3/hPump capacity (main), engine driven

218253m3/hPump capacity (main), electrically driven

190190m3/hOil flow through engine

5050m3/hPriming pump capacity

19.019.0m

Oil tank volume in separate system, min

0.70.7g/kWhOil consumption at 100% load, approx.

18001800l/minCrankcase ventilation flow rate at full load

0.40.4kPaCrankcase ventilation backpressure, max.

70.070.0lOil volume in turning device

1.71.7lOil volume in speed governor

High temperature cooling water system

250 + static250 + statickPaPressure at engine, after pump, nom. (PT 401)

530530kPaPressure at engine, after pump, max. (PT 401)

7474°CTemperature before cylinders, approx. (TE 401)

91...9591...95°CTemperature after charge air cooler, nom.

180180m3/hCapacity of engine driven pump, nom.

150150kPaPressure drop over engine, total

100100kPaPressure drop in external system, max.

70...15070...150kPaPressure from expansion tank

1.51.5m

Water volume in engine

Low temperature cooling water system

250 + static250 + statickPaPressure at engine, after pump, nom. (PT 451)

530530kPaPressure at engine, after pump, max. (PT 451)

3838°CTemperature before engine, max. (TE 451)

2525°CTemperature before engine, min. (TE 451)

180180m3/hCapacity of engine driven pump, nom.

5050kPaPressure drop over charge air cooler

2020kPaPressure drop over built-on lube oil cooler

3030kPaPressure drop over built-on temp. control valve

150150kPaPressure drop in external system, max.

70 ... 15070 ... 150kPaPressure from expansion tank

0.50.5m

Water volume in engine

Starting air system (Note 5)

30003000kPaPressure, nom. (PT 301)

15001500kPaPressure at engine during start, min. (20°C)

30003000kPaPressure, max. (PT 301)

18001800kPaLow pressure limit in air vessels

9.09.0Nm

Consumption per start at 20°C (successful start)

3-12 Wärtsilä 46F Product Guide - a19 - 1 December 2017

Wärtsilä 46F Product Guide3. Technical Data

Page 27

IMO Tier 2

Wärtsilä 9L46F

12001200kWCylinder output

600600rpmEngine speed

10.010.0Nm

Consumption per start at 20°C, (with slowturn)

Notes:

At ISO 15550 conditions (ambient air temperature 25°C, LT-water 25°C) and 100% load. Flow tolerance 5%.Note

At ISO 15550 conditions (ambient air temperature 25°C, LT-water 25°C). Flow tolerance 5% and temperature tolerance 15°C.

Note

At manual starting the consumption may be 2...3 times lower.Note

ME = Engine driving propeller, variable speed

DE = Engine driving generator

Subject to revision without notice.

Wärtsilä 46F Product Guide - a19 - 1 December 2017 3-13

3. Technical DataWärtsilä 46F Product Guide

Page 28

3.6 Wärtsilä 12V46F

IMO Tier 2

Wärtsilä 12V46F

12001200kWCylinder output

600600rpmEngine speed

1440014400kWEngine output

2.492.49MPaMean effective pressure

Combustion air system (Note 1)

25.025.0kg/sFlow at 100% load

4545°CTemperature at turbocharger intake, max. (TE 600)

5050°CTemperature after air cooler, nom. (TE 601)

Exhaust gas system (Note 2)

26.1626.16kg/sFlow at 100% load

23.422.8kg/sFlow at 85% load

23.421.6kg/sFlow at 75% load

18.8414.88kg/sFlow at 50% load

366366°CTemp. after turbo, 100% load (TE 517)

316320°CTemp. after turbo, 85% load (TE 517)

309322°CTemp. after turbo, 75% load (TE 517)

273325°CTemp. after turbo, 50% load (TE 517)

33kPaBackpressure, max.

13091309mmCalculated pipe diameter for 35 m/s

Heat balance at 100% load (Note 3)

16321632kWJacket water, HT-circuit

29762976kWCharge air, HT-circuit

15241524kWCharge air, LT-circuit

14641464kWLubricating oil, LT-circuit

420420kWRadiation

Fuel system (Note 4)

880...930880...930kPaPressure before injection pumps (PT 101) at 100% load - HFO

900...950900...950kPaPressure before injection pumps (PT101) at 85% load - HFO

9.8...10.89.8...10.8m3/hFlow to engine, approx - HFO

16...2416...24cStHFO viscosity before engine

140140°CMax. HFO temperature before engine (TE 101)

2.02.0cStMDF viscosity, min.

4545°CMax. MDF temperature before engine (TE 101)

9.09.0kg/hLeak fuel quantity (HFO), clean fuel at 100% load

45.045.0kg/hLeak fuel quantity (MDF), clean fuel at 100% load

178.7178.7g/kWhFuel consumption at 100% load

173.7172.5g/kWhFuel consumption at 85% load

182.7177.0g/kWhFuel consumption at 75% load

190.6180.1g/kWhFuel consumption at 50% load

Lubricating oil system

500500kPaPressure before bearings, nom. (PT 201)

3-14 Wärtsilä 46F Product Guide - a19 - 1 December 2017

Wärtsilä 46F Product Guide3. Technical Data

Page 29

IMO Tier 2

Wärtsilä 12V46F

12001200kWCylinder output

600600rpmEngine speed

800800kPaPressure after pump, max.

4040kPaSuction ability main pump, including pipe loss, max.

8080kPaPriming pressure, nom. (PT 201)

5656°CTemperature before bearings, nom. (TE 201)

7575°CTemperature after engine, approx.

260306m3/hPump capacity (main), engine driven

210259m3/hPump capacity (main), electrically driven

200200m3/hOil flow through engine

7070m3/hPriming pump capacity

22.522.5m

Oil tank volume in separate system, min

0.70.7g/kWhOil consumption at 100% load, approx.

35403540l/minCrankcase ventilation flow rate at full load

0.40.4kPaCrankcase ventilation backpressure, max.

70.070.0lOil volume in turning device

7.17.1lOil volume in speed governor

High temperature cooling water system

250 + static250 + statickPaPressure at engine, after pump, nom. (PT 401)

530530kPaPressure at engine, after pump, max. (PT 401)

7474°CTemperature before cylinders, approx. (TE 401)

91...9591...95°CTemperature after charge air cooler, nom.

210210m3/hCapacity of engine driven pump, nom.

150150kPaPressure drop over engine, total

100100kPaPressure drop in external system, max.

70...15070...150kPaPressure from expansion tank

2.02.0m

Water volume in engine

Low temperature cooling water system

250 + static250 + statickPaPressure at engine, after pump, nom. (PT 451)

530530kPaPressure at engine, after pump, max. (PT 451)

3838°CTemperature before engine, max. (TE 451)

2525°CTemperature before engine, min. (TE 451)

210210m3/hCapacity of engine driven pump, nom.

5050kPaPressure drop over charge air cooler

2020kPaPressure drop over built-on lube oil cooler

3030kPaPressure drop over built-on temp. control valve

150150kPaPressure drop in external system, max.

70 ... 15070 ... 150kPaPressure from expansion tank

0.60.6m

Water volume in engine

Starting air system (Note 5)

30003000kPaPressure, nom. (PT 301)

15001500kPaPressure at engine during start, min. (20°C)

30003000kPaPressure, max. (PT 301)

18001800kPaLow pressure limit in air vessels

12.012.0Nm

Consumption per start at 20°C (successful start)

Wärtsilä 46F Product Guide - a19 - 1 December 2017 3-15

3. Technical DataWärtsilä 46F Product Guide

Page 30

IMO Tier 2

Wärtsilä 12V46F

12001200kWCylinder output

600600rpmEngine speed

15.015.0Nm

Consumption per start at 20°C, (with slowturn)

Notes:

At ISO 15550 conditions (ambient air temperature 25°C, LT-water 25°C) and 100% load. Flow tolerance 5%.Note

At ISO 15550 conditions (ambient air temperature 25°C, LT-water 25°C). Flow tolerance 5% and temperature tolerance 15°C.

Note

At manual starting the consumption may be 2...3 times lower.Note

ME = Engine driving propeller, variable speed

DE = Engine driving generator

Subject to revision without notice.

3-16 Wärtsilä 46F Product Guide - a19 - 1 December 2017

Wärtsilä 46F Product Guide3. Technical Data

Page 31

3.7 Wärtsilä 14V46F

IMO Tier 2

Wärtsilä 14V46F

12001200kWCylinder output

600600rpmEngine speed

1680016800kWEngine output

2.492.49MPaMean effective pressure

Combustion air system (Note 1)

29.229.2kg/sFlow at 100% load

4545°CTemperature at turbocharger intake, max. (TE 600)

5050°CTemperature after air cooler, nom. (TE 601)

Exhaust gas system (Note 2)

30.5230.52kg/sFlow at 100% load

27.326.6kg/sFlow at 85% load

27.325.2kg/sFlow at 75% load

21.9817.36kg/sFlow at 50% load

366366°CTemp. after turbo, 100% load (TE 517)

316320°CTemp. after turbo, 85% load (TE 517)

309322°CTemp. after turbo, 75% load (TE 517)

273325°CTemp. after turbo, 50% load (TE 517)

33kPaBackpressure, max.

14141414mmCalculated pipe diameter for 35 m/s

Heat balance at 100% load (Note 3)

19041904kWJacket water, HT-circuit

34723472kWCharge air, HT-circuit

17781778kWCharge air, LT-circuit

17081708kWLubricating oil, LT-circuit

490490kWRadiation

Fuel system (Note 4)

880...930880...930kPaPressure before injection pumps (PT 101) at 100% load - HFO

900...950900...950kPaPressure before injection pumps (PT101) at 85% load - HFO

11.4...12.611.4...12.6m3/hFlow to engine, approx - HFO

16...2416...24cStHFO viscosity before engine

140140°CMax. HFO temperature before engine (TE 101)

2.02.0cStMDF viscosity, min.

4545°CMax. MDF temperature before engine (TE 101)

10.510.5kg/hLeak fuel quantity (HFO), clean fuel at 100% load

53.053.0kg/hLeak fuel quantity (MDF), clean fuel at 100% load

178.7178.7g/kWhFuel consumption at 100% load

173.7172.5g/kWhFuel consumption at 85% load

182.7177.0g/kWhFuel consumption at 75% load

190.6180.1g/kWhFuel consumption at 50% load

Lubricating oil system

500500kPaPressure before bearings, nom. (PT 201)

Wärtsilä 46F Product Guide - a19 - 1 December 2017 3-17

3. Technical DataWärtsilä 46F Product Guide

Page 32

IMO Tier 2

Wärtsilä 14V46F

12001200kWCylinder output

600600rpmEngine speed

800800kPaPressure after pump, max.

4040kPaSuction ability main pump, including pipe loss, max.

8080kPaPriming pressure, nom. (PT 201)

5656°CTemperature before bearings, nom. (TE 201)

7575°CTemperature after engine, approx.

306335m3/hPump capacity (main), engine driven

250297m3/hPump capacity (main), electrically driven

230230m3/hOil flow through engine

8080m3/hPriming pump capacity

26.326.3m

Oil tank volume in separate system, min

0.70.7g/kWhOil consumption at 100% load, approx.

41804180l/minCrankcase ventilation flow rate at full load

0.40.4kPaCrankcase ventilation backpressure, max.

70.070.0lOil volume in turning device

7.17.1lOil volume in speed governor

High temperature cooling water system

250 + static250 + statickPaPressure at engine, after pump, nom. (PT 401)

530530kPaPressure at engine, after pump, max. (PT 401)

7474°CTemperature before cylinders, approx. (TE 401)

91...9591...95°CTemperature after charge air cooler, nom.

240240m3/hCapacity of engine driven pump, nom.

150150kPaPressure drop over engine, total

100100kPaPressure drop in external system, max.

70...15070...150kPaPressure from expansion tank

2.32.3m

Water volume in engine

Low temperature cooling water system

250 + static250 + statickPaPressure at engine, after pump, nom. (PT 451)

530530kPaPressure at engine, after pump, max. (PT 451)

3838°CTemperature before engine, max. (TE 451)

2525°CTemperature before engine, min. (TE 451)

240240m3/hCapacity of engine driven pump, nom.

5050kPaPressure drop over charge air cooler

2020kPaPressure drop over built-on lube oil cooler

3030kPaPressure drop over built-on temp. control valve

150150kPaPressure drop in external system, max.

70 ... 15070 ... 150kPaPressure from expansion tank

0.70.7m

Water volume in engine

Starting air system (Note 5)

30003000kPaPressure, nom. (PT 301)

15001500kPaPressure at engine during start, min. (20°C)

30003000kPaPressure, max. (PT 301)

18001800kPaLow pressure limit in air vessels

14.014.0Nm

Consumption per start at 20°C (successful start)

3-18 Wärtsilä 46F Product Guide - a19 - 1 December 2017

Wärtsilä 46F Product Guide3. Technical Data

Page 33

IMO Tier 2

Wärtsilä 14V46F

12001200kWCylinder output

600600rpmEngine speed

17.017.0Nm

Consumption per start at 20°C, (with slowturn)

Notes:

At ISO 15550 conditions (ambient air temperature 25°C, LT-water 25°C) and 100% load. Flow tolerance 5%.Note

At ISO 15550 conditions (ambient air temperature 25°C, LT-water 25°C). Flow tolerance 5% and temperature tolerance 15°C.

Note

At manual starting the consumption may be 2...3 times lower.Note

ME = Engine driving propeller, variable speed

DE = Engine driving generator

Subject to revision without notice.

