Wartsila 31 Product Manual

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PRODUCT G U I D E

Wärtsilä 31

Page 2

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.

UpdatesPublishedIssue

First version of Product Guide W3118.10.20161/2016

Wärtsilä, Marine Solutions

Vaasa, October 2016

Wärtsilä 31 Product Guide - a1 - 18 October 2016 iii

IntroductionWärtsilä 31 Product Guide

Page 4

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 .........................................................................................................................

2-42.3 Operation at low load and idling ..................................................................................................

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

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

3-13.1 Wärtsilä 8V31 ...............................................................................................................................

3-43.2 Wärtsilä 10V31 .............................................................................................................................

3-73.3 Wärtsilä 12V31 .............................................................................................................................

3-103.4 Wärtsilä 14V31 .............................................................................................................................

3-133.5 Wärtsilä 16V31 .............................................................................................................................

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

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

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

4-54.3 Expected overhaul intervals and life times ..................................................................................

4-54.4 Engine storage .............................................................................................................................

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

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

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

5-25.3 Pressure class ..............................................................................................................................

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 .................................................................................................................

6-86.3 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 .....................................................................................................

7-117.4 Crankcase ventilation system ......................................................................................................

7-137.5 Flushing instructions ....................................................................................................................

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

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

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

8-38.3 External compressed air system .................................................................................................

iv Wärtsilä 31 Product Guide - a1 - 18 October 2016

Wärtsilä 31 Product GuideTable of contents

Page 5

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

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

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

9-89.3 External cooling water system ....................................................................................................

10-110. Exhaust Gas System ............................................................................................................................

10-110.1 Internal exhaust gas system ........................................................................................................

10-410.2 Exhaust gas outlet .......................................................................................................................

10-610.3 External exhaust gas system .......................................................................................................

11-111. Turbocharger Cleaning ........................................................................................................................

11-111.1 Turbine cleaning system ..............................................................................................................

11-211.2 Compressor cleaning system ......................................................................................................

12-112. Exhaust Emissions ...............................................................................................................................

12-112.1 Diesel engine exhaust components ............................................................................................

12-212.2 Marine exhaust emissions legislation ..........................................................................................

12-612.3 Methods to reduce exhaust emissions ........................................................................................

13-113. Automation System .............................................................................................................................

13-113.1 Technical data and system overview ...........................................................................................

13-513.2 Functions ....................................................................................................................................

13-713.3 Alarm and monitoring signals ......................................................................................................

13-713.4 Electrical consumers ...................................................................................................................

13-913.5 System requirements and guidelines for diesel-electric propulsion ............................................

14-114. Foundation ............................................................................................................................................

14-114.1 Steel structure design ..................................................................................................................

14-114.2 Mounting of main engines ...........................................................................................................

14-814.3 Mounting of generating sets ........................................................................................................

14-1014.4 Flexible pipe connections ............................................................................................................

15-115. Vibration and Noise ..............................................................................................................................

15-115.1 External forces and couples ........................................................................................................

15-215.2 Torque variations .........................................................................................................................

15-215.3 Mass moments of inertia .............................................................................................................

15-215.4 Air borne noise .............................................................................................................................

15-315.5 Exhaust noise ..............................................................................................................................

16-116. Power Transmission ............................................................................................................................

16-116.1 Flexible coupling ..........................................................................................................................

17-117. Engine Room Layout ...........................................................................................................................

17-117.1 Space requirements for maintenance .........................................................................................

17-117.2 Transportation and storage of spare parts and tools ..................................................................

17-217.3 Required deck area for service work ...........................................................................................

18-118. Transport Dimensions and Weights ...................................................................................................

18-118.1 Lifting of main engines ................................................................................................................

18-218.2 Lifting of generating sets .............................................................................................................

18-318.3 Engine components .....................................................................................................................

19-119. Product Guide Attachments ...............................................................................................................

20-120. ANNEX ...................................................................................................................................................

20-120.1 Unit conversion tables .................................................................................................................

20-220.2 Collection of drawing symbols used in drawings ........................................................................

Wärtsilä 31 Product Guide - a1 - 18 October 2016 v

Table of contentsWärtsilä 31 Product Guide

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1. Main Data and Outputs

The Wärtsilä 31 is a 4-stroke, non-reversible, turbocharged and intercooled diesel engine with direct fuel injection.

310 mmCylinder bore ........................

430 mmStroke ...................................

2 inlet valves 2 exhaust valves

Number of valves .................

8, 10, 12, 14 and 16Cylinder configuration .........

50°V-angle .................................

Clockwise, counterclockwiseDirection of rotation .............

720, 750 rpmSpeed ...................................

10.32 - 10.75 m/sMean piston speed ...............

1.1 Maximum continuous output

Table 1-1 Rating table for Wärtsilä 31

Generating setsMain enginesCylinder

configuration

750 rpm720 rpm750 rpm

Generator [kVA]Engine [kW]Generator [kVA]Engine [kW][kW]

58564880566447204880W 8V31

73206100708059006100W 10V31

87847320849670807320W 12V31

102488540991282608540W 14V31

1171297601132894409760W 16V31

The mean effective pressure Pe can be calculated as follows:

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 31 Product Guide

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1.2 Reference conditions

The output is available up to a charge air coolant temperature of max. 38°C and 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 3046-1:2002.

1.3 Operation in inclined position

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

Table 1-2 Inclination with Normal Oil Sump

15°

● Transverse inclination, permanent (list)

22.5°

● Transverse inclination, momentary (roll)

10°

● Longitudinal inclination, permanent (trim)

10°

● Longitudinal inclination, momentary (pitch)

NOTE

Inclination in all directions requires special arrangements.

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Wärtsilä 31 Product Guide1. Main Data and Outputs

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1.4 Dimensions and weights

1.4.1 Main engines

Fig 1-1 Main engine dimensions (DAAF336230)

LE4LE2HE3HE4WE1*WE1HE1*HE1LE1LE1*Engine

35035601496650311331133205320561146175W8V31

35042001496650311331133205320567546813W10V31

Weight

ton**

WE2WE3LE5LE5*WE6WE6*LE3LE3*WESEngine

56.71650115350050067-67167516751582W8V31

621650115350050067-67167516751585W10V31

Total length of engineLE1

Height from the crankshaft centerline to the highest pointHE1

Total width of the engineWE1

Height from the crankshaft centerline to the engine feetsHE4

Dimension from the crankshaft centerline to the bottom of the oil sump, when shallow oil sump

HE3

Length of the engine blockLE2

Dimension from the end of the block to the end of the crankshaftLE4

Width of the oil sumpWE3

Width of the engine block at the engine feetWE2

Dimension from the center of the crankshaft to the outermost point of the engineWE5

Dimension from the engine block to the outermost point in turbocharger endLE3

Dimension from the center of the crankshaft to the centre of the exhaust outletWE6

Dimension from the end of the engine block to the centre of the exhaust gas outletLE5

* Turbocharger at flywheel end

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

All dimensions in mm.

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2. Operating Ranges

2.1 Engine operating range

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

The engine load must be limited according to the diagram below when operating below nominal speed, in order to maintain engine operating parameters within acceptable limits. Operation in the shaded area is permitted only temporarily during transients to permit smooth overload control.

Note that project specific vibration calculations may result in higher minimum speed than in the diagram below.

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

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2. Operating RangesWärtsilä 31 Product Guide

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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. A slower loading ramp than the maximum capability of the engine permits a more even temperature distribution in engine components during transients.

The engine can be loaded immediately after start, provided that the engine is pre-heated to a HT-water temperature of min 70ºC, and the lubricating oil temperature is min. 40 ºC.

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

2.2.1 Mechanical propulsion

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

The propulsion control must include automatic limitation of the load increase rate. If the control system has only one load increase ramp, then the ramp for a preheated engine should be used. In tug applications the engines have usually reached normal operating temperature before the tug starts assisting. The “emergency” curve is close to the maximum capability of the engine.

Large load reductions from high load should also be performed gradually. 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 31 Product Guide2. Operating Ranges

Page 13

2.2.2 Diesel electric propulsion and auxiliary engines

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

nominal speed

In diesel electric installations loading ramps are implemented both in the propulsion control and in the power management system, or in the engine speed control in case isochronous load sharing is applied. If a ramp without knee-point is used, it should not achieve 100% load in shorter time than the ramp in the figure. When the load sharing is based on speed droop, the load increase rate of a recently connected generator is the sum of the load transfer performed by the power management system and the load increase performed by the propulsion control.

The “emergency” curve is close to the maximum capability of the engine and it shall not be used as the normal limit. In dynamic positioning applications loading ramps corresponding to 20-30 seconds from zero to full load are however normal. If the vessel has also other operating modes, a slower loading ramp is recommended for these operating modes.

In typical auxiliary engine applications there is usually no single consumer being decisive for the loading rate. It is recommended to group electrical equipment so that the load is increased in small increments, and the resulting loading rate roughly corresponds to the “normal” curve.

In normal operation the load should not be reduced from 100% to 0% in less than 15 seconds. If the application requires frequent unloading at a significantly faster rate, special arrangements can be necessary on the engine. In an emergency situation the full load can be thrown off instantly.

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 load steps are in three equal steps. 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 20 seconds after the start signal. The acceleration is limited by the speed control to minimise smoke during start-up. If requested faster starting times can be arranged.

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2. Operating RangesWärtsilä 31 Product Guide

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2.3 Operation at low load and idling

Table 2-1 Idling and low load operation restrictions

HFO, max continous

time [h]

LFO, max continous

time [h]

Load

10150%

10502%

20030017.5%

Fig 2-4 Low load operating restrictions

NOTE

Above 17.5% load there is no additional restriction from low load operation.1)

Duration of low load only applies if charge air temp in receiver is at:2)

- LFO: 35C or above

- HFO: 45C or above

High load running (minimum 70%) is to be followed for a minimum of 60 minutes to clean up the engine

after maximum allowed low load running time has been reached.

2.4 Low air temperature

In cold conditions the following minimum inlet air temperatures apply:

● Min 5ºC

For lower suction air temperatures engines shall be configured for arctic operation.

For further guidelines, see chapter Combustion air system design.

