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Introduction
The Project Guide provides main engine data and system proposals for the early design phaseof engine installations. For contracted projects specific instructions for planning the installationare always delivered.
The 2/1997 issue replaces all previous ones of the Vasa 32 Project Guide.
Major revisions of issue 2/1997:
• The heat balance of the low NOX engines is revised according to the latest laboratory measurements.
Major revisions of issue 1/1997:
Information concerning the low NOX emission model, Vasa 32 LN, is now presented in parallelwith information on the basic Vasa 32. Where no distinction is made, the data applies to bothengine types.
• Technical data is revised in accordance with the current engine specifications.
• Exhaust gas pipe dimensions are for some cylinder numbers increased.
• Lists of suitable fuel and lubricating oil separators are included.
• Instructions on engine room ventilation are added.
• Emission control methods are described.
• The code numbers of electrical components are new.
• Engine seating instructions are extended.
• Piping interface points are better defined with reference to standard and pressure class.
The information provided in this Project Guide is subject to revision without notice.
Comments and suggestions to the contents of the Project Guide are welcome.
Application TechnologyWärtsilä Diesel Oy, Marine
Vaasa, 24 March 1997
Marine Project Guide WV32 - 2/1997 1
Introduction
This publication is designed to provide as accurate and authoritative information regarding the subjects covered as was available at the time of writing. However, the publi-cation deals with complicated technical matters and the design of the subject and products is subject to regular improvements, modifications and changes. Consequently,the publisher and copyright owner of this publication cannot take any responsibility or liability for any errors or omissions in this publication or for discrepancies arising fromthe features of any actual item in the respective product being different from those shown in this publication. The publisher and copyright owner shall not be liable under anycircumstances, for any consequential, special, contingent, or incidental damages or injury, financial or otherwise, suffered by any part arising out of, connected with, or re-sulting from the use of this publication or the information contained therein.
Copyright 1997 by Wärtsilä Diesel OyAll rights reserved. No part of this publication may be reproduced or copied in any form or by any means, without prior written permission of the copyright owner.
Table of contentsChapter Page
1. General data and outputs . . . . . . . . . . . . . 31.1. Main technical data . . . . . . . . . . . . . . . . . . . 31.2. Fuel specification. . . . . . . . . . . . . . . . . . . . . 31.3. Lubricating oil quality. . . . . . . . . . . . . . . . . . 31.4. Max. continuous output . . . . . . . . . . . . . . . . 41.5. Reference conditions. . . . . . . . . . . . . . . . . . 51.6. Principal dimensions and weights . . . . . . . . 5
2. Operational data . . . . . . . . . . . . . . . . . . . . 92.1. Dimensioning of propellers . . . . . . . . . . . . . 92.2. Loading capacity for generating sets. . . . . 112.3. Restrictions for low load operation and
idling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122.4. Overhaul intervals and expected life times
of engine components . . . . . . . . . . . . . . . . 13
3. Technical data . . . . . . . . . . . . . . . . . . . . . 143.1. Wärtsilä Vasa 4R32. . . . . . . . . . . . . . . . . . 143.2. Wärtsilä Vasa 6R32. . . . . . . . . . . . . . . . . . 183.3. Wärtsilä Vasa 8R32. . . . . . . . . . . . . . . . . . 223.4. Wärtsilä Vasa 9R32. . . . . . . . . . . . . . . . . . 263.5. Wärtsilä Vasa 12V32. . . . . . . . . . . . . . . . . 303.6. Wärtsilä Vasa 16V32. . . . . . . . . . . . . . . . . 343.7. Wärtsilä Vasa 18V32. . . . . . . . . . . . . . . . . 38
4. Engine description . . . . . . . . . . . . . . . . . 424.1. Wärtsilä Vasa 32 D & E . . . . . . . . . . . . . . 424.2. Wärtsilä Vasa 32 D & E Low NOX. . . . . . . 43
5. Fuel system . . . . . . . . . . . . . . . . . . . . . . . 445.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . 445.2. Internal fuel system . . . . . . . . . . . . . . . . . . 445.3. Design of the external fuel system . . . . . . 445.4. Flushing instructions . . . . . . . . . . . . . . . . . 55
6. Lubricating oil system . . . . . . . . . . . . . . 566.1. Internal lubricating oil system . . . . . . . . . . 566.2. Design of the external lubricating oil
system. . . . . . . . . . . . . . . . . . . . . . . . . . . . 586.3. Flushing instructions . . . . . . . . . . . . . . . . . 64
7. Cooling water system . . . . . . . . . . . . . . . 657.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . 657.2. Internal cooling water system . . . . . . . . . . 657.3. Design of the external cooling water
system. . . . . . . . . . . . . . . . . . . . . . . . . . . . 687.4. Conventional cooling water system. . . . . . 79
8. Starting air system . . . . . . . . . . . . . . . . . 838.1. Internal starting air system . . . . . . . . . . . . 838.2 Design of the external starting air system . 85
Chapter Page
9. Turbocharger turbine washing system . 88
10. Engine room ventilation andcombustion air . . . . . . . . . . . . . . . . . . . . . 89
11. Crankcase ventilation . . . . . . . . . . . . . . . 90
12. Exhaust gas system . . . . . . . . . . . . . . . . 91
13. Emission control options . . . . . . . . . . . . 9313.1. Methods . . . . . . . . . . . . . . . . . . . . . . . . . . 9313.2. Options for further reduction of NOX . . . . . 93
14. Control and monitoring system . . . . . . . 9514.1. Normal start and stop of the diesel engine 9514.2. Automatic and emergency stop;
overspeed trip . . . . . . . . . . . . . . . . . . . . . 9614.3. Speed control . . . . . . . . . . . . . . . . . . . . . . 9614.4. Speed measuring system . . . . . . . . . . . . . 9714.5. Blocking of alarms . . . . . . . . . . . . . . . . . . . 9714.6. Electric prelubricating pump . . . . . . . . . . . 9714.7. Electric built-on fuel feed pump . . . . . . . . . 9814.8. Preheating of cooling water. . . . . . . . . . . . 9814.9. Monitoring system . . . . . . . . . . . . . . . . . . 102
15. Seating . . . . . . . . . . . . . . . . . . . . . . . . . . 10315.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . 10315.2. Rigid mounting . . . . . . . . . . . . . . . . . . . . 10315.3. Flexible mounting of generating sets. . . . 10715.4. Flexible pipe connections . . . . . . . . . . . . 108
16. Dynamic characteristics . . . . . . . . . . . . 10916.1. General. . . . . . . . . . . . . . . . . . . . . . . . . . 10916.2. External forces and couples . . . . . . . . . . 10916.3. Torque variations. . . . . . . . . . . . . . . . . . . 110
17. Power transmission . . . . . . . . . . . . . . . 11217.1. Connection to driven equipment. . . . . . . 11217.2. Torsional vibrations . . . . . . . . . . . . . . . . . 11417.3. Alternator feet design . . . . . . . . . . . . . . . 115
18. Engine room arrangement . . . . . . . . . . 11718.1. Arrangement of generating sets . . . . . . . 11718.2. Arrangement of main engines . . . . . . . . . 11818.3. Transportation dimensions . . . . . . . . . . . 120
19. Dimensions and weights of engine parts. . . 122
20. List of symbols . . . . . . . . . . . . . . . . . . . 125
Introduction
2 Marine Project Guide WV32 - 2/1997
1. General data and outputs
1.1. Main technical data
The Wärtsilä Vasa 32 is a 4-stroke, non-reversible, tur-bocharged and intercooled diesel engine with direct fuelinjection.
Cylinder bore 320 mm
Stroke 350 mm
Piston displacement 28.2 l/cylinder
Number of valves 2 inlet valves and2 exhaust valves
Cylinder configuration 4, 6, 8 and 9 in-line12, 16 and 18 inV-form
V-angle 50°
Compression ratio 12.0:113.8:1 (Low NOX)
Direction of rotation, clockwise,seen from flywheel end counter-clockwise
on request
Speed Cylinder output
D-rating E-rating
720 RPM 370 kW 503 hp 405 kW 550 hp
750 RPM 375 kW 510 hp 410 kW 557 hp
Fuel consumption see Technical Data
Lube oil consumption see Technical Data
1.2. Fuel specification
Viscosity at 50°C, max. 730 cSt
Viscosity at 100°F, max. 7200 sRI
Density at 15°C, max. 0.991 kg/dm³ /1.010 kg/dm³ �
Conradson Carbon Residue,max. 22% by weight
Sulphur content, max. 5.0% by weight
Vanadium content, max. 600 ppm
Sodium content, max. 50 ppm �
Ash, max. 0.20% by weight
Water content, max. 1.0% by volume
Water content before engine,max. 0.3% by volume
Pour point, max. 30°C
Asphaltenes, max. 14% by weight
Aluminium + silicon, max. 80 ppm
Flash point, closed
Pensky Martens, min. 60°C
The fuel specification corresponds to fuel according toISO 8217 : 1996 (E) categories up to ISO-F-RMK 55.Maximum limits for sodium, water content before engineand asphaltenes have been added.
� Provided the fuel treatment system can removewater and solids.
� Sodium contributes to hot corrosion on exhaustvalves when combined with high vanadium con-tent. Sodium also contributes strongly to fouling ofthe exhaust gas turbine blading at high load. Theaggressiveness of the fuel depends not only on itsproportions of sodium and vanadium but also onthe total amount of ash. Hot corrosion and depositformation are, however, also influenced by otherash constituents. It is therefore difficult to set strictlimits based only on the sodium and vanadiumcontent of the fuel. Also a fuel with lower sodiumand vanadium contents than specified above cancause hot corrosion on engine components.
1.3. Lubricating oil quality
Engine
The system oil should be of viscosity class SAE 40 (ISOVG 150). Oils of viscosity class SAE 30 (ISO VG 100)may also be used. The content of additives should meetthe requirement of MIL-L-2104C or API Service CD.
The alkalinity, TBN, of the system oil should be 25 - 40mg/KOH/g]; higher at higher sulphur content of the fuel.
During the warranty period, lubricating oil of an approvedtype has to be used.
Turbocharger
For ABB turbochargers with roller bearings a turbine oilmust be used. The oil may be a mineral oil or a syntheticoil having a viscosity of 30 - 55 cSt/50°C.
Other makes of turbochargers and turbochargers withsleeve bearings are lubricated from the main lubricatingoil circuit of the engine.
1. General data and outputs
Marine Project Guide WV32 - 2/1997 3
Oil quantity in turbocharger (ABB turbochargers, only)
Engine Litres
4R326R328R329R32
12V3216V3218V32
2.33.54.04.0
2 x 3.52 x 4.02 x 4.0
Speed governor
The speed governor can use both turbine and engine oil.
Oil quantity in governor
Governor type Litres
Woodward UG 10Woodward PG 58Woodward EGB 58
1.71.72.3
1.4. Max. continuous output
Main engines
Engine 720 RPM 750 RPM
kW HP kW HP
4R32D6R32D8R32D9R32D
12V32D16V32D18V32D
1480222029603330444059206660
2010302040304530604080509060
1500225030003375450060006750
2040306040804590612081609180
Engine 720 RPM 750 RPM
kW HP kW HP
4R32E6R32E8R32E9R32E
12V32E16V32E18V32E
1620243032403645486064807290
2200330044104960661088109910
1640246032803690492065607380
223033504460502066908920
10040
The maximum fuel rack position is mechanically limitedto 100%.
Auxiliary engines
Engine 720 RPM, 60 Hz 750 RPM, 50 Hz
Engine Alternator Engine Alternator
kW kVA kWe kW kVA kWe
4R32D6R32D8R32D9R32D
12V32D16V32D18V32D
1480222029603330444059206660
1790268035704020536071408030
1430214028603210428057106430
1500225030003375450060006750
1810271036204070543072408149
1450217028903260434057906510
Engine 720 RPM, 60 Hz 750 RPM, 50 Hz
Engine Alternator Engine Alternator
kW kVA kWe kW kVA kWe
4R32E6R32E8R32E9R32E
12V32E16V32E18V32E
1620243032403645486064807290
1950293039104400586078208790
1560234031303520469062507030
1640246032803690492065607380
1980297039604450593079108900
1580237031703560475063307120
For auxiliary engines the permissible overload is 10% forone hour every twelve hours. The maximum fuel rack po-sition is mechanically limited to 110% continuous output.The alternator outputs are calculated for an efficiency of0.965 and a power factor of 0.8.
The above output is also available from the free end ofthe engine, if necessary.
The cylinder output P¹ can be calculated as follows:
P¹ (kW) = pe (bar) x n (RPM) x 0.0235P¹ (hp) = pe (bar) x n (RPM) x 0.0319
whereP¹ = output per cylinderpe = mean effective pressuren = engine speed
4 Marine Project Guide WV32 - 2/1997
1. General data and outputs
1.5. Reference conditions
The maximum continuous output is available at a max.charge air coolant temperature of 38°C, a max. air tem-perature of 45°C and a max. exhaust gas back pressureof 300 mmWC. If the actual figures exceed these, the en-gine should be derated.
The fuel consumption indicated in Technical Data is validin reference conditions according to ISO 3046/1-1986,i.e.:
• total barometric pressure 1.0 bar
• air temperature 25°C
• relative humidity 30%
• charge air coolant temperature 25°C
For other than ISO 3046/I conditions the same standardgives correction factors.
The influence of an engine driven lube oil pump on thespecific fuel consumption is about 2 g/kWh and of eachengine driven cooling water pump about 1 g/kWh, at fullload and nominal speed.
1.6. Principal dimensions and weights
In-line engines (3V58E0425c)
Marine Project Guide WV32 - 2/1997 5
1. General data and outputs
Engine A* A B* B C D E F G H I K
4R326R328R329R32
4788591966126941
3945508361136603
2259241327122719
2259234527122649
1981199320342034
2550255025502550
600600600600
1135113511351135
2570355045305020
225225225225
950950950950
1350135013501350
Engine M N P R S* S T U V X Weight [ton]**
4R326R328R329R32
1089105011421142
1312134010531031
1645167318981835
614673814814
327257218212
285257218212
285325459490
1150130813581358
355432479530
1645174018981905
20.329.240.544.4
* Turbocharger at flywheel end
** Weight with liquids (wet sump) but without flywheel
V-engines (3V58E0437b)
6 Marine Project Guide WV32 - 2/1997
1. General data and outputs
Engine A* A B C D E F G H I K
12V3216V3218V32
632375188070
568668837443
250327652794
231023602403
233023302330
600600600
115011501150
397050905650
225225225
120012001200
160016001600
Engine M N O P R S T U V X Weight [ton]**
12V3216V3218V32
120612571257
149315681568
900900900
183019501980
673815815
625700700
621555555
149115681568
621555555
183019501980
42.558.061.4
* Turbocharger at flywheel end
** Weight with liquids (wet sump) but without flywheel
Generating sets, in-line engine (3V58E0439)
Marine Project Guide WV32 - 2/1997 7
1. General data and outputs
Engine A B C D E F G H I K L Weight[ton]*
4R326R328R329R32
681481389660
10380
1150130813581358
5000625077008350
2780296534583648
2160216023102920
1760176019102510
1450145016002200
1080108010801300
1420142016201620
2550255025502550
3679376543324269
34456370
* Weight with liquids
Generating sets V-engine (3V58E0438)
8 Marine Project Guide WV32 - 2/1997
1. General data and outputs
Engine A B C D E F G H I K L Weight[ton]*
12V3216V3218V32
97351046811683
149115681568
757089559615
386435003600
289028902890
248024802480
220022002200
130013001300
170017001700
233023302330
420344654495
8292
100
* Weight with liquids
2. Operational data
2.1. Dimensioning of propellers
Controllable pitch (CP) propellers
Controllable pitch propellers are designed so that 100%of the maximum continuous engine output at nominalspeed can be utilized. The propeller is usually optimizedfor service speed and draft at about 85% engine MCRand a sea margin of 10 - 15%. Shaft generators must beconsidered when dimensioning propellers, if the gener-ator will be used at sea.
Overload protection or load control is recommended inall installations. In installations where several enginesare connected to the same propeller, overload protectionor load control is necessary.
Operating range, Wärtsilä Vasa 32D + LN D, CP-
propeller (4V93L0383c)
The graph 4V93L0383 shows the operating range for aCP-propeller installation. The recommended combinatorcurve and the 100% load curve are valid for a single-engine installation. For twin-engine installations a lightercombinator program is used if only one engine is in op-eration.