Wärtsilä 46F Product Guide - a19 - 1 December 2017 3-19

3. Technical DataWärtsilä 46F Product Guide

Page 34

3.8 Wärtsilä 16V46F

IMO Tier 2

Wärtsilä 16V46F

12001200kWCylinder output

600600rpmEngine speed

1920019200kWEngine output

2.492.49MPaMean effective pressure

Combustion air system (Note 1)

33.333.3kg/sFlow at 100% load

4545°CTemperature at turbocharger intake, max. (TE 600)

5050°CTemperature after air cooler, nom. (TE 601)

Exhaust gas system (Note 2)

34.8834.88kg/sFlow at 100% load

31.230.4kg/sFlow at 85% load

31.228.8kg/sFlow at 75% load

25.1219.84kg/sFlow at 50% load

366366°CTemp. after turbo, 100% load (TE 517)

316320°CTemp. after turbo, 85% load (TE 517)

309322°CTemp. after turbo, 75% load (TE 517)

273325°CTemp. after turbo, 50% load (TE 517)

33kPaBackpressure, max.

15111511mmCalculated pipe diameter for 35 m/s

Heat balance at 100% load (Note 3)

21762176kWJacket water, HT-circuit

39683968kWCharge air, HT-circuit

20322032kWCharge air, LT-circuit

19521952kWLubricating oil, LT-circuit

560560kWRadiation

Fuel system (Note 4)

880...930880...930kPaPressure before injection pumps (PT 101) at 100% load- HFO

900...950900...950kPaPressure before injection pumps (PT101) at 85% load -HFO

13.0...14.413.0...14.4m3/hFlow to engine, approx - HFO

16...2416...24cStHFO viscosity before engine

140140°CMax. HFO temperature before engine (TE 101)

2.02.0cStMDF viscosity, min.

4545°CMax. MDF temperature before engine (TE 101)

12.012.0kg/hLeak fuel quantity (HFO), clean fuel at 100% load

60.060.0kg/hLeak fuel quantity (MDF), clean fuel at 100% load

178.7178.7g/kWhFuel consumption at 100% load

173.7172.5g/kWhFuel consumption at 85% load

182.7177.0g/kWhFuel consumption at 75% load

190.6180.1g/kWhFuel consumption at 50% load

Lubricating oil system

500500kPaPressure before bearings, nom. (PT 201)

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IMO Tier 2

Wärtsilä 16V46F

12001200kWCylinder output

600600rpmEngine speed

800800kPaPressure after pump, max.

4040kPaSuction ability main pump, including pipe loss, max.

8080kPaPriming pressure, nom. (PT 201)

5656°CTemperature before bearings, nom. (TE 201)

7575°CTemperature after engine, approx.

335335m3/hPump capacity (main), engine driven

260331m3/hPump capacity (main), electrically driven

250250m3/hOil flow through engine

9090m3/hPriming pump capacity

30.030.0m

Oil tank volume in separate system, min

0.70.7g/kWhOil consumption at 100% load, approx.

45204520l/minCrankcase ventilation flow rate at full load

0.40.4kPaCrankcase ventilation backpressure, max.

70.070.0lOil volume in turning device

7.17.1lOil volume in speed governor

High temperature cooling water system

250 + static250 + statickPaPressure at engine, after pump, nom. (PT 401)

530530kPaPressure at engine, after pump, max. (PT 401)

7474°CTemperature before cylinders, approx. (TE 401)

91...9591...95°CTemperature after charge air cooler, nom.

280280m3/hCapacity of engine driven pump, nom.

150150kPaPressure drop over engine, total

100100kPaPressure drop in external system, max.

70...15070...150kPaPressure from expansion tank

2.62.6m

Water volume in engine

Low temperature cooling water system

250 + static250 + statickPaPressure at engine, after pump, nom. (PT 451)

530530kPaPressure at engine, after pump, max. (PT 451)

3838°CTemperature before engine, max. (TE 451)

2525°CTemperature before engine, min. (TE 451)

280280m3/hCapacity of engine driven pump, nom.

5050kPaPressure drop over charge air cooler

2020kPaPressure drop over built-on lube oil cooler

3030kPaPressure drop over built-on temp. control valve

150150kPaPressure drop in external system, max.

70 ... 15070 ... 150kPaPressure from expansion tank

0.80.8m

Water volume in engine

Starting air system (Note 5)

30003000kPaPressure, nom. (PT 301)

15001500kPaPressure at engine during start, min. (20°C)

30003000kPaPressure, max. (PT 301)

18001800kPaLow pressure limit in air vessels

16.016.0Nm

Consumption per start at 20°C (successful start)

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IMO Tier 2

Wärtsilä 16V46F

12001200kWCylinder output

600600rpmEngine speed

19.019.0Nm

Consumption per start at 20°C, (with slowturn)

Notes:

At ISO 15550 conditions (ambient air temperature 25°C, LT-water 25°C) and 100% load. Flow tolerance 5%.Note

At ISO 15550 conditions (ambient air temperature 25°C, LT-water 25°C). Flow tolerance 5% and temperature tolerance 15°C.

Note

At manual starting the consumption may be 2...3 times lower.Note

ME = Engine driving propeller, variable speed

DE = Engine driving generator

Subject to revision without notice.

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4. Description of the Engine

4.1 Definitions

Fig 4-1 In-line engine and V-engine definitions (1V93C0029 / 1V93C0028)

4.2 Main components and systems

Main dimensions and weights are presented in the chapter Main Data and Outputs.

4.2.1 Engine block

The engine block is made of nodular cast iron and it is cast in one piece.

The block has a stiff and durable design, which makes it suitable for resilient mounting without intermediate foundations.

The engine has an underslung crankshaft supported by main bearing caps made of nodular cast iron. The bearing caps are guided sideways by the engine block, both at the top and at the bottom. Hydraulically tensioned bearing cap screws and horizontal side screws secure the main bearing caps.

At the driving end there is a combined thrust bearing and radial bearing for the camshaft drive and flywheel. The bearing housing of the intermediate gear is integrated in the engine block.

The cooling water is distributed around the cylinder liners with water distribution rings at the lower end of the cylinder collar. There is no wet space in the engine block around the cylinder liner, which eliminates the risk of water leakage into the crankcase.

4.2.2 Crankshaft

Low bearing loads, robust design and a crank gear capable of high cylinder pressures were set out to be the main design criteria for the crankshaft. The moderate bore to stroke ratio is a key element to achieve high rigidity.

The crankshaft line is built up from three-pieces: crankshaft, gear and end piece. The crankshaft itself is forged in one piece. Each crankthrow is individually fully balanced for safe bearing function. Clean steel technology minimizes the amount of slag forming elements and guarantees superior material properties.

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All crankshafts can be equipped with a torsional vibration damper at the free end of the engine, if required by the application. Full output is available also from the free end of the engine through a power-take-off (PTO).

The main bearing and crankpin bearing temperatures are continuously monitored.

4.2.3 Connecting rod

The connecting rods are of three-piece design, which makes it possible to pull a piston without opening 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 has a fully machined shank. The lower end is split horizontally to allow removal of piston and connecting rod through the cylinder liner. All connecting rod bolts are hydraulically tightened. The gudgeon pin bearing is solid aluminium bronze.

Oil is led to the gudgeon pin bearing and piston through a bore in the connecting rod.

4.2.4 Main bearings and big end bearings

The main bearings and the big end bearings have steel backs and thin layers for good resistance against fatigue and corrosion. Both tri-metal and bi-metal bearings are used.

4.2.5 Cylinder liner

The centrifugally cast cylinder liner has a high and rigid collar preventing deformations due to the cylinder pressure and pretension forces. A distortion-free liner bore in combination with wear resistant materials and good lubrication provide optimum running conditions for the piston and piston rings. The liner material is a special grey cast iron alloy developed for excellent wear resistance and high strength.

Accurate temperature control is achieved with precisely positioned longitudinal cooling water bores.

An anti-polishing ring removes deposits from piston top land, which eliminates increased lubricating oil consumption due to bore polishing and liner wear.

4.2.6 Piston

The piston is of two-piece design with nodular cast iron skirt and steel crown. Wärtsilä patented skirt lubrication minimizes frictional losses and ensure appropriate lubrication of both the piston skirt and piston rings under all operating conditions.

4.2.7 Piston rings

The piston ring set consists of two compression rings and one spring-loaded conformable oil scraper ring. All piston rings have a wear resistant coating.Two compression rings and one oil scraper ring in combination with pressure lubricated piston skirt give low friction and high seizure resistance. Both compression ring grooves are hardened for good wear resistance.

4.2.8 Cylinder head

A rigid box/cone-like design ensures even circumferential contact pressure and permits high cylinder pressure. Only four hydraulically tightened cylinder head studs simplify the maintenance and leaves more room for optimisation of the inlet and outlet port flow characteristics.

The exhaust valve seats are water cooled. Closed seat rings without water pocket between the seat and the cylinder head ensure long lifetime for valves and seats. Both inlet and exhaust valves are equipped with valve rotators.

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4.2.9 Camshaft and valve mechanism

The camshaft is built of forged pieces with integrated cams, one section per cylinder. The camshaft sections are connected through separate bearing journals, which makes it possible to remove single camshaft sections sideways. The bearing housings are integrated in the engine block casting and thus completely closed.

4.2.10 Camshaft drive

The camshaft is driven by the crankshaft through a gear train. The gear wheel on the crankshaft is clamped between the crankshaft and the end piece with expansion bolts.

4.2.11 Fuel injection equipment

The low pressure fuel lines consist of drilled channels in cast parts that are firmly clamped to the engine block. The entire fuel system is enclosed in a fully covered compartment for maximum safety. All leakages from injection valves, pumps and pipes are collected in a closed system. The pumps are completely sealed off from the camshaft compartment and provided with drain for leakage oil.

The injection nozzles are cooled by lubricating oil.

Wärtsilä 46F engines are equipped with twin plunger pumps that enable control of the injection timing. In addition to the timing control, the twin plunger solution also combines high mechanical strength with cost efficient design.

One plunger controls the start of injection, i.e. the timing, while the other plunger controls when the injection ends, thus the quantity of injected fuel. Timing is controlled according to engine revolution speed and load level (also other options), while the quantity is controlled as normally by the speed control.

4.2.12 Lubricating oil system

The engine is equipped with a dry oil sump.

In the standard configuration the engine is also equipped with an engine driven lubricating oil pump, located in free end, and a lubricating oil module located in the opposite end to the turbocharger. The lubricating oil module consists of an oil cooler with temperature control valves and an automatic filter. A centrifugal filter on the engine serves as an indication filter.

The pre-lubricating oil pump is to be installed in the external system.

4.2.13 Cooling water system

The fresh water cooling system is divided into a high temperature (HT) and a low temperature (LT) circuit. The HT-water cools cylinder liners, cylinder heads and the first stage of the charge air cooler. The LT-water cools the second stage of the charge air cooler and the lubricating oil.

In the most complete configuration the HT and LT cooling water pumps are both engine driven, and the electrically actuated temperature control valves are built on the engine. When desired, it is however possible to configure the engine without engine driven LT-pump, or even without both cooling water pumps.

The temperature control valves are equipped with a hand wheel for emergency operation.

4.2.14 Turbocharging and charge air cooling

The SPEX (Single Pipe Exhaust) turbocharging system is designed to combine the good part load performance of a pulse charging system with the simplicity and good high load efficiency of a constant pressure system. In order to further enhance part load performance and prevent excessive charge air pressure at high load, all engines are equipped with a wastegate on the

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exhaust side. The wastegate arrangement permits a part of the exhaust gas to bypass the turbine in the turbocharger at high engine load.

Variable speed engines are additionally equipped with a by-pass valve to increase the flow through the turbocharger at low engine speed and low engine load. Part of the charge air is conducted directly into the exhaust gas manifold (without passing through the engine), which increases the speed of the turbocharger. The net effect is increased charge air pressure at low engine speed and low engine load, despite the apparent waste of air.

All engines are provided with devices for water cleaning of the turbine and the compressor. The cleaning is performed during operation of the engine.

The engines have a transversely installed turbocharger. The turbocharger can be located at either end of the engine and the exhaust gas outlet can be vertical, or inclined 45 degrees in the longitudinal direction of the engine.

A two-stage charge air cooler is standard. Heat is absorbed with high temperature (HT) cooling water in the first stage, while low temperature (LT) cooling water is used for the final air cooling in the second stage. The engine has two separate cooling water circuits. The flow of LT cooling water through the charge air cooler is controlled to maintain a constant charge air temperature.

4.2.15 Automation system

Wärtsilä 46F is equipped with a modular embedded automation system, Wärtsilä Unified Controls - UNIC.

The system version UNIC C2 has a hardwired interface for control functions and a bus communication interface for alarm and monitoring.

An engine safety module and a local control panel mounted on the engine. The engine safety module handles fundamental safety, for example overspeed and low lubricating oil pressure shutdown. The safety module also performs fault detection on critical signals and alerts the alarm system about detected failures. The local control panel has push buttons for local start/stop and shutdown reset, as well as a display showing the most important operating parameters. Speed control is included in the automation system on the engine.

All necessary engine control functions are handled by the equipment on the engine, bus communication to external systems and a more comprehensive local display unit.

Conventional heavy duty cables are used on the engine and the number of connectors are minimized. Power supply, bus communication and safety-critical functions are doubled on the engine. All cables to/from external systems are connected to terminals in the main cabinet on the engine.

4.2.16 Variable Inlet valve Closure, optional

Variable Inlet valve Closure (VIC), which is available as an option, offers flexibility to apply early inlet valve closure at high load for lowest NOx levels, while good part-load performance is ensured by adjusting the advance to zero at low load. The inlet valve closure can be adjusted up to 30° crank angle.