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Wärtsilä 31 Product Guide2. Operating Ranges

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3. Technical Data

3.1 Wärtsilä 8V31

IMO Tier 2

AUX

IMO Tier 2

AUX

IMO Tier 2

Wärtsilä 8V31

750 610

720 590

750 610

720 590

RPM

kW/cyl

Engine speed Cylinder output

48804880472048804720kWEngine output

3.013.013.033.013.03MPaMean effective pressure

Combustion air system (Note 1)

8.638.638.328.638.32kg/sFlow at 100% load

4545454545°CTemperature at turbocharger intake, max.

6565656565°CAir temperature after air cooler (TE 601)

Exhaust gas system (Note 2)

8.888.888.568.888.56kg/sFlow at 100% load

7.527.67.287.67.28kg/sFlow at 85% load

6.486.86.566.86.56kg/sFlow at 75% load

4.565.24.965.24.96kg/sFlow at 50% load

273273275273275°CTemperature after turbocharger, 100% load (TE 517)

277275277275277°CTemperature after turbocharger, 85% load (TE 517)

295282284282284°CTemperature after turbocharger, 75% load (TE 517)

320286288286288°CTemperature after turbocharger, 50% load (TE 517)

5.05.05.05.05.0kPaBackpressure, max.

705705693705693

mmCalculated pipe diameter for 35m/s

Heat balance (Note 3)

494494460494460kWJacket water, HT-circuit

926926858926858kWCharge air, HT-circuit

12301230119512301195kWCharge air, LT-circuit

522522487522487kWLubricating oil, LT-circuit

137137131137131kWRadiation

For optional engineversions heat balances may differ

Fuel system (Note 4)

1000±1001000±1001000±1001000±1001000±100kPaPressure before injection pumps (PT 101)

60.060.060.060.060.0m3/hEngine driven pump capacity (MDF only)

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

140140140140140°CHFO temperature before engine, max. (TE 101)

2.02.02.02.02.0cStMDF viscosity, min

4545454545°CMDF temperature before engine, max. (TE 101)

174.4174.9173.9174.4173.4

g/kWhFuel consumption at 100% load, HFO

171.6172.0171.1171.6170.6

g/kWhFuel consumption at 85% load, HFO

171.6174.0173.0173.5172.5

g/kWhFuel consumption at 75% load, HFO

178.5183.8182.8183.3182.3

g/kWhFuel consumption at 50% load, HFO

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3. Technical DataWärtsilä 31 Product Guide

Page 16

IMO Tier 2

AUX

IMO Tier 2

AUX

IMO Tier 2

Wärtsilä 8V31

750 610

720 590

750 610

720 590

RPM

kW/cyl

Engine speed Cylinder output

173.5174.0173.0173.5172.5

g/kWhFuel consumption at 100% load, MDF

170.6171.1170.1170.6169.7

g/kWhFuel consumption at 85% load, MDF

170.6173.0172.0172.5171.6

g/kWhFuel consumption at 75% load, MDF

176.6181.9180.9181.4180.4

g/kWhFuel consumption at 50% load, MDF

17.717.717.017.717.0

kg/hClean leak fuel quantity, MDF at 100% load

3.63.63.43.63.4

kg/hClean leak fuel quantity, HFO at 100% load

Lubricating oil system

420420420420420

kPaPressure before bearings, nom. (PT 201)

4040404040

kPaSuction ability main pump, including pipe loss, max.

6060606060

kPaPriming pressure, nom. (PT 201)

3535353535

kPaSuction ability priming pump, including pipeloss, max.

7070707070

°CTemperature before bearings, nom. (TE 201)

8282828282

°CTemperature after engine, approx.

144130125130125

m³/hPump capacity (main), engine driven

100100100100100

m³/hPump capacity (main), stand-by

20.0 / 20.020.0 / 20.020.0 / 20.020.0 / 20.020.0 / 20.0m³/hPriming pump capacity, 50Hz/60Hz

2.542.542.542.542.54

m³Oil volume, wet sump, nom.

6.66.66.46.66.4

m³Oil volume in separate system oil tank, nom.

0.450.450.450.450.45

g/kWhOil consumption (100% load), approx.

19601960196019601960l/minCrankcase ventilation flow rate at full load

0.10.10.10.10.1kPaCrankcase ventilation backpressure, max.

6.0...6.86.0...6.86.0...6.86.0...6.86.0...6.8litersOil volume in turning device

Cooling water system

High temperature cooling water system

358 + stat-

kPaPressure at engine, after pump, nom. (PT 401)

600600600600600

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

8383838383

°CTemperature before cylinders, approx. (TE 401)

9696969696°CHT-water out from engine, nom (TE432)

8080808080

m³/hCapacity of engine driven pump, nom.

210210210210210kPaPressure drop over engine, total

100100100100100

kPaPressure drop in external system, max.

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

0.6030.6030.6030.6030.603

m³Water volume in engine

Low temperature cooling water system

25 ... 3825 ... 3825 ... 3825 ... 3825 ... 38°CTemperature before engine (TE 451)

8080808080

m³/hCapacity of engine driven pump, nom.

4141414141

kPaPressure drop over charge air cooler (one-stage)

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Wärtsilä 31 Product Guide3. Technical Data

Page 17

IMO Tier 2

AUX

IMO Tier 2

AUX

IMO Tier 2

Wärtsilä 8V31

750 610

720 590

750 610

720 590

RPM

kW/cyl

Engine speed Cylinder output

110110110110110

kPaPressure drop over charge air cooler (two-stage)

115115115115115

kPaPressure drop over oil cooler

100100100100100

kPaPressure drop in external system, max.

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

Starting air system

30003000300030003000

kPaPressure, nom.

15001500150015001500

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

30003000300030003000

kPaPressure, max.

16001600160016001600

kPaLow pressure limit in air vessels

4.94.94.94.94.9

Air consumption per start

Notes:

At ISO 15550 conditions (ambient air temperature 25°C, LT-water 25°C) and 100% load. Flow tolerance 5%.Note 1

At ISO 15550 conditions (ambient air temperature 25°C, LT-water 25°C). Flow tolerance 5% and temperature tolerance 10°C.

Note 2

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 20%. Fouling factors and a margin to be taken into account when dimensioning heat exchangers. In arctic option charge air coolers in LT circuit.

Note 3

At ambient conditions according to ISO 15550.Lower calorific value 42 700 kJ/kg. With engine driven pumps (two cooling water + one lubricating oil pump). Tolerance 5%.

Note 4

ME = Engine driving propeller, variable speed

AE = Auxiliary engine driving generator

DE = Diesel-Electric engine driving generator

Subject to revision without notice.

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Page 18

3.2 Wärtsilä 10V31

IMO Tier 2

AUX

IMO Tier 2

AUX

IMO Tier 2

Wärtsilä 10V31

750 610

720 590

750 610

720 590

RPM

kW/cyl

Engine speed Cylinder output

61006100590061005900kWEngine output

3.013.013.033.013.03MPaMean effective pressure

Combustion air system (Note 1)

10.7910.7910.410.7910.4kg/sFlow at 100% load

4545454545°CTemperature at turbocharger intake, max.

6565656565°CAir temperature after air cooler (TE 601)

Exhaust gas system (Note 2)

11.111.110.711.110.7kg/sFlow at 100% load

9.49.59.19.59.1kg/sFlow at 85% load

8.18.58.28.58.2kg/sFlow at 75% load

5.76.56.26.56.2kg/sFlow at 50% load

273273275273275°CTemperature after turbocharger, 100% load (TE 517)

277275277275277°CTemperature after turbocharger, 85% load (TE 517)

295282284282284°CTemperature after turbocharger, 75% load (TE 517)

320286288286288°CTemperature after turbocharger, 50% load (TE 517)

5.05.05.05.05.0kPaBackpressure, max.

788788775788775

mmCalculated pipe diameter for 35m/s

Heat balance (Note 3)

618618575618575kWJacket water, HT-circuit

11571157107311571073kWCharge air, HT-circuit

15371537149415371494kWCharge air, LT-circuit

653653609653609kWLubricating oil, LT-circuit

171171164171164kWRadiation

For optional engineversions heat balances may differ

Fuel system (Note 4)

1000±1001000±1001000±1001000±1001000±100kPaPressure before injection pumps (PT 101)

60.060.060.060.060.0m3/hEngine driven pump capacity (MDF only)

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

140140140140140°CHFO temperature before engine, max. (TE 101)

2.02.02.02.02.0cStMDF viscosity, min

4545454545°CMDF temperature before engine, max. (TE 101)

174.4174.9174.0174.4173.5

g/kWhFuel consumption at 100% load, HFO

171.6172.0171.1171.6170.6

g/kWhFuel consumption at 85% load, HFO

171.6174.0173.0173.5172.5

g/kWhFuel consumption at 75% load, HFO

178.5183.8182.8183.3182.3

g/kWhFuel consumption at 50% load, HFO

173.5174.0173.0173.5172.5

g/kWhFuel consumption at 100% load, MDF

170.6171.1170.1170.6169.7

g/kWhFuel consumption at 85% load, MDF

170.6173.0172.0172.5171.6

g/kWhFuel consumption at 75% load, MDF

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Wärtsilä 31 Product Guide3. Technical Data

Page 19

IMO Tier 2

AUX

IMO Tier 2

AUX

IMO Tier 2

Wärtsilä 10V31

750 610

720 590

750 610

720 590

RPM

kW/cyl

Engine speed Cylinder output

176.6181.9180.9181.4180.4

g/kWhFuel consumption at 50% load, MDF

22.122.121.322.121.2

kg/hClean leak fuel quantity, MDF at 100% load

4.44.54.34.44.3

kg/hClean leak fuel quantity, HFO at 100% load

Lubricating oil system

420420420420420

kPaPressure before bearings, nom. (PT 201)

4040404040

kPaSuction ability main pump, including pipe loss, max.

6060606060

kPaPriming pressure, nom. (PT 201)

3535353535

kPaSuction ability priming pump, including pipeloss, max.

7070707070

°CTemperature before bearings, nom. (TE 201)

8282828282

°CTemperature after engine, approx.

144130125130125

m³/hPump capacity (main), engine driven

120120120120120

m³/hPump capacity (main), stand-by

24.0 / 24.024.0 / 24.024.0 / 24.024.0 / 24.024.0 / 24.0m³/hPriming pump capacity, 50Hz/60Hz

3.03.03.03.03.0

m³Oil volume, wet sump, nom.

8.28.28.08.28.0

m³Oil volume in separate system oil tank, nom.

0.450.450.450.450.45

g/kWhOil consumption (100% load), approx.