The idling (clutch-in) speed should be as high as possi-ble and will be decided separately in each case.
Operating range, Wärtsilä Vasa 32E + LN E, CP-
propeller (4V93L0422b)
Marine Project Guide WV32 - 2/1997 9
2. Operational data
Fixed pitch (FP) propellers
The dimensioning of fixed pitch propellers should bemade very thoroughly for every vessel as there are onlylimited possibilities to control the absorbed power. Fac-tors which influence the design are:
• The resistance of the ship increases with time due tofouling of the hull.
• The wake factor of the ship increases with time.
• The propeller blade frictional resistance in water in-creases with time.
• Wind and sea state will increase the resistance of theship
• Increased draught and trim due to different load condi-tions will increase the resistance of the ship.
• Bollard pull requires higher torque than free running.
• Propellers rotating in ice require higher torque.
The FP-propeller shall be designed to absorb 85% or themaximum continuous output of the engine at nominalspeed when the ship is on trial, at specified speed andload.
Operating range, Wärtsilä Vasa 32D + LN D, FP-
propeller (4V93L0384c)
In ships intended for towing, the propeller can be de-signed for 95% of the maximum continuous output of theengine at nominal speed in bollard pull or at towingspeed. The absorbed power at free running and nominalspeed in usually then relatively low, 55 - 75% of the out-put at bollard pull.
In ships intended for operation in heavy ice, the addi-tional torque of the ice shall be considered.
The graph 4V93L0423 shows the permissible operatingrange for an FP-propeller installation as well as the rec-ommended design point at 85% MCR and nominalspeed. The min. speed will be decided separately foreach installation. It is recommended that the speed con-trol system is designed to give a speed boost signal tothe speed governor in order to prevent the engine speedfrom decreasing when clutching-in.
The clutch should be dimensioned for a slipping time of 5- 8 seconds. A propeller shaft brake should be used toenable fast manoeuvering (crash-stop).
Operating range, Wärtsilä Vasa 32E, FP-propeller
(4V93L0423b)
10 Marine Project Guide WV32 - 2/1997
2. Operational data
2.2. Loading capacity for generating sets
Provided that the engine is preheated so that the min.cooling water temperature is 70°C, the engine can beloaded immediately after start with no restrictions exceptthe maximum transient frequency deviation specified bythe classification societies. For supercharged engines,100% load cannot be instantly applied due to the air defi-cit until the turbocharger has accelerated. At instant load-ing the speed and the frequency drop.
The engine can be loaded most quickly by a successive,gradual increase in load from 0 to 100% over a certaintime (t1) as shown in the following diagrams. Loading intwo steps, with a load application in the first step by high-est possible load (= max. permissible instant frequencydrop) will take the longest time to achieve table fre-quency. Therefore, it is recommended that the switch-boards and the power management are designed toincrease the load in three or four steps, from 0 to 100%,as also suggested by the International Association ofClassification Societies (IACS). This shall be done withthe agreement of the relevant classification society.
The stated values of loading performance as presentedin 1V93F0093 are guidance values; the values will alsobe affected by the mass-moment of inertia of the set, thegovernor adjustment and nominal output.
Unless otherwise agreed the present requirements ofthe classification societies for load application on gener-ating sets at an instant speed drop of 10% are:
• American Bureau ofShipping 0 - 50 - 100%
• Bureau Veritas 50% on baseload of 0 - 50%
• Det Norske Veritas 0 - 50 - 100%
• Germanischer Lloyd 0 - 50 - 100%
• Registro Italiano Navale 0 - 50 - 100%
• Maritime Register 0 - 50 - 100%
• Lloyd’s Register ofShipping 0 - 800/pe -
[800/pe + ½(100 - 800/pe)] - 100%
Loading performance (1V93F0093)
Marine Project Guide WV32 - 2/1997 11
2. Operational data
Successive load application
t1 = shortest possible time of successive, gradually in-creased load for a speed (and frequency) drop ofmax. 10%= 5 seconds
t2 = time elapsing before the speed has stabilized atthe initial value (speed droop = 0%)= 7 seconds
t4 = time elapsing before the speed has stabilized atthe new value determined by the speed droop(speed droop = 4%)= 6.5 seconds
Instant unloading
t3 = time elapsing before the speed has stabilized atthe initial value (speed droop = 0%)= 2 seconds
t5 = time elapsing before the speed has stabilized atthe new value determined by the speed droop(speed droop = 4%)= 1.8 seconds
n1 = increase in speed at instant unloading (speeddroop = 0%)= 8%
n2 = increase in speed at instant unloading (speeddroop = 4%)<10%
Instant load application
Px = highest possible load which can be instantly ap-plied causing a speed drop of max. 10%= 50%
t6 = shortest possible time elapsing between the firstand second load application= 5 seconds
t7 = time elapsing before the speed has stabilized atthe initial value (speed droop = 0%)= 9 seconds
t8 = time elapsing before the speed has stabilized atthe new value determined by the speed droop(speed droop = 4%)= 8.5 seconds
2.3. Restrictions for low load operation and
idling
The engine can be started, stopped and run on heavyfuel under all operating conditions. Continuous operationon heavy fuel is preferred instead of changing over todiesel fuel at low load operation and manoeuvering. Thefollowing recommendations apply to idling and low loadoperation:
Absolute idling
(declutched main engine, unloaded generator)
• Max. 10 min., (recommended 3 - 5 min.), if the engineis to be stopped after the idling.
• Max. 6 hours if the engine is to be loaded after theidling.
Operation at 5 - 20% load
• Max. 100 hours continuous operation. At intervals of100 operating hours the engine must be loaded to min.70% of the rated load.
Operation at higher than 20% load
• No restrictions.
12 Marine Project Guide WV32 - 2/1997
2. Operational data
2.4. Overhaul intervals and expected life
times of engine components
The following overhaul intervals and life times are forguidance only. The actual figures may be different de-pending on service condition, etc.
Marine Project Guide WV32 - 2/1997 13
2. Operational data
Component Time between overhauls [h] Expected lifetime [h]
Fuel quality HFO MDO HFO MDO
Piston
Piston rings
Cylinder liner
Cylinder head
Inlet valve
Exhaust valve
Injection valve nozzle
Injection pump
Main bearing
Big end bearing
12000 - 20000
12000 - 20000
12000 - 20000
12000 - 20000
12000 - 20000
12000 - 20000
2000
16000
16000 - 20000
12000 - 20000
20000 - 24000
20000 - 24000
20000 - 24000
20000 - 24000
20000 - 24000
20000 - 24000
2000
16000
16000 - 20000
20000 - 24000
24000 - 40000
12000 - 20000
60000 - 100000
60000 - 100000
24000 - 40000
12000 - 20000
4000 - 8000
16000 - 24000
32000 - 40000
12000 - 20000
40000 - 48000
20000 - 24000
60000 - 100000
60000 - 100000
40000 - 48000
24000 - 32000
8000
32000
32000 - 40000
20000 - 24000
3. Technical data3.1. Wärtsilä Vasa 4R32 D E
Engines speed RPM 720 750 720 750
Engine output kW 1480 1500 1620 1640Engine output HP 2010 2040 2200 2230Cylinder bore mm 320 320Stroke mm 350 350Swept volume dm³ 112.6 112.6Compression ratio 12:1 12:1Compression pressure, max. bar 105 110Firing pressure, max bar 145 155Charge air pressure bar 2.53 2.6 2.8 2.85Mean effective pressure bar 21.9 21.3 24.0 23.3Mean piston speed m/s 8.4 8.75 8.4 8.75Idling speed 1) RPM 500 500
Combustion air systemFlow of air at 100% load kg/s 3.2 3.3 3.5 3.6Ambient air temperature, max. °C 45 45Air temperature after air cooler °C 40...70 40...70Air temperature after air cooler, alarm °C 70 70Air temperature after air cooler, stop or slowdown °C 80 80
Exhaust gas systemExhaust gas flow (100% load) 8) kg/s 3.3 (3.2) 3.4 (3.3) 3.6 (3.5) 3.7 (3.6)
( 85% load) 8) kg/s 2.9 (2.8) 3.0 (2.9) 3.1 (3.0) 3.2 (3.1)( 75% load) 8) kg/s 2.6 (2.4) 2.7 (2.5) 2.8 (2.6) 2.9 (2.7)( 50% load) 8) kg/s 1.9 (1.4) 2.0 (1.5) 2.1 (1.6) 2.2 (1.7)
Exhaust gas temperature after turbocharger(100% load) 2, 8) °C 305 (310) 300 (315) 315 (320) 340 (360)
( 85% load) 2, 8) °C 300 (310) 295 (305) 305 (315) 340 (355)( 75% load) 2, 8) °C 300 (325) 295 (320) 300 (325) 335 (350)( 50% load) 2, 8) °C 299 (370) 294 (365) 300 (370) 295 (365)
Exhaust gas temperature after cylinder, alarm °C 500 500Exhaust gas back pressure, recommended max. bar 0.03 0.03Exhaust gas pipe diameter, min. mm 450 450
Heat balance 3)Effective output kW 1480 1500 1620 1640Lubricating oil kW 176 180 184 188Jacket water kW 327 340 370 378Charge air kW 433 447 496 513Exhaust gases kW 970 980 1110 1110Radiation kW 62 62 64 64
Fuel systemPressure before built-on feed pump, nom. bar 4 4Pressure before built-on feed pump, max. bar 5 5Pressure before built on feed pump, min. bar 3 3Pressure before injection pumps bar 6 6Pump capacity (built-on feed pump) 4) m³/h 1.4/0.9 1.4/0.9Fuel consumption (100% load) 5) g/kWh 188 190 191 192
( 75% load) 5) g/kWh 193 194 191 193( 50% load) 5) g/kWh 202 200 197 199
Leak fuel quantity, clean fuel (100% load) kg/h 1.3 1.3
Lubricating oil systemPressure before engine, nom bar 4.0 4.2Pressure before engine, alarm. bar 3.5 3.5Pressure before engine, stop bar 2.5 2.5Priming pressure, nom. bar 0.8 0.8Priming pressure, alarm bar 0.5 0.5Temperature before engine, nom. 6) °C 63 (77) 63 (77)Temperature before engine, alarm 6) °C 80 (90) 80 (90)Temperature after engine, abt. 6) °C 78 (84) 78 (84)
3. Technical data
14 Marine Project Guide WV32 - 2/1997
Wärtsilä Vasa 4R32 D E
Engine speed RPM 720 750 720 750
Pump capacity (main), direct driven m³/h 44 46 44 46Pump capacity (main), separate m³/h 40 41 40 41Pump capacity (priming) 4) m³/h 13.4/16.3 13.4/16.3Oil volume, wet sump, nom. m³ 0.67 0.67Oil volume in separate system oil tank, nom. m³ 2.0 2.0Filter fineness, nominal microns 15 15Filters difference pressure, alarm. bar 1.5 1.5Oil consumption (100% load), abt. 9) g/kWh 0.6 0.8
Cooling water system
High temperature cooling water systemPressure before engine, nom. bar 1.8 + static 1.8 + staticPressure before engine, alarm bar 1.0 + static 1.0 + staticPressure before engine, max bar 4.0 4.0Temperature before engine, abt. °C 85 85Temperature after engine, nom. °C 91 91Temperature after engine, alarm °C 100 100Temperature after engine, stop °C 105 105Pump capacity, nom m³/h 47 48 47 48Pump capacity, min. m³/h 43 44 43 44Pressure drop over engine bar 0.40 0.40Water volume in engine m³ 0.305 0.305Pressure from expansion tank bar 0.7...1.5 0.7...1.5Pressure drop over central cooler, max. bar 0.6 0.6Delivery head of stand-by pump bar 2.0 2.0
Low temperature cooling water systemPressure before engine, nom. bar 1.8 + static 1.8 + staticPressure before engine, alarm bar 1.0 + static 1.0 + staticPressure before engine, max bar 4.0 4.0Temperature before engine, abt. °C 25 25Temperature before engine, max °C 38 38Temperature before engine, min. °C 25 25Temperature after engine, min. 6) °C 35 (65) 35 (65)Pump capacity, nom. m³/h 47 48 47 48Pump capacity, min. m³/h 43 44 43 44Pressure drop over charge air cooler bar 0.1 0.1Pressure drop over oil cooler bar 0.2 0.2Pressure drop over central cooler, max. bar 0.6 0.6Pressure from expansion tank bar 0.7...1.5 0.7...1.5Delivery head of stand-by pump bar 2.0 2.0
Starting air systemAir pressure, nom. bar 30 30Air pressure, min. (20°C) bar 10 10Air pressure, max. bar 30 30Air pressure, alarm bar 18 18Air consumption per start (20°C) 7) Nm³ 0.6 0.6
1) If priming pump is connected, 400 RPM
2) At an ambient temperature of 25°C.
3) The figures are without margins at 100% load and constant speed.
4) Capacities at 50 and 60 Hz respectively.
5) According to ISO 3046/l, lower calorific value 42700 kJ/kg, at constant engine speed, with engine driven pumps.Tolerance +5%.
6) The figures in brackets apply to low load, for engines with load dependent temperature control of the cooling water.
7) At remote and automatic starting, the consumption may be 50% higher.
8) At constant speed. Figures in brackets at speed acc. to propeller curve.
9) Tolerance +0.3 g/kWh
Subject to revision without notice.