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4.3 Cross section of the engine

Fig 4-2 Cross section of the in-line engine

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Fig 4-3 Cross section of the V-engine

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4.4 Overhaul intervals and expected life times

The following overhaul intervals and lifetimes are for guidance only. Achievable lifetimes depend on operating conditions, average loading of the engine, fuel quality used, fuel handling system, performance of maintenance etc.

Table 4-1 Time between inspection or overhaul and expected lifetime [h]

(DAAE009253B)

Expected lifetime (h)Maintenance interval (h)Component

Twin pump fuel injection

6 0006 000- Injection nozzle

24 00012 000- Injection pump element

60 00012 000Cylinder head

36 000-- Inlet valve seat

24 000-- Inlet valve, guide and rotator

36 000-- Exhaust valve seat

24 000-- Exhaust valve, guide and rotator

48 000-Piston crown, including one reconditioning

60 000-Piston skirt

-12 000- Piston skirt/crown dismantling one

-24 000- Piston skirt/crown dismantling all

12 00012 000Piston rings

60 00012 000Cylinder liner

12 000-Anti-polishing ring

60 00012 000Gudgeon pin (inspection)

36 00012 000Gudgeon pin bearing (inspection)

36 000-Big end bearing

-12 000- Big end bearing, inspection of one

-36 000- Big end bearing, replacement of all

36 000-Main bearing

-18 000- Main bearing, inspection of one

-36 000- Main bearing, replacement of all

60 000-Camshaft bearing

-36 000- Camshaft bearing, inspection of one

-60 000- Camshaft bearing, replacement of all

-12 000Turbocharger, inspection and cleaning

36 0006 000Charger air cooler

60 000-Resilient mounting, rubber element

4.5 Engine storage

At delivery the engine is provided with VCI coating and a tarpaulin. For storage longer than 3 months please contact Wärtsilä Finland Oy.

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5. Piping Design, Treatment and Installation

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 in 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). Pipes on the freshwater side of the cooling water system must not be galvanized. Sea-water piping should be made in hot dip galvanised steel, aluminium brass, cunifer or with rubber lined pipes.

Attention must be paid to fire risk aspects. Fuel supply and return lines shall be designed so that they can be fitted without tension. Flexible hoses must have an approval from the classification society. If flexible hoses are used in the compressed air system, a purge valve shall be fitted in front of the hose(s).

The following aspects shall be taken into consideration:

● Pockets shall be avoided. When not possible, drain plugs and air vents shall be installed

● Leak fuel drain pipes shall have continuous slope

● Vent pipes shall be continuously rising

● Flanged connections shall be used, cutting ring joints for precision tubes

Maintenance access and dismounting space of valves, coolers and other devices shall be taken into consideration. Flange connections and other joints shall be located so that dismounting of the equipment can be made with reasonable effort.

5.1 Pipe dimensions

When selecting the pipe dimensions, take into account:

● The pipe material and its resistance to corrosion/erosion.

● Allowed pressure loss in the circuit vs delivery head of the pump.

● Required net positive suction head (NPSH) for pumps (suction lines).

● In small pipe sizes the max acceptable velocity is usually somewhat lower than in large

pipes of equal length.

● The flow velocity should not be below 1 m/s in sea water piping due to increased risk of

fouling and pitting.

● In open circuits the velocity in the suction pipe is typically about 2/3 of the velocity in the

delivery pipe.

Recommended maximum fluid velocities on the delivery side of pumps are given as guidance in table 5-1.

Table 5-1 Recommended maximum velocities on pump delivery side for guidance

Max velocity [m/s]

Pipe materialPiping

1.0

Black steelFuel piping (MDF and HFO)

1.5

Black steelLubricating oil piping

2.5

Black steelFresh water piping

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Max velocity [m/s]

Pipe materialPiping

2.5

Galvanized steelSea water piping

2.5

Aluminium brass

3.0

10/90 copper-nickel-iron

4.5

70/30 copper-nickel

4.5

Rubber lined pipes

NOTE

The diameter of gas fuel piping depends only on the allowed pressure loss in the piping, which has to be calculated project specifically.

Compressed air pipe sizing has to be calculated project specifically. The pipe sizes may be chosen on the basis of air velocity or pressure drop. In each pipeline case it is advised to check the pipe sizes using both methods, this to ensure that the alternative limits are not being exceeded.

Pipeline sizing on air velocity: For dry air, practical experience shows that reasonable velocities are 25...30 m/s, but these should be regarded as the maximum above which noise and erosion will take place, particularly if air is not dry. Even these velocities can be high in terms of their effect on pressure drop. In longer supply lines, it is often necessary to restrict velocities to 15 m/s to limit the pressure drop.

Pipeline sizing on pressure drop: As a rule of thumb the pressure drop from the starting air vessel to the inlet of the engine should be max. 0.1 MPa (1 bar) when the bottle pressure is 3 MPa (30 bar).

It is essential that the instrument air pressure, feeding to some critical control instrumentation, is not allowed to fall below the nominal pressure stated in chapter "Compressed air system" due to pressure drop in the pipeline.

5.2 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

5.3 Operating and design pressure

The pressure class of the piping shall be equal to or higher than the maximum operating pressure, which can be significantly higher than the normal operating pressure.

A design pressure is defined for components that are not categorized according to pressure class, and this pressure is also used to determine test pressure. The design pressure shall also be equal to or higher than the maximum pressure.

The pressure in the system can:

● Originate from a positive displacement pump

● Be a combination of the static pressure and the pressure on the highest point of the pump

curve for a centrifugal pump

● Rise in an isolated system if the liquid is heated

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Within this Product Guide there are tables attached to drawings, which specify pressure classes of connections. The pressure class of a connection can be higher than the pressure class required for the pipe.

Example 1:

The fuel pressure before the engine should be 1.0 MPa (10 bar). The safety filter in dirty condition may cause a pressure loss of 0.1 MPa (1 bar). The viscosimeter, heater and piping may cause a pressure loss of 0.2 MPa (2 bar). Consequently the discharge pressure of the circulating pumps may rise to 1.3 MPa (13 bar), and the safety valve of the pump shall thus be adjusted e.g. to 1.4 MPa (14 bar).

● The minimum design pressure is 1.4 MPa (14 bar).

● The nearest pipe class to be selected is PN16.

● Piping test pressure is normally 1.5 x the design pressure = 2.1 MPa (21 bar).

Example 2:

The pressure on the suction side of the cooling water pump is 0.1 MPa (1 bar). The delivery head of the pump is 0.3 MPa (3 bar), leading to a discharge pressure of 0.4 MPa (4 bar). The highest point of the pump curve (at or near zero flow) is 0.1 MPa (1 bar) higher than the nominal point, and consequently the discharge pressure may rise to 0.5 MPa (5 bar) (with closed or throttled valves).

● The minimum design pressure is 0.5 MPa (5 bar).

● The nearest pressure class to be selected is PN6.

● Piping test pressure is normally 1.5 x the design pressure = 0.75 MPa (7.5 bar).

Standard pressure classes are PN4, PN6, PN10, PN16, PN25, PN40, etc.

5.4 Pipe class

Classification societies categorize piping systems in different classes (DNV) or groups (ABS) depending on pressure, temperature and media. The pipe class can determine:

● Type of connections to be used

● Heat treatment

● Welding procedure

● Test method

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 in class I.

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

Class IIIClass IIClass IMedia

°CMPa (bar)°CMPa (bar)°CMPa (bar)

and < 170< 0.7 (7)and < 300< 1.6 (16)or > 300> 1.6 (16)Steam

and < 60< 0.7 (7)and < 150< 1.6 (16)or > 150> 1.6 (16)Flammable fluid

and < 200< 1.6 (16)and < 300< 4 (40)or > 300> 4 (40)Other media

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5.5 Insulation

The following pipes shall be insulated:

● All trace heated pipes

● Exhaust gas pipes

● Exposed parts of pipes with temperature > 60°C

Insulation is also recommended for:

● Pipes between engine or system oil tank and lubricating oil separator

● Pipes between engine and jacket water preheater

5.6 Local gauges

Local thermometers should be installed wherever a new temperature occurs, i.e. before and after heat exchangers, etc.

Pressure gauges should be installed on the suction and discharge side of each pump.

5.7 Cleaning procedures

Instructions shall be given to manufacturers and fitters of how different piping systems shall be treated, cleaned and protected before delivery and installation. All piping must be checked and cleaned from debris before installation. Before taking into service all piping must be cleaned according to the methods listed below.

Table 5-3 Pipe cleaning

MethodsSystem

A,B,C,D,FFuel oil

A,B,C,D,FLubricating oil

A,B,CStarting air

A,B,CCooling water

A,B,CExhaust gas

A,B,CCharge air

A = Washing with alkaline solution in hot water at 80°C for degreasing (only if pipes have been greased)

B = Removal of rust and scale with steel brush (not required for seamless precision tubes)

C = Purging with compressed air

D = Pickling

F = Flushing

5.7.1 Pickling

Pipes are pickled in an acid solution of 10% hydrochloric acid and 10% formaline inhibitor for 4-5 hours, rinsed with hot water and blown dry with compressed air.

After the acid treatment the pipes are treated with a neutralizing solution of 10% caustic soda and 50 grams of trisodiumphosphate per litre of water for 20 minutes at 40...50°C, rinsed with hot water and blown dry with compressed air.

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5.7.2 Flushing

More detailed recommendations on flushing procedures are when necessary described under the relevant chapters concerning the fuel oil system and the lubricating oil system. Provisions are to be made to ensure that necessary temporary bypasses can be arranged and that flushing hoses, filters and pumps will be available when required.

5.8 Flexible pipe connections

Pressurized flexible connections carrying flammable fluids or compressed air have to be type approved.

Great care must be taken to ensure proper installation of flexible pipe connections between resiliently mounted engines and ship’s piping.

● Flexible pipe connections must not be twisted

● Installation length of flexible pipe connections 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

● Flexible elements must not be painted

● Rubber bellows must be kept clean from oil and fuel

● The piping must be rigidly supported close to the flexible piping connections.

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Fig 5-1 Flexible hoses (4V60B0100a)

5.9 Clamping of pipes

It is very important to fix the pipes to rigid structures next to flexible pipe connections in order to prevent damage caused by vibration. The following guidelines should be applied:

● Pipe clamps and supports next to the engine must be very rigid and welded to the steel

structure of the foundation.

● The first support should be located as close as possible to the flexible connection. Next

support should be 0.3-0.5 m from the first support.

● First three supports closest to the engine or generating set should be fixed supports. Where

necessary, sliding supports can be used after these three fixed supports to allow thermal expansion of the pipe.

● Supports should never be welded directly to the pipe. Either pipe clamps or flange supports

should be used for flexible connection.

Examples of flange support structures are shown in Figure 5-2. A typical pipe clamp for a fixed support is shown in Figure 5-3. Pipe clamps must be made of steel; plastic clamps or similar may not be used.

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Fig 5-2 Flange supports of flexible pipe connections (4V60L0796)

Fig 5-3 Pipe clamp for fixed support (4V61H0842)

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6. Fuel Oil System

6.1 Acceptable fuel characteristics

The fuel specifications are based on the ISO 8217:2017 (E) standard. Observe that a few additional properties not included in the standard are listed in the tables. For maximum fuel temperature before the engine, see chapter "Technical Data".

The fuel shall not contain any added substances or chemical waste, which jeopardizes the safety of installations or adversely affects the performance of the engines or is harmful to personnel or contributes overall to air pollution.

6.1.1 Marine Diesel Fuel (MDF)

Distillate fuel grades are ISO-F-DMX, DMA, DMZ, DMB. These fuel grades are referred to as MDF (Marine Diesel Fuel).

The distillate grades mentioned above can be described as follows:

● DMX: A fuel which is suitable for use at ambient temperatures down to -15°C without

heating the fuel. Especially in merchant marine applications its use is restricted to lifeboat engines and certain emergency equipment due to the reduced flash point. The low flash point which is not meeting the SOLAS requirement can also prevent the use in other marine applications, unless the fuel system is built according to special requirements. Also the low viscosity (min. 1.4 cSt) can prevent the use in engines unless the fuel can be cooled down enough to meet the min. injection viscosity limit of the engine.

● DMA: A high quality distillate, generally designated as MGO (Marine Gas Oil).

● DMZ: A high quality distillate, generally designated as MGO (Marine Gas Oil). An alternative

fuel grade for engines requiring a higher fuel viscosity than specified for DMA grade fuel.

● DMB: 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 as MDO (Marine Diesel Oil).

Table 6-1 MDF specifications

Test method ref.ISO-F-DMBISO-F-DMZISO-F-DMAUnitProperty

2.02.02.0cStViscosity, before injection pumps, min.

242424cStViscosity, before injection pumps, max.

ISO 3104232cStViscosity at 40°C, min.

ISO 31041166cStViscosity at 40°C, max.

ISO 3675 or 12185900890890kg/m³Density at 15°C, max.

ISO 4264354040Cetane index, min.

ISO 8574 or 1459621.51.5% massSulphur, max.

ISO 2719606060°CFlash point, min.

IP 570222mg/kgHydrogen sulfide. max.

ASTM D6640.50.50.5mg KOH/gAcid number, max.

ISO 10307-10.1

——% massTotal sediment by hot filtration, max.

ISO 1220525

2525g/m

Oxidation stability, max.

ISO 10370—0.300.30% massCarbon residue: micro method on the 10% volume

distillation residue max.