24502450245024502450l/minCrankcase ventilation flow rate at full load

0.10.10.10.10.1kPaCrankcase ventilation backpressure, max.

6.0...6.86.0...6.86.0...6.86.0...6.86.0...6.8litersOil volume in turning device

Cooling water system

High temperature cooling water system

382 + stat-

kPaPressure at engine, after pump, nom. (PT 401)

600600600600600

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

8383838383

°CTemperature before cylinders, approx. (TE 401)

9696969696°CHT-water out from engine, nom (TE432)

9090909090

m³/hCapacity of engine driven pump, nom.

210210210210210kPaPressure drop over engine, total

100100100100100

kPaPressure drop in external system, max.

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

0.6420.6420.6420.6420.642

m³Water volume in engine

Low temperature cooling water system

25 ... 3825 ... 3825 ... 3825 ... 3825 ... 38°CTemperature before engine (TE 451)

9090909090

m³/hCapacity of engine driven pump, nom.

00000

kPaPressure drop over charge air cooler

4141414141

kPaPressure drop over charge air cooler (one-stage)

110110110110110

kPaPressure drop over charge air cooler (two-stage)

100100100100100

kPaPressure drop in external system, max.

Wärtsilä 31 Product Guide - a1 - 18 October 2016 3-5

3. Technical DataWärtsilä 31 Product Guide

Page 20

IMO Tier 2

AUX

IMO Tier 2

AUX

IMO Tier 2

Wärtsilä 10V31

750 610

720 590

750 610

720 590

RPM

kW/cyl

Engine speed Cylinder output

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

Starting air system

30003000300030003000

kPaPressure, nom.

15001500150015001500

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

30003000300030003000

kPaPressure, max.

16001600160016001600

kPaLow pressure limit in air vessels

5.15.15.15.15.1

Air consumption per start

Notes:

At ISO 15550 conditions (ambient air temperature 25°C, LT-water 25°C) and 100% load. Flow tolerance 5%.Note 1

At ISO 15550 conditions (ambient air temperature 25°C, LT-water 25°C). Flow tolerance 5% and temperature tolerance 10°C.

Note 2

Note 3

At ambient conditions according to ISO 15550.Lower calorific value 42 700 kJ/kg. With engine driven pumps (two cooling water + one lubricating oil pump). Tolerance 5%.

Note 4

ME = Engine driving propeller, variable speed

AE = Auxiliary engine driving generator

DE = Diesel-Electric engine driving generator

Subject to revision without notice.

3-6 Wärtsilä 31 Product Guide - a1 - 18 October 2016

Wärtsilä 31 Product Guide3. Technical Data

Page 21

3.3 Wärtsilä 12V31

IMO Tier 2

AUX

IMO Tier 2

AUX

IMO Tier 2

Wärtsilä 12V31

750 610

720 590

750 610

720 590

RPM

kW/cyl

Engine speed Cylinder output

73207320708073207080kWEngine output

3.013.013.033.013.03MPaMean effective pressure

Combustion air system (Note 1)

12.9512.9512.4812.9512.48kg/sFlow at 100% load

4545454545°CTemperature at turbocharger intake, max.

6565656565°CAir temperature after air cooler (TE 601)

Exhaust gas system (Note 2)

13.3213.3212.8413.3212.84kg/sFlow at 100% load

11.2811.410.9211.410.92kg/sFlow at 85% load

9.7210.29.8410.29.84kg/sFlow at 75% load

6.847.87.447.87.44kg/sFlow at 50% load

273273275273275°CTemperature after turbocharger, 100% load (TE 517)

277275277275277°CTemperature after turbocharger, 85% load (TE 517)

295282284282284°CTemperature after turbocharger, 75% load (TE 517)

320286288286288°CTemperature after turbocharger, 50% load (TE 517)

5.05.05.05.05.0kPaBackpressure, max.

863863849863849

mmCalculated pipe diameter for 35m/s

Heat balance (Note 3)

742742690742690kWJacket water, HT-circuit

13881388128813881288kWCharge air, HT-circuit

18441844179318441793kWCharge air, LT-circuit

784784731784731kWLubricating oil, LT-circuit

205205197205197kWRadiation

For optional engine versions heat balances may differ

Fuel system (Note 4)

1000±1001000±1001000±1001000±1001000±100kPaPressure before injection pumps (PT 101)

120.0120.0120.0120.0120.0m3/hEngine driven pump capacity (MDF only)

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

140140140140140°CHFO temperature before engine, max. (TE 101)

2.02.02.02.02.0cStMDF viscosity, min

4545454545°CMDF temperature before engine, max. (TE 101)

174.4174.9174.0174.4173.5

g/kWhFuel consumption at 100% load, HFO

171.6172.0171.1171.6170.6

g/kWhFuel consumption at 85% load, HFO

171.6174.0173.0173.5172.5

g/kWhFuel consumption at 75% load, HFO

178.5183.8182.8183.3182.3

g/kWhFuel consumption at 50% load, HFO

173.5174.0173.0173.5172.5

g/kWhFuel consumption at 100% load, MDF

170.6171.1170.1170.6169.7

g/kWhFuel consumption at 85% load, MDF

170.6173.0172.0172.5171.6

g/kWhFuel consumption at 75% load, MDF

Wärtsilä 31 Product Guide - a1 - 18 October 2016 3-7

3. Technical DataWärtsilä 31 Product Guide

Page 22

IMO Tier 2

AUX

IMO Tier 2

AUX

IMO Tier 2

Wärtsilä 12V31

750 610

720 590

750 610

720 590

RPM

kW/cyl

Engine speed Cylinder output

176.6181.9180.9181.4180.4

g/kWhFuel consumption at 50% load, MDF

26.526.625.626.525.5

kg/hClean leak fuel quantity, MDF at 100% load

5.35.35.15.35.1

kg/hClean leak fuel quantity, HFO at 100% load

Lubricating oil system

420420420420420

kPaPressure before bearings, nom. (PT 201)

4040404040

kPaSuction ability main pump, including pipe loss, max.

6060606060

kPaPriming pressure, nom. (PT 201)

3535353535

kPaSuction ability priming pump, including pipeloss, max.

7070707070

°CTemperature before bearings, nom. (TE 201)

8282828282

°CTemperature after engine, approx.

170144138144138

m³/hPump capacity (main), engine driven

137137137137137

m³/hPump capacity (main), stand-by

29.0 / 29.029.0 / 29.029.0 / 29.029.0 / 29.029.0 / 29.0m³/hPriming pump capacity, 50Hz/60Hz

3.33.33.33.33.3

m³Oil volume, wet sump, nom.

9.99.99.69.99.6

m³Oil volume in separate system oil tank, nom.

0.450.450.450.450.45

g/kWhOil consumption (100% load), approx.

29402940294029402940l/minCrankcase ventilation flow rate at full load

0.10.10.10.10.1kPaCrankcase ventilation backpressure, max.

6.0...6.86.0...6.86.0...6.86.0...6.86.0...6.8litersOil volume in turning device

Cooling water system

High temperature cooling water system

363 + stat-

kPaPressure at engine, after pump, nom. (PT 401)

600600600600600

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

8383838383

°CTemperature before cylinders, approx. (TE 401)

9696969696°CHT-water out from engine, nom (TE432)

110110110110110

m³/hCapacity of engine driven pump, nom.

210210210210210kPaPressure drop over engine, total

100100100100100

kPaPressure drop in external system, max.

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

m³Water volume in engine

Low temperature cooling water system

25 ... 3825 ... 3825 ... 3825 ... 3825 ... 38°CTemperature before engine (TE 451)

110110110110110

m³/hCapacity of engine driven pump, nom.

4141414141

kPaPressure drop over charge air cooler (one-stage)

110110110110110

kPaPressure drop over charge air cooler (two-stage)

115115115115115

kPaPressure drop over oil cooler

100100100100100

kPaPressure drop in external system, max.

3-8 Wärtsilä 31 Product Guide - a1 - 18 October 2016

Wärtsilä 31 Product Guide3. Technical Data

Page 23

IMO Tier 2

AUX

IMO Tier 2

AUX

IMO Tier 2

Wärtsilä 12V31

750 610

720 590

750 610

720 590

RPM

kW/cyl

Engine speed Cylinder output

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

Starting air system

30003000300030003000

kPaPressure, nom.

15001500150015001500

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

30003000300030003000

kPaPressure, max.

16001600160016001600

kPaLow pressure limit in air vessels

5.45.45.45.45.4

Air consumption per start

Notes:

At ISO 15550 conditions (ambient air temperature 25°C, LT-water 25°C) and 100% load. Flow tolerance 5%.Note 1

At ISO 15550 conditions (ambient air temperature 25°C, LT-water 25°C). Flow tolerance 5% and temperature tolerance 10°C.

Note 2

Note 3

At ambient conditions according to ISO 15550.Lower calorific value 42 700 kJ/kg. With engine driven pumps (two cooling water + one lubricating oil pump). Tolerance 5%.

Note 4

ME = Engine driving propeller, variable speed

AE = Auxiliary engine driving generator

DE = Diesel-Electric engine driving generator

Subject to revision without notice.

Wärtsilä 31 Product Guide - a1 - 18 October 2016 3-9

3. Technical DataWärtsilä 31 Product Guide

Page 24

3.4 Wärtsilä 14V31

IMO Tier 2

AUX

IMO Tier 2

AUX

IMO Tier 2

Wärtsilä 14V31

750 610

720 590

750 610

720 590

RPM

kW/cyl

Engine speed Cylinder output

85408540826085408260kWEngine output

3.013.013.033.013.03MPaMean effective pressure

Combustion air system (Note 1)

15.1115.1114.5615.1114.56kg/sFlow at 100% load

4545454545°CTemperature at turbocharger intake, max.

6565656565°CAir temperature after air cooler (TE 601)

Exhaust gas system (Note 2)

15.5415.5414.9815.5414.98kg/sFlow at 100% load

13.1613.312.7413.312.74kg/sFlow at 85% load

11.3411.911.4811.911.48kg/sFlow at 75% load

7.989.18.689.18.68kg/sFlow at 50% load

273273275273275°CTemperature after turbocharger, 100% load (TE 517)

277275277275277°CTemperature after turbocharger, 85% load (TE 517)

295282284282284°CTemperature after turbocharger, 75% load (TE 517)

320286288286288°CTemperature after turbocharger, 50% load (TE 517)

5.05.05.05.05.0kPaBackpressure, max.