Marine Project Guide WV32 - 2/1997 15
3. Technical data
Wärtsilä Vasa 4R32 LN D LN E
Engines speed RPM 720 750 720 750
Engine output kW 1480 1500 1620 1640Engine output HP 2010 2040 2200 2230Cylinder bore mm 320 320Stroke mm 350 350Swept volume dm³ 112.6 112.6Compression ratio 13.8:1 13.8:1Compression pressure, max. bar 120 130Firing pressure, max bar 155 165Charge air pressure bar 2.35 2.4 2.6 2.65Mean effective pressure bar 21.9 21.3 24.0 23.3Mean piston speed m/s 8.4 8.75 8.4 8.75Idling speed 1) RPM 500 500
Combustion air systemFlow of air at 100% load kg/s 3.1 3.2 3.3 3.4Ambient air temperature, max. °C 45 45Air temperature after air cooler °C 40...70 40...70Air temperature after air cooler, alarm °C 70 70Air temperature after air cooler, stop or slowdown °C 80 80
Exhaust gas systemExhaust gas flow (100% load) 8) kg/s 3.2 3.3 (3.3) 3.4 3.5 (3.5)
( 85% load) 8) kg/s 2.9 3.0 (2.8) 3.0 3.1 (3.0)( 75% load) 8) kg/s 2.6 2.7 (2.5) 2.8 2.9 (2.7)( 50% load) 8) kg/s 1.9 2.0 (1.6) 2.0 2.1 (1.7)
Exhaust gas temperature after turbocharger(100% load) 2, 8) °C 322 317 (317) 328 323 (323)( 85% load) 2, 8) °C 316 311 (319) 318 313 (321)( 75% load) 2, 8) °C 315 310 (325) 315 310 (324)( 50% load) 2, 8) °C 315 310 (371) 315 310 (369)
Exhaust gas temperature after cylinder, alarm °C 500 500Exhaust gas back pressure, recommended max. bar 0.03 0.03Exhaust gas pipe diameter, min. mm 450 450
Heat balance 3)Effective output kW 1480 1500 1620 1640Lubricating oil kW 169 174 177 183Jacket water kW 290 288 316 313Charge air kW 415 442 476 500Exhaust gases kW 994 1025 1093 1112Radiation kW 58 58 65 65
Fuel systemPressure before built-on feed pump, nom. bar 4 4Pressure before built-on feed pump, max. bar 5 5Pressure before built on feed pump, min. bar 3 3Pressure before injection pumps bar 6 6Pump capacity (built-on feed pump) 4) m³/h 1.4/0.9 1.4/0.9Fuel consumption (100% load) 5) g/kWh 185 187 186 187
( 75% load) 5) g/kWh 189 190 187 188( 50% load) 5) g/kWh 196 198 194 195
Leak fuel quantity, clean fuel (100% load) kg/h 1.3 1.3
Lubricating oil system
Pressure before engine, nom bar 4.0 4.2Pressure before engine, alarm. bar 3.5 3.5Pressure before engine, stop bar 2.5 2.5Priming pressure, nom. bar 0.8 0.8Priming pressure, alarm bar 0.5 0.5Temperature before engine, nom. 6) °C 63 (77) 63 (77)Temperature before engine, alarm 6) °C 80 (90) 80 (90)Temperature after engine, abt. 6) °C 78 (84) 78 (84)
16 Marine Project Guide WV32 - 2/1997
3. Technical data
Wärtsilä Vasa 4R32 LN D LN E
Engine speed RPM 720 750 720 750
Pump capacity (main), direct driven m³/h 44 46 44 46Pump capacity (main), separate m³/h 40 41 40 41Pump capacity (priming) 4) m³/h 13.4/16.3 13.4/16.3Oil volume, wet sump, nom. m³ 0.67 0.67Oil volume in separate system oil tank, nom. m³ 2.0 2.0Filter fineness, nominal microns 15 15Filters difference pressure, alarm. bar 1.5 1.5Oil consumption (100% load), abt. 9) g/kWh 0.6 0.8
Cooling water system
High temperature cooling water systemPressure before engine, nom. bar 1.8 + static 1.8 + staticPressure before engine, alarm bar 1.0 + static 1.0 + staticPressure before engine, max bar 4.0 4.0Temperature before engine, abt. °C 85 85Temperature after engine, nom. °C 91 91Temperature after engine, alarm °C 100 100Temperature after engine, stop °C 105 105Pump capacity, nom m³/h 47 48 47 48Pump capacity, min. m³/h 43 44 43 44Pressure drop over engine bar 0.40 0.40Water volume in engine m³ 0.305 0.305Pressure from expansion tank bar 0.7...1.5 0.7...1.5Pressure drop over central cooler, max. bar 0.6 0.6Delivery head of stand-by pump bar 2.0 2.0
Low temperature cooling water systemPressure before engine, nom. bar 1.8 + static 1.8 + staticPressure before engine, alarm bar 1.0 + static 1.0 + staticPressure before engine, max bar 4.0 4.0Temperature before engine, abt. °C 25 25Temperature before engine, max °C 38 38Temperature before engine, min. °C 25 25Temperature after engine, min. 6) °C 35 (65) 35 (65)Pump capacity, nom. m³/h 47 48 47 48Pump capacity, min. m³/h 43 44 43 44Pressure drop over charge air cooler bar 0.1 0.1Pressure drop over oil cooler bar 0.2 0.2Pressure drop over central cooler, max. bar 0.6 0.6Pressure from expansion tank bar 0.7...1.5 0.7...1.5Delivery head of stand-by pump bar 2.0 2.0
Starting air systemAir pressure, nom. bar 30 30Air pressure, min. (20°C) bar 10 10Air pressure, max. bar 30 30Air pressure, alarm bar 18 18Air consumption per start (20°C) 7) Nm³ 0.6 0.6
1) If priming pump is connected, 400 RPM
2) At an ambient temperature of 25°C.
3) The figures are without margins at 100% load and constant speed.
4) Capacities at 50 and 60 Hz respectively.
5) According to ISO 3046/l, lower calorific value 42700 kJ/kg, at constant engine speed, with engine driven pumps. Tolerance+5%.
6) The figures in brackets apply to low load, for engines with load dependent temperature control of the cooling water.
7) At remote and automatic starting, the consumption may be 50% higher.
8) At constant speed. Figures in brakets at speed acc. to propeller curve.
9) Tolerance +0.3 g/kWh.
Subject to revision without notice.
Marine Project Guide WV32 - 2/1997 17
3. Technical data
3.2. Wärtsilä Vasa 6R32 D E
Engine speed RPM 720 750 720 750
Engine output kW 2220 2250 2430 2460Engine output HP 3020 3060 3300 3350Cylinder bore mm 320 320Stroke mm 350 350Swept volume dm³ 168.9 168.9Compression ratio 12:1 12:1Compression pressure, max. bar 105 110Firing pressure, max bar 145 155Charge air pressure bar 2.53 2.6 2.8 2.85Mean effective pressure bar 21.9 21.3 24.0 23.3Mean piston speed m/s 8.4 8.75 8.4 8.75Idling speed 1) RPM 500 500
Combustion air systemFlow of air at 100% load kg/s 4.6 4.8 5.1 5.3Ambient air temperature, max. °C 45 45Air temperature after air cooler °C 40...70 40...70Air temperature after air cooler, alarm °C 70 70Air temperature after air cooler, stop or slowdown °C 80 80
Exhaust gas systemExhaust gas flow (100% load) 8) kg/s 4.7 (4.6) 4.9 (4.8) 5.2 (5.1) 5.4 (5.3)
( 85% load) 8) kg/s 4.1 (3.9) 4.3 (4.2) 4.5 (4.3) 4.7 (4.5)( 75% load) 8) kg/s 3.7 (3.5) 3.9 (3.7) 4.2 (3.9) 4.3 (4.1)( 50% load) 8) kg/s 2.7 (2.4) 2.9 (2.6) 2.9 (2.6) 3.1 (2.8)
Exhaust gas temperature after turbocharger(100% load) 2, 8) °C 313 (320) 308 (315) 318 (325) 314 (320)( 85% load) 2, 8) °C 308 (320) 303 (315) 313 (325) 308 (320)( 75% load) 2, 8) °C 310 (330) 303 (325) 308 (330) 303 (325)( 50% load) 2, 8) °C 295 (335) 290 (330) 300 (340) 295 (335)
Exhaust gas temperature after cylinder, alarm °C 500 500Exhaust gas back pressure, recommended max. bar 0.03 0.03Exhaust gas pipe diameter, min. mm 600 600
Heat balance 3)Effective output kW 2220 2250 2430 2460Lubricating oil kW 252 258 263 270Jacket water kW 504 510 551 562Charge air, HT-circuit kW 369 386 424 444Charge air, LT-circuit kW 286 288 319 326Exhaust gases kW 1415 1455 1600 1640Radiation kW 92 92 96 96
Fuel systemPressure before built-on feed pump, nom. bar 4 4Pressure before built-on feed pump, max. bar 5 5Pressure before built on feed pump, min. bar 3 3Pressure before injection pumps bar 6 6Pump capacity (built-on feed pump) 4) m³/h 1.4/1.7 1.4/1.7Fuel consumption (100% load) 5) g/kWh 186 188 189 190
( 75% load) 5) g/kWh 190 191 188 191( 50% load) 5) g/kWh 196 197 196 198
Leak fuel quantity, clean fuel (100% load) kg/h 2.0 2.0
Lubricating oil systemPressure before engine, nom bar 4.0 4.3 4.0 4.3Pressure before engine, alarm. bar 3.5 3.5Pressure before engine, stop bar 2.5 2.5Priming pressure, nom. bar 0.8 0.8Priming pressure, alarm bar 0.5 0.5Temperature before engine, nom. 6) °C 63 (77) 63 (77)Temperature before engine, alarm 6) °C 80 (90) 80 (90)Temperature after engine, abt. 6) °C 78 (84) 78 (84)
18 Marine Project Guide WV32 - 2/1997
3. Technical data
Wärtsilä Vasa 6R32 D E
Engine speed RPM 720 750 720 750
Pump capacity (main), direct driven m³/h 57 59 57 59Pump capacity (main), separate m³/h 51 53 51 53Pump capacity (priming) 4) m³/h 13.4/16.3 13.4/16.3Oil volume, wet sump, nom. m³ 1.3 1.3Oil volume in separate system oil tank, nom. m³ 3.0 3.0Filter fineness, nominal microns 15 15Filters difference pressure, alarm. bar 1.5 1.5Oil consumption (100% load) abt. 9) g/kWh 0.6 0.8
Cooling water system
High temperature cooling water systemPressure before engine, nom. bar 2.4 + static 2.4 + staticPressure before engine, alarm bar 1.0 + static 1.0 + staticPressure before engine, max. bar 4.0 4.0Temperature before engine, abt. °C 85 85Temperature after engine, nom. °C 91 91Temperature after engine, alarm °C 100 100Temperature after engine, stop °C 105 105Pump capacity, nom m³/h 70 72 70 72Pump capacity, min. m³/h 65 66 65 66Pressure drop over engine bar 0.4 0.4Water volume in engine m³ 0.41 0.41Pressure from expansion tank bar 0.7...1.5 0.7...1.5Pressure drop over central cooler, max. bar 0.6 0.6Delivery head of stand-by pump bar 2.0 2.0
Low temperature cooling water systemPressure before engine, nom. bar 2.4 + static 2.4 + staticPressure before engine, alarm bar 1.0 + static 1.0 + staticPressure before engine, max bar 4.0 4.0Temperature before engine, abt. °C 25 25Temperature before engine, max. °C 38 38Temperature before engine, min. °C 25 25Temperature after engine, min. 6) °C 35 (65) 35 (65)Pump capacity, nom. m³/h 70 72 70 72Pump capacity, min. m³/h 65 66 65 66Pressure drop over charge air cooler bar 0.1 0.1Pressure drop over oil cooler bar 0.4 0.4Pressure drop over central cooler, max. bar 0.6 0.6Pressure from expansion tank bar 0.7...1.5 0.7...1.5Delivery head of stand-by pump bar 2.0 2.0
Starting air systemAir pressure, nom. bar 30 30Air pressure, min. (20°C) bar 6 6Air pressure, max. bar 30 30Air pressure, alarm bar 18 18Air consumption per start (20°C) 7) Nm³ 0.6 0.6
1) If priming pump is connected, 400 RPM.
2) At an ambient temperature of 25°C.
3) The figures are without margins at 100% load, and constant speed.
4) Capacities at 50 and 60 Hz at 100% load.
5) According to ISO 3046/l, lower calorific value 42700 kJ/kg, at constant engine speed, with engine driven pumps.Tolerance + 5%.
6) The figures in brackets apply to low load, for engines with load dependent temperature control of the cooling water.
7) At remote and automatic starting, the consumption in 2...3 times higher.
8) At constant speed. Figures in brackets at speed acc. to propeller curve.
9) Tolerance +0.3 g/kWh.
Subject to revision without notice.
Marine Project Guide WV32 - 2/1997 19
3. Technical data
Wärtsilä Vasa 6R32 LN D LN E
Engine speed RPM 720 750 720 750
Engine output kW 2220 2250 2430 2460Engine output HP 3020 3060 3300 3350Cylinder bore mm 320 320Stroke mm 350 350Swept volume dm³ 168.9 168.9Compression ratio 13.8:1 13.8:1Compression pressure, max. bar 120 130Firing pressure, max bar 155 165Charge air pressure bar 2.35 2.4 2.6 2.65Mean effective pressure bar 21.9 21.3 24.0 23.3Mean piston speed m/s 8.4 8.75 8.4 8.75Idling speed 1) RPM 500 500
Combustion air systemFlow of air at 100% load kg/s 4.5 4.7 4.9 5.0Ambient air temperature, max. °C 45 45Air temperature after air cooler °C 40...70 40...70Air temperature after air cooler, alarm °C 70 70Air temperature after air cooler, stop or shutdown °C 80 80
Exhaust gas systemExhaust gas flow (100% load) 8) kg/s 4.6 4.8 (4.8) 5.0 5.1 (5.1)
( 85% load) 8) kg/s 4.1 4.3 (4.1) 4.4 4.6 (4.4)( 75% load) 8) kg/s 3.7 3.9 (3.6) 4.0 4.2 (3.9)( 50% load) 8) kg/s 2.8 2.9 (2.4) 3.0 3.1 (2.6)
Exhaust gas temperature after turbocharger(100% load) 2, 8) °C 322 317 (317) 328 323 (323)( 85% load) 2, 8) °C 315 310 (319) 318 313 (321)( 75% load) 2, 8) °C 313 308 (325) 314 309 (324)( 50% load) 2, 8) °C 309 304 (353) 310 305 (354)
Exhaust gas temperature after cylinder, alarm °C 500 500Exhaust gas back pressure, recommended max. bar 0.03 0.03Exhaust gas pipe diameter, min. mm 600 600
Heat balance 3)Effective output kW 2220 2250 2430 2460Lubricating oil kW 237 245 248 256Jacket water kW 429 425 466 462Charge air, HT-circuit kW 319 358 378 416Charge air, LT-circuit kW 287 288 319 315Exhaust gases kW 1453 1498 1598 1626Radiation kW 86 86 96 96
Fuel systemPressure before built-on feed pump, nom. bar 4 4Pressure before built-on feed pump, max. bar 5 5Pressure before built on feed pump, min. bar 3 3Pressure before injection pumps bar 6 6Pump capacity (built-on feed pump) 4) m³/h 1.4/1.7 1.4/1.7Fuel consumption (100% load) 5) g/kWh 182 184 183 184
( 75% load) 5) g/kWh 186 187 184 185( 50% load) 5) g/kWh 192 194 190 191
Leak fuel quantity, clean fuel (100% load) kg/h 2.0 2.0
Lubricating oil systemPressure before engine, nom bar 4.0 4.3 4.0 4.3Pressure before engine, alarm. bar 3.5 3.5Pressure before engine, stop bar 2.5 2.5Priming pressure, nom. bar 0.8 0.8Priming pressure, alarm bar 0.5 0.5Temperature before engine, nom. 6) °C 63 (77) 63 (77)Temperature before engine, alarm 6) °C 80 (90) 80 (90)Temperature after engine, abt. 6) °C 78 (84) 78 (84)
20 Marine Project Guide WV32 - 2/1997
3. Technical data
Wärtsilä Vasa 6R32 LN D LN E
Engine speed RPM 720 750 720 750
Pump capacity (main), direct driven m³/h 57 59 57 59Pump capacity (main), separate m³/h 51 53 51 53Pump capacity (priming) 4) m³/h 13.4/16.3 13.4/16.3Oil volume, wet sump, nom. m³ 1.3 1.3Oil volume in separate system oil tank, nom. m³ 3.0 3.0Filter fineness, nominal microns 15 15Filters difference pressure, alarm. bar 1.5 1.5Oil consumption (100% load) abt. 9) g/kWh 0.6 0.8
Cooling water system
High temperature cooling water systemPressure before engine, nom. bar 2.4 + static 2.4 + staticPressure before engine, alarm bar 1.0 + static 1.0 + staticPressure before engine, max. bar 4.0 4.0Temperature before engine, abt. °C 85 85Temperature after engine, nom. °C 91 91Temperature after engine, alarm °C 100 100Temperature after engine, stop °C 105 105Pump capacity, nom m³/h 70 72 70 72Pump capacity, min. m³/h 65 66 65 66Pressure drop over engine bar 0.4 0.4Water volume in engine m³ 0.41 0.41Pressure from expansion tank bar 0.7...1.5 0.7...1.5Pressure drop over central cooler, max. bar 0.6 0.6Delivery head of stand-by pump bar 2.0 2.0
Low temperature cooling water systemPressure before engine, nom. bar 2.4 + static 2.4 + staticPressure before engine, alarm bar 1.0 + static 1.0 + staticPressure before engine, max bar 4.0 4.0Temperature before engine, abt. °C 25 25Temperature before engine, max. °C 38 38Temperature before engine, min. °C 25 25Temperature after engine, min. 6) °C 35 (65) 35 (65)Pump capacity, nom. m³/h 70 72 70 72Pump capacity, min. m³/h 65 66 65 66Pressure drop over charge air cooler bar 0.1 0.1Pressure drop over oil cooler bar 0.4 0.4Pressure drop over central cooler, max. bar 0.6 0.6Pressure from expansion tank bar 0.7...1.5 0.7...1.5Delivery head of stand-by pump bar 2.0 2.0
Starting air systemAir pressure, nom. bar 30 30Air pressure, min. (20°C) bar 6 6Air pressure, max. bar 30 30Air pressure, alarm bar 18 18Air consumption per start (20°C) 7) Nm³ 0.6 0.6
1) If priming pump is connected, 400 RPM.
2) At an ambient temperature of 25°C.
3) The figures are without margins at 100% load, and constant speed.
4) Capacities at 50 and 60 Hz at 100% load.
5) According to ISO 3046/l, lower calorific value 42700 kJ/kg, at constant engine speed, with engine driven pumps.Tolerance + 5%.
6) The figures in brackets apply to low load, for engines with load dependent temperature control of the cooling water.
7) At remote and automatic starting, the consumption in 2...3 times higher.