ISO 103700.30——% massCarbon residue: micro method, max.

ISO 30160-6-6°CPour point (upper) , winter quality, max.

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Test method ref.ISO-F-DMBISO-F-DMZISO-F-DMAUnitProperty

ISO 3016600°CPour point (upper) , summer quality, max.

3) 4) 7)

Clear and bright

—Appearance

ISO 37330.3

——% volumeWater, max.

ISO 62450.010.010.01% massAsh, max.

ISO 12156-1520

520520µmLubricity, corrected wear scar diameter (wsd 1.4) at

60°C , max.

Remarks:

Additional properties specified by Wärtsilä, which are not included in the ISO specification.

The implementation date for compliance with the limit shall be 1 July 2012. Until that the specified value is given for guidance.

If the sample is not clear and bright, the total sediment by hot filtration and water tests shall be required.

If the sample is not clear and bright, the test cannot be undertaken and hence the oxidation stability limit shall not apply.

It shall be ensured that the pour point is suitable for the equipment on board, especially if the ship operates in cold climates.

If the sample is dyed and not transparent, then the water limit and test method ISO 12937 shall apply.

If the sample is not clear and bright, the test cannot be undertaken and hence the lubricity limit shall not apply.

The requirement is applicable to fuels with a sulphur content below 500 mg/kg (0.050 % mass).

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6.1.2 Table Heavy fuel oils

Table 6-2 Residual fuel specifications

Test method reference

Limit

HFO 2

Limit

HFO 1

UnitCharacteristics

-20 ± 420 ± 4

mm2/s

Kinematic viscosity bef. inj. pumps

ISO 3104700.0700.0

mm2/s

Kinematic viscosity at 50 °C, max.

ISO 3675 or ISO 12185

991.0 /

1010.0

991.0 /

1010.0

kg/m

Density at 15 °C, max.

ISO 8217, Annex F870850-

CCAI, max.

ISO 8754 or ISO 14596

Statutory require-

ments

%m/m

Sulphur, max.

c, g)

ISO 271960.060.0°C

Flash point, min.

IP 5702.002.00mg/kg

Hydrogen sulfide, max.

ASTM D6642.52.5mg KOH/g

Acid number, max.

ISO 10307-20.100.10%m/m

Total sediment aged, max.

ISO 1037020.0015.00%m/m

Carbon residue, micro method, max.

ASTM D327914.08.0%m/m

Asphaltenes, max.

ISO 30163030°C

Pour point (upper), max.

ISO 3733 or ASTM

D6304-C

0.500.50%V/V

Water, max.

ISO 3733 or ASTM

D6304-C

0.300.30%V/V

Water before engine, max.

ISO 6245 or LP1001

d, i)

0.1500.050%m/m

Ash, max.

IP 501, IP 470 or ISO

14597

450100mg/kg

Vanadium, max.

IP 501 or IP 47010050mg/kg

Sodium, max.

IP 501 or IP 4703030mg/kg

Sodium before engine, max.

d,g)

IP 501, IP 470 or ISO

10478

6030mg/kg

Aluminium + Silicon, max.

IP 501, IP 470 or ISO

10478

1515mg/kg

Aluminium + Silicon before engine, max.

IP 501 or IP 470 IP 501 or IP 470 IP 501 or IP 500

30 15 15

mg/kg mg/kg mg/kg

Used lubricating oil

- Calcium, max.

- Zinc, max.

- Phosphorus, max.

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NOTE

a) Max. 1010 kg/m³ at 15 °C, provided the fuel treatment system can reduce water

and solids (sediment, sodium, aluminium, silicon) before engine to the specified levels.

b) 1 mm²/s = 1 cSt. c) The purchaser shall define the maximum sulphur content in accordance with

relevant statutory limitations. d) Additional properties specified by the engine manufacturer, which are not

included in the ISO 8217:2017(E) standard. e) Purchasers shall ensure that this pour point is suitable for the equipment on

board / at the plant, especially if the ship operates / plant is located in cold climates. f) Straight run residues show CCAI values in the 770 to 840 range and are very

good ignitors. 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. CCAI value cannot always be considered as an accurate tool to determine fuels’ ignition properties, especially concerning fuels originating from modern and more complex refinery processes.

g) 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. 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 than specified above, can cause hot corrosion on engine components.

h) The fuel shall be free from used lubricating oil (ULO). A fuel shall be considered to contain ULO when either one of the following conditions is met:

● Calcium > 30 mg/kg and zinc > 15 mg/kg OR

● Calcium > 30 mg/kg and phosphorus > 15 mg/kg

i) The ashing temperatures can vary when different test methods are used having an influence on the test result.

NOTE

Residual fuel grades are referred to as HFO (Heavy Fuel Oil). The fuel specification HFO 2 covers the categories ISO-F-RMA 10 to RMK 700. Fuels fulfilling the specification HFO 1 permit longer overhaul intervals of specific engine components than HFO 2.

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6.2 Internal fuel oil system

Fig 6-1 Internal fuel system, in-line engine (DAAE017289D)

System components

Fuel rack actuator05Injection pump01

Timing rack actuator06Injection valve02

Camshaft07Pressure control valve03

Flywheel08Pulse damper04

Sensors and indicators

Engine speed 1ST173Fuel oil pressure, engine inletPT101

Engine speed 2ST174Fuel oil temperature, engine inletTE101

Timing rack controlCV178Fuel oil temperature, engine inletTI101

Timing rack positionGT178Fuel oil leakage, clean primaryLS103A

Engine speed, primaryST196PFuel oil leakage, clean secondaryLS106A

Engine speed, secondaryST196SFuel oil leakage, dirty fuel driving endLS108A

Turning gear engagedGS792Fuel rack controlCV161

Electric motor for turning gearM755Fuel rack positionGT165-2

Stop lever in stop positionGS171

StandardPressure classSizePipe connections

ISO 7005-1PN40DN32Fuel inlet101

ISO 7005-1PN40DN32Fuel outlet102

ISO 7005-1PN40DN25Leak fuel drain, clean fuel103

DIN 2353OD28Leak fuel drain, dirty fuel104

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Fig 6-2 Internal fuel system, V-engine (DAAE075984C)

System components

Flywheel07Fuel rack actuator04Injection pump01

Pulse damper08Fuel oil leakage collector05Injection valve02

Timing rack actuator09Camshaft06Pressure control valve03

Sensors and indicators

Engine speed 1ST173Fuel oil pressure, engine inletPT101

Engine speed 2ST174Fuel oil temperature, engine inletTE101A,B

Timing rack controlCV178Fuel oil temperature, engine inletTI101A,B

Timing rack positionGT178Fuel oil temperature, engine outletTE102A,B

Engine speed for torsional vibrationST191Fuel oil leakage, clean primaryLS103A,B

Engine speed, primaryST196PFuel oil leakage, clean secondaryLS106A,B

Engine speed, secondaryST196SFuel oil leakage, dirty fuelLS108A,B

Turning gear engagedGS792Fuel rack controlCV161

Electric motor for turning gearM755Fuel rack positionGT165-2

Stop lever in stop positionGS171

SizePipe connections

DN32Fuel inlet101

DN32Fuel outlet102

DN25Clean fuel leakage outlet, in FE103FE

DN25Clean fuel leakage outlet, in DE103DE

DN25Dirty fuel leakage outlet, in FE104FE

DN25Dirty fuel leakage outlet, in DE104DE

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The engine is designed for continuous operation on heavy fuel oil (HFO). On request the engine can be built for operation exclusively on marine diesel fuel (MDF). It is however possible to operate HFO engines on MDF intermittently without any alternations. Continuous operation on HFO is recommended as far as possible.

If the operation of the engine is changed from HFO to continuous operation on MDF, then a change of exhaust valves from Nimonic to Stellite is recommended.

A pressure control valve in the fuel return line on the engine maintains desired pressure before the injection pumps.

6.2.1 Leak fuel system

Clean leak fuel from the injection valves and the injection pumps is collected on the engine and drained by gravity through a clean leak fuel connection. The clean leak fuel can be re-used without separation. The quantity of clean leak fuel is given in chapter Technical data.

Other possible leak fuel and spilled water and oil is separately drained from the hot-box through dirty fuel oil connections and it shall be led to a sludge tank.

6.3 External fuel oil system

The design of the external fuel system may vary from ship to ship, but every system should provide well cleaned fuel of correct viscosity and pressure to each engine. Temperature control is required to maintain stable and correct viscosity of the fuel before the injection pumps (see Technical data). Sufficient circulation through every engine connected to the same circuit must be ensured in all operating conditions.

The fuel treatment system should comprise at least one settling tank and two separators. Correct dimensioning of HFO separators is of greatest importance, and therefore the recommendations of the separator manufacturer must be closely followed. Poorly centrifuged fuel is harmful to the engine and a high content of water may also damage the fuel feed system.

The fuel pipe connections on the engine are smaller than the required pipe diameter on the installation side.

Injection pumps generate pressure pulses into the fuel feed and return piping. The fuel pipes between the feed unit and the engine must be properly clamped to rigid structures. The distance between the fixing points should be at close distance next to the engine. See chapter Piping design, treatment and installation.

A connection for compressed air should be provided before the engine, together with a drain from the fuel return line to the clean leakage fuel or overflow tank. With this arrangement it is possible to blow out fuel from the engine prior to maintenance work, to avoid spilling.

NOTE

In multiple engine installations, where several engines are connected to the same fuel feed circuit, it must be possible to close the fuel supply and return lines connected to the engine individually. This is a SOLAS requirement. It is further stipulated that the means of isolation shall not affect the operation of the other engines, and it shall be possible to close the fuel lines from a position that is not rendered inaccessible due to fire on any of the engines.

6.3.1 Fuel heating requirements HFO

Heating is required for:

● Bunker tanks, settling tanks, day tanks

● Pipes (trace heating)

● Separators

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● Fuel feeder/booster units

To enable pumping the temperature of bunker tanks must always be maintained 5...10°C above the pour point, typically at 40...50°C. The heating coils can be designed for a temperature of 60°C.

The tank heating capacity is determined by the heat loss from the bunker tank and the desired temperature increase rate.

Fig 6-3 Fuel oil viscosity-temperature diagram for determining the pre-heating

temperatures of fuel oils (4V92G0071b)

Example 1: A fuel oil with a viscosity of 380 cSt (A) at 50°C (B) or 80 cSt at 80°C (C) must be

pre-heated to 115 - 130°C (D-E) before the fuel injection pumps, to 98°C (F) at the separator and to minimum 40°C (G) in the bunker tanks. The fuel oil may not be pumpable below 36°C (H).

To obtain temperatures for intermediate viscosities, draw a line from the known viscosity/temperature point in parallel to the nearest viscosity/temperature line in the diagram.

Example 2: Known viscosity 60 cSt at 50°C (K). The following can be read along the dotted line: viscosity at 80°C = 20 cSt, temperature at fuel injection pumps 74 - 87°C, separating temperature 86°C, minimum bunker tank temperature 28°C.

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6.3.2 Fuel tanks

The fuel oil is first transferred from the bunker tanks to settling tanks for initial separation of sludge and water. After centrifuging the fuel oil is transferred to day tanks, from which fuel is supplied to the engines.

6.3.2.1 Settling tank, HFO (1T02) and MDF (1T10)

Separate settling tanks for HFO and MDF are recommended.

To ensure sufficient time for settling (water and sediment separation), the capacity of each tank should be sufficient for min. 24 hours operation at maximum fuel consumption. The tanks should be provided with internal baffles to achieve efficient settling and have a sloped bottom for proper draining. The temperature in HFO settling tanks should be maintained between 50°C and 70°C, which requires heating coils and insulation of the tank. Usually MDF settling tanks do not need heating or insulation, but the tank temperature should be in the range

20...40°C.

6.3.2.2 Day tank, HFO (1T03) and MDF (1T06)

Two day tanks for HFO are to be provided, each with a capacity sufficient for at least 8 hours operation at maximum fuel consumption. A separate tank is to be provided for MDF. The capacity of the MDF tank should ensure fuel supply for 8 hours. Settling tanks may not be used instead of day tanks.

The day tank must be designed so that accumulation of sludge near the suction pipe is prevented and the bottom of the tank should be sloped to ensure efficient draining. HFO day tanks shall be provided with heating coils and insulation. It is recommended that the viscosity is kept below 140 cSt in the day tanks. Due to risk of wax formation, fuels with a viscosity lower than 50 cSt at 50°C must be kept at a temperature higher than the viscosity would require. Continuous separation is nowadays common practice, which means that the HFO day tank temperature normally remains above 90°C. The temperature in the MDF day tank should be in the range 20...40°C. The level of the tank must ensure a positive static pressure on the suction side of the fuel feed pumps.

If black-out starting with MDF from a gravity tank is foreseen, then the tank must be located at least 15 m above the engine crankshaft.

6.3.2.3 Leak fuel tank, clean fuel (1T04)

Clean leak fuel is drained by gravity from the engine. The fuel should be collected in a separate clean leak fuel tank, from where it can be pumped to the day tank and reused without separation. The pipes from the engine to the clean leak fuel tank should be arranged continuosly sloping. The tank and the pipes must be heated and insulated, unless the installation is designed for operation on MDF only.

The leak fuel piping should be fully closed to prevent dirt from entering the system.

6.3.2.4 Leak fuel tank, dirty fuel (1T07)

In normal operation no fuel should leak out from the components of the fuel system. In connection with maintenance, or due to unforeseen leaks, fuel or water may spill in the hot box of the engine. The spilled liquids are collected and drained by gravity from the engine through the dirty fuel connection.