933933917933917

mmCalculated pipe diameter for 35m/s

Heat balance (Note 3)

865865805865805kWJacket water, HT-circuit

16201620150216201502kWCharge air, HT-circuit

21522152209221522092kWCharge air, LT-circuit

914914853914853kWLubricating oil, LT-circuit

239239230239230kWRadiation

For optional engineversions heat balances may differ

Fuel system (Note 4)

1000±1001000±1001000±1001000±1001000±100kPaPressure before injection pumps (PT 101)

120.0120.0120.0120.0120.0m3/hEngine driven pump capacity (MDF only)

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

140140140140140°CHFO temperature before engine, max. (TE 101)

2.02.02.02.02.0cStMDF viscosity, min

4545454545°CMDF temperature before engine, max. (TE 101)

174.4174.9174.0174.4173.5

g/kWhFuel consumption at 100% load, HFO

171.6172.0171.1171.6170.6

g/kWhFuel consumption at 85% load, HFO

171.6174.0173.0173.5172.5

g/kWhFuel consumption at 75% load, HFO

178.5183.8182.8183.3182.3

g/kWhFuel consumption at 50% load, HFO

173.5174.0173.0173.5172.5

g/kWhFuel consumption at 100% load, MDF

170.6171.1170.1170.6169.7

g/kWhFuel consumption at 85% load, MDF

170.6173.0172.0172.5171.6

g/kWhFuel consumption at 75% load, MDF

3-10 Wärtsilä 31 Product Guide - a1 - 18 October 2016

Wärtsilä 31 Product Guide3. Technical Data

Page 25

IMO Tier 2

AUX

IMO Tier 2

AUX

IMO Tier 2

Wärtsilä 14V31

750 610

720 590

750 610

720 590

RPM

kW/cyl

Engine speed Cylinder output

176.6181.9180.9181.4180.4

g/kWhFuel consumption at 50% load, MDF

30.931.029.830.929.7

kg/hClean leak fuel quantity, MDF at 100% load

6.26.26.06.26.0

kg/hClean leak fuel quantity, HFO at 100% load

Lubricating oil system

420420420420420

kPaPressure before bearings, nom. (PT 201)

4040404040

kPaSuction ability main pump, including pipe loss, max.

6060606060

kPaPriming pressure, nom. (PT 201)

3535353535

kPaSuction ability priming pump, including pipeloss, max.

7070707070

°CTemperature before bearings, nom. (TE 201)

8282828282

°CTemperature after engine, approx.

189170164170164

m³/hPump capacity (main), engine driven

160160160160160

m³/hPump capacity (main), stand-by

34.0 / 34.034.0 / 34.034.0 / 34.034.0 / 34.034.0 / 34.0m³/hPriming pump capacity, 50Hz/60Hz

3.853.853.853.853.85

m³Oil volume, wet sump, nom.

11.511.511.211.511.2

m³Oil volume in separate system oil tank, nom.

0.450.450.450.450.45

g/kWhOil consumption (100% load), approx.

34303430343034303430l/minCrankcase ventilation flow rate at full load

0.10.10.10.10.1kPaCrankcase ventilation backpressure, max.

6.0...6.86.0...6.86.0...6.86.0...6.86.0...6.8litersOil volume in turning device

Cooling water system

High temperature cooling water system

397 + stat-

kPaPressure at engine, after pump, nom. (PT 401)

600600600600600

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

8383838383

°CTemperature before cylinders, approx. (TE 401)

9696969696°CHT-water out from engine, nom (TE432)

189189130189130

m³/hCapacity of engine driven pump, nom.

210210210210210kPaPressure drop over engine, total

100100100100100

kPaPressure drop in external system, max.

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

m³Water volume in engine

Low temperature cooling water system

25 ... 3825 ... 3825 ... 3825 ... 3825 ... 38°CTemperature before engine (TE 451)

130130130130130

m³/hCapacity of engine driven pump, nom.

4141414141

kPaPressure drop over charge air cooler (one-stage)

110110110110110

kPaPressure drop over charge air cooler (two-stage)

115115115115115

kPaPressure drop over oil cooler

100100100100100

kPaPressure drop in external system, max.

Wärtsilä 31 Product Guide - a1 - 18 October 2016 3-11

3. Technical DataWärtsilä 31 Product Guide

Page 26

IMO Tier 2

AUX

IMO Tier 2

AUX

IMO Tier 2

Wärtsilä 14V31

750 610

720 590

750 610

720 590

RPM

kW/cyl

Engine speed Cylinder output

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

Starting air system

30003000300030003000

kPaPressure, nom.

15001500150015001500

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

30003000300030003000

kPaPressure, max.

16001600160016001600

kPaLow pressure limit in air vessels

5.85.85.85.85.8

Air consumption per start

Notes:

At ISO 15550 conditions (ambient air temperature 25°C, LT-water 25°C) and 100% load. Flow tolerance 5%.Note 1

At ISO 15550 conditions (ambient air temperature 25°C, LT-water 25°C). Flow tolerance 5% and temperature tolerance 10°C.

Note 2

Note 3

At ambient conditions according to ISO 15550.Lower calorific value 42 700 kJ/kg. With engine driven pumps (two cooling water + one lubricating oil pump). Tolerance 5%.

Note 4

ME = Engine driving propeller, variable speed

AE = Auxiliary engine driving generator

DE = Diesel-Electric engine driving generator

Subject to revision without notice.

3-12 Wärtsilä 31 Product Guide - a1 - 18 October 2016

Wärtsilä 31 Product Guide3. Technical Data

Page 27

3.5 Wärtsilä 16V31

IMO Tier 2

AUX

IMO Tier 2

AUX

IMO Tier 2

Wärtsilä 16V31

750 610

720 590

750 610

720 590

RPM

kW/cyl

Engine speed Cylinder output

97609760944097609440kWEngine output

3.013.013.033.013.03MPaMean effective pressure

Combustion air system (Note 1)

17.2717.2716.6517.2716.65kg/sFlow at 100% load

4545454545°CTemperature at turbocharger intake, max.

6565656565°CAir temperature after air cooler (TE 601)

Exhaust gas system (Note 2)

17.7617.7617.1217.7617.12kg/sFlow at 100% load

15.0415.214.5615.214.56kg/sFlow at 85% load

12.9613.613.1213.613.12kg/sFlow at 75% load

9.1210.49.9210.49.92kg/sFlow at 50% load

273273275273275°CTemperature after turbocharger, 100% load (TE 517)

277275277275277°CTemperature after turbocharger, 85% load (TE 517)

295282284282284°CTemperature after turbocharger, 75% load (TE 517)

320286288286288°CTemperature after turbocharger, 50% load (TE 517)

5.05.05.05.05.0kPaBackpressure, max.

997997981997981

mmCalculated pipe diameter for 35m/s

Heat balance (Note 3)

989989920989920kWJacket water, HT-circuit

18511851171718511717kWCharge air, HT-circuit

24592459239024592390kWCharge air, LT-circuit

104510459741045974kWLubricating oil, LT-circuit

274274262274262kWRadiation

For optional engineversions heat balances may differ

Fuel system (Note 4)

1000±1001000±1001000±1001000±1001000±100kPaPressure before injection pumps (PT 101)

120.0120.0120.0120.0120.0m3/hEngine driven pump capacity (MDF only)

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

140140140140140°CHFO temperature before engine, max. (TE 101)

2.02.02.02.02.0cStMDF viscosity, min

4545454545°CMDF temperature before engine, max. (TE 101)

174.4174.9174.0174.4173.5

g/kWhFuel consumption at 100% load, HFO

171.7172.0171.1171.6170.6

g/kWhFuel consumption at 85% load, HFO

171.7174.0173.0173.5172.5

g/kWhFuel consumption at 75% load, HFO

178.6183.8182.8183.3182.3

g/kWhFuel consumption at 50% load, HFO

173.5174.0173.0173.5172.5

g/kWhFuel consumption at 100% load, MDF

170.7171.1170.1170.6169.7

g/kWhFuel consumption at 85% load, MDF

170.7173.0172.0172.5171.6

g/kWhFuel consumption at 75% load, MDF

Wärtsilä 31 Product Guide - a1 - 18 October 2016 3-13

3. Technical DataWärtsilä 31 Product Guide

Page 28

IMO Tier 2

AUX

IMO Tier 2

AUX

IMO Tier 2

Wärtsilä 16V31

750 610

720 590

750 610

720 590

RPM

kW/cyl

Engine speed Cylinder output

176.7181.9180.9181.4180.4

g/kWhFuel consumption at 50% load, MDF

35.335.434.135.334.0

kg/hClean leak fuel quantity, MDF at 100% load

7.17.16.97.16.8

kg/hClean leak fuel quantity, HFO at 100% load

Lubricating oil system

420420420420420

kPaPressure before bearings, nom. (PT 201)

4040404040

kPaSuction ability main pump, including pipe loss, max.

6060606060

kPaPriming pressure, nom. (PT 201)

3535353535

kPaSuction ability priming pump, including pipeloss, max.

7070707070

°CTemperature before bearings, nom. (TE 201)

8282828282

°CTemperature after engine, approx.

223189182189182

m³/hPump capacity (main), engine driven

176176176176176

m³/hPump capacity (main), stand-by

38.0 / 38.038.0 / 38.038.0 / 38.038.0 / 38.038.0 / 38.0m³/hPriming pump capacity, 50Hz/60Hz

4.44.44.44.44.4

m³Oil volume, wet sump, nom.

13.213.212.713.212.7

m³Oil volume in separate system oil tank, nom.

0.450.450.450.450.45

g/kWhOil consumption (100% load), approx.

39203920392039203920l/minCrankcase ventilation flow rate at full load

0.10.10.10.10.1kPaCrankcase ventilation backpressure, max.

6.0...6.86.0...6.86.0...6.86.0...6.86.0...6.8litersOil volume in turning device

Cooling water system

High temperature cooling water system

373 + stat-

kPaPressure at engine, after pump, nom. (PT 401)

600600600600600

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

8383838383

°CTemperature before cylinders, approx. (TE 401)

9696969696°CHT-water out from engine, nom (TE432)

150150150150150

m³/hCapacity of engine driven pump, nom.

210210210210210kPaPressure drop over engine, total

100100100100100

kPaPressure drop in external system, max.