8) At constant speed. Figures in brackets at speed acc. to propeller curve.
9) Tolerance +0.3 g/kWh.
Subject to revision without notice.
Marine Project Guide WV32 - 2/1997 21
3. Technical data
3.3. Wärtsilä Vasa 8R32 D E
Engine speed RPM 720 750 720 750
Engine output kW 2960 3000 3240 3280Engine output HP 4030 4080 4410 4460Cylinder bore mm 320 320Stroke mm 350 350Swept volume dm³ 225.2 225.2Compression ratio 12:1 12:1Compression pressure, max. bar 105 110Firing pressure, max bar 145 155Charge air pressure bar 2.53 2.6 2.8 2.85Mean effective pressure bar 21.9 21.3 24.0 23.3Mean piston speed m/s 8.4 8.75 8.4 8.75Idling speed 1) RPM 500 500
Combustion air systemFlow of air at 100% load kg/s 6.1 6.3 6.8 7.0Ambient air temperature, max. °C 45 45Air temperature after air cooler °C 40...70 40...70Air temperature after air cooler, alarm °C 70 70Air temperature after air cooler, stop or slowdown °C 80 80
Exhaust gas systemExhaust gas flow (100% load) 8) kg/s 6.3 (6.2) 6.5 (6.5) 7.0 (6.9) 7.2 (7.1)
( 85% load) 8) kg/s 5.6 (5.4) 5.8 (5.6) 6.2 (6.0) 6.4 (6.2)( 75% load) 8) kg/s 5.2 (4.8) 5.3 (4.9) 5.7 (5.3) 5.8 (5.4)( 50% load) 8) kg/s 3.5 (2.8) 3.7 (2.9) 4.0 (3.2) 4.1 (3.3)
Exhaust gas temperature after turbocharger(100% load) 2, 8) °C 310 (315) 305 (310) 318 (325) 313 (320)( 85% load) 2, 8) °C 305 (320) 300 (315) 305 (325) 305 (320)( 75% load) 2, 8) °C 305 (330) 300 (325) 305 (330) 300 (325)( 50% load) 2, 8) °C 310 (375) 303 (370) 308 (375) 303 (370)
Exhaust gas temperature after cylinder, alarm °C 500 500Exhaust gas back pressure, recommended max. bar 0.03 0.03Exhaust gas pipe diameter, min. mm 600 600
Heat balance 3)Effective output kW 2960 3000 3240 3280Lubricating oil kW 332 340 345 355Jacket water kW 664 672 731 743Charge air, HT-circuit kW 492 514 566 590Charge air, LT-circuit kW 382 385 426 433Exhaust gases kW 1895 1915 2145 2175Radiation kW 122 122 128 128
Fuel systemPressure before built-on feed pump, nom. bar 4 4Pressure before built-on feed pump, max. bar 5 5Pressure before built on feed pump, min. bar 3 3Pressure before injection pumps bar 6 6Pump capacity (built-on feed pump) 4) m³/h 1.9/2.4 1.9/2.4Fuel consumption (100% load) 5) g/kWh 186 188 189 190
( 75% load) 5) g/kWh 190 191 190 191( 50% load) 5) g/kWh 196 197 196 198
Lea k fuel quantity, clean fuel (100% load) kg/h 2.6 2.6
Lubricating oil systemPressure before engine, nom bar 4.0 4.2 4.0 4.2Pressure before engine, alarm. bar 3.5 3.5Pressure before engine, stop bar 2.5 2.5Priming pressure, nom. bar 0.8 0.8Priming pressure, alarm bar 0.5 0.5Temperature before engine, nom. 6) °C 63 (77) 63 (77)Temperature before engine, alarm 6) °C 80 (90) 80 (90)Temperature after engine, abt. 6) °C 79 (84) 79 (84)
22 Marine Project Guide WV32 - 2/1997
3. Technical data
Wärtsilä Vasa 8R32 D E
Engine speed RPM 720 750 720 750
Pump capacity (main), direct driven m³/h 70 73 70 73Pump capacity (main), separate m³/h 62 65 62 65Pump capacity (priming) 4) m³/h 20.8/25.4 20.8/25.4Oil volume, wet sump, nom. m³ 1.66 1.66Oil volume in separate system oil tank, nom. m³ 4.0 4.0Filter fineness, nominal microns 15 15Filters difference pressure, alarm. bar 1.5 1.5Oil consumption (100% load), abt. 9) g/kWh 0.6 0.8
Cooling water system
High temperature cooling water systemPressure before engine, nom. bar 2.2 + static 2.2 + staticPressure before engine, alarm bar 1.0 + static 1.0 + staticPressure before engine, max bar 4.0 4.0Temperature before engine, abt. °C 85 85Temperature after engine, nom. °C 91 91Temperature after engine, alarm °C 100 100Temperature after engine, stop °C 105 105Pump capacity, nom m³/h 94 96 94 96Pump capacity, min. m³/h 87 89 87 89Pressure drop over engine bar 0.4 0.4Water volume in engine m³ 0.51 0.51Pressure from expansion tank bar 0.7...1.5 0.7...1.5Pressure drop over central cooler, max. bar 0.6 0.6Delivery head of stand-by pump bar 2.0 2.0
Low temperature cooling water systemPressure before engine, nom. bar 2.2 + static 2.2 + staticPressure before engine, alarm bar 1.0 + static 1.0 + staticPressure before engine, max bar 4.0 4.0Temperature before engine, abt. °C 25 25Temperature before engine, max. °C 38 38Temperature before engine, min. °C 25 25Temperature after engine, min. 6) °C 35 (65) 35 (65)Pump capacity, nom. m³/h 94 96 94 96Pump capacity, min. m³/h 87 89 87 89Pressure drop over charge air cooler bar 0.1 0.1Pressure drop over oil cooler bar 0.4 0.4Pressure drop over central cooler, max. bar 0.6 0.6Pressure from expansion tank bar 0.7...1.5 0.7...1.5Delivery head of stand-by pump bar 2.0 2.0
Starting air systemAir pressure, nom. bar 30 30Air pressure, min. (20°C) bar 6 6Air pressure, max. bar 30 30Air pressure, alarm bar 18 18Air consumption per start (20°C) 7) Nm³ 0.8 0.8
1) If priming pump is connected, 400 RPM
2) At an ambient temperature of 25°C.
3) The figures are without margins at 100% load and constant speed.
4) Capacities at 50 and 60 Hz respectively.
5) According to ISO 3046/l, lower calorific value 42700 kJ/kg, at constant engine speed, with engine driven pumps.Tolerance +5%.
6) The figures in brackets apply to low load, for engines with load dependent temperature control of the cooling water.
7) At remote and automatic starting, the consumption in 2...3 times higher.
8) At constant speed. Figures in brackets at speed acc. to propeller curve.
9) Tolerance +0.3 g/kWh.
Subject to revision without notice.
Marine Project Guide WV32 - 2/1997 23
3. Technical data
Wärtsilä Vasa 8R32 LN D LN E
Engine speed RPM 720 750 720 750
Engine output kW 2960 3000 3240 3280Engine output HP 4030 4080 4410 4460Cylinder bore mm 320 320Stroke mm 350 350Swept volume dm³ 225.2 225.2Compression ratio 13.8:1 13.8:1Compression pressure, max. bar 120 120Firing pressure, max bar 155 165Charge air pressure bar 2.35 2.4 2.6 2.65Mean effective pressure bar 21.9 21.3 24.0 23.3Mean piston speed m/s 8.4 8.75 8.4 8.75Idling speed 1) RPM 500 500
Combustion air systemFlow of air at 100% load kg/s 5.9 6.2 6.4 6.6Ambient air temperature, max. °C 45 45Air temperature after air cooler °C 40...70 40...70Air temperature after air cooler, alarm °C 70 70Air temperature after air cooler, stop or slowdown °C 80 80
Exhaust gas systemExhaust gas flow (100% load) 8) kg/s 6.1 6.4 (6.4) 6.6 6.8 (6.8)
( 85% load) 8) kg/s 5.5 5.7 (5.5) 5.8 6.1 (5.8)( 75% load) 8) kg/s 5.0 5.2 (4.8) 5.4 5.6 (5.2)( 50% load) 8) kg/s 3.6 3.7 (3.0) 3.9 4.0 (3.3)
Exhaust gas temperature after turbocharger(100% load) 2, 8) °C 322 317 (317) 328 323 (323)( 85% load) 2, 8) °C 316 311 (320) 318 313 (321)( 75% load) 2, 8) °C 316 311 (326) 315 310 (325)( 50% load) 2, 8) °C 321 316 (371) 320 315 (369)
Exhaust gas temperature after cylinder, alarm °C 500 500Exhaust gas back pressure, recommended max. bar 0.03 0.03Exhaust gas pipe diameter, min. mm 600 600
Heat balance 3)Effective output kW 2960 3000 3240 3280Lubricating oil kW 316 327 331 341Jacket water kW 572 567 621 616Charge air, HT-circuit kW 425 478 503 555Charge air, LT-circuit kW 382 383 425 420Exhaust gases kW 1936 1997 2130 2169Radiation kW 115 115 128 128
Fuel systemPressure before built-on feed pump, nom. bar 4 4Pressure before built-on feed pump, max. bar 5 5Pressure before built on feed pump, min. bar 3 3Pressure before injection pumps bar 6 6Pump capacity (built-on feed pump) 4) m³/h 1.9/2.4 1.9/2.4Fuel consumption (100% load) 5) g/kWh 182 184 183 184
( 75% load) 5) g/kWh 186 187 184 185( 50% load) 5) g/kWh 192 194 190 192
Leak fuel quantity, clean fuel (100% load) kg/h 2.6 2.6
Lubricating oil systemPressure before engine, nom bar 4.0 4.2 4.0 4.2Pressure before engine, alarm. bar 3.5 3.5Pressure before engine, stop bar 2.5 2.5Priming pressure, nom. bar 0.8 0.8Priming pressure, alarm bar 0.5 0.5Temperature before engine, nom. 6) °C 63 (77) 63 (77)Temperature before engine, alarm 6) °C 80 (90) 80 (90)Temperature after engine, abt. 6) °C 79 (84) 79 (84)
24 Marine Project Guide WV32 - 2/1997
3. Technical data
Wärtsilä Vasa 8R32 LN D LN E
Engine speed RPM 720 750 720 750
Pump capacity (main), direct driven m³/h 70 73 70 73Pump capacity (main), separate m³/h 62 65 62 65Pump capacity (priming) 4) m³/h 20.8/25.4 20.8/25.4Oil volume, wet sump, nom. m³ 1.66 1.66Oil volume in separate system oil tank, nom. m³ 4.0 4.0Filter fineness, nominal microns 15 15Filters difference pressure, alarm. bar 1.5 1.5Oil consumption (100% load), abt. 9) g/kWh 0.6 0.8
Cooling water system
High temperature cooling water systemPressure before engine, nom. bar 2.2 + static 2.2 + staticPressure before engine, alarm bar 1.0 + static 1.0 + staticPressure before engine, max bar 4.0 4.0Temperature before engine, abt. °C 85 85Temperature after engine, nom. °C 91 91Temperature after engine, alarm °C 100 100Temperature after engine, stop °C 105 105Pump capacity, nom m³/h 94 96 94 96Pump capacity, min. m³/h 87 89 87 89Pressure drop over engine bar 0.4 0.4Water volume in engine m³ 0.51 0.51Pressure from expansion tank bar 0.7...1.5 0.7...1.5Pressure drop over central cooler, max. bar 0.6 0.6Delivery head of stand-by pump bar 2.0 2.0
Low temperature cooling water systemPressure before engine, nom. bar 2.2 + static 2.2 + staticPressure before engine, alarm bar 1.0 + static 1.0 + staticPressure before engine, max bar 4.0 4.0Temperature before engine, abt. °C 25 25Temperature before engine, max. °C 38 38Temperature before engine, min. °C 25 25Temperature after engine, min. 6) °C 35 (65) 35 (65)Pump capacity, nom. m³/h 94 96 94 96Pump capacity, min. m³/h 87 89 87 89Pressure drop over charge air cooler bar 0.1 0.1Pressure drop over oil cooler bar 0.4 0.4Pressure drop over central cooler, max. bar 0.6 0.6Pressure from expansion tank bar 0.7...1.5 0.7...1.5Delivery head of stand-by pump bar 2.0 2.0
Starting air systemAir pressure, nom. bar 30 30Air pressure, min. (20°C) bar 6 6Air pressure, max. bar 30 30Air pressure, alarm bar 18 18Air consumption per start (20°C) 7) Nm³ 0.8 0.8
1) If priming pump is connected, 400 RPM
2) At an ambient temperature of 25°C.
3) The figures are without margins at 100% load and constant speed.
4) Capacities at 50 and 60 Hz respectively.
5) According to ISO 3046/l, lower calorific value 42700 kJ/kg, at constant engine speed, with engine driven pumps.Tolerance +5%.
6) The figures in brackets apply to low load, for engines with load dependent temperature control of the cooling water.
7) At remote and automatic starting, the consumption in 2...3 times higher.
8) At constant speed. Figures in brackets at speed acc. to propeller curve.
9) Tolerance +0.3 g/kWh.
Subject to revision without notice.
Marine Project Guide WV32 - 2/1997 25
3. Technical data
3.4. Wärtsilä Vasa 9R32 D E
Engine speed RPM 720 750 720 750
Engine output kW 3330 3375 3645 3690Engine output HP 4530 4590 4960 5020Cylinder bore mm 320 320Stroke mm 350 350Swept volume dm³ 253.4 253.4Compression ratio 12:1 12:1Compression pressure, max. bar 105 110Firing pressure, max bar 145 155Charge air pressure bar 2.53 2.6 2.8 2.85Mean effective pressure bar 21.9 21.3 24.0 23.3Mean piston speed m/s 8.4 8.75 8.4 8.75Idling speed 1) RPM 500 500
Combustion air systemFlow of air at 100% load kg/s 6.9 7.2 7.5 7.8Ambient air temperature, max. °C 45 45Air temperature after air cooler °C 40...70 40...70Air temperature after air cooler, alarm °C 70 70Air temperature after air cooler, stop or slowdown °C 80 80
Exhaust gas systemExhaust gas flow (100% load) 8) kg/s 7.1 (7.1) 7.4 (7.3) 7.7 (7.6) 8.0 (7.9)
( 85% load) 8) kg/s 6.2 (6.0) 6.6 (6.3) 6.8 (5.8) 7.1 (6.9)( 75% load) 8) kg/s 5.6 (5.3) 5.8 (5.5) 6.1 (5.8) 6.4 (6.0)( 50% load) 8) kg/s 4.2 (3.9) 4.3 (4.0) 4.5 (4.2) 4.6 (4.3)
Exhaust gas temperature after turbocharger(100% load) 2, 8) °C 318 (325) 313 (320) 323 (330) 318 (325)( 85% load) 2, 8) °C 310 (325) 303 (320) 313 (330) 308 (325)( 75% load) 2, 8) °C 305 (325) 300 (320) 310 (330) 303 (325)( 50% load) 2, 8) °C 300 (335) 295 (330) 299 (335) 295 (330)
Exhaust gas temperature after cylinder, alarm °C 500 500Exhaust gas back pressure, recommended max. bar 0.03 0.03Exhaust gas pipe diameter, min. mm 700 700
Heat balance 3)Effective output kW 3330 3375 3645 3690Lubricating oil kW 369 378 380 391Jacket water kW 729 738 818 831Charge air kW 964 992 1108 1144Exhaust gases kW 2185 2235 2410 2465Radiation kW 138 138 144 144
Fuel systemPressure before built-on feed pump, nom. bar 4 4Pressure before built-on feed pump, max. bar 5 5Pressure before built on feed pump, min. bar 3 3Pressure before injection pumps bar 6 6Pump capacity (built-on feed pump) 4) m³/h 1.9/2.4 1.9/2.4Fuel consumption (100% load) 5) g/kWh 186 188 189 190
( 75% load) 5) g/kWh 190 191 190 191( 50% load) 5) g/kWh 196 197 196 198
Leak fuel quantity, clean fuel (100% load) kg/h 3.0 3.0
Lubricating oil systemPressure before engine, nom bar 4.0 4.2Pressure before engine, alarm. bar 3.5 3.5Pressure before engine, stop bar 2.5 2.5Priming pressure, nom. bar 0.8 0.8Priming pressure, alarm bar 0.5 0.5Temperature before engine, nom. 6) °C 63 (77) 63 (77)Temperature before engine, alarm 6) °C 80 (90) 80 (90)Temperature after engine, abt. 6) °C 79 (84) 79 (84)
26 Marine Project Guide WV32 - 2/1997
3. Technical data
Wärtsilä Vasa 9R32 D E
Engine speed RPM 720 750 720 750
Pump capacity (main), direct driven m³/h 70 73 70 73Pump capacity (main), separate m³/h 68 71 68 71Pump capacity (priming) 4) m³/h 20.8/25.4 20.8/25.4Oil volume, wet sump, nom. m³ 1.84 1.84Oil volume in separate system oil tank, nom. m³ 4.6 4.6Filter fineness, nominal microns 15 15Filters difference pressure, alarm. bar 1.5 1.5Oil consumption (100% load) abt. 9) g/kWh 0.6 0.8
Cooling water system
High temperature cooling water systemPressure before engine, nom. bar 1.7 + static 1.7 + staticPressure before engine, alarm bar 1.0 + static 1.0 + staticPressure before engine, max. bar 4.0 4.0Temperature before engine, abt. °C 85 85Temperature after engine, nom. °C 91 91Temperature after engine, alarm °C 100 100Temperature after engine, stop °C 105 105Pump capacity, nom. m³/h 105 108 105 108Pump capacity, min. m³/h 98 100 98 100Pressure drop over engine bar 0.4 0.4Water volume in engine m³ 0.56 0.56Pressure from expansion tank bar 0.7...1.5 0.7...1.5Pressure drop over central cooler, max. bar 0.6 0.6Delivery head of stand-by pump bar 2.0 2.0
Low temperature cooling water systemPressure before engine, nom. bar 1.7 + static 1.7 + staticPressure before engine, alarm bar 1.0 + static 1.0 + staticPressure before engine, max. bar 4.0 4.0Temperature before engine, abt. °C 25 25Temperature before engine, max. °C 38 38Temperature before engine, min. °C 25 25Temperature after engine, min. 6) °C 35 (65) 35 (65)Pump capacity, nom. m³/h 105 108 105 108Pump capacity, min. m³/h 98 100 98 100Pressure drop over charge air cooler bar 0.1 0.1Pressure drop over oil cooler bar 0.4 0.4Pressure drop over central cooler, max. bar 0.6 0.6Pressure from expansion tank bar 0.7...1.5 0.7...1.5Delivery head of stand-by pump bar 2.0 2.0
Starting air systemAir pressure, nom. bar 30 30Air pressure, min. (20°C) bar 6 6Air pressure, max. bar 30 30Air pressure, alarm bar 18 18Air consumption per start (20°C) 7) Nm³ 0.8 0.8
1) If priming pump is connected, 400 RPM
2) At an ambient temperature of 25°C.