Dirty leak fuel shall be led to a sludge tank. The tank and the pipes must be heated and insulated, unless the installation is designed for operation exclusively on MDF.

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6.3.3 Fuel treatment

6.3.3.1 Separation

Heavy fuel (residual, and mixtures of residuals and distillates) must be cleaned in an efficient centrifugal separator before it is transferred to the day tank.

Classification rules require the separator arrangement to be redundant so that required capacity is maintained with any one unit out of operation.

All recommendations from the separator manufacturer must be closely followed.

Centrifugal disc stack separators are recommended also for installations operating on MDF only, to remove water and possible contaminants. The capacity of MDF separators should be sufficient to ensure the fuel supply at maximum fuel consumption. Would a centrifugal separator be considered too expensive for a MDF installation, then it can be accepted to use coalescing type filters instead. A coalescing filter is usually installed on the suction side of the circulation pump in the fuel feed system. The filter must have a low pressure drop to avoid pump cavitation.

Separator mode of operation

The best separation efficiency is achieved when also the stand-by separator is in operation all the time, and the throughput is reduced according to actual consumption.

Separators with monitoring of cleaned fuel (without gravity disc) operating on a continuous basis can handle fuels with densities exceeding 991 kg/m3 at 15°C. In this case the main and stand-by separators should be run in parallel.

When separators with gravity disc are used, then each stand-by separator should be operated in series with another separator, so that the first separator acts as a purifier and the second as clarifier. This arrangement can be used for fuels with a density of max. 991 kg/m3 at 15°C. The separators must be of the same size.

Separation efficiency

The term Certified Flow Rate (CFR) has been introduced to express the performance of separators according to a common standard. CFR is defined as the flow rate in l/h, 30 minutes after sludge discharge, at which the separation efficiency of the separator is 85%, when using defined test oils and test particles. CFR is defined for equivalent fuel oil viscosities of 380 cSt and 700 cSt at 50°C. More information can be found in the CEN (European Committee for Standardisation) document CWA 15375:2005 (E).

The separation efficiency is measure of the separator's capability to remove specified test particles. The separation efficiency is defined as follows:

where:

separation efficiency [%]n =

number of test particles in cleaned test oilC

out

number of test particles in test oil before separatorCin=

6.3.3.2 Separator unit (1N02/1N05)

Separators are usually supplied as pre-assembled units designed by the separator manufacturer.

Typically separator modules are equipped with:

● Suction strainer (1F02)

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● Feed pump (1P02)

● Pre-heater (1E01)

● Sludge tank (1T05)

● Separator (1S01/1S02)

● Sludge pump

● Control cabinets including motor starters and monitoring

Fig 6-4 Fuel transfer and separating system (V76F6626F)

6.3.3.3 Separator feed pumps (1P02)

Feed pumps should be dimensioned for the actual fuel quality and recommended throughput of the separator. The pump should be protected by a suction strainer (mesh size about 0.5 mm)

An approved system for control of the fuel feed rate to the separator is required.

MDFHFODesign data:

0.5 MPa (5 bar)0.5 MPa (5 bar)Design pressure

50°C100°CDesign temperature

100 cSt1000 cStViscosity for dimensioning electric motor

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6.3.3.4 Separator pre-heater (1E01)

The pre-heater is dimensioned according to the feed pump capacity and a given settling tank temperature.

The surface temperature in the heater must not be too high in order to avoid cracking of the fuel. The temperature control must be able to maintain the fuel temperature within ± 2°C.

Recommended fuel temperature after the heater depends on the viscosity, but it is typically 98°C for HFO and 20...40°C for MDF. The optimum operating temperature is defined by the sperarator manufacturer.

The required minimum capacity of the heater is:

where:

heater capacity [kW]P =

capacity of the separator feed pump [l/h]Q =

temperature rise in heater [°C]ΔT =

For heavy fuels ΔT = 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 require pre-heating before the separator.

The heaters to be provided with safety valves and drain pipes to a leakage tank (so that the possible leakage can be detected).

6.3.3.5 Separator (1S01/1S02)

Based on a separation time of 23 or 23.5 h/day, the service throughput Q [l/h] of the separator can be estimated with the formula:

where:

max. continuous rating of the diesel engine(s) [kW]P =

specific fuel consumption + 15% safety margin [g/kWh]b =

density of the fuel [kg/m3]ρ =

daily separating time for self cleaning separator [h] (usually = 23 h or 23.5 h)t =

The flow rates recommended for the separator and the grade of fuel must not be exceeded. The lower the flow rate the better the separation efficiency.

Sample valves must be placed before and after the separator.

6.3.3.6 MDF separator in HFO installations (1S02)

A separator for MDF is recommended also for installations operating primarily on HFO. The MDF separator can be a smaller size dedicated MDF separator, or a stand-by HFO separator used for MDF.

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6.3.3.7 Sludge tank (1T05)

The sludge tank should be located directly beneath the separators, or as close as possible below the separators, unless it is integrated in the separator unit. The sludge pipe must be continuously falling.

6.3.4 Fuel feed system - MDF installations

Fig 6-5 Example of fuel oil system, MDF, single engine installation (DAAE022042b)

* To be remotely operated if located < 5 m from engine.

Pipe connectionsSystem components

Fuel inlet101Cooler (MDF)1E04

Fuel outlet102Automatic filter (MDF)1F04

Leak fuel drain, clean fuel103Fine filter (MDF)1F05

Leak fuel drain, dirty fuel104Suction strainer (MDF)1F07

Flow meter (MDF)1I03

Fuel feed pump unit (MDF)1N08

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Pipe connectionsSystem components

Leak fuel tank, clean fuel1T04

Day tank (MDF)1T06

Leak fuel tank, dirty fuel1T07

Return fuel tank1T13

Change-over valve1V01

Quick closing valve1V10

If the engines are to be operated on MDF only, heating of the fuel is normally not necessary. In such case it is sufficient to install the equipment listed below. Some of the equipment listed below is also to be installed in the MDF part of a HFO fuel oil system.

6.3.4.1 Circulation pump, MDF (1P03)

The circulation pump maintains the pressure at the injection pumps and circulates the fuel in the system. It is recommended to use a screw pump as circulation pump. A suction strainer with a fineness of 0.5 mm should be installed before each pump. There must be a positive static pressure of about 30 kPa on the suction side of the pump.

Design data:

4 x the total consumption of the connected engines and the flush quantity of a possible automatic filter

Capacity

1.6 MPa (16 bar)Design pressure

1.2 MPa (12 bar)Max. total pressure (safety valve)

see chapter "Technical Data"Nominal pressure

50°CDesign temperature

90 cStViscosity for dimensioning of electric

motor

6.3.4.2 Flow meter, MDF (1I03)

If the return fuel from the engine is conducted to a return fuel tank instead of the day tank, one consumption meter is sufficient for monitoring of the fuel consumption, provided that the meter is installed in the feed line from the day tank (before the return fuel tank). A fuel oil cooler is usually required with a return fuel tank.

The total resistance of the flow meter and the suction strainer must be small enough to ensure a positive static pressure of about 30 kPa on the suction side of the circulation pump.

There should be a by-pass line around the consumption meter, which opens automatically in case of excessive pressure drop.

6.3.4.3 Automatic filter, MDF (1F04)

The use of an automatic back-flushing filter is recommended, normally as a duplex filter with an insert filter as the stand-by half. The circulating pump capacity must be sufficient to prevent pressure drop during the flushing operation.

Design data:

according to fuel specificationFuel viscosity

50°CDesign temperature

Equal to feed/circulation pump capacityDesign flow

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1.6 MPa (16 bar)Design pressure

Fineness:

35 μm (absolute mesh size)- automatic filter

35 μm (absolute mesh size)- insert filter

Maximum permitted pressure drops at 14 cSt:

20 kPa (0.2 bar)- clean filter

80 kPa (0.8 bar)- alarm

6.3.4.4 Fine filter, MDF (1F05)

The fuel oil fine filter is a full flow duplex type filter with steel net. This filter must be installed as near the engine as possible.

The diameter of the pipe between the fine filter and the engine should be the same as the diameter before the filters.

Design data:

according to fuel specificationsFuel viscosity

50°CDesign temperature

Larger than feed/circulation pump capacityDesign flow

1.6 MPa (16 bar)Design pressure

25 μm (absolute mesh size)Fineness

Maximum permitted pressure drops at 14 cSt:

20 kPa (0.2 bar)- clean filter

80 kPa (0.8 bar)- alarm

6.3.4.5 Pressure control valve, MDF (1V02)

The pressure control valve is installed when the installation includes a feeder/booster unit for HFO and there is a return line from the engine to the MDF day tank. The purpose of the valve is to increase the pressure in the return line so that the required pressure at the engine is achieved.

Design data:

Equal to circulation pumpCapacity

50°CDesign temperature

1.6 MPa (16 bar)Design pressure

0.4...0.7 MPa (4...7 bar)Set point

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6.3.4.6 MDF cooler (1E04)

The fuel viscosity may not drop below the minimum value stated in Technical data. When operating on MDF, the practical consequence is that the fuel oil inlet temperature must be kept below 45°C. Very light fuel grades may require even lower temperature.

Sustained operation on MDF usually requires a fuel oil cooler. The cooler is to be installed in the return line after the engine(s). LT-water is normally used as cooling medium.

If MDF viscosity in day tank drops below stated minimum viscosity limit then it is recommended to install an MDF cooler into the engine fuel supply line in order to have reliable viscosity control.

Design data:

4 kW/cyl at full load and 0.5 kW/cyl at idleHeat to be dissipated

80 kPa (0.8 bar)Max. pressure drop, fuel oil

60 kPa (0.6 bar)Max. pressure drop, water

min. 15%Margin (heat rate, fouling)

50/150°CDesign temperature MDF/HFO installa-

tion

6.3.4.7 Return fuel tank (1T13)

The return fuel tank shall be equipped with a vent valve needed for the vent pipe to the MDF day tank. The volume of the return fuel tank should be at least 100 l.

6.3.4.8 Black out start

Diesel generators serving as the main source of electrical power must be able to resume their operation in a black out situation by means of stored energy. Depending on system design and classification regulations, it may in some cases be permissible to use the emergency generator. HFO engines without engine driven fuel feed pump can reach sufficient fuel pressure to enable black out start by means of:

● A gravity tank located min. 15 m above the crankshaft

● A pneumatically driven fuel feed pump (1P11)

● An electrically driven fuel feed pump (1P11) powered by an emergency power source

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6.3.5 Fuel feed system - HFO installations

Fig 6-6 Example of fuel oil system, HFO, single engine installation (DAAE022041C)

* To be remotely operated if located < 5 m from engine.

** Required for frequent or sustained operation on MDF

Pipe connectionsSystem components

Fuel inlet101Circulation pump1P06Heater1E02

Fuel outlet102Day tank (HFO)1T03Cooler1E03

Leak fuel drain, clean fuel103Leak fuel tank, clean fuel1T04Cooler (MDF)1E04

Leak fuel drain, dirty fuel104Day tank (MDF)1T06Safety filter (HFO)1F03

Leak fuel tank, dirty fuel1T07Suction filter1F06

De-aeration tank1T08Automatic filter1F08

Change-over valve1V01Flow meter1I01

Pressure control valve1V03Viscosity meter1I02

Venting valve1V07Feeder/booster unit1N01

Quick closing valve1V10Fuel feed pump1P04

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Fig 6-7 Example of fuel oil system, HFO, multiple engine installation

(DAAE057999D)

* To be remotely operated if located < 5 m from engine.

** Required for frequent or sustained operation on MDF

Pipe connectionsSystem components

Fuel inlet101Circulation pump (HFO/MDF)1P12Heater1E02

Fuel outlet102Day tank (HFO)1T03Cooler1E03

Leak fuel drain, clean fuel103Leak fuel tank, clean fuel1T04Cooler (MDF)1E04

Leak fuel drain, dirty fuel104Day tank (MDF)1T06Safety filter (HFO)1F03

Leak fuel tank, dirty fuel1T07Suction filter1F06

De-aeration tank1T08Automatic filter1F08

Change-over valve1V01Flow meter1I01

Pressure control valve1V03Viscosity meter1I02

Overflow valve (HFO/MDF)1V05Feeder/booster unit1N01

Venting valve1V07Pump and filter unit (HFO/MDF)1N03

Quick closing valve1V10Fuel feed pump1P04

Circulation pump (booster unit)1P06

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Fig 6-8 Example of fuel oil system, HFO, multiple engine installation

(DAAE022040D)

* To be remotely operated if located < 5 m from engine.

** Required for frequent or sustained operation on MDF

Pipe connectionsSystem components

Fuel inlet101Circulation pump (HFO/MDF)1P12Heater1E02

Fuel outlet102Day tank (HFO)1T03Cooler1E03

Leak fuel drain, clean fuel103Leak fuel tank, clean fuel1T04Cooler (MDF)1E04

Leak fuel drain, dirty fuel104Day tank (MDF)1T06Safety filter (HFO)1F03

Leak fuel tank, dirty fuel1T07Suction filter1F06

De-aeration tank1T08Suction strainer (MDF)1F07

Change-over valve1V01Automatic filter1F08

Pressure control valve (MDF)1V02Flow meter1I01

Pressure control valve1V03Viscosity meter1I02

Overflow valve (HFO/MDF)1V05Feeder/booster unit1N01

Venting valve1V07Pump and filter unit (HFO/MDF)1N03

Quick closing valve1V10Fuel feed pump1P04

Circulation pump (booster unit)1P06

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HFO pipes shall be properly insulated. If the viscosity of the fuel is 180 cSt/50°C or higher, the pipes must be equipped with trace heating. It sha ll be possible to shut off the heating of the pipes when operating on MDF (trace heating to be grouped logically).