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

m³Water volume in engine

Low temperature cooling water system

25 ... 3825 ... 3825 ... 3825 ... 3825 ... 38°CTemperature before engine (TE 451)

150150150150150

m³/hCapacity of engine driven pump, nom.

4141414141

kPaPressure drop over charge air cooler (one-stage)

110110110110110

kPaPressure drop over charge air cooler (two-stage)

115115115115115

kPaPressure drop over oil cooler

100100100100100

kPaPressure drop in external system, max.

3-14 Wärtsilä 31 Product Guide - a1 - 18 October 2016

Wärtsilä 31 Product Guide3. Technical Data

Page 29

IMO Tier 2

AUX

IMO Tier 2

AUX

IMO Tier 2

Wärtsilä 16V31

750 610

720 590

750 610

720 590

RPM

kW/cyl

Engine speed Cylinder output

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

Starting air system

30003000300030003000

kPaPressure, nom.

15001500150015001500

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

30003000300030003000

kPaPressure, max.

16001600160016001600

kPaLow pressure limit in air vessels

6.36.36.36.36.3

Air consumption per start

Notes:

At ISO 15550 conditions (ambient air temperature 25°C, LT-water 25°C) and 100% load. Flow tolerance 5%.Note 1

At ISO 15550 conditions (ambient air temperature 25°C, LT-water 25°C). Flow tolerance 5% and temperature tolerance 10°C.

Note 2

Note 3

At ambient conditions according to ISO 15550.Lower calorific value 42 700 kJ/kg. With engine driven pumps (two cooling water + one lubricating oil pump). Tolerance 5%.

Note 4

ME = Engine driving propeller, variable speed

AE = Auxiliary engine driving generator

DE = Diesel-Electric engine driving generator

Subject to revision without notice.

Wärtsilä 31 Product Guide - a1 - 18 October 2016 3-15

3. Technical DataWärtsilä 31 Product Guide

Page 30

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Page 31

4. Description of the Engine

4.1 Definitions

Fig 4-1 Engine definitions (V93C0028)

4.2 Main components and systems

The dimensions and weights of engines are shown in section 1.4 Dimensions and weights .

4.2.1 Engine block

The engine block, made of nodular cast iron, is cast in one piece for all cylinder numbers and it supports the underslung crankshaft. The block has been given a stiff and durable design to absorb internal forces and the engine can therefore also be resiliently mounted not requiring any intermediate foundations. It incorporates water and charge air main and side channels. Also camshaft bearing housings are incorporated in the engine block. The engines are equipped with crankcase explosion relief valve with flame arrester.

The main bearing caps, made of nodular cast iron, are fixed with two hydraulically tensioned screws from below. They are guided sideways and vertically by the engine block. Hydraulically tensioned horizontal side screws at the lower guiding provide a very rigid crankshaft bearing assembly.

A hydraulic jack, supported in the oil sump, offers the possibility to lower and lift the main bearing caps, e.g. when inspecting the bearings. Lubricating oil is led to the bearings through this jack.

The oil sump, a light welded design, is mounted on the engine block from below. The oil sump is available in two alternative designs, wet or dry sump, depending on the type of application. The wet oil sump includes a suction pipe to the lubricating oil pump. For wet sump there is a main distributing pipe for lubricating oil, suction pipes and return connections for the separator. For the dry sump there is a main distributing oil pipe for lubricating oil and drains at either end to a separate system oil tank.

The engine holding down bolts are hydraulically tightened in order to facilitate the engine installation to both rigid and resilient foundation.

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4.2.2 Crankshaft

Crankshaft line is built up from several pieces: crankshaft, counter weights, split camshaft gear wheel and pumpdrive arrangement.

Crankshaft itself is forged in one piece. Both main bearings and big end bearings temperatures are continuously monitored.

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

The connecting rods are arranged side-by-side and the diameters of the crank pins and journals are equal irrespective of the cylinder number.

All crankshafts can be provided with torsional vibration dampers or tuning masses at the free end of the engine, if necessary. Main features of crankshaft design: clean steel technology minimizes the amount of slag forming elements and guarantees superior material durability.

The crankshaft alignment is always done on a thoroughly warm engine after the engine is stopped.

4.2.3 Main bearings and big end bearings

The main bearings and the big end bearings are of tri-metal design with steel back, lead-bronze lining and a soft running layer. The bearings are covered with a Sn-flash for corrosion protection. Even minor form deviations can become visible on the bearing surface in the running in phase. This has no negative influence on the bearing function. A wireless system for real-time temperature monitoring of connecting rod big end bearings, "BEB monitoring system", is as standard.

4.2.4 Cylinder liner

The cylinder liners are centrifugally casted of a special alloyed cast iron. The top collar of the cylinder liner is provided with a water jacket for distributing cooling water through the cylinder liner cooling bores. This will give an efficient control of the liner temperature.

A jet cooling nozzle inside the cylinder liner is injecting oil to the underside of the piston and is then cooling the piston and lubricating the gudgeon pin bearing through the oil channels in the top of the connecting rod.

4.2.5 Piston

The piston is of composite type with steel crown and nodular cast iron skirt. A piston skirt lubricating system, featuring oil bores in a groove on the piston skirt, lubricates the piston skirt/cylinder liner. The piston top is oil cooled by the jet cooling as mentioned above. The piston ring grooves are hardened.

4.2.6 Piston rings

The piston ring set are located in the piston crown and consists of two directional compression rings and one spring-loaded conformable oil scraper ring. Running face of compression rings are chromium-ceramic-plated.

4.2.7 Cylinder head

The cross flow cylinder head is made of cast iron. The mechanical load is absorbed by a flame plate, which together with the upper deck and the side walls form a rigid box section. There are four hydraulically tightened cylinder head bolts. The exhaust valve seats and the flame deck are efficiently and direct water-cooled. The valve seat rings are made of alloyed steel, for wear resistance. All valves are hydraulic controlled with valve guides and equipped with valve springs and rotators.

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A small side air receiver is located in the hot box, including charge air bends with integrated hydraulics and charge air riser pipes.

Following components are connected to the cylinder head:

● Charge air components for side receiver

● Exhaust gas pipe to exhaust system

● Cooling water collar

● Quill pipe with High Pressure (HP) fuel pipe connections

4.2.8 Camshaft and valve mechanism

The cams are integrated in the drop forged shaft material. The bearing journals are made in separate pieces, which are fitted, to the camshaft pieces by flange connections. The camshaft bearing housings are integrated in the engine block casting and are thus completely closed. The bearings are installed and removed by means of a hydraulic tool. The camshaft covers, one for each cylinder, seal against the engine block with a closed O-ring profile. The valve tappets are of piston type with self-adjustment of roller against cam to give an even distribution of the contact pressure. Inlet and exhaust valves have a special steam coating and hard facing on the seat surface, for long lifetime. The valve springs make the valve mechanism dynamically stable.

The step-less valve mechanism makes it possible to control the timing of both inlet & exhaust valves. It allows to always use a proper scavenging period. This is needed to optimize and balance emissions, fuel consumption, operational flexibility & load taking, whilst maintaining thermal and mechanical reliability. The design enables clearly longer maintenance interval, due to the reduced thermal and mechanical stress on most of the components in the valve mechanism.

4.2.9 Camshaft drive

The camshafts are driven by the crankshaft through a gear train.

4.2.10 Turbocharging and charge air cooling

The selected 2-stage turbocharging offers ideal combination of high-pressure ratios and good efficiency both at full and part load. The turbochargers can be placed at the free end or flywheel end of the engine. For cleaning of the turbochargers during operation there is, as standard, a water washing device for the air (compressor) and exhaust gas (turbine) side of the LP stage and for the exhaust gas (turbine) side of the HP stage. The water washing device is connected to an external washing unit. The turbochargers are supplied with inboard plain bearings, which offers easy maintenance of the cartridge from the compressor side. The turbochargers are lubricated by engine lubricating oil with integrated connections.

An Exhaust gas Waste Gate (EWG) system controls the exhaust gas flow by-passing for both high pressure (HP) and low pressure (LP) turbine stages. EWG is needed also in case of engines equipped with exhaust gas after treatment based on Selective Catalytic Reaction (SCR).

By using Air Waste Gate (AWG) for bleeding air out from the charge air system, the charge air pressure and the margin from LP compressor surging is controlled. The charge air pressure control is used to avoid excessive charge air pressure preventing excessive firing pressure.

A step-less Air By-pass valve (ABP) system is used in all engine applications for preventing surging of turbocharger compressors in case of rapid engine load reduction. When the ABP valve is open part of charge air is released to the exhaust side.

The Charge Air Coolers (CAC) consist of a 2-stage type cooler (LP CAC) between the LP and HP compressor stages and a 1-stage cooler (HP CAC) between the HP compressor stage and the charge air receiver. The LP CAC is cooled with LT-water or in some cases by both HT- and LT-water. The HP CAC is always cooled by LT-water. Fresh water is used for both circuits.

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See chapter Exhaust gas & charge air systems for more information.

4.2.11 Fuel injection equipment

The fuel injection equipment and system piping are located in a hotbox, providing maximum reliability and safety when using preheated heavy fuels. In the Wärtsilä electronic fuel injection rate optimized nozzles system, the fuel is pressurized in the high pressure HP-pumps from where the fuel is fed to the injection valves. The fuel system consists of different numbers of fuel oil HP pumps, depending of the cylinder configuration, located at the engine pump cover. From the HP pumps, high pressure pipes are connected to the cylinder heads.

A valve block is mounted at the fuel outlet pipe, including Pressure Drop and Safety Valve (PDSV), Circulation Valve (CV) and a fuel pressure discharge volume. The PDSV acts as mechanical safety valve and the fuel volume lowers the system pressure. The injection valves are electronic controlled and the injection timing is pre-set in the control system software. The injector solenoids have a own cooling system.

4.2.12 Lubricating oil system

The engine internal lubricating oil system include the engine driven lubricating oil pump, the electrically driven prelubricating oil pump, thermostatic valve, filters and lubricating oil cooler. The lubricating oil pumps are located in the free end of the engine, while the automatic filter, cooler and thermostatic valve are integrated into one module.

4.2.13 Cooling water system

The fresh water cooling system is divided into a high temperature (HT) and a low temperature (LT) circuit.

For engines operating in normal conditions the HT-water is cooling the cylinders (jacket) and the first stage of the low pressure 2-stage charge air cooler. The LT-water is cooling the lbricating oil cooler, the second stage of the low pressure 2-stage charge air cooler and the high pressure 1-stage charge air cooler.