3) The figures are without margins at 100% load and constant speed.
4) Capacities at 50 and 60 Hz respectively.
5) According to ISO 3046/l, lower calorific value 42700 kJ/kg, at constant engine speed, with engine driven pumps.Tolerance +5%.
6) The figures in brackets apply to low load, for engines with load dependent temperature control of the cooling water.
7) At remote and automatic starting, the consumption in 2...3 times higher.
8) At constant speed. Figures in brackets at speed acc. to propeller curve.
9) Tolerance +0.3 g/kWh.
Subject to revision without notice.
Marine Project Guide WV32 - 2/1997 27
3. Technical data
Wärtsilä Vasa 9R32 LN D LN E
Engine speed RPM 720 750 720 750
Engine output kW 3330 3375 3645 3690Engine output HP 4530 4590 4960 5020Cylinder bore mm 320 320Stroke mm 350 350Swept volume dm³ 253.4 253.4Compression ratio 13.8:1 13.8:1Compression pressure, max. bar 120 130Firing pressure, max bar 155 165Charge air pressure bar 2.35 2.4 2.6 2.65Mean effective pressure bar 21.9 21.3 24.0 23.3Mean piston speed m/s 8.4 8.75 8.4 8.75Idling speed 1) RPM 500 500
Combustion air systemFlow of air at 100% load kg/s 6.7 7.0 7.2 7.5Ambient air temperature, max. °C 45 45Air temperature after air cooler °C 40...70 40...70Air temperature after air cooler, alarm °C 70 70Air temperature after air cooler, stop or slowdown °C 80 80
Exhaust gas systemExhaust gas flow (100% load) 8) kg/s 6.9 7.2 (7.2) 7.4 7.7 (7.7)
( 85% load) 8) kg/s 6.2 6.5 (6.2) 6.5 6.9 (6.5)( 75% load) 8) kg/s 5.7 5.9 (5.5) 6.1 6.3 (5.9)( 50% load) 8) kg/s 4.2 4.3 (3.6) 4.5 4.6 (3.9)
Exhaust gas temperature after turbocharger(100% load) 2, 8) °C 322 317 (317) 328 323 (323)( 85% load) 2, 8) °C 315 310 (319) 318 313 (321)( 75% load) 2, 8) °C 313 308 (325) 314 309 (324)( 50% load) 2, 8) °C 309 304 (353) 310 305 (354)
Exhaust gas temperature after cylinder, alarm °C 500 500Exhaust gas back pressure, recommended max. bar 0.03 0.03Exhaust gas pipe diameter, min. mm 700 700
Heat balance 3)Effective output kW 3330 3375 3645 3690Lubricating oil kW 356 368 372 384Jacket water kW 644 638 699 693Charge air kW 908 968 1044 1097Exhaust gases kW 2179 2247 2397 2440Radiation kW 129 129 144 144
Fuel systemPressure before built-on feed pump, nom. bar 4 4Pressure before built-on feed pump, max. bar 5 5Pressure before built on feed pump, min. bar 3 3Pressure before injection pumps bar 6 6Pump capacity (built-on feed pump) 4) m³/h 1.9/2.4 1.9/2.4Fuel consumption (100% load) 5) g/kWh 182 184 183 184
( 75% load) 5) g/kWh 186 187 184 185( 50% load) 5) g/kWh 192 194 190 192
Leak fuel quantity, clean fuel (100% load) kg/h 3.0 3.0
Lubricating oil systemPressure before engine, nom bar 4.0 4.2Pressure before engine, alarm. bar 3.5 3.5Pressure before engine, stop bar 2.5 2.5Priming pressure, nom. bar 0.8 0.8Priming pressure, alarm bar 0.5 0.5Temperature before engine, nom. 6) °C 63 (77) 63 (77)Temperature before engine, alarm 6) °C 80 (90) 80 (90)Temperature after engine, abt. 6) °C 79 (84) 79 (84)
28 Marine Project Guide WV32 - 2/1997
3. Technical data
Wärtsilä Vasa 9R32 LN D LN E
Engine speed RPM 720 750 720 750
Pump capacity (main), direct driven m³/h 70 73 70 73Pump capacity (main), separate m³/h 68 71 68 71Pump capacity (priming) 4) m³/h 20.8/25.4 20.8/25.4Oil volume, wet sump, nom. m³ 1.84 1.84Oil volume in separate system oil tank, nom. m³ 4.6 4.6Filter fineness, nominal microns 15 15Filters difference pressure, alarm. bar 1.5 1.5Oil consumption (100% load) abt. 9) g/kWh 0.6 0.8
Cooling water system
High temperature cooling water systemPressure before engine, nom. bar 1.7 + static 1.7 + staticPressure before engine, alarm bar 1.0 + static 1.0 + staticPressure before engine, max. bar 4.0 4.0Temperature before engine, abt. °C 85 85Temperature after engine, nom. °C 91 91Temperature after engine, alarm °C 100 100Temperature after engine, stop °C 105 105Pump capacity, nom. m³/h 105 108 105 108Pump capacity, min. m³/h 98 100 98 100Pressure drop over engine bar 0.4 0.4Water volume in engine m³ 0.56 0.56Pressure from expansion tank bar 0.7...1.5 0.7...1.5Pressure drop over central cooler, max. bar 0.6 0.6Delivery head of stand-by pump bar 2.0 2.0
Low temperature cooling water systemPressure before engine, nom. bar 1.7 + static 1.7 + staticPressure before engine, alarm bar 1.0 + static 1.0 + staticPressure before engine, max. bar 4.0 4.0Temperature before engine, abt. °C 25 25Temperature before engine, max. °C 38 38Temperature before engine, min. °C 25 25Temperature after engine, min. 6) °C 35 (65) 35 (65)Pump capacity, nom. m³/h 105 108 105 108Pump capacity, min. m³/h 98 100 98 100Pressure drop over charge air cooler bar 0.1 0.1Pressure drop over oil cooler bar 0.4 0.4Pressure drop over central cooler, max. bar 0.6 0.6Pressure from expansion tank bar 0.7...1.5 0.7...1.5Delivery head of stand-by pump bar 2.0 2.0
Starting air systemAir pressure, nom. bar 30 30Air pressure, min. (20°C) bar 6 6Air pressure, max. bar 30 30Air pressure, alarm bar 18 18Air consumption per start (20°C) 7) Nm³ 0.8 0.8
1) If priming pump is connected, 400 RPM
2) At an ambient temperature of 25°C.
3) The figures are without margins at 100% load and constant speed.
4) Capacities at 50 and 60 Hz respectively.
5) According to ISO 3046/l, lower calorific value 42700 kJ/kg, at constant engine speed, with engine driven pumps.Tolerance +5%.
6) The figures in brackets apply to low load, for engines with load dependent temperature control of the cooling water.
7) At remote and automatic starting, the consumption in 2...3 times higher.
8) At constant speed. Figures in brackets at speed acc. to propeller curve.
9) Tolerance +0.3 g/kWh.
Subject to revision without notice.
Marine Project Guide WV32 - 2/1997 29
3. Technical data
3.5. Wärtsilä Vasa 12V32 D E
Engine speed RPM 720 750 720 750
Engine output kW 4440 4500 4860 4920Engine output HP 6040 6120 6610 6690Cylinder bore mm 320 320Stroke mm 350 350Swept volume dm³ 337.8 337.8Compression ratio 12:1 12:1Compression pressure, max. bar 105 110Firing pressure, max. bar 145 155Charge air pressure bar 2.53 2.6 2.8 2.85Mean effective pressure bar 21.9 21.3 24.0 23.3Mean piston speed m/s 8.4 8.75 8.4 8.75Idling speed 1) RPM 500 500
Combustion air systemFlow of air at 100% load kg/s 9.0 9.5 10.0 10.4Ambient air temperature, max. °C 45 45Air temperature after air cooler °C 40...70 40...70Air temperature after air cooler, alarm °C 70 70Air temperature after air cooler, stop or slowdown °C 80 80
Exhaust gas systemExhaust gas flow (100% load) 9) kg/s 9.2 (9.1) 9.7 (9.5) 10.3 (10.1) 10.7 (10.5)
( 85% load) 9) kg/s 8.0 (7.6) 8.4 (8.2) 8.8 (8.4) 9.2 (8.8)( 75% load) 9) kg/s 7.4 (7.0) 7.6 (7.4) 8.2 (7.7) 8.4 (8.0)( 50% load) 9) kg/s 5.3 (4.7) 5.8 (5.1) 5.7 (5.1) 6.2 (5.5)
Exhaust gas temperature after turbocharger(100% load) 2, 9) °C 315 (320) 308 (315) 318 (325) 313 (320)( 85% load) 2, 9) °C 310 (320) 305 (315) 315 (325) 310 (320)( 75% load) 2, 9) °C 310 (330) 305 (325) 310 (330) 305 (325)( 50% load) 2, 9) °C 295 (335) 289 (330) 300 (340) 294 (335)
Exhaust gas temp. after cylinder, alarm °C 500 500Exhaust gas back pressure, recommended max. bar 0.03 0.03Exhaust gas pipe diameter, min. mm 800 800Exhaust ga pipe diameter, (outlet) mm 2 x 600 2 x 600
Heat balance 3)Effective output kW 4440 4500 4860 4920Lubricating oil kW 492 504 516 527Jacket water kW 972 984 1096 1110Charge air, HT-circuit kW 731 762 837 870Charge air, LT-circuit kW 567 573 629 638Exhaust gases kW 2800 2880 3165 3240Radiation kW 160 160 168 168
Fuel systemPressure before built-on feed pump, nom. bar 4 4Pressure before built-on feed pump, max. bar 5 5Pressure before built on feed pump, min. bar 3 3Pressure before injection pumps bar 6 6Pump capacity (built-on feed pump) 4) m³/h 3.0/3.8 3.0/3.8Fuel consumption (100% load) 5) g/kWh 184 186 187 188
( 75% load) 5) g/kWh 188 189 188 189( 50% load) 5) g/kWh 194 195 194 196
Leak fuel quantity, clean fuel (100% load) kg/h 4.0 4.0
Lubricating oil systemPressure before engine, nom bar 4.0 4.2Pressure before engine, alarm. bar 3.5 3.5Pressure before engine, stop bar 2.5 2.5Priming pressure, nom. bar 0.8 0.8Priming pressure, alarm bar 0.5 0.5Temperature before engine, nom. 6) °C 63 (77) 63 (77)Temperature before engine, alarm 6) °C 80 (90) 80 (90)Temperature after engine, abt. 6) °C 81 (84) 81 (84)
30 Marine Project Guide WV32 - 2/1997
3. Technical data
Wärtsilä Vasa 12V32 D E
Engine speed RPM 720 750 720 750
Pump capacity (main), direct driven m³/h 90 94 90 94Pump capacity (main), separate m³/h 86 90 86 90Pump capacity (priming) 4) m³/h 21.0/25.5 21.0/25.5Oil volume, wet sump, nom. m³ 1.88 1.88Oil volume in separate system oil tank, nom. m³ 6.1 6.1Filter fineness, nominal microns 15 15Filters difference pressure, alarm. bar 1.5 1.5Oil consumption (100% load) abt. 10) g/kWh 0.6 0.8Oil flow through cooler, max. m³/h 68 71 68 71
Cooling water system
High temperature cooling water systemPressure before engine, nom. bar 2.7 + static 2.7 + staticPressure before engine, alarm bar 1.0 + static 1.0 + staticPressure before engine, max. bar 4.0 4.0Temperature before engine, abt. °C 85 85Temperature after engine, nom. °C 91 91Temperature after engine, alarm °C 100 100Temperature after engine, stop °C 105 105Pump capacity, nom. m³/h 140 144 140 144Pump capacity, min. m³/h 130 133 130 133Pressure drop over engine bar 0.4 0.4Water volume in engine m³ 0.74 0.74Pressure from expansion tank bar 0.7...1.5 0.7...1.5Pressure drop over central cooler, max. bar 0.6 0.6Delivery head of stand-by pump bar 2.0 2.0
Low temperature cooling water systemPressure before engine, nom. bar 2.6 + static 2.6 + staticPressure before engine, alarm bar 1.0 + static 1.0 + staticPressure before engine, max bar 4.0 4.0Temperature before engine, abt. °C 25 25Temperature before engine, max °C 38 38Temperature before engine, min. °C 25 25Temperature after engine, min. 6, 7) °C 35 (65) 35 (65)Pump capacity, nom. m³/h 140 144 140 144Pump capacity, min. m³/h 130 133 130 133Pressure drop over charge air cooler bar 0.1 0.1Pressure drop over oil cooler bar 0.8 0.8Pressure drop over central cooler, max. bar 0.6 0.6Pressure from expansion tank bar 0.7...1.5 0.7...1.5Delivery head of stand-by pump bar 2.0 2.0
Starting air systemAir pressure, nom. bar 30 30Air pressure, min. (20°C) bar 10 10Air pressure, max. bar 30 30Air pressure, alarm bar 18 18Air consumption per start (20°C) 8) Nm³ 0.6 0.6
1) If priming pump is connected, 400 RPM
2) At an ambient temperature of 25°C.
3) The figures are without margins at 100% load and constant speed.
4) Capacities at 50 and 60 Hz respectively.
5) According to ISO 3046/l, lower calorific value 42700 kJ/kg, at constant engine speed, with engine driven pumps.Tolerance +5%.
6) The figures in brackets apply to low load, for engines with load dependent temperature control of the cooling water.
7) Including lubricating oil cooler.