6.3.5.1 Starting and stopping

The engine can be started and stopped on HFO provided that the engine and the fuel system are pre-heated to operating temperature. The fuel must be continuously circulated also through a stopped engine in order to maintain the operating temperature. Changeover to MDF for start and stop is not required.

Prior to overhaul or shutdown of the external system the engine fuel system shall be flushed and filled with MDF.

6.3.5.2 Changeover from HFO to MDF

The control sequence and the equipment for changing fuel during operation must ensure a smooth change in fuel temperature and viscosity. When MDF is fed through the HFO feeder/booster unit, the volume in the system is sufficient to ensure a reasonably smooth transfer.

When there are separate circulating pumps for MDF, then the fuel change should be performed with the HFO feeder/booster unit before switching over to the MDF circulating pumps. As mentioned earlier, sustained operation on MDF usually requires a fuel oil cooler. The viscosity at the engine shall not drop below the minimum limit stated in chapter Technical data.

6.3.5.3 Number of engines in the same system

When the fuel feed unit serves Wärtsilä 46F engines only, maximum two engines should be connected to the same fuel feed circuit, unless individual circulating pumps before each engine are installed.

Main engines and auxiliary engines should preferably have separate fuel feed units. Individual circulating pumps or other special arrangements are often required to have main engines and auxiliary engines in the same fuel feed circuit. Regardless of special arrangements it is not recommended to supply more than maximum two main engines and two auxiliary engines, or one main engine and three auxiliary engines from the same fuel feed unit.

In addition the following guidelines apply:

● Twin screw vessels with two engines should have a separate fuel feed circuit for each

propeller shaft.

● Twin screw vessels with four engines should have the engines on the same shaft connected

to different fuel feed circuits. One engine from each shaft can be connected to the same circuit.

6.3.5.4 Feeder/booster unit (1N01)

A completely assembled feeder/booster unit can be supplied. This unit comprises the following equipment:

● Two suction strainers

● Two fuel feed pumps of screw type, equipped with built-on safety valves and electric motors

● One pressure control/overflow valve

● One pressurized de-aeration tank, equipped with a level switch operated vent valve

● Two circulating pumps, same type as the fuel feed pumps

● Two heaters, steam, electric or thermal oil (one heater in operation, the other as spare)

● One automatic back-flushing filter with by-pass filter

● One viscosimeter for control of the heaters

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● One control valve for steam or thermal oil heaters, a control cabinet for electric heaters

● One temperature sensor for emergency control of the heaters

● One control cabinet including starters for pumps

● One alarm panel

The above equipment is built on a steel frame, which can be welded or bolted to its foundation in the ship. The unit has all internal wiring and piping fully assembled. All HFO pipes are insulated and provided with trace heating.

Fig 6-9 Feeder/booster unit, example (DAAE006659)

Fuel feed pump, booster unit (1P04)

The feed pump maintains the pressure in the fuel feed system. It is recommended to use a screw pump as feed pump. The capacity of the feed pump must be sufficient to prevent pressure drop during flushing of the automatic filter.

A suction strainer with a fineness of 0.5 mm should be installed before each pump. There must be a positive static pressure of about 30 kPa on the suction side of the pump.

Design data:

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Total consumption of the connected engines added with the flush quantity of the automatic filter (1F08) and 15% margin.

Capacity

1.6 MPa (16 bar)Design pressure

0.7 MPa (7 bar)Max. total pressure (safety valve)

100°CDesign temperature

1000 cStViscosity for dimensioning of electric motor

Pressure control valve, booster unit (1V03)

The pressure control valve in the feeder/booster unit maintains the pressure in the de-aeration tank by directing the surplus flow to the suction side of the feed pump.

Design data:

Equal to feed pumpCapacity

1.6 MPa (16 bar)Design pressure

100°CDesign temperature

0.3...0.5 MPa (3...5 bar)Set-point

Automatic filter, booster unit (1F08)

It is recommended to select an automatic filter with a manually cleaned filter in the bypass line. The automatic filter must be installed before the heater, between the feed pump and the de-aeration tank, and it should be equipped with a heating jacket. Overheating (temperature exceeding 100°C) is however to be prevented, and it must be possible to switch off the heating for operation on MDF.

Design data:

According to fuel specificationFuel viscosity

100°CDesign temperature

If fuel viscosity is higher than 25 cSt/100°CPreheating

Equal to feed pump capacityDesign flow

1.6 MPa (16 bar)Design pressure

Fineness:

35 μm (absolute mesh size)- automatic filter

35 μm (absolute mesh size)- by-pass filter

Maximum permitted pressure drops at 14 cSt:

20 kPa (0.2 bar)- clean filter

80 kPa (0.8 bar)- alarm

Flow meter, booster unit (1I01)

If a fuel consumption meter is required, it should be fitted between the feed pumps and the de-aeration tank. When it is desired to monitor the fuel consumption of individual engines in

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a multiple engine installation, two flow meters per engine are to be installed: one in the feed line and one in the return line of each engine.

There should be a by-pass line around the consumption meter, which opens automatically in case of excessive pressure drop.

If the consumption meter is provided with a prefilter, an alarm for high pressure difference across the filter is recommended.

De-aeration tank, booster unit (1T08)

It shall be equipped with a low level alarm switch and a vent valve. The vent pipe should, if possible, be led downwards, e.g. to the overflow tank. The tank must be insulated and equipped with a heating coil. The volume of the tank should be at least 100 l.

Circulation pump, booster unit (1P06)

The purpose of this pump is to circulate the fuel in the system and to maintain the required pressure at the injection pumps, which is stated in the chapter Technical data. By circulating the fuel in the system it also maintains correct viscosity, and keeps the piping and the injection pumps at operating temperature.

When more than two engines are connected to the same feeder/booster unit, individual circulation pumps (1P12) must be installed before each engine.

Design data:

Capacity:

3 x the total consumption of the connected engines- without circulation pumps (1P12)

15% more than total capacity of all circulation pumps- with circulation pumps (1P12)

1.6 MPa (16 bar)Design pressure

1.0 MPa (10 bar)Max. total pressure (safety valve)

150°CDesign temperature

500 cStViscosity for dimensioning of electric motor

Heater, booster unit (1E02)

The heater must be able to maintain a fuel viscosity of 14 cSt at maximum fuel consumption, with fuel of the specified grade and a given day tank temperature (required viscosity at injection pumps stated in Technical data). When operating on high viscosity fuels, the fuel temperature at the engine inlet may not exceed 135°C however.

The power of the heater is to be controlled by a viscosimeter. The set-point of the viscosimeter shall be somewhat lower than the required viscosity at the injection pumps to compensate for heat losses in the pipes. A thermostat should be fitted as a backup to the viscosity control.

To avoid cracking of the fuel the surface temperature in the heater must not be too high. The heat transfer rate in relation to the surface area must not exceed 1.5 W/cm2.

The required heater capacity can be estimated with the following formula:

where:

heater capacity (kW)P =

total fuel consumption at full output + 15% margin [l/h]Q =

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temperature rise in heater [°C]ΔT =

Viscosimeter, booster unit (1I02)

The heater is to be controlled by a viscosimeter. The viscosimeter should be of a design that can withstand the pressure peaks caused by the injection pumps of the diesel engine.

Design data:

0...50 cStOperating range

180°CDesign temperature

4 MPa (40 bar)Design pressure

6.3.5.5 Pump and filter unit (1N03)

When more than two engines are connected to the same feeder/booster unit, a circulation pump (1P12) must be installed before each engine. The circulation pump (1P12) and the safety filter (1F03) can be combined in a pump and filter unit (1N03). A safety filter is always required.

There must be a by-pass line over the pump to permit circulation of fuel through the engine also in case the pump is stopped. The diameter of the pipe between the filter and the engine should be the same size as between the feeder/booster unit and the pump and filter unit.

Circulation pump (1P12)

The purpose of the circulation pump is to ensure equal circulation through all engines. With a common circulation pump for several engines, the fuel flow will be divided according to the pressure distribution in the system (which also tends to change over time) and the control valve on the engine has a very flat pressure versus flow curve.

In installations where MDF is fed directly from the MDF tank (1T06) to the circulation pump, a suction strainer (1F07) with a fineness of 0.5 mm shall be installed to protect the circulation pump. The suction strainer can be common for all circulation pumps.

Design data:

4 x the fuel consumption of the engineCapacity

1.6 MPa (16 bar)Design pressure

1.2 MPa (12 bar)Max. total pressure (safety valve)

150°CDesign temperature

Pressure for dimensioning of electric motor (ΔP):

1.0 MPa (10 bar)- if MDF is fed directly from day tank

0.3 MPa (3 bar)- if all fuel is fed through feeder/booster unit

500 cStViscosity for dimensioning of electric motor

Safety filter (1F03)

The safety filter is a full flow duplex type filter with steel net. The filter should be equipped with a heating jacket. The safety filter or pump and filter unit shall be installed as close as possible to the engine.

Design data:

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according to fuel specificationFuel viscosity

150°CDesign temperature

Equal to circulation pump capacityDesign flow

1.6 MPa (16 bar)Design pressure

37 μm (absolute mesh size)Filter fineness

Maximum permitted pressure drops at 14 cSt:

20 kPa (0.2 bar)- clean filter

80 kPa (0.8 bar)- alarm

6.3.5.6 Overflow valve, HFO (1V05)

When several engines are connected to the same feeder/booster unit an overflow valve is needed between the feed line and the return line. The overflow valve limits the maximum pressure in the feed line, when the fuel lines to a parallel engine are closed for maintenance purposes.

The overflow valve should be dimensioned to secure a stable pressure over the whole operating range.

Design data:

Equal to circulation pump (1P06)Capacity

1.6 MPa (16 bar)Design pressure

150°CDesign temperature

0.2...0.7 MPa (2...7 bar)Set-point (Δp)

6.3.6 Flushing

The external piping system must be thoroughly flushed before the engines are connected and fuel is circulated through the engines. The piping system must have provisions for installation of a temporary flushing filter.

The fuel pipes at the engine (connections 101 and 102) are disconnected and the supply and return lines are connected with a temporary pipe or hose on the installation side. All filter inserts are removed, except in the flushing filter of course. The automatic filter and the viscosimeter should be bypassed to prevent damage. The fineness of the flushing filter should be 35 μm or finer.

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7. Lubricating Oil System

7.1 Lubricating oil requirements

7.1.1 Engine lubricating oil

The lubricating oil must be of viscosity class SAE 40 and have a viscosity index (VI) of minimum

95. The lubricating oil alkalinity (BN) is tied to the fuel grade, as shown in the table below. BN is an abbreviation of Base Number. The value indicates milligrams KOH per gram of oil.

Table 7-1 Fuel standards and lubricating oil requirements

Lubricating oil BNFuel standardCategory

10...30

GRADE NO. 1-D, 2-D, 4-D DMX, DMA, DMB DX, DA, DB ISO-F-DMX, DMB

ASTM D 975-01, BS MA 100: 1996 CIMAC 2003 ISO8217: 2012(E)

15...30

GRADE NO. 1-D, 2-D, 4-D DMX, DMA, DMB DX, DA, DB ISO-F-DMX - DMB

ASTM D 975-01 BS MA 100: 1996 CIMAC 2003 ISO 8217: 2012(E)

30...55

GRADE NO. 4-D GRADE NO. 5-6 DMC, RMA10-RMK55 DC, A30-K700 RMA10-RMK 700

ASTM D 975-01, ASTM D 396-04, BS MA 100: 1996 CIMAC 2003 ISO 8217: 2012(E)

BN 50-55 lubricants are to be selected in the first place for operation on HFO. BN 40 lubricants can also be used with HFO provided that the sulphur content of the fuel is relatively low, and the BN remains above the condemning limit for acceptable oil change intervals. BN 30 lubricating oils should be used together with HFO only in special cases; for example in SCR (Selective Catalyctic Reduction) installations, if better total economy can be achieved despite shorter oil change intervals. Lower BN may have a positive influence on the lifetime of the SCR catalyst.

It is not harmful to the engine to use a higher BN than recommended for the fuel grade.

Different oil brands may not be blended, unless it is approved by the oil suppliers. Blending of different oils must also be validated by Wärtsilä, if the engine still under warranty.

An updated list of validated lubricating oils is supplied for every installation.

7.1.2 Oil in speed governor or actuator

An oil of viscosity class SAE 30 or SAE 40 is acceptable in normal operating conditions. Usually the same oil as in the engine can be used. At low ambient temperatures it may be necessary to use a multigrade oil (e.g. SAE 5W-40) to ensure proper operation during start-up with cold oil.

7.1.3 Oil in turning device

It is recommended to use EP-gear oils, viscosity 400-500 cSt at 40°C = ISO VG 460.

An updated list of approved oils is supplied for every installation.