For engines operating in cold conditions the HT-water is cooling the cylinders (Jacket). A HT-water pump is circulating the cooling water in the circuit and a thermostatic valve mounted in the internal cooling water system, controls the outlet temperature of the circuit. The LT-circuit is cooling the Lubricating Oil Cooler (LOC), the second stage of the Low Pressure 2-stage charge air cooler, the High Pressure 1-stage charge air cooler and the first stage of the low pressure 2-stage charge air cooler. An LT-thermostatic valve mounted in the external cooling water system, controls the inlet temperature to the engine for achieving correct receiver temperature.

4.2.14 Exhaust pipes

The exhaust manifold pipes are made of special heat resistant nodular cast iron alloy.

The complete exhaust gas system is enclosed in an insulating box consisting of easily removable panels. Mineral wool is used as insulating material.

4.2.15 Automation system

The Wärtsilä 31 engine is equipped with an UNIC electronic control system. UNIC have hardwired interface for control functions and a bus communication interface for alarm and monitoring. Additionally UNIC includes fuel injection control for engines with electronic fuel injection rate optimized nozzles.

For more information, see chapter Automation System.

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4.3 Expected overhaul intervals and life times

The following overhaul intervals and lifetimes are for guidance only. Actual figures will be different depending on service conditions. Expected component lifetimes have been adjusted to match overhaul intervals.

In this list HFO is based on HFO2 specification stated in the chapter .

4.3.1 Time Between Overhaul and Expected Life Time

Table 4-1 Time Between Overhaul and Expected Life Time

Expected life time (h)

Time between inspection or overhaul

(h)

Component

LFOHFOLFOHFO

Min. 96000Min. 720003200024000Piston

32000240003200024000Piston rings

128000960003200024000Cylinder liner

64000...12800048000..960003200024000Cylinder head

32000240003200024000Inlet valve

32000240003200024000Exhaust valve

64000480003200024000Main bearing

32000240003200024000Big end bearing

64000640006400064000Intermediate gear

bearings

32000320003200032000Balancing shaft

bearings

NANA80008000Injection valve

(wear parts)

24000240002400024000High Pressure fuel

pump

NOTE

1) Achieved life times very much depend on the operating conditions, average loading of the engine, fuel quality used, fuel handling systems, performance of maintenance etc.

4.4 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 planning of piping systems, however, not excluding other solutions of at least equal standard. Installation related instructions are included in the project specific instructions delivered for each installation.

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). Sea-water piping should be in Cunifer or hot dip galvanized steel.

NOTE

The pipes in the freshwater side of the cooling water system must not be galvanized!

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).

It is recommended to make a fitting order plan prior to construction.

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.

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

Max velocity [m/s]Pipe materialPiping

1.0Black steelFuel oil piping (MDF and HFO)

1.5Black steelLubricating oil piping

2.5Black steelFresh water piping

2.5Galvanized steelSea water piping

2.5Aluminum brass

3.010/90 copper-nickel-iron

4.570/30 copper-nickel

4.5Rubber 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 Pressure class

The pressure class of the piping should be higher than or equal to the design pressure, which should be higher than or equal to the highest operating (working) pressure. The highest operating (working) pressure is equal to the setting of the safety valve in a system.

The pressure in the system can:

● Originate from a positive displacement pump

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● 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

Within this publication 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 0.7 MPa (7 bar). The safety filter in dirty condition may cause a pressure loss of 0.1 MPa (1.0 bar). The viscosimeter, automatic filter, preheater and piping may cause a pressure loss of 0.25 MPa (2.5 bar). Consequently the discharge pressure of the circulating pumps may rise to 1.05 MPa (10.5 bar), and the safety valve of the pump shall thus be adjusted e.g. to 1.2 MPa (12 bar).

● A design pressure of not less than 1.2 MPa (12 bar) has to be selected.

● The nearest pipe class to be selected is PN16.

● Piping test pressure is normally 1.5 x the design pressure = 1.8 MPa (18 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).

● Consequently a design pressure of not less than 0.5 MPa (5 bar) shall be selected.

● The nearest pipe 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 on 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 at an early stage to manufacturers and fitters how different piping systems shall be treated, cleaned and protected.

5.7.1 Cleanliness during pipe installation

All piping must be verified to be clean before lifting it onboard for installation. During the construction time uncompleted piping systems shall be maintained clean. Open pipe ends should be temporarily closed. Possible debris shall be removed with a suitable method. All tanks must be inspected and found clean before filling up with fuel, oil or water.

Piping cleaning methods are summarised in table 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

In case of carbon steel pipes

Methods applied during prefabrication of pipe spools

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)

D = Pickling (not required for seamless precision tubes)

Methods applied after installation onboard

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C = Purging with compressed air

F = Flushing

5.7.2 Pickling

Prefabricated pipe spools are pickled before installation onboard.

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 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.

Great cleanliness shall be approved in all work phases after completed pickling.

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 be 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

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 8217:2012 (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.

232cStViscosity 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 Heavy Fuel Oil (HFO)

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.

Table 6-2 HFO specifications

Test method ref.Limit HFO 2Limit HFO 1UnitProperty

16...2416...24cStViscosity, before injection pumps

ISO 3104700700cStViscosity at 50°C, max.

ISO 3675 or 12185991 / 1010

991 / 1010

kg/m³Density at 15°C, max.

ISO 8217, Annex F870850CCAI, max.

ISO 8754 or 14596Statutory requirements% massSulphur, max.

4) 5)

ISO 27196060°CFlash point, min.

IP 57022mg/kgHydrogen sulfide, max.

ASTM D6642.52.5mg KOH/gAcid number, max.

ISO 10307-20.10.1% massTotal sediment aged, max.

ISO 103702015% massCarbon residue, micro method, max.

ASTM D 3279148% massAsphaltenes, max.

ISO 30163030°CPour point (upper), max.

ISO 3733 or ASTM

D6304-C

0.50.5% volumeWater, max.

ISO 3733 or ASTM

D6304-C

0.30.3% volumeWater before engine, max.

ISO 6245 or LP1001

0.150.05% massAsh, max.

ISO 14597 or IP 501

or IP 470

450100mg/kgVanadium, max.

IP 501 or IP 47010050mg/kgSodium, max.

IP 501 or IP 4703030mg/kgSodium before engine, max.

1) 5)

ISO 10478 or IP 501

or IP 470

6030mg/kgAluminium + Silicon, max.

ISO 10478 or IP 501

or IP 470

1515mg/kgAluminium + Silicon before engine, max.

IP 501 or IP 4703030mg/kgUsed lubricating oil, calcium, max.

IP 501 or IP 4701515mg/kgUsed lubricating oil, zinc, max.

IP 501 or IP 5001515mg/kgUsed lubricating oil, phosphorus, max.

Remarks:

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

Max. 1010 kg/m³ at 15°C provided that the fuel treatment system can remove water and solids (sediment, sodium, aluminium, silicon) before the engine to specified levels.

Straight run residues show CCAI values in the 770 to 840 range and have very goodignition quality. 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 the ignition properties of the fuel, especially concerning fuels originating from modern and more complex refinery process.

The max. sulphur content must be defined in accordance with relevant statutory limitations.

Sodium contributes to hot corrosion on the 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 and 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.

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

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

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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

●

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

NOTE

b) if not within the given limits, the maximum sulphur content to be defined in accordance with relevant statutory limitations.

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

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

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

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

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

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

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

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6.2 Internal fuel oil system

Fig 6-1 Internal fuel oil system (DAAF315512A)

System components:

Flywheel13Pilot injection valve07Flow control valve01

Camshaft14Main injection valve08High pressure pump02

Circulation valve15Circulation valve09Check valve03

DF mode switch valve16Pressure drop & safety valve (PDSV)10Pressure control valve04

Fuel filter17Level alarm for leak fuel oil11Engine driven FO pump05

Dirty FO leakage collector12Injector06

Sensors and indicators:

Fuel pump 1, pilot mode activeCV116FO pressure, engine inletPT101

FO pump A1 temperatureTE116AFO temp, engine inletTE101

FO temp in volume after SVTE118FO injector control, cyl A##CV1##1A

FO flow control valve 2, A-bankCV124AFO injector control, cyl B##CV1##1B

Fuel pump 2, pilot mode activeCV126Pilot injection valve, cyl A##CV1##3A

FO pump A2 tempTE126APilot injection valve, cyl B##CV1##3B

FO flow control valve 3, A-bankCV134AFO leakage, clean primary, A-bankLS103A

Fuel pump 3, pilot mode activeCV136FO pressure, after safety valvePT105

FO pump A3 temperatureTE136AFO leakage, dirty fuel FE, A-bankLS107A

Engine speed 1ST173FO leakage, dirty fuel FE, B-bankLS107B

Engine speed 2ST174FO stand-by pump, startPS110

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Sensors and indicators:

Engine speed, primaryST196PFO filter pressure difference switchPDS113

Engine speed, secondaryST196SFO flow control valve 1, A-bankCV114A

Engine phase, primaryST197PFO rail pressure, A-bank, DEPT115A

Engine phase, secondaryST197SFO rail pressure, B-bank, DEPT115B

SizePipe connections:

DN25 *Fuel inlet101

DN25Fuel outlet102

OD28Leak fuel drain, clean fuel1033

DN32Leak fuel drain, dirty fuel1041

DN32Leak fuel drain, dirty fuel1042

DN32Leak fuel drain, dirty fuel1043

DN32Leak fuel drain, dirty fuel1044

DN25Fuel to external filter106

DN25Fuel from external filter107

*) If FO pump, DN40

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The engine can be specified to either operate on heavy fuel oil (HFO) or on marine diesel fuel (MDF). The engine is designed for continuous operation on HFO. It is however possible to operate HFO engines on MDF intermittently without alternations. 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.

6.2.1 Leak fuel system

Clean leak fuel from the injection valves 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.

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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.

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

● 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.

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.

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The temperature in HFO settling tanks should be maintained between 50°C and 70°C, which requires heating coils and insulation of the tank. Usuallly 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.

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

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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)

● Feed pump (1P02)

● Pre-heater (1E01)

● Sludge tank (1T05)

● Separator (1S01/1S02)

● Sludge pump

● Control cabinets including motor starters and monitoring

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Fig 6-2 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

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.

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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.

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.