8) At remote and automatic starting, the consumption is 2...3 times higher.
9) At constant speed. Figures in brackets at speed acc. to propeller curve.
10) Tolerance +0.3 g/kWh.
Subject to revision without notice.
Marine Project Guide WV32 - 2/1997 31
3. Technical data
Wärtsilä Vasa 12V32 LN D LN E
Engine speed RPM 720 750 720 750
Engine output kW 4440 4500 4860 4920Engine output HP 6040 6120 6610 6690Cylinder bore mm 320 320Stroke mm 350 350Swept volume dm³ 337.8 337.8Compression ratio 13.8:1 13.8:1Compression pressure, max. bar 120 130Firing pressure, max. bar 155 165Charge air pressure bar 2.35 2.4 2.6 2.65Mean effective pressure bar 21.9 21.3 24.0 23.3Mean piston speed m/s 8.4 8.75 8.4 8.75Idling speed 1) RPM 500 500
Combustion air systemFlow of air at 100% load kg/s 9.0 9.5 9.8 10.1Ambient air temperature, max. °C 45 45Air temperature after air cooler °C 40...70 40...70Air temperature after air cooler, alarm °C 70 70Air temperature after air cooler, stop or slowdown °C 80 80
Exhaust gas systemExhaust gas flow (100% load) 9) kg/s 9.2 9.7 (9.7) 10.1 10.4 (10.4)
( 85% load) 9) kg/s 8.2 8.5 (8.2) 8.8 9.3 (8.9)( 75% load) 9) kg/s 7.6 7.9 (7.3) 8.2 8.5 (7.9)( 50% load) 9) kg/s 5.5 5.8 (4.8) 6.0 6.3 (5.2)
Exhaust gas temperature after turbocharger(100% load) 2, 9) °C 322 317 (317) 330 325 (325)( 85% load) 2, 9) °C 315 310 (319) 320 315 (323)( 75% load) 2, 9) °C 313 308 (325) 316 311 (326)( 50% load) 2, 9) °C 309 305 (353) 312 307 (356)
Exhaust gas temp. after cylinder, alarm °C 500 500Exhaust gas back pressure, recommended max. bar 0.03 0.03Exhaust gas pipe diameter, min. mm 800 800Exhaust ga pipe diameter, (outlet) mm 2 x 600 2 x 600
Heat balance 3)Effective output kW 4440 4500 4860 4920Lubricating oil kW 474 490 501 517Jacket water kW 858 850 942 934Charge air, HT-circuit kW 637 717 776 855Charge air, LT-circuit kW 573 575 647 639Exhaust gases kW 2905 2997 3263 3322Radiation kW 172 172 194 193
Fuel systemPressure before built-on feed pump, nom. bar 4 4Pressure before built-on feed pump, max. bar 5 5Pressure before built on feed pump, min. bar 3 3Pressure before injection pumps bar 6 6Pump capacity (built-on feed pump) 4) m³/h 3.0/3.8 3.0/3.8Fuel consumption (100% load) 5) g/kWh 182 184 185 186
( 75% load) 5) g/kWh 186 187 186 187( 50% load) 5) g/kWh 192 193 192 194
Leak fuel quantity, clean fuel (100% load) kg/h 4.0 4.0
Lubricating oil systemPressure before engine, nom bar 4.0 4.2Pressure before engine, alarm. bar 3.5 3.5Pressure before engine, stop bar 2.5 2.5Priming pressure, nom. bar 0.8 0.8Priming pressure, alarm bar 0.5 0.5Temperature before engine, nom. 6) °C 63 (77) 63 (77)Temperature before engine, alarm 6) °C 80 (90) 80 (90)Temperature after engine, abt. 6) °C 81 (84) 81 (84)
32 Marine Project Guide WV32 - 2/1997
3. Technical data
Wärtsilä Vasa 12V32 LN D LN E
Engine speed RPM 720 750 720 750
Pump capacity (main), direct driven m³/h 90 94 90 94Pump capacity (main), separate m³/h 86 90 86 90Pump capacity (priming) 4) m³/h 21.0/25.5 21.0/25.5Oil volume, wet sump, nom. m³ 1.88 1.88Oil volume in separate system oil tank, nom. m³ 6.1 6.1Filter fineness, nominal microns 15 15Filters difference pressure, alarm. bar 1.5 1.5Oil consumption (100% load) abt. 10) g/kWh 0.6 0.8Oil flow through cooler, max. m³/h 68 71 68 71
Cooling water system
High temperature cooling water systemPressure before engine, nom. bar 2.7 + static 2.7 + staticPressure before engine, alarm bar 1.0 + static 1.0 + staticPressure before engine, max. bar 4.0 4.0Temperature before engine, abt. °C 85 85Temperature after engine, nom. °C 91 91Temperature after engine, alarm °C 100 100Temperature after engine, stop °C 105 105Pump capacity, nom. m³/h 140 144 140 144Pump capacity, min. m³/h 130 133 130 133Pressure drop over engine bar 0.4 0.4Water volume in engine m³ 0.74 0.74Pressure from expansion tank bar 0.7...1.5 0.7...1.5Pressure drop over central cooler, max. bar 0.6 0.6Delivery head of stand-by pump bar 2.0 2.0
Low temperature cooling water systemPressure before engine, nom. bar 2.6 + static 2.6 + staticPressure before engine, alarm bar 1.0 + static 1.0 + staticPressure before engine, max bar 4.0 4.0Temperature before engine, abt. °C 25 25Temperature before engine, max °C 38 38Temperature before engine, min. °C 25 25Temperature after engine, min. 6, 7) °C 35 (65) 35 (65)Pump capacity, nom. m³/h 140 144 140 144Pump capacity, min. m³/h 130 133 130 133Pressure drop over charge air cooler bar 0.1 0.1Pressure drop over oil cooler bar 0.8 0.8Pressure drop over central cooler, max. bar 0.6 0.6Pressure from expansion tank bar 0.7...1.5 0.7...1.5Delivery head of stand-by pump bar 2.0 2.0
Starting air systemAir pressure, nom. bar 30 30Air pressure, min. (20°C) bar 10 10Air pressure, max. bar 30 30Air pressure, alarm bar 18 18Air consumption per start (20°C) 8) Nm³ 0.6 0.6
1) If priming pump is connected, 400 RPM
2) At an ambient temperature of 25°C.
3) The figures are without margins at 100% load and constant speed.
4) Capacities at 50 and 60 Hz respectively.
5) According to ISO 3046/l, lower calorific value 42700 kJ/kg, at constant engine speed, with engine driven pumps.Tolerance +5%.
6) The figures in brackets apply to low load, for engines with load dependent temperature control of the cooling water.
7) Including lubricating oil cooler.
8) At remote and automatic starting, the consumption is 2...3 times higher.
9) At constant speed. Figures in brackets at speed acc. to propeller curve.
10) Tolerance +0.3 g/kWh.
Subject to revision without notice.
Marine Project Guide WV32 - 2/1997 33
3. Technical data
3.6. Wärtsilä Vasa 16V32 D E
Engine speed RPM 720 750 720 750
Engine output kW 5920 6000 6480 6560Engine output HP 8050 8160 8810 8920Cylinder bore mm 320 320Stroke mm 350 350Swept volume dm³ 450.4 450.4Compression ratio 12:1 12:1Compression pressure, max. bar 105 110Firing pressure, max. bar 145 155Charge air pressure bar 2.53 2.6 2.8 2.85Mean effective pressure bar 21.9 21.3 24.0 23.3Mean piston speed m/s 8.4 8.75 8.4 8.75Idling speed 1) RPM 500 500
Combustion air systemFlow of air at 100% load kg/s 12.3 12.7 13.5 13.9Ambient air temperature, max. °C 45 45Air temperature after air cooler °C 40...70 40...70Air temperature after air cooler, alarm °C 70 70Air temperature after air cooler, stop or slowdown °C 80 80
Exhaust gas systemExhaust gas flow (100% load) 9) kg/s 12.6 (12.4) 13.0 (12.8) 13.8 (13.6) 14.2(14.0)
( 85% load) 9) kg/s 11.1 (10.7) 11.5 (11.1) 12.3 (12.0) 12.7 (12.4)( 75% load) 9) kg/s 10.3 (9.5) 10.5 (9.7) 11.3 (10.5) 11.6 (10.7)( 50% load) 9) kg/s 7.0 (5.5) 7.2 (5.7) 7.8 (6.3) 8.1 (6.6)
Exhaust gas temperature after turbocharger(100% load) 2, 9) °C 308 (315) 304 (310) 319 (325) 314 (320)( 85% load) 2, 9) °C 305 (320) 300 (315) 304 (325) 304 (320)( 75% load) 2, 9) °C 305 (330) 300 (325) 305 (330) 298 (325)( 50% load) 2, 9) °C 310 (375) 305 (370) 310 (375) 303 (370)
Exhaust gas temperature after cylinder, alarm °C 500 500Exhaust gas back pressure, recommended max. bar 0.03 0.03Exhaust gas pipe diameter, min. (common) mm 900 900Exhaust ga pipe diameter, (outlet) mm 2 x 700 2 x 700
Heat balance 3)Effective output kW 5920 6000 6480 6560Lubricating oil kW 648 664 686 762Jacket water kW 1288 1304 1440 1456Charge air kW 1712 1764 1964 2020Exhaust gases kW 3745 3805 4255 4310Radiation kW 216 216 230 230
Fuel systemPressure before built-on feed pump, nom. bar 4 4Pressure before built-on feed pump, max. bar 5 5Pressure before built on feed pump, min. bar 3 3Pressure before injection pumps bar 6 6Pump capacity (built-on feed pump) 4) m³/h 4.2/5.2 4.2/5.2Fuel consumption (100% load) 5) g/kWh 184 186 187 188
( 75% load) 5) g/kWh 188 189 188 189( 50% load) 5) g/kWh 194 195 194 196
Leak fuel quantity, clean fuel (100% load) kg/h 5.2 5.2
Lubricating oil systemPressure before engine, nom bar 4.0 4.2 4.0 4.2Pressure before engine, alarm. bar 3.5 3.5Pressure before engine, stop bar 2.5 2.5Priming pressure, nom. bar 0.8 0.8Priming pressure, alarm bar 0.5 0.5Temperature before engine, nom. 6) °C 63 (77) 63 (77)Temperature before engine, alarm 6) °C 80 (90) 80 (90)Temperature after engine, abt. 6) °C 81 (84) 81 (84)
34 Marine Project Guide WV32 - 2/1997
3. Technical data
Wärtsilä Vasa 16V32 D E
Engine speed RPM 720 750 720 750
Pump capacity (main), direct driven m³/h 123 128 123 128Pump capacity (main), separate m³/h 108 112 108 112Pump capacity (priming) 4) m³/h 32.3/39.3 32.3/39.3Oil volume, wet sump, nom. m³ 2.41 2.41Oil volume in separate system oil tank, nom. m³ 8.1 8.1Filter fineness, nominal microns 15 15Filters difference pressure, alarm. bar 1.5 1.5Oil consumption (100% load) abt. 10) g/kWh 0.6 0.8Oil flow trough cooler, max. m³/h 87 91 87 91
Cooling water system
High temperature cooling water systemPressure before engine, nom. bar 2.5 + static 2.5 + staticPressure before engine, alarm bar 1.0 + static 1.0 + staticPressure before engine, max bar 4.0 4.0Temperature before engine, abt. °C 85 85Temperature after engine, nom. °C 91 91Temperature after engine, alarm °C 100 100Temperature after engine, stop °C 105 105Pump capacity, nom m³/h 187 192 187 192Pump capacity, min. m³/h 174 177 174 177Pressure drop over engine bar 0.4 0.4Water volume in engine m³ 0.84 0.84Pressure from expansion tank bar 0.7...1.5 0.7...1.5Pressure drop over central cooler, max. bar 0.6 0.6Delivery head of stand-by pump bar 2.0 2.0
Low temperature cooling water systemPressure before engine, nom. bar 2.5 + static 2.5 + staticPressure before engine, alarm bar 1.0 + static 1.0 + staticPressure before engine, max bar 4.0 4.0Temperature before engine, abt. °C 25 25Temperature before engine, max °C 38 38Temperature before engine, min. °C 25 25Temperature after engine, min. 6, 7) °C 35 (65) 35 (65)Pump capacity, nom. m³/h 187 192 187 192Pump capacity, min. m³/h 174 177 174 177Pressure drop over charge air cooler bar 0.1 0.1Pressure drop over oil cooler bar 0.8 0.8Pressure drop over central cooler, max. bar 0.6 0.6Pressure from expansion tank bar 0.7...1.5 0.7...1.5Delivery head of stand-by pump bar 2.0 2.0
Starting air systemAir pressure, nom. bar 30 30Air pressure, min. (20°C) bar 10 10Air pressure, max. bar 30 30Air pressure, alarm bar 18 18Air consumption per start (20°C) 8) Nm³ 0.8 0.8
1) If priming pump is connected, 400 RPM
2) At an ambient temperature of 25°C.
3) The figures are without margins at 100% load and constant speed.
4) Capacities at 50 and 60 Hz respectively.
5) According to ISO 3046/l, lower calorific value 42700 kJ/kg, at constant engine speed, with engine driven pumps.Tolerance +5%.
6) The figures in brackets apply to low load, for engines with load dependent temperature control of the cooling water.
7) Including lubricating oil cooler.
8) At remote and automatic starting, the consumption is 2...3 times higher.
9) At constant speed. Figures in brackets at speed acc. to propeller curve.
10) Tolerance +0.3 g/kWh.
Subject to revision without notice.