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7.2 Internal lubricating oil system

Fig 7-1 Internal lubricating oil system, in-line engine (DAAE017290D)

System components

Temperature control valve06Centrifugal filter (for indicating)01

Lubricating oil filter (automatic)07Turbocharger02

Pressure control valve08Crankcase breather03

Running-in filter (to be removed after commissioning)09Main lubricating oil pump04

Lubricating oil cooler05

Sensors and indicators

Lube oil filter pressure differencePDT243Lube oil pressure, engine inletPT201

Lube oil pressure, TC inletPT271Lube oil pressure, engine inletPT201-2

Lube oil temperature, TC outletTE272Lube oil pressure, engine inletPTZ201

Crankcase pressurePT700Lube oil temperature, engine inletTE201

Oil mist detector alarmQS700Lube oil temperature, engine inletTI201

Main bearing temperature (700...70n)TE700Lube oil pressure before pumpPI203

Big end bearing temperature (7016...70x6)TE7016Lube oil stand-by pump startPS210

Lube oil temperature, cooler inletTE231

n = main bearing number, x = cylinder numberLube oil pressure, cooler inletPI231

StandardPressure classSizePipe connections

ISO 7005-1PN10DN200Lubricating oil outlet in free end202FE,DE

ISO 7005-1PN10DN250Lubricating oil to engine driven pump203

ISO 7005-1PN16DN80Lubricating oil from priming pump206

ISO 7005-1PN16DN150Lubricating oil from electrically driven pump208

ISO 7005-1PN40DN40Flushing oil from automatic filter223

ISO 7005-1PN16DN125Crankcase ventilation701

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Fig 7-2 Internal lubricating oil system, V-engine (DAAE075986D)

System components

Temperature control valve06Centrifugal filter (for indicating)01

Lubricating oil filter (automatic)07Turbocharger02

Pressure control valve08Crankcase breather03

Running-in filter (to be removed after commissioning)09Main lubricating oil pump04

Lubricating oil cooler05

Sensors and indicators

Lube oil pressure, TC A inletPT271Lube oil pressure, engine inletPT201

Lube oil temperature, TC A outletTE272Lube oil pressure, engine inletPT201-2

Lube oil pressure, TC B inletPT281Lube oil pressure, engine inletPTZ201

Lube oil temperature, TC B outletTE282Lube oil temperature, engine inletTE201

Crankcase pressurePT700Lube oil temperature, engine inletTI201

Oil mist in crankcaseQS700Lube oil pressure before pumpPI203

Main bearing temperature (700...70n)TE700Lube oil stand-by pump startPS210

Big end bearing temperature (7016...70x6)TE7016Lube oil temperature, cooler inletTE231

Lube oil pressure, cooler inletPI231

n = main bearing number, x = cylinder numberLube oil filter pressure differencePDT243

StandardPressure classSizePipe connections

ISO 7005-1PN10DN250Lubricating oil outlet in free end202FE,DE

ISO 7005-1PN10DN300Lubricating oil to engine driven pump203

ISO 7005-1PN16DN80Lubricating oil from priming pump206

ISO 7005-1PN16DN200Lubricating oil from electrically driven pump208

ISO 7005-1PN40DN40Flushing oil from automatic filter223

ISO 7005-1PN16DN200Crankcase ventilation701A,B

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The oil sump is of dry sump type. There are two oil outlets at each end of the engine. One outlet at each end must be connected to the system oil tank on 6L and 12V engines. On other engines one outlet at the free end and both outlets at the driving end should be connected to the system oil tank.

The engine driven lubricating oil pump is of screw type and it is equipped with a pressure control valve. A stand-by pump connection is available as option. Concerning suction height, flow rate and pressure of the engine driven pump, see Technical Data. If the system oil tank is located very low, it can be necessary to install an electrically driven pump instead of the engine driven pump.

The built-on lubricating oil module consists of an oil cooler with temperature control valves and an automatic filter. The backflushing oil from the automatic filter has a separate connection. Engines can be delivered without built-on lubricating oil module on request.

The built-on centrifugal filter serves as an indication filter.

All engines are delivered with a running-in filter before each main bearing, before the turbocharger and before the intermediate gears. These filters are to be removed after max. 50 running hours.

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7.3 External lubricating oil system

Fig 7-3 External lubricating oil system, engine driven pumps (DAAE022043E)

System components

Separator2S01Automatic filter2F13Heater2E02

Condensate trap2S02Separator unit2N01Suction strainer2F01

System oil tank2T01Pre-lubricating oil pump2P02Suction filter2F03

Sludge tank2T06Separator pump2P03Suction strainer2F04

Stand-by pump2P04Suction strainer2F06

Pipe connections

Lubricating oil from stand-by pump208Lubricating oil outlet

202

Flushing oil from external filter223Lubricating oil to engine driven pump203

Crankcase ventilation701Lubricating oil from priming pump206

Two outlets in each end are available

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Fig 7-4 External lubricating oil system, electrically driven pumps (DAAF008541A)

System components:

Condensate trap2S02Suction strainer2F06Lubricating oil cooler2E01

Sight glass2S03Separator unit2N01Heater (separator unit)2E02

System oil tank2T01Main lubricating oil pump2P01Suction strainer (main lube pump)2F01

Gravity tank2T02Pre-lubricating oil pump2P02Automatic filter2F02

Sludge tank2T06Separator pump2P03Suction strainer (separator unit)2F03

Temperature control valve2V01Stand-by pump2P04Suction strainer (prelube oil

pump)

2F04

Pressure control valve2V03Separator2S01Safety filter2F05

Pipe connections:

Lubricating oil outlet

202

Lubricating oil from electric driven pump208

Control oil to pressure control valve224

Crankcase ventilation701

Two outlets in each end are available

7.3.1 Separation system

7.3.1.1 Separator unit (2N01)

Each engine must have a dedicated lubricating oil separator and the separators shall be dimensioned for continuous separating.

Separators are usually supplied as pre-assembled units.

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Typically lubricating oil separator units are equipped with:

● Feed pump with suction strainer and safety valve

● Preheater

● Separator

● Control cabinet

The lubricating oil separator unit may also be equipped with an intermediate sludge tank and a sludge pump, which offers flexibility in placement of the separator since it is not necessary to have a sludge tank directly beneath the separator.

Separator feed pump (2P03)

The feed pump must be selected to match the recommended throughput of the separator. Normally the pump is supplied and matched to the separator by the separator manufacturer.

The lowest foreseen temperature in the system oil tank (after a long stop) must be taken into account when dimensioning the electric motor.

Separator preheater (2E02)

The preheater is to be dimensioned according to the feed pump capacity and the temperature in the system oil tank. When the engine is running, the temperature in the system oil tank located in the ship's bottom is normally 65...75°C. To enable separation with a stopped engine the heater capacity must be sufficient to maintain the required temperature without heat supply from the engine.

Recommended oil temperature after the heater is 95°C.

It shall be considered that, while the engine is stopped in stand-by mode without LT water circulation, the separator unit may be heating up the total amount of lubricating oil in the oil tank to a value higher than the nominal one required at engine inlet, after lube oil cooler (see Technical Data chapter). Higher oil temperatures at engine inlet than the nominal, may be creating higher component wear and in worst conditions damages to the equipment and generate alarm signal at engine start, or even a load reduction request to PMS.

The surface temperature of the heater must not exceed 150°C in order to avoid cooking of the oil.

The heaters should be provided with safety valves and drain pipes to a leakage tank (so that possible leakage can be detected).

Separator (2S01)

The separators should preferably be of a type with controlled discharge of the bowl to minimize the lubricating oil losses.

The service throughput Q [l/h] of the separator can be estimated with the formula:

where:

volume flow [l/h]Q =

engine output [kW]P =

5 for HFO, 4 for MDFn =

operating time [h/day]: 24 for continuous separator operation, 23 for normal dimensioningt =

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Sludge tank (2T06)

7.3.2 System oil tank (2T01)

Recommended oil tank volume is stated in chapter Technical data.

The system oil tank is usually located beneath the engine foundation. The tank may not protrude under the reduction gear or generator, and it must also be symmetrical in transverse direction under the engine. The location must further be such that the lubricating oil is not cooled down below normal operating temperature. Suction height is especially important with engine driven lubricating oil pump. Losses in strainers etc. add to the geometric suction height. Maximum suction ability of the pump is stated in chapter Technical data.

The pipe connection between the engine oil sump and the system oil tank must be flexible to prevent damages due to thermal expansion. The return pipes from the engine oil sump must end beneath the minimum oil level in the tank. Further on the return pipes must not be located in the same corner of the tank as the suction pipe of the pump.

The suction pipe of the pump should have a trumpet shaped or conical inlet to minimise the pressure loss. For the same reason the suction pipe shall be as short and straight as possible and have a sufficient diameter. A pressure gauge shall be installed close to the inlet of the lubricating oil pump. The suction pipe shall further be equipped with a non-return valve of flap type without spring. The non-return valve is particularly important with engine driven pump and it must be installed in such a position that self-closing is ensured.

Suction and return pipes of the separator must not be located close to each other in the tank.

The ventilation pipe from the system oil tank may not be combined with crankcase ventilation pipes.

It must be possible to raise the oil temperature in the tank after a long stop. In cold conditions it can be necessary to have heating coils in the oil tank in order to ensure pumpability. The separator heater can normally be used to raise the oil temperature once the oil is pumpable. Further heat can be transferred to the oil from the preheated engine, provided that the oil viscosity and thus the power consumption of the pre-lubricating oil pump does not exceed the capacity of the electric motor.

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Fig 7-5 Example of system oil tank arrangement (DAAE007020e)

Design data:

see Technical dataOil tank volume

75...80% of tank volumeOil level at service

60% of tank volumeOil level alarm

7.3.3 Gravity tank (2T02)

In installations without engine driven pump it is required to have a lubricating oil gravity tank, to ensure some lubrication during the time it takes for the engine to stop rotating in a blackout situation.

The required height of the tank is about 7 meters above the crankshaft. A minimum pressure of 50 kPa (0.5 bar) must be measured at the inlet to the engine.

Tank volume [m3]Engine type

1.06L46F

2.07L46F, 8L46F, 9L46F, 12V46F

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3.014V46F, 16V46F

7.3.4 Suction strainers (2F01, 2F04, 2F06)

It is recommended to install a suction strainer before each pump to protect the pump from damage. The suction strainer and the suction pipe must be amply dimensioned to minimize pressure losses. The suction strainer should always be provided with alarm for high differential pressure.

Design data:

0.5...1.0 mmFineness

7.3.5 Lubricating oil pump (2P01, 2P04)

A lubricating oil pump of screw type is recommended. The pump must be provided with a safety valve.

Some classification societies require that spare pumps are carried onboard even though the ship has multiple engines. Stand-by pumps can in such case be worth considering also for this type of application.

Design data:

see Technical dataCapacity

1.0 MPa (10 bar)Design pressure

800 kPa (8 bar)Max. pressure (safety valve)

100°CDesign temperature

500 cStViscosity for dimensioning the electric

motor

Example of required power, oil temperature 40°C. The actual power requirement is determined by the type of pump and the flow resistance in the external system.

16V46F14V46F12V46F9L46F8L46F7L46F6L46F

78786560505045Pump [kW]

87877575555555Electric motor [kW]

7.3.6 Pre-lubricating oil pump (2P02)

The pre-lubricating oil pump is a separately installed scew or gear pump, which is to be equipped with a safety valve.

The installation of a pre-lubricating pump is mandatory. An electrically driven main pump or standby pump (with full pressure) may not be used instead of a dedicated pre-lubricating pump, as the maximum permitted pressure is 200 kPa (2 bar) to avoid leakage through the labyrinth seal in the turbocharger (not a problem when the engine is running). A two speed electric motor for a main or standby pump is not accepted.

The piping shall be arranged so that the pre-lubricating oil pump fills the main oil pump, when the main pump is engine driven.

The pre-lubricating pump should always be running, when the engine is stopped.

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Depending on the foreseen oil temperature after a long stop, the suction ability of the pump and the geometric suction height must be specially considered with regards to high viscosity.

With cold oil the pressure at the pump will reach the relief pressure of the safety valve.

Design data:

see Technical dataCapacity

350 kPa (3.5 bar)Max. pressure (safety valve)

100°CDesign temperature

500 cStViscosity for dimensioning of the electric

motor

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Example of required power, oil temperature 40°C.

16V46F14V46F12V46F9L46F8L46F7L46F6L46F

11.511.5108665Pump [kW]

151515117.57.57.5Electric motor [kW]

Example of required power, oil temperature 20°C.

16V46F14V46F12V46F9L46F8L46F7L46F6L46F

17.517.52317141411Pump [kW]

22223018.5151515Electric motor [kW]

7.3.7 Pressure control valve (2V03)

An external pressure control valve is required in installations with electrically driven lubricating oil pump. The surplus flow from the pressure control valve should be conducted back to the oil tank.

The control valve must have remote pressure sensing from connection 224 on the engine, if the electrically driven pump is the main lubricating oil pump. An adjustable control valve with direct pressure sensing is acceptable for stand-by pumps. (The control valve integrated in the engine driven lubricating oil pump does not control the pressure from the stand-by pump).

Design data:

1.0 MPa (10 bar)Design pressure

Difference between pump capacity and oil flow through engineCapacity

100 °CDesign temperature

400 kPa (4 bar) at engine inletSet point

7.3.8 Lubricating oil cooler (2E01)

The external lubricating oil cooler can be of plate or tube type.

For calculation of the pressure drop a viscosity of 50 cSt at 60°C can be used (SAE 40, VI 95).

Design data:

see Technical data, "Oil flow through engine"Oil flow through cooler

see Technical dataHeat to be dissipated

80 kPa (0.8 bar)Max. pressure drop, oil

see Technical data, "LT-pump capacity"Water flow through cooler

60 kPa (0.6 bar)Max. pressure drop, water

45°CWater temperature before cooler

63°COil temperature before engine

1.0 MPa (10 bar)Design pressure

min. 15%Margin (heat rate, fouling)

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Fig 7-6 Main dimensions of the lubricating oil cooler

Dimensions [mm]

Weight, dry

[kg]

Engine

DCBALWH

300330105738012176901675840W 6L46F

300330105738014676901675890W 7L46F

300330105738014676901675950W 8L46F

3003301057380171769016751010W 9L46F

3003301057380171769016751070W 12V46F

3003301057380196769016751190W 14V46F

3003301057380196769016751240W 16V46F

NOTE

These dimensions are for guidance only.