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6.3.4 Fuel feed system - MDF installations

Fig 6-3 MDF fuel oil system, single main engine (DAAF314554A)

SizePipe connectionsSystem components

DN25Fuel inlet101Cooler (MDF)1E04

DN25Fuel outlet102Automatic filter (MDF)1F04

OD28Leak fuel drain, clean fuel1033Suction strainer (MDF)1F07

DN32Leak fuel drain, dirty fuel1041Flow meter (MDF)1I03

DN32Leak fuel drain, dirty fuel1042Circulation pump (MDF)1P03

DN32Leak fuel drain, dirty fuel1043Stand-by pump (MDF)1P08

DN32Leak fuel drain, dirty fuel1044Day tank (MDF)1T06

Quick closing valve (fuel oil tank)1V10

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Fig 6-4 MDF fuel oil system, single main engine with engine driven fuel feed pump

(DAAF301495A)

SizePipe connectionsSystem components

DN40Fuel inlet101Cooler (MDF)1E04

DN25Fuel outlet102Automatic filter (MDF)1F04

OD28Leak fuel drain, clean fuel1033Suction strainer (MDF)1F07

DN32Leak fuel drain, dirty fuel1041Flow meter (MDF)1I03

DN32Leak fuel drain, dirty fuel1042Stand-by pump (MDF)1P08

DN32Leak fuel drain, dirty fuel1043Day tank (MDF)1T06

DN32Leak fuel drain, dirty fuel1044Quick closing valve (fuel oil tank)1V10

DN25Fuel to external filter106

DN25Fuel from external filter107

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Fig 6-5 MDF fuel oil system, multiple engines (DAAF301496A)

SizePipe connectionsSystem components

DN25Fuel inlet101Cooler (MDF)1E04

DN25Fuel outlet102Automatic filter (MDF)1F04

OD28Leak fuel drain, clean fuel1033Suction strainer (MDF)1F07

DN32Leak fuel drain, dirty fuel1041Flow meter (MDF)1I03

DN32Leak fuel drain, dirty fuel1042Circulation pump (MDF)1P03

DN32Leak fuel drain, dirty fuel1043Day tank (MDF)1T06

DN32Leak fuel drain, dirty fuel1044Quick closing valve (fuel oil tank)1V10

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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:

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 Automatic filter (1F04)

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 50°C) is however to be prevented.

Design data:

According to fuel specificationFuel viscosity

50°CDesign temperature

Equal to feed pump capacityDesign flow

1.6 MPa (16 bar)Design pressure

Fineness:

6 μm (absolute mesh size)- automatic filter

Maximum permitted pressure drops at 14 cSt:

20 kPa (0.2 bar)- clean filter

80 kPa (0.8 bar)- alarm

6.3.4.3 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

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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

6.3.4.4 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

6.3.4.5 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:

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

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6.3.5 Fuel feed system - HFO installations

Fig 6-6 HFO fuel oil system, single engine installation (DAAF301497A)

System components:

Circulation pump (booster unit)1P06Heater (booster unit)1E02

Day tank (HFO)1T03Cooler (booster unit)1E03

Day tank (MDF)1T06Cooler (MDF)1E04

De-aeration tank (booster unit)1T08Suction filter (booster unit)1F06

Changeover valve1V01Automatic filter (booster unit)1F08

Pressure control valve (booster unit)1V03Flow meter (booster unit)1I01

Venting valve (booster unit)1V07Viscosity meter (booster unit)1I02

Quick closing valve (fuel oil tank)1V10Feeder/booster unit1N01

Fuel feed pump (booster unit)1P04

SizePipe connections:

DN25Fuel inlet101

DN25Fuel outlet102

OD28Leak fuel drain, clean fuel1033

DN32Leak fuel drain, dirty fuel1041-1044

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Fig 6-7 HFO fuel oil system, multiple engine installation (DAAF301498A)

System components:

Circulation pump (booster unit)1P06Heater (booster unit)1E02

Circulation pump (HFO/MDF)1P12Cooler (booster unit)1E03

Day tank (HFO)1T03Cooler (MDF)1E04

Day tank (MDF)1T06Automatic filter (MDF)1F04

De-aeration tank (booster unit)1T08Suction filter (booster unit)1F06

Changeover valve1V01Suction strainer (MDF)1F07

Pressure control valve (MDF)1V02Automatic filter (booster unit)1F08

Pressure control valve (booster unit)1V03Flow meter (booster unit)1I01

Overflow valve (Booster unit)1V05Viscosity meter (booster unit)1I02

Venting valve (booster unit)1V07Feeder/booster unit1N01

Quick closing valve (fuel oil tank)1V10Circulation pump (MDF)1P03

Fuel feed pump (booster unit)1P04

SizePipe connections:

DN25Fuel inlet101

DN25Fuel outlet102

OD28Leak fuel drain, clean fuel1033

DN32Leak fuel drain, dirty fuel1041-1044

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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 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

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

● One thermostatic valve 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.

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.

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Design data:

Total consumption of the connected engines added with the flush quantity of the automatic filter (1F08)

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

Fine filter (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

100°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

Automatic filter, booster unit (1F08)

Design data:

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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:

6 μm (absolute mesh size)- automatic 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 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.

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:

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where:

heater capacity (kW)P =

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

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

6.3.5.4 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

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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 approved by Wärtsilä, if the engine still under warranty.

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

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7.2 Internal lubricating oil system

Fig 7-1 Internal lubricating oil system (DAAF315513A)

System components:

On/off control valve for VIC/VEC17Sampling plug, dirty oil09Lube oil main pump01

VIC18Pressure control oil pipe10Prelube oil pump02

VEC19Running filter (Removed after FAT)11Press control valve w. safety valve03

Strainer20Main bearings12Centrifugal filter04

Oil sipstick21Turbocharger LP A-bank13Automatic filter05

Oil mist detector22Turbocharger HP A-bank14Lube oil thermostatic valve06

Running-in filter23Turbocharger LP B-bank15Lube oil cooler07

Turbocharger HP B-bank16Sampling cock08

Sensors and indicators:

Lube oil temperature, LP TC A outletTE272-1Lube oil pressure, engine inletPT201

Lube oil temperature, HP TC A outletTE272-2Lube oil pressure, engine inletPTZ201

Lube oil pressure, LP TC B inletPT281-1Lube oil temperature, engine inletTE201

Lube oil pressure, HP TC B inletPT281-2Lube oil low level, wet sumpLS204

Lube oil temperature, LP TC B outletTE282-1Lube oil high level, wet sumpLS205

Lube oil temperature, HP TC B outletTE282-2Lube oil stand-by pump startPS210

Control oil pressure after VIC valve A-bankPT291ALube oil temperature, LOC inletTE231

Control oil pressure, VEC valve outletPT297Lube oil pressure, filter inletPT241

Crankcase pressurePT700VIC main control valveCV261

Oil mist detectorQU700VEC main control valveCV267

Main bearing ## temperatureTE7##Lube oil pressure, LP TC A inletPT271-1

Big end bearing temperature, cyl ##ATE7##6ALube oil pressure, HP TC A inletPT271-2

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12V-20V8V-10VPipe connections:

DN200 / DN250Lubricating oil outlet (dry sump)202

DN200 / DN250Lubricating oil to engine driven pump (dry sump)203

DN80DN80Lube oil from priming pump206

DN200 / DN250Lubricating oil to el. driven pump (stand-by pump)207

DN150DN150Lubricating oil from el. driven pump (stand-by pump)208

DN40DN40Lubricating oil from separator and filling (wet sump)213

DN40DN40Lubricating oil to separator and drain (wet sump)214

DN40DN40Lube oil to generator bearing217

DN40DN40Lube oil from generator bearing218

DN150DN125Crankcase air vent701

DN50DN50Inert gas inlet723

--Crankcase water drain to oil sumpXA

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The engine has a wet or a dry sump oil system depending on the installation application.

In dry sump, suction pipes are connected to external lubricating oil system and back to engine driven lubricating oil pump. The suction pipe must be equipped with a non-return valve.

In wet sump, suction pipes to the main lubricating oil pump, prelubricating oil pump and separator are connected in the oil sump. Oil strainers are connected to the suction pipes for the pumps. An oil dipstick is located at the top of oil sump on the side of engine block. The oil dipstick indicates the maximum (HIGH) and minimum (LOW) limits between which the oil level may wary. There is also an oil level transducer (LS204) connected to the engine automation system. The transducer is measuring the low level of oil in the oil sump.

The direct driven lubricating oil pump is of screw type and equipped with a pressure control valve. The pump is dimensioned to provide sufficient flow even at low speeds. Concerning flow rate and pressure of the engine driven pump, see Technical data.

The pre-lubricating oil pump is an electric motor driven gear pump equipped with a safety valve. The pump should always be running, when the engine is stopped. Concerning flow rate and pressure of the pre-lubricating oil pump, see Technical data.

The lubricating oil module built on the engine consists of the lubricating oil cooler, thermostatic valve and automatic filter.

The centrifugal filter is used as a by-pass filter, for oil quality indication only.

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7.3 External lubricating oil system

Fig 7-2 Lubricating oil system, main engines with dry sump (DAAF301499A)

System components:

Separator pump (separator unit)2P03Heater (separator unit)2E02

Stand-by pump2P04Suction strainer (main lubricating oil pump)2F01

Separator2S01Suction filter (separator unit)2F03

Condensate trap2S02Suction strainer (Prelubricating oil pump)2F04

System oil tank2T01Suction strainer (stand-by pump)2F06

Sludge tank2T06Separator unit2N01

Pressure control valve2V03Pre lube oil pump2P02

12V - 20V8V - 10VPipe connections:

DN250DN200Lubricating oil outlet202

DN250DN200Lubricating oil to engine driven pump203

DN80DN80Lubricating oil from priming pump206

DN150DN150Lubricating oil from electric driven pump208

DN150DN125Crankcase air vent701

* Size depends on engine configuration

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Fig 7-3 Lubricating oil system, single engine & wet sump (DAAF301501A)

System components:

Condensate trap2S02Heater (separator unit)2E02

New oil tank2T03Suction filter (separator unit)2F03

Renovating oil tank2T04Separator unit2N01

Renovated oil tank2T05Separator pump (separator unit)2P03

Sludge tank2T06Stand-by pump2P04

Pressure control valve2V03Separator2S01

12V - 20V8V - 10VPipe connections:

DN250DN200Lube oil to el. driven pump207

DN150DN150Lube oil from el. driven pump208

DN40DN40Lubricating oil from separator and filling213

DN40DN40Lubricating oil to separator and drain214

DN40DN40Lube oil to generator bearing217

DN40DN40Lube oil from generator bearing218

DN150DN125Crankcase air vent701

* Size depends on engine configuration

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Fig 7-4 Lubricating oil system (MDF), multiple engines & wet sump (DAAF301500)

System components:

Condensate trap2S02Heater (separator unit)2E02

New oil tank2T03Suction filter (separator unit)2F03

Renovating oil tank2T04Separator unit2N01

Renovated oil tank2T05Separator pump (separator unit)2P03

Sludge tank2T06Separator2S01

12V - 16V8V - 10VPipe connections:

DN40DN40Lubricating oil from separator and filling213

DN40DN40Lubricating oil to separator and drain214

DN40DN40Lube oil to generator bearing217

DN40DN40Lube oil from generator bearing218

DN125DN125Crankcase air vent701

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7.3.1 Separation system

7.3.1.1 Separator unit (2N01)

Auxiliary engines operating on a fuel having a viscosity of max. 380 cSt / 50°C may have a common lubricating oil separator unit. Two engines may have a common lubricating oil separator unit. In installations with four or more engines two lubricating oil separator units should be installed.

Separators are usually supplied as pre-assembled units.

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.

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 =

number of through-flows of tank volume per day: 5 for HFO, 4 for MDFn =

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

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:

1.2...1.5 l/kW, see also Technical dataOil tank volume

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

60% of tank volumeOil level alarm

7.3.3 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

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7.3.4 Pre-lubricating oil pump (2P02)

The pre-lubricating oil pump is a 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.

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

7.3.5 Pressure control valve (2V03)

Design data:

1.0 MPa (10 bar)Design pressure

Difference between pump capacity and oil flow through engineCapacity

100 °CDesign temperature

7.3.6 Lubricating oil pump, stand-by (2P04)

The stand-by lubricating oil pump is normally of screw type and should be provided with an overflow valve.

Design data:

see Technical dataCapacity

0.8 MPa (8 bar)Design pressure, max

100°CDesign temperature, max.

SAE 40Lubricating oil viscosity

500 mm2/s (cSt)Viscosity for dimensioning the electric

motor

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.

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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.

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 7-6 Condensate trap

(DAAE032780B)

The size of the ventilation pipe (D2) out from the condensate trap should be 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.

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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).

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.

If the engine is equipped with a wet oil sump the external oil tanks, new oil tank (2T03), renovating oil tank (2T04) and renovated oil tank (2T05) shall be verified to be clean before bunkering oil. Especially pipes leading from the separator unit (2N01) directly to the engine shall be ensured to be clean for instance by disconnecting from engine and blowing with compressed air.

If the engine is equipped with a dry oil sump 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 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.

If an electric motor driven stand-by pump (2P04) is installed then piping shall be flushed running the pump 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 pump shall be protected by a suction strainer (2F06).

Whenever possible the separator unit shall be in operation during the flushing to remove dirt. The separator unit is to be left running also after the flushing procedure, this to ensure that any remaining contaminants are removed.

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.

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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, independent of cylinder number, 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 operated by an pneumatically operated solenoid valve for local (button in the control cabinet), remote or automatic start.

All engines have built-on non-return valves and flame arrestors. The engine can not be started when the turning gear is engaged.

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Fig 8-1 Internal starting air system, (DAAF315514A)

System components:

Camshaft13Drain valve for maintenance07Main starting valve01

Pilot controlled valves for stopping

14Blocking valve for turning device08Start solenoid valve02

Slow turning gear engage/disengage control solenoids

15Flame arrestor09Air filter03

Slow turning gear engaging cylinder

16Bursting disc10Valve for automatic draining04

FE large gear17Starting air valve in cylinder head11Non return valve05

Charge air shut-off valve18VIC VEC12Air container06

Sensors and indicators:

Charge air shut-off valve position, A-bankGS621Circulation valve controlCV133

Charge air shut-off valve position, B-bankGS631PDSV valveCV134

Turning gear engage solenoid valveCV792EPDSV valve, safetyCVZ134

Turning gear disengage solenoid valveCV792DStarting air pressure, engine inletPT301

Turning gear engagedGS792EControl air pressurePT311

Turning gear disengagedGS792DInstrument air pressurePT312

MCC, degasing valve controlCV947Start solenoid valveCV321

Charge air shut-off valve controllCV621

SizePipe connections:

DN50Starting air inlet, 15 - 30 bar301

OD12Instrument air inlet, 6 - 8 bar320

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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 8-2 External starting air system (DAAF301502)

SizePipe connections:System components:

DN32Starting air inlet301Cooler (Starting air compressor unit)3E01

OD12Instrument air inlet320Air filter (starting air inlet)3F02

Starting air compressor unit3N02

Air dryer unit3N06

Compressor (starting air compressor unit)3P01

Separator (starting air compressor unit)3S01

Starting air vessel3T01

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.

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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.

Fig 8-3 Starting air vessel

Weight

[kg]

Dimensions [mm]Size

[Litres]

DL3

2744801102431767250

4504801332433204500

6256501332552740710

81065013325535601000

98080013325529301250

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:

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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.

8.3.4 Air filter, starting air inlet (3F02)

Condense formation after the water separator (between starting air compressor and starting air vessels) create and loosen abrasive rust from the piping, fittings and receivers. Therefore it is recommended to install a filter before the starting air inlet on the engine to prevent particles to enter the starting air equipment.

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9. Cooling Water System

9.1 Water quality

The fresh water in the cooling water system of the engine must fulfil the following requirements:

min. 6.5...8.5pH ...............................

max. 10 °dHHardness .....................

max. 80 mg/lChlorides .....................

max. 150 mg/lSulphates ....................

Good quality tap water can be used, but shore water is not always suitable. It is recommended to use water produced by an onboard evaporator. Fresh water produced by reverse osmosis plants often has higher chloride content than permitted. Rain water is unsuitable as cooling water due to the high content of oxygen and carbon dioxide.

Only treated fresh water containing approved corrosion inhibitors may be circulated through the engines. It is important that water of acceptable quality and approved corrosion inhibitors are used directly when the system is filled after completed installation.

9.1.1 Corrosion inhibitors

The use of an approved cooling water additive is mandatory. An updated list of approved products is supplied for every installation and it can also be found in the Instruction manual of the engine, together with dosage and further instructions.

9.1.2 Glycol

Use of glycol in the cooling water is not recommended unless it is absolutely necessary. Starting from 20% glycol the engine is to be de-rated 0.23 % per 1% glycol in the water. Max. 60% glycol is permitted.

Corrosion inhibitors shall be used regardless of glycol in the cooling water.

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9.2 Internal cooling water system

Fig 9-1 Internal cooling water system, 8V - 10V (DAAF323816A)

System components:

LP CAC HT-stage09LT-water pump05HT water pump01

Automatic deaeration valve10Lube oil cooler06HT-thermostatic valve02

LP CAC LT-stage07Orifice, main line (interch. discs)03

HP CAC08Orifice, by-pass line (interch. discs)04

Sensors and indicators:

LT-water temperature, engine inletTE451HT-water pressure, jacket inletPT401

LT-water stand-by pump startPS460HT-water temperature, jacket inletTE401

LT-water temperature, LT CAC outletTE472HT-water temperature, jacket outlet A-bankTE402

LT-water temperature, high pressure CAC inletTE475HT-water temperature, jacket outlet A-bankTEZ402

LT-water temperature, LOC outletTE482HT-water temperature, jacket outlet B-bankTE403

Liner temperature 1, cyl A##TE7##1AHT-water temperature, jacket outlet B-bankTEZ403

Liner temperature 1, cyl B##TE7##1BHT-water stand-by pump startPS410

Liner temperature 2, cyl A##TE7##2AHT-water temperature, HT CAC outletTE432

Liner temperature 2, cyl B##TE7##2BLT-water pressure, engine inletPT451

8V - 10VPipe connections:

DN100HT-water inlet/outlet401/402

OD12HT-water air vent404

DN40Water from preheater to HT-circuit406

DN100HT/LT-water from stand-by pump408/457

OD12HT-water airvent from air cooler416

DN100LT-water inlet/outlet451/452

OD15LT-water air vent483

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Wärtsilä 31 Product Guide9. Cooling Water System

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Fig 9-2 Internal cooling water system, arctic solution for 8V - 10V (DAAF315515A)

System components:

Charge air HT LPCAC (intercooler)09LT-water pump05HT water pump01

Automatic deaeration valve10Lube oil cooler06HT-thermostatic valve02

Charge air LT LPCAC (intercooler)07Orifice, main line (interch.discs)03

Charge air LT HPCAC (aftercooler)08Orifice, by-pass line (interch. discs)04

Sensors and indicators:

LT-water stand-by pump startPS460HT-water pressure, jacket inletPT401

LT-water temperature, LT CAC outletTE472HT-water temperature, jacket inletTE401

LT-water temperature, high pressure CAC inletTE475HT-water temperature, jacket outlet A-bankTE402

LT-water tempterature, HP CAC outletTE476HT-water temperature, jacket outlet A-bankTEZ402

LT-water temperature, LOC outletTE482HT-water temperature, jacket outlet B-bankTE403

Liner temperature 1, cyl A##TE7##1AHT-water temperature, jacket outlet B-bankTEZ403

Liner temperature 1, cyl B##TE7##1BHT-water stand-by pump startPS410

Liner temperature 2, cyl A##TE7##2ALT-water pressure, engine inletPT451

Liner temperature 2, cyl B##TE7##2BLT-water temperature, engine inletTE451

8V - 10VPipe connections:

DN100HT-water inlet/outlet401/402

OD12HT/LT-water air vent404

DN40Water from preheater to HT-circuit406

DN100HT/LT-water from stand-by pump408/457

OD12HT-water airvent from air cooler416

DN100LT-water inlet/outlet451/452

OD15LT-water air vent483

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Fig 9-3 Internal cooling water system, 12V-16V (DAAF320102A)

System components:

LP CAC HT-stage09LT-water pump05HT-water pump01

Automatic dearation valve10Lube oil cooler06HT-thermostatic valve02

LP CAC LT-stage07Orifice, main line (variable)03

HP CAC08Orifice, by-pass line (interchange-

able discs)