Marine Project Guide WV32 - 2/1997 35
3. Technical data
Wärtsilä Vasa 16V32 LN D LN E
Engine speed RPM 720 750 720 750
Engine output kW 5920 6000 6480 6560Engine output HP 8050 8160 8810 8920Cylinder bore mm 320 320Stroke mm 350 350Swept volume dm³ 450.4 450.4Compression ratio 13.8:1 13.8:1Compression pressure, max. bar 120 130Firing pressure, max. bar 155 165Charge air pressure bar 2.35 2.4 2.6 2.65Mean effective pressure bar 21.9 21.3 24.0 23.3Mean piston speed m/s 8.4 8.75 8.4 8.75Idling speed 1) RPM 500 500
Combustion air systemFlow of air at 100% load kg/s 12.0 12.6 13.1 13.6Ambient air temperature, max. °C 45 45Air temperature after air cooler °C 40...70 40...70Air temperature after air cooler, alarm °C 70 70Air temperature after air cooler, stop or slowdown °C 80 80
Exhaust gas systemExhaust gas flow (100% load) 9) kg/s 12.3 12.9 (12.9) 13.4 13.9 (13.9)
( 85% load) 9) kg/s 11.0 11.4 (11.0) 11.8 12.4 (11.8)( 75% load) 9) kg/s 10.2 10.5 (9.7) 10.9 11.3 (10.6)( 50% load) 9) kg/s 7.3 7.5 (6.1) 7.8 8.1 (6.7)
Exhaust gas temperature after turbocharger(100% load) 2, 9) °C 322 317 (317) 330 325 (325)
( 85% load) 2, 9) °C 316 311 (320) 320 315 (323)( 75% load) 2, 9) °C 316 311 (326) 317 312 (327)( 50% load) 2, 9) °C 321 316 (371) 322 317 (371)
Exhaust gas temperature after cylinder, alarm °C 500 500Exhaust gas back pressure, recommended max. bar 0.03 0.03Exhaust gas pipe diameter, min. (common) mm 900 900Exhaust ga pipe diameter, (outlet) mm 2 x 700 2 x 700
Heat balance 3)Effective output kW 5920 6000 6480 6560Lubricating oil kW 632 653 668 690Jacket water kW 1144 1133 1256 1245Charge air kW 1614 1723 1897 1992Exhaust gases kW 3873 3996 4351 4429Radiation kW 229 229 259 258
Fuel systemPressure before built-on feed pump, nom. bar 4 4Pressure before built-on feed pump, max. bar 5 5Pressure before built on feed pump, min. bar 3 3Pressure before injection pumps bar 6 6Pump capacity (built-on feed pump) 4) m³/h 4.2/5.2 4.2/5.2Fuel consumption (100% load) 5) g/kWh 182 184 185 186
( 75% load) 5) g/kWh 186 187 186 187( 50% load) 5) g/kWh 192 194 192 194
Leak fuel quantity, clean fuel (100% load) kg/h 5.2 5.2
Lubricating oil systemPressure before engine, nom bar 4.0 4.2 4.0 4.2Pressure before engine, alarm. bar 3.5 3.5Pressure before engine, stop bar 2.5 2.5Priming pressure, nom. bar 0.8 0.8Priming pressure, alarm bar 0.5 0.5Temperature before engine, nom. 6) °C 63 (77) 63 (77)Temperature before engine, alarm 6) °C 80 (90) 80 (90)Temperature after engine, abt. 6) °C 81 (84) 81 (84)
36 Marine Project Guide WV32 - 2/1997
3. Technical data
Wärtsilä Vasa 16V32 LN D LN E
Engine speed RPM 720 750 720 750
Pump capacity (main), direct driven m³/h 123 128 123 128Pump capacity (main), separate m³/h 108 112 108 112Pump capacity (priming) 4) m³/h 32.3/39.3 32.3/39.3Oil volume, wet sump, nom. m³ 2.41 2.41Oil volume in separate system oil tank, nom. m³ 8.1 8.1Filter fineness, nominal microns 15 15Filters difference pressure, alarm. bar 1.5 1.5Oil consumption (100% load) abt. 10) g/kWh 0.6 0.8Oil flow trough cooler, max. m³/h 87 91 87 91
Cooling water system
High temperature cooling water systemPressure before engine, nom. bar 2.5 + static 2.5 + staticPressure before engine, alarm bar 1.0 + static 1.0 + staticPressure before engine, max bar 4.0 4.0Temperature before engine, abt. °C 85 85Temperature after engine, nom. °C 91 91Temperature after engine, alarm °C 100 100Temperature after engine, stop °C 105 105Pump capacity, nom m³/h 187 192 187 192Pump capacity, min. m³/h 174 177 174 177Pressure drop over engine bar 0.4 0.4Water volume in engine m³ 0.84 0.84Pressure from expansion tank bar 0.7...1.5 0.7...1.5Pressure drop over central cooler, max. bar 0.6 0.6Delivery head of stand-by pump bar 2.0 2.0
Low temperature cooling water systemPressure before engine, nom. bar 2.5 + static 2.5 + staticPressure before engine, alarm bar 1.0 + static 1.0 + staticPressure before engine, max bar 4.0 4.0Temperature before engine, abt. °C 25 25Temperature before engine, max °C 38 38Temperature before engine, min. °C 25 25Temperature after engine, min. 6, 7) °C 35 (65) 35 (65)Pump capacity, nom. m³/h 187 192 187 192Pump capacity, min. m³/h 174 177 174 177Pressure drop over charge air cooler bar 0.1 0.1Pressure drop over oil cooler bar 0.8 0.8Pressure drop over central cooler, max. bar 0.6 0.6Pressure from expansion tank bar 0.7...1.5 0.7...1.5Delivery head of stand-by pump bar 2.0 2.0
Starting air systemAir pressure, nom. bar 30 30Air pressure, min. (20°C) bar 10 10Air pressure, max. bar 30 30Air pressure, alarm bar 18 18Air consumption per start (20°C) 8) Nm³ 0.8 0.8
1) If priming pump is connected, 400 RPM
2) At an ambient temperature of 25°C.
3) The figures are without margins at 100% load and constant speed.
4) Capacities at 50 and 60 Hz respectively.
5) According to ISO 3046/l, lower calorific value 42700 kJ/kg, at constant engine speed, with engine driven pumps.Tolerance +5%.
6) The figures in brackets apply to low load, for engines with load dependent temperature control of the cooling water.
7) Including lubricating oil cooler.
8) At remote and automatic starting, the consumption is 2...3 times higher.
9) At constant speed. Figures in brackets at speed acc. to propeller curve.
10) Tolerance +0.3 g/kWh.
Subject to revision without notice.
Marine Project Guide WV32 - 2/1997 37
3. Technical data
3.7. Wärtsilä Vasa 18V32 D E
Engine speed RPM 720 750 720 750
Engine output kW 6660 6750 7290 7380Engine output HP 9060 9180 9910 10040Cylinder bore mm 320 320Stroke mm 350 350Swept volume dm³ 506.7 506.7Compression ratio 12:1 12:1Compression pressure, max. bar 105 110Firing pressure, max. bar 145 155Charge air pressure bar 2.53 2.6 2.8 2.85Mean effective pressure bar 21.9 21.3 24.0 23.3Mean piston speed m/s 8.4 8.75 8.4 8.75Idling speed 1) RPM 500 500
Combustion air systemFlow of air at 100% load kg/s 14.5 14.8 15.6 16.1Ambient air temperature, max. °C 45 45Air temperature after air cooler °C 40...70 40...70Air temperature after air cooler, alarm °C 70 70Air temperature after air cooler, stop or slowdown °C 80 80
Exhaust gas systemExhaust gas flow (100% load) 9) kg/s 14.8 (14.6) 15.2 (15.0) 16.0 (15.8) 16.5 (16.3)
( 85% load) 9) kg/s 12.8 (12.5) 13.4 (13.1) 14.0 (13.7) 14.6 (14.3)( 75% load) 9) kg/s 11.6 (11.0) 12.1 (11.5) 12.7 (12.2) 13.1 (12.6)( 50% load) 9) kg/s 8.4 (7.7) 8.8 (8.1) 9.1 (8.4) 9.4 (8.7)
Exhaust gas temperature after turbocharger(100% load) 2, 9) °C 308 (315) 303 (310) 323 (330) 318 (325)( 85% load) 2, 9) °C 294 (310) 290 (305) 300 (315) 294 (310)( 75% load) 2, 9) °C 289 (310) 285 (305) 294 (315) 290 (310)( 50% load) 2, 9) °C 284 (320) 280 (315) 285 (320) 280 (315)
Exhaust gas temperature after cylinder, alarm °C 500 500Exhaust gas back pressure, recommended max. bar 0.03 0.03Exhaust gas pipe diameter, min. (common) mm 1000 1000Exhaust gas pipe diameter, (outlet) mm 2 x 700 2 x 700
Heat balance 3)Effective output kW 6660 6750 7290 7380Lubricating oil kW 733 750 762 779Jacket water kW 1430 1458 1600 1620Charge air kW 1976 2044 2278 2336Exhaust gases kW 4395 4440 5005 5080Radiation kW 240 240 260 260
Fuel systemPressure before built-on feed pump, nom. bar 4 4Pressure before built-on feed pump, max. bar 5 5Pressure before built on feed pump, min. bar 3 3Pressure before injection pumps bar 6 6Pump capacity (built-on feed pump) 4) m³/h 4.2/5.2 4.2/5.2Fuel consumption (100% load) 5) g/kWh 189 190 191 192
( 75% load) 5) g/kWh 189 191 190 191( 50% load) 5) g/kWh 198 200 196 198
Leak fuel quantity, clean fuel (100% load) kg/h 6.0 6.0
Lubricating oil systemPressure before engine, nom bar 4.0 4.2Pressure before engine, alarm. bar 3.5 3.5Pressure before engine, stop bar 2.5 2.5Priming pressure, nom. bar 0.8 0.8Priming pressure, alarm bar 0.5 0.5Temperature before engine, nom. 6) °C 63 (77) 63 (77)Temperature before engine, alarm 6) °C 80 (90) 80 (90)Temperature after engine, abt. 6) °C 81 (84) 81 (84)
38 Marine Project Guide WV32 - 2/1997
3. Technical data
Wärtsilä Vasa 18V32 D E
Engine speed RPM 720 750 720 750
Pump capacity (main), direct driven m³/h 123 128 123 128Pump capacity (main), separate m³/h 120 125 120 125Pump capacity (priming) 4) m³/h 32.3/39.3 32.3/39.3Oil volume, wet sump, nom. m³ 2.67 2.67Oil volume in separate system oil tank, nom. m³ 9.2 9.2Filter fineness, nominal microns 15 15Filters difference pressure, alarm. bar 1.5 1.5Oil consumption (100% load) abt. 10) g/kWh 0.6 0.8Oil flow trough cooler, max. m³/h 99 103 99 103
Cooling water system
High temperature cooling water systemPressure before engine, nom. bar 2.4 + static 2.4 + staticPressure before engine, alarm bar 1.0 + static 1.0 + staticPressure before engine, max. bar 4.0 4.0Temperature before engine, abt. °C 85 85Temperature after engine, nom. °C 91 91Temperature after engine, alarm °C 100 100Temperature after engine, stop °C 105 105Pump capacity, nom m³/h 210 216 210 216Pump capacity, min. m³/h 195 200 195 200Pressure drop over engine bar 0.4 0.4Water volume in engine m³ 0.84 0.84Pressure from expansion tank bar 0.7...1.5 0.7...1.5Pressure drop over central cooler, max. bar 0.6 0.6Delivery head of stand-by pump bar 2.0 2.0
Low temperature cooling water systemPressure before engine, nom. bar 2.4 + static 2.4 + staticPressure before engine, alarm bar 1.0 + static 1.0 + staticPressure before engine, max. bar 4.0 4.0Temperature before engine, abt. °C 25 25Temperature before engine, max. °C 38 38Temperature before engine, min. °C 25 25Temperature after engine, min. 6, 7) °C 35 (65) 35 (65)Pump capacity, nom. m³/h 210 216 210 216Pump capacity, min. m³/h 195 200 195 200Pressure drop over charge air cooler bar 0.1 0.1Pressure drop over oil cooler bar 0.8 0.8Pressure drop over central cooler, max. bar 0.6 0.6Pressure from expansion tank bar 0.7...1.5 0.7...1.5Delivery head of stand-by pump bar 2.0 2.0
Starting air systemAir pressure, nom. bar 30 30Air pressure, min. (20°C) bar 10 10Air pressure, max. bar 30 30Air pressure, alarm bar 18 18Air consumption per start (20°C) 8) Nm³ 1.0 1.0
1) If priming pump is connected, 400 RPM
2) At an ambient temperature of 25°C.
3) The figures are without margins at 100% load and constant speed.
4) Capacities at 50 and 60 Hz respectively.
5) According to ISO 3046/l, lower calorific value 42700 kJ/kg, at constant engine speed, with engine driven pumps.Tolerance +5%.
6) The figures in brackets apply to low load, for engines with load dependent temperature control of the cooling water.
7) Including lubricating oil cooler.
8) At remote and automatic starting, the consumption is 2...3 times higher.
9) At constant speed. Figures in brackets at speed according to propeller curve.
10) Tolerance +0.3 g/kWh.
Subject to revision without notice.
Marine Project Guide WV32 - 2/1997 39
3. Technical data
Wärtsilä Vasa 18V32 LN D LN E
Engine speed RPM 720 750 720 750
Engine output kW 6660 6750 7290 7380Engine output HP 9060 9180 9910 10040Cylinder bore mm 320 320Stroke mm 350 350Swept volume dm³ 506.7 506.7Compression ratio 13.8:1 13.8:1Compression pressure, max. bar 120 130Firing pressure, max. bar 155 165Charge air pressure bar 2.35 2.4 2.6 2.65Mean effective pressure bar 21.9 21.3 24.0 23.3Mean piston speed m/s 8.4 8.75 8.4 8.75Idling speed 1) RPM 500 500
Combustion air systemFlow of air at 100% load kg/s 13.4 14.1 14.7 15.2Ambient air temperature, max. °C 45 45Air temperature after air cooler °C 40...70 40...70Air temperature after air cooler, alarm °C 70 70Air temperature after air cooler, stop or slowdown °C 80 80
Exhaust gas systemExhaust gas flow (100% load) kg/s 13.8 14.5 15.1 15.6
( 85% load) kg/s 12.3 12.8 13.3 13.9( 75% load) kg/s 11.4 11.9 12.3 12.8( 50% load) kg/s 8.2 8.7 9.0 9.4
Exhaust gas temperature after turbocharger(100% load) 2) °C 322 317 330 325( 85% load) 2) °C 315 310 320 315( 75% load) 2) °C 313 308 316 311( 50% load) 2) °C 309 305 312 307
Exhaust gas temperature after cylinder, alarm °C 500 500Exhaust gas back pressure, recommended max. bar 0.03 0.03Exhaust gas pipe diameter, min. (common) mm 1000 1000Exhaust gas pipe diameter, (outlet) mm 2 x 700 2 x 700
Heat balance 3)Effective output kW 6660 6750 7290 7380Lubricating oil kW 711 735 752 776Jacket water kW 1287 1275 1413 1400Charge air kW 1815 1938 2134 2241Exhaust gases kW 4357 4496 4895 4982Radiation kW 258 258 291 290
Fuel systemPressure before built-on feed pump, nom. bar 4 4Pressure before built-on feed pump, max. bar 5 5Pressure before built on feed pump, min. bar 3 3Pressure before injection pumps bar 6 6Pump capacity (built-on feed pump) 4) m³/h 4.2/5.2 4.2/5.2Fuel consumption (100% load) 5) g/kWh 182 184 185 186
( 75% load) 5) g/kWh 186 187 186 187( 50% load) 5) g/kWh 192 194 192 194
Leak fuel quantity, clean fuel (100% load) kg/h 6.0 6.0
Lubricating oil systemPressure before engine, nom bar 4.0 4.2Pressure before engine, alarm. bar 3.5 3.5Pressure before engine, stop bar 2.5 2.5Priming pressure, nom. bar 0.8 0.8Priming pressure, alarm bar 0.5 0.5Temperature before engine, nom. 6) °C 63 (77) 63 (77)Temperature before engine, alarm 6) °C 80 (90) 80 (90)Temperature after engine, abt. 6) °C 81 (84) 81 (84)
40 Marine Project Guide WV32 - 2/1997
3. Technical data
Wärtsilä Vasa 18V32 LN D LN E
Engine speed RPM 720 750 720 750
Pump capacity (main), direct driven m³/h 123 128 123 128Pump capacity (main), separate m³/h 120 125 120 125Pump capacity (priming) 4) m³/h 32.3/39.3 32.3/39.3Oil volume, wet sump, nom. m³ 2.67 2.67Oil volume in separate system oil tank, nom. m³ 9.2 9.2Filter fineness, nominal microns 15 15Filters difference pressure, alarm. bar 1.5 1.5Oil consumption (100% load) abt. 10) g/kWh 0.6 0.8Oil flow trough cooler, max. m³/h 99 103 99 103
Cooling water system
High temperature cooling water systemPressure before engine, nom. bar 2.4 + static 2.4 + staticPressure before engine, alarm bar 1.0 + static 1.0 + staticPressure before engine, max. bar 4.0 4.0Temperature before engine, abt. °C 85 85Temperature after engine, nom. °C 91 91Temperature after engine, alarm °C 100 100Temperature after engine, stop °C 105 105Pump capacity, nom m³/h 210 216 210 216Pump capacity, min. m³/h 195 200 195 200Pressure drop over engine bar 0.4 0.4Water volume in engine m³ 0.84 0.84Pressure from expansion tank bar 0.7...1.5 0.7...1.5Pressure drop over central cooler, max. bar 0.6 0.6Delivery head of stand-by pump bar 2.0 2.0
Low temperature cooling water systemPressure before engine, nom. bar 2.4 + static 2.4 + staticPressure before engine, alarm bar 1.0 + static 1.0 + staticPressure before engine, max. bar 4.0 4.0Temperature before engine, abt. °C 25 25Temperature before engine, max. °C 38 38Temperature before engine, min. °C 25 25Temperature after engine, min. 6, 7) °C 35 (65) 35 (65)Pump capacity, nom. m³/h 210 216 210 216Pump capacity, min. m³/h 195 200 195 200Pressure drop over charge air cooler bar 0.1 0.1Pressure drop over oil cooler bar 0.8 0.8Pressure drop over central cooler, max. bar 0.6 0.6Pressure from expansion tank bar 0.7...1.5 0.7...1.5Delivery head of stand-by pump bar 2.0 2.0
Starting air systemAir pressure, nom. bar 30 30Air pressure, min. (20°C) bar 10 10Air pressure, max. bar 30 30Air pressure, alarm bar 18 18Air consumption per start (20°C) 8) Nm³ 1.0 1.0
1) If priming pump is connected, 400 RPM
2) At an ambient temperature of 25°C.
3) The figures are without margins at 100% load and constant speed.
4) Capacities at 50 and 60 Hz respectively.
5) According to ISO 3046/l, lower calorific value 42700 kJ/kg, at constant engine speed, with engine driven pumps.Tolerance +5%.
6) The figures in brackets apply to low load, for engines with load dependent temperature control of the cooling water.
7) Including lubricating oil cooler.
8) At remote and automatic starting, the consumption is 2...3 times higher.
9) At constant speed. Figures in brackets at speed according to propeller curve.
10) Tolerance +0.3 g/kWh.
Subject to revision without notice.
Marine Project Guide WV32 - 2/1997 41
3. Technical data
4. Description of the engine
4.1. Wärtsilä Vasa 32 D & E
Engine block
The engine block, made of Meehanite cast iron (GD-J), iscast in one piece for all cylinder numbers. It incorporatesthe jacket water manifold, the camshaft bearing hous-ings and the charge air receiver. In V-engines the chargeair receiver is located between the cylinder banks. Thecrankshaft is mounted in the engine block in an un-derslung way.
The bearing caps, made of nodular cast iron, are fixedfrom below by two hydraulically tensioned screws. Theyare guided sideways by the engine block at the top aswell as at bottom. Hydraulically tensioned horizontal sidescrews at the lower guiding provide a very rigid crank-shaft bearing.
A hydraulic jack, supported in the oil sump, offers thepossibility to lower and lift the main bearing caps, e.g.when inspecting the bearings. Lubricating oil is led to thebearings and piston thourgh this jack. A combined fly-wheel/thrust bearing is located at the driving end of theengine.
The oil sump, a light welded design, is mounted on theengine block from below and sealed by O-rings. The oilsump is available in two alternative designs, wet or drysump, depending on the type of application. The wet oilsump comprises, in addition to a suction pipe to the lubeoil pump, also the main distributing pipe for lube oil aswell as suction pipes and a return connection for theseparator. The dry sump is drained at either end (freechoice) to a separate system oil tank.
The holding down bolts are hydraulically tightened in or-der to facilitate the engine installation.
Crankshaft
The crankshaft is forged in one piece. The connectingrods, at the same crank in the V-engines, are arrangedside-by-side in order to achieve as vast standardizationas possible of the in-line and V-engine details. For thesame reason the diameters of the crank pins and jour-nals are equal irrespective of the cylinder number.
The crankshaft is fully balanced to counteract bearingloads from eccentric masses. If necessary, it is providedwith a torsional vibration damper at the free end of theengine. Full output can be taken off at the free end.
Connecting rod
The connecting rods are forged and machined of alloysteel. The big end is split diagonally to allow removal ofpiston and connecting rod parts. Two connecting rodbolts are hydraulically tightened by means of the sametool which is used for the side screws of the main bearingcap and the holding down bolts of the engine. The gudg-eon pin bearing is of the same tri-metal design as the bigend bearing. Oil is led to the gudgeon pin bearing andpiston through a bore in the connecting rod.
Main bearings and big end bearings
The main bearings and big end bearings are either of tri-metal design with steel back, lead-bronze lining and asoft running layer, or of the bi-metal design with steelback and a tin-aluminium running layer.
Cylinder liner
The cylinder liners are centrifugally cast of special al-loyed cast iron. The top collar of the cylinder liner is pro-vided with bore cooling for efficient control of the linertemperature. The liner is equipped with an anti-polishingring, preventing bore polishing.
Piston
The piston is of the composite type with steel top andnodular cast iron skirt. The piston skirt/cylinder liner is lu-bricated by a piston skirt lubricating system featuring fourlubricating bores in a groove on the piston skirt. The pis-ton top is cooled by means of “the shaker effect”. The pis-ton ring grooves are hardened.
Piston rings
The piston ring set consists of three chromium-platedcompression rings and one spring-loaded oil scraperring with chromium-plated edges.
4. Description of the engine
42 Marine Project Guide WV32 - 1/1997
Cylinder head
The cylinder head is made of grey cast iron. The flameplate is relatively thin and is cooled efficiently with coolingwater.
The mechanical load is absorbed by a strong intermedi-ate deck which together with the upper deck and the sidewalls forms a box section.
The cylinder head is mounted on the engine block withfour hydraulically tensioned cylinder head studs. The ex-haust valve seats are directly water cooled.
Camshaft and valve mechanism
The cams are integrated in the drop forged shaft mate-rial. The bearing journals are made in separate pieceswhich are fitted to the camshaft pieces with flange con-nections. This solution allows sideways removal of thecamshaft pieces. The bearing housings are intergratedin the engine block casting. The camshaft bearings areinstalled and removed with a hydraulic tool. The cham-shaft covers, one for each cylinder, seal against the en-gine block with a closed sealing profile.
The valve tappets are of the piston type with a certain sel-fadjustment of roller against cam to give an even distribu-tion of the contact pressure. The valve springs togetherwith the tappet spring make the roller follow the cam con-tinuously.
Camshaft drive
The camshafts are driven by the cranskshaft through agear train. The driving gearwheel is fixed to the crank-shaft by flange connections.
Turbocharging and charge air cooling
In-line engines have one turbocharger and V-engineshave one charger per cylinder bank. The turbocharger(s)can be placed either at the driving end or at the free end.For cleaning of the turbocharger during operation thereis, as standard, a water washing device for the air sideand the exhaust side. The air coolers are of the inserttype and fitted into a housing. The inserts are easy to re-move for cleaning of the air side, and the water side is ac-cessible by removing the end of the cooler insert.
Injection equipment
The injection pumps are one-cylinder pumps with built-intappets. The delivery commencement is carefully ad-justed by the manufacturer; the tolerances of the engineblock and the camshaft are eliminated by a plate, cali-brated by the engine manufacturer. Therefore, it is possi-ble to change an injection pump without readjusting thestart of delivery. The injection pumps are of the flow-through type for heavy fuel operation.
The injection valve is centrally located in the cylinderhead and the fuel supply is through a high pressure con-nection screwed into the nozzle holder. The injectionpipe between the injection pump and the high pressureconnection has a double wall design.
Exhaust pipes
The exhaust pipes are of nodular cast iron. The connec-tions are of the clamp ring type. The complete exhaustsystem is enclosed in an insulating box consisting of eas-ily removable plates supported by a pipe frame. Mineralwool is the insulating material.
4.2. Wärtsilä Vasa 32 D & E Low NOX
The engine description in 4.1. is also valid for the Wärt-silä Vasa 32 Low NOX versions with the following excep-tions:
Connecting rod
The connecting rod is of a three-piece design, whichgives a minimum dismantling height and enables the pis-ton to be dismounted without opening the big end bear-ing.
The connecting rod is of forged alloy steel and machinedwith round sections. All connecting rod studs are hydrau-lically tightened. The gudgeon pin bearing is of tri-metaltype.
Piston rings
The piston ring set consists of two chromium-platedcompression rings and one spring-loaded oil scraperring with chromium-plated edges.
Marine Project Guide WV32 - 2/1997 43
4. Description of the engine
5. Fuel system
5.1. General
The engine is designed for continuous heavy fuel opera-tion. It is, however, possible to operate the engine also ondiesel fuel without any alterations.
The engine can be started and stopped on heavy fuelprovided that the engine and fuel system are preheatedto operating temperature.
5.2. Internal fuel system on the engine
Depending on the engine and type of application the fuelsystem built on the engine can vary somewhat in design.
Usually the following equipment is built on the engine:
• heavy fuel injection pumps
• injection valves
• fine filter of duplex type with replaceable paper car-tridges (not on V-engines)
• electrically driven fuel feed pump with safety valve andpump by-pass line with non-return valve (not on V-engines)
• pressure control valve in the outlet pipe
For single engine installations the electrically driven fuelfeed pump is normally omitted.
Leak fuel from the nozzles is drained to atmosphericpressure (the clean leak fuel system). Clean leak fuel canbe pumped back to the day tanks without treatment. Con-cerning quantity of leak fuel, see Technical data. Possi-ble leak fuel from broken injection pipes or fuel spilled outin the hotbox (the “dirty” leak fuel system) is drainedthrough a separate system and shall be led to a sludgetank.
5.3. Design of the external fuel system
General
The design of the external fuel system may vary fromship to ship but every system should provide wellcleaned fuel with the correct temperature and pressureto each engine. When using heavy fuel it is most impor-tant that the fuel is properly cleaned from solid particlesand water. In addition to the harm poorly centrifuged fuelwill do to the engine, high content of water may cause bigproblems for the fuel feed system. For the feed system,well-proven components should be used.
The fuel treatment system should comprise a settlingtank and separators to supply the engine(s) with suffi-ciently clean fuel. When operating on heavy fuel the di-mensioning of the separators is of greatest importance
and therefore the recommendations for the design of theseparators should be closely followed.
In multi-engine installations, the following main princi-ples should be followed when dimensioning the fuel sys-tem:
• Recommended maximum number of engines con-nected in parallel to the same fuel feed system is three.
• For main engines, separate fuel feed circuits are rec-ommended for each propeller shaft (two-engine instal-lations); in four-engine installations so that one fromeach shaft is fed from the same circuit.
• Main and auxiliary engines are recommended to beconnected to separate circuits.
Tank heating
In ships intended for operation on heavy fuel, steam orthermal oil, heating coils must be installed in the bunkertanks. In cargo vessels, fuel heating is usually one of themost important items to consider when evaluating theheating requirements.
All heat consumers should be considered:
• bunker tanks
• day and settling tanks
• trace heating
• fuel separators
• fuel booster modules
The heating requirement of tanks is calculated from themaximum heat losses from the tank and from the re-quirement of raising the temperature by typically 1°C/h.The heat loss can be assumed to the 15 W/m²°C be-tween tanks and shell plating against the sea and 3W/m²°C between tanks and cofferdams. The heat ca-pacity of fuel oil can be taken as 2 kJ/kg°C.
For pumping, the temperature of fuel storage tanks mustalways be maintained 5 - 10°C above the pour point -typically at 35 - 40°C. The heating coils can be designedfor a temperature of 50°C.
The day amd settling tank temperatures are usually inthe range 50 - 70°C. A typical heating capacity is 12 kWeach.
Trace heating of insulated fuel pipes requires about1.5 W/m²°C. The area to be used is the total externalarea of the fuel pipe.
Fuel separators require typically 7 kW/installed engineMW and booster units 30 kW/installed engine MW. Seealso formulas presented later in this chapter.
5. Fuel system
44 Marine Project Guide WV32 - Issue 1/1997
Internal fuel system (4V76F1380a)
Marine Project Guide WV32 - Issue 2/1997 45
5. Fuel system
System components
01 Fuel feed pump, electrically driven02 Duplex fine filter03 Injection pump04 Injection valve05 Pressure regulating valve06 Bypass non-return valve07 Alarm switch, fuel pipe leakage08 Alarm switch, broken injection pipe
Pipe connentions, engine
101 Fuel inlet102 Fuel return103 Leak fuel drain, clean fuel104 Leak fuel drain, dirty fuel
Pipe dimensions
Engine 101 102 103 1044 - 9R32 OD28 OD28 OD22 OD2212 - 18V32 OD32 OD32 OD22 OD22
In-line engines V-engines
101 Ermeto, PN100 Flange, PN16102 DN 2353, PN100 Flange, PN16103 DIN 2391, - DIN 2391, -104 DIN 2391, - DIN 2391, -
FUEL TRANSFER AND SEPARATING SYSTEM
Heavy fuel (residual, and mixtures of residual and distil-late) must be cleaned in an efficient centrifugal separatorbefore entering the day tank. In case pure distillated fuelis used, centrifuging is still recommended as fuel may becontaminated in the storage tanks. The rated capacity ofthe separator may be used provided the fuel viscosity isless than 12 cSt at centrifuging temperature. Marine GasOil viscosity is normally less than 12 cSt/15°C.
Separator mode of operation
Two separators, both of the same size, should be in-stalled. The capacity of one separator must be sufficientfor the total fuel consumption. The other (standby) sepa-rator should also be in operation all the time.
It is recommended that conventional separators withgravity disc are arranged for operation in series, the firstas a purifier and the second as a clarifier. This arrange-ment can be used for fuels with a viscosity up to max.about 991 kg/m³ at 15°C.
Separators with controlled discharge of sludge (withoutgravity disc) operating on a continuous basis can handlefuels with a viscosity exceeding 991 kg/m³ at 15°C. In thiscase the main and standby separators should be run inparallel.
For pure distillate fuel, a separate purifier should be in-stalled.
SEPARATING SYSTEM COMPONENTS
Day tank, heavy fuel
See Feed system
Settling tank, heavy fuel
The settling tank is usually dimensioned to ensure fuelsupply for min. 24 operating hours when filled to maxi-mum. The tank should be designed to provide an efficientsludge and water rejecting effect. The tank must be pro-vided with a heating coil and should be well insulated.
To ensure constant fuel temperature at the separator,the settling tank temperature should be kept stable. Thetemperature in the settling tank should be between 50 -70°C.
The min. level in the settling tank should be kept high.This ensures that the temperature will not decrease toomuch when the tank is filled up with cold bunker.
Suction strainer, separator feed pump
A suction strainer shall be fitted to protect the feed pump.The strainer should be equipped with a heating jacket incase the installation place is cold. The strainer can be ei-ther a duplex filter with change over valves or two sepa-rate simplex strainers. The design of the strainer shouldbe such that air suction cannot occur.
• fineness 0.5 mm
Feed pump, separator
The use of a high temperature resistant screw pump isrecommended. The pump should be separate from theseparator and electrically driven.
Design data:
The pump should be dimensioned for the actual fuelquality and recommended throughput of the separator.The flow rate through the separators should, however,not exceed the maximum fuel consumption by more than10%. No control valve should be used to reduce the flowof the pump.
• operating pressure, max. 5 bar
• operating temperature 100°C
• viscosity for dimensioningof the electric motor 1000 cSt
Preheater, separator
The preheater is dimensioned according to the feedpump capacity and a given settling tank temperature.The heater surface temperature must not be too high inorder to avoid cracking of the fuel. The heater should bethermostatically controlled for maintaining the fuel tem-perature within ± 2°C. The recommended preheatingtemperature for heavy fuel is 98°C.
Design data:
The required minimum capacity of the heater is:
P kW =m l / h t C
1700
m = capacity of the separator feed pump
t = temperature rise in heater
For heavy fuels t = 38°C can be used, i.e. a settling tanktemperature of 60°C.
Fuels having a viscosity higher than 5 cSt at 50°C needpreheating before the separator.
5. Fuel system
46 Marine Project Guide WV32 - Issue 1/1997
Transfer and separating system (3V69E0581)
System components
10 Settling tank11 Suction filter12 Feed pump13 Heater14 Separator
15 Transfer pump16 Bunker tank17 Overflow tank18 Sludge tank20 Day tank
Marine Project Guide WV32 - Issue 2/1997 47
5. Fuel system
Separator
The fuel oil separator should be sized according to the rec-ommendations of the separator maker.The maximum service throughput of a separator for thespecific application should be:
Q l / h =P kW b g / kWh 24 h
kg / m t h3in which
P = max. continuous rating of the diesel engine
b = specific fuel consumption + 15% safety margin
= density of the fuel
t = daily separating time for selfcleaning separator(usually = 23 h or 23.5 h)
This maximum service throughput of the separator de-pends on the type of HFO. It is typically expressed as apercentage of the nominal capacity of the separator.
Fuel viscosity(cSt at 50°C)
Max.service throughput(% of nominal capacity)
700380180
162640
The percentage can vary according to fuel type andseparator make. For final dimensioning the separatormaker should be consulted.
For MDO (max viscosity 11 cSt at 50°C) a flow rate of80% and a preheating temperature of 45°C are recom-mended.
The flow rates recommended for the separator and thegrade of fuel in use must not be exceeded. The lowerthe flow rate the better the separation efficiency.
Suitable Alfa Laval and Westfalia separators are pre-sented in the tables above.
Sludge tank, separator
The sludge tank should be placed below the separatorsas close as possible. The sludge pipe should be con-tinuously falling without any horizontal parts.
5. Fuel system
48 Marine Project Guide WV32 - Issue 1/1997
Alfa-Laval fuel separators / Engine MCR [MW]
Separator GO MDO Fuel viscosity [cSt/50°C]
60 100 180 380 460 600 700
MMPX 303MMPX 304MOPX 205MOPX