7.3.9 Temperature control valve (2V01)

The temperature control valve maintains desired oil temperature at the engine inlet, by directing part of the oil flow through the bypass line instead of through the cooler.

When using a temperature control valve with wax elements, the set-point of the valve must be such that 63°C at the engine inlet is not exceeded. This means that the set-point should be e.g. 57°C, in which case the valve starts to open at 54°C and at 63°C it is fully open. If selecting a temperature control valve with wax elements that has a set-point of 63°C, the valve may not be fully open until the oil temperature is e.g. 68°C, which is too high for the engine at full load.

A viscosity of 50 cSt at 60°C can be used for evaluation of the pressure drop (SAE 40, VI 95).

Design data:

63°CTemperature before engine, nom

1.0 MPa (10 bar)Design pressure

50 kPa (0.5 bar)Pressure drop, max

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7.3.10 Automatic filter (2F02)

It is recommended to select an automatic filter with an insert filter in the bypass line, thus enabling easy changeover to the insert filter during maintenance of the automatic filter. The backflushing oil must be filtered before it is conducted back to the system oil tank. The backflushing filter can be either integrated in the automatic filter or separate.

Automatic filters are commonly equipped with an integrated safety filter. However, some automatic filter types, especially automatic filter designed for high flows, may not have the safety filter built-in. In such case a separate safety filter (2F05) must be installed before the engine.

Design data:

50 cSt (SAE 40, VI 95, appox. 63°C)Oil viscosity

see Technical data, "Oil flow through engine"Design flow

100°CDesign temperature

1.0 MPa (10 bar)Design pressure

Fineness:

35 µm (absolute mesh size)- automatic filter

35 µm (absolute mesh size)- insert filter

Max permitted pressure drops at 50 cSt:

30 kPa (0.3 bar )- clean filter

80 kPa (0.8 bar)- alarm

7.3.11 Safety filter (2F05)

A separate safety filter (2F05) must be installed before the engine, unless it is integrated in the automatic filter. The safety filter (2F05) should be a duplex filter with steelnet filter elements.

Design data:

50 cSt (SAE 40, VI 95, appox. 63°C)Oil viscosity

see Technical data, "Oil flow through engine"Design flow

100 °CDesign temperature

1.0 MPa (10 bar)Design pressure

60 µm (absolute mesh size)Fineness (absolute) max.

Maximum permitted pressure drop at 50 cSt:

30 kPa (0.3 bar )- clean filter

80 kPa (0.8 bar)- alarm

7.4 Crankcase ventilation system

The purpose of the crankcase ventilation is to evacuate gases from the crankcase in order to keep the pressure in the crankcase within acceptable limits.

Each engine must have its own vent pipe into open air. The crankcase ventilation pipes may not be combined with other ventilation pipes, e.g. vent pipes from the system oil tank.

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The diameter of the pipe shall be large enough to avoid excessive back pressure. Other possible equipment in the piping must also be designed and dimensioned to avoid excessive flow resistance.

A condensate trap must be fitted on the vent pipe near the engine.

The connection between engine and pipe is to be flexible.

Design data:

see Technical dataFlow

see Technical dataBackpressure, max.

80°CTemperature

Fig 7-7 Condensate trap

(DAAE032780B)

The size of the ventilation pipe (D2) out from the condensate trap should be equal or bigger than the ventilation pipe (D) coming from the engine. For more information about ventilation pipe (D) size, see the external lubricating oil system drawing.

The max. back-pressure must also be considered when selecting the ventilation pipe size.

7.5 Flushing instructions

Flushing instructions in this Product Guide are for guidance only. For contracted projects, read the specific instructions included in the installation planning instructions (IPI). The fineness of the flushing filter and further instructions are found from installation planning instructions (IPI).

7.5.1 Piping and equipment built on the engine

Flushing of the piping and equipment built on the engine is not required and flushing oil shall not be pumped through the engine oil system (which is flushed and clean from the factory). It is however acceptable to circulate the flushing oil via the engine sump if this is advantageous. Cleanliness of the oil sump shall be verified after completed flushing.

7.5.2 External oil system

Refer to the system diagram(s) in section External lubricating oil system for location/description of the components mentioned below.

The external oil tanks, new oil tank and the system oil tank (2T01) shall be verified to be clean before bunkering oil.

Operate the separator unit (2N01) continuously during the flushing (not less than 24 hours). Leave the separator running also after the flushing procedure, this to ensure that any remaining contaminants are removed.

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If an electric motor driven stand-by pump is installed this pump shall primarily be used for the flushing but also the pre-lubricating pump (2P02) shall be operated for some hours to flush the pipe branch.

Run the pumps circulating engine oil through a temporary external oil filter (recommended mesh 34 microns) into the engine oil sump through a hose and a crankcase door. The pumps shall be protected by the suction strainers (2F04, 2F06).

The automatic filter (2F02) should be by-passed to prevent damage. It is also recommended to by-pass the lubricating oil cooler (2E01).

7.5.3 Type of flushing oil

7.5.3.1 Viscosity

In order for the flushing oil to be able to remove dirt and transport it with the flow, ideal viscosity is 10...50 cSt. The correct viscosity can be achieved by heating engine oil to about 65°C or by using a separate flushing oil which has an ideal viscosity in ambient temperature.

7.5.3.2 Flushing with engine oil

The ideal is to use engine oil for flushing. This requires however that the separator unit is in operation to heat the oil. Engine oil used for flushing can be reused as engine oil provided that no debris or other contamination is present in the oil at the end of flushing.

7.5.3.3 Flushing with low viscosity flushing oil

If no separator heating is available during the flushing procedure it is possible to use a low viscosity flushing oil instead of engine oil. In such a case the low viscosity flushing oil must be disposed of after completed flushing. Great care must be taken to drain all flushing oil from pockets and bottom of tanks so that flushing oil remaining in the system will not compromise the viscosity of the actual engine oil.

7.5.3.4 Lubricating oil sample

To verify the cleanliness a LO sample shall be taken by the shipyard after the flushing is completed. The properties to be analyzed are Viscosity, BN, AN, Insolubles, Fe and Particle Count.

Commissioning procedures shall in the meantime be continued without interruption unless the commissioning engineer believes the oil is contaminated.

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8. Compressed Air System

Compressed air is used to start engines and to provide actuating energy for safety and control devices. The use of starting air for other purposes is limited by the classification regulations.

To ensure the functionality of the components in the compressed air system, the compressed air has to be free from solid particles and oil.

8.1 Instrument air quality

The quality of instrument air, from the ships instrument air system, for safety and control devices must fulfill the following requirements.

Instrument air specification:

1 MPa (10 bar)Design pressure

0.7 MPa (7 bar)Nominal pressure

+3°CDew point temperature

1 mg/m

Max. oil content

3 µmMax. particle size

8.2 Internal compressed air system

All engines are started by means of compressed air with a nominal pressure of 3 MPa (30 bar). The start is performed by direct injection of air into the cylinders through the starting air valves in the cylinder heads. The main starting valve is built on the engine and can be operated both manually and electrically.

All engines have built-on non-return valves and flame arrestors. The engine can not be started when the turning gear is engaged.

The starting air system is equipped with a slow turning valve, which rotates the engine slowly without fuel injection for a few turns before start. Slow turning is not performed if the engine has been running max. 30 minutes earlier, or if slow turning is automatically performed every 30 minutes.

In addition to the starting system, the compressed air system is also used for a number of control functions. There are separate connections to the external system for these functions.

To ensure correct operation of the engine the compressed air supply, high-pressure or low-pressure, must not be closed during operation.

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Fig 8-1 Internal compressed air system, in-line engine (DAAE017291F)

System components

Drain valve10Main starting valve01

Air container11Flame arrestor02

Starting booster for governor12Starting air valve in cylinder head03

Stop valves13Starting air distributor04

Stop cylinders at each injection pump14Bursting disc (break pressure 4.0 MPa)05

Oil mist detector15Air filter06

Pressure control valve16Control valve for automatic draining07

Speed governor17Control valves for starting and slow turning08

Blocking valve of turning gear09

Sensors and indicators

Exhaust wastegate controlCV519Stop/shutdown solenoid valve 1CV153-1

Exhaust wastegate valve positionGT519Stop/shutdown solenoid valve 2CV153-2

Charge air by-pass valve controlCV643Starting air pressure, engine inletPT301

Charge air by-pass valve position, openGS643OControl air pressurePT311

Charge air by-pass valve position, closedGS643CInstrument air pressurePT312

Oil mist detector failureNS700Starting solenoid valveCV321

Slow turning solenoidCV331

StandardPressure classSizePipe connections

ISO 7005-1PN40DN50Starting air inlet, 3 MPa301

DIN 2353OD18Control air inlet, 3 MPa302

DIN 2353OD6Control air to speed governor304

DIN 2353OD18Control air to by-pass/waste-gate valve, 0.4...0.8 MPa311

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Fig 8-2 Internal compressed air system, V-engine (DAAE075987D)

System components

Stop valves13Control valve for auto draining07Main starting valve01

Stop cylinders at each inj. pump14Control valves for start and slow

turn

08Flame arrestor02

Oil mist detector15Blocking valve of turning gear09Starting air valve in cylinder head03

Pressure control valve16Drain valve10Starting air distributor04

Speed governor17Air container11Bursting disc (break press 4.0

MPa)

Starting booster for governor12Air filter06

Sensors and indicators

Exhaust wastegate controlCV519Stop/shutdown solenoid valve 1CV153-1

Exhaust wastegate valve positionGT519Stop/shutdown solenoid valve 2CV153-2

Charge air by-pass valve controlCV643Starting air pressure, engine inletPT301

Charge air by-pass valve openGS643OControl air pressurePT311

Charge air by-pass valve closedGS643CInstrument air pressurePT312

Oil mist detector failureNS700Starting solenoid valveCV321

Slow turning solenoidCV331

SizePipe connections

DN50Starting air inlet, 3 MPa301

OD18Control air inlet, 3 MPa302

OD18Driving air to oil mist detector303

OD6Control air to speed governor304

OD12Control air to by-pass/waste-gate valve, 0.4...0.8MPa311

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8.3 External compressed air system

The design of the starting air system is partly determined by classification regulations. Most classification societies require that the total capacity is divided into two equally sized starting air receivers and starting air compressors. The requirements concerning multiple engine installations can be subject to special consideration by the classification society.

The starting air pipes should always be slightly inclined and equipped with manual or automatic draining at the lowest points.

Instrument air to safety and control devices must be treated in an air dryer.

Fig 8-3 Example of external compressed air system (DAAE022045a)

System components

Starting air vessel3T01Air filter (starting air inlet)3F02

E/P converter8I04Starting air compressor unit3N02

Air dryer unit3N06

Pipe connections

Starting air inlet301

Control air inlet302

Control air to speed governor (if PGA back-up governor)304

Control air to by-pass/waste-gate valve311

Air supply to compressor and turbine cleaning device314

The recommended size for the piping is based on pressure losses in a piping with a length of 40 m.

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Table 8-1 Recommended main starting air pipe size

SizeEngine

DN656L, 7L

DN808L, 9L, 12V

DN10014V, 16V

8.3.1 Starting air compressor unit (3N02)

At least two starting air compressors must be installed. It is recommended that the compressors are capable of filling the starting air vessel from minimum (1.8 MPa) to maximum pressure in

15...30 minutes. For exact determination of the minimum capacity, the rules of the classification societies must be followed.

8.3.2 Oil and water separator (3S01)

An oil and water separator should always be installed in the pipe between the compressor and the air vessel. Depending on the operation conditions of the installation, an oil and water separator may be needed in the pipe between the air vessel and the engine.

8.3.3 Starting air vessel (3T01)

The starting air vessels should be dimensioned for a nominal pressure of 3 MPa.

The number and the capacity of the air vessels for propulsion engines depend on the requirements of the classification societies and the type of installation.

It is recommended to use a minimum air pressure of 1.8 MPa, when calculating the required volume of the vessels.

The starting air vessels are to be equipped with at least a manual valve for condensate drain. If the air vessels are mounted horizontally, there must be an inclination of 3...5° towards the drain valve to ensure efficient draining.

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Fig 8-4 Starting air vessel

Weight

[kg]

Dimensions [mm]Size

[Litres]

DL3

4504801332433204500

81065013325535601000

98080013325529301250

115080013325534601500

131080013325540001750

149080013325546102000

Dimensions are approximate.

The starting air consumption stated in technical data is for a successful start. During start the main starting valve is kept open until the engine starts, or until the max. time for the starting attempt has elapsed. A failed start can consume two times the air volume stated in technical data. If the ship has a class notation for unattended machinery spaces, then the starts are to be demonstrated.

The required total starting air vessel volume can be calculated using the formula:

where:

total starting air vessel volume [m3]VR=

normal barometric pressure (NTP condition) = 0.1 MPapE=

air consumption per start [Nm3] See Technical dataVE=

required number of starts according to the classification societyn =

maximum starting air pressure = 3 MPap

Rmax

minimum starting air pressure = See Technical datap

Rmin

NOTE

The total vessel volume shall be divided into at least two equally sized starting air vessels.

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Wärtsilä 46F Product Guide8. Compressed Air System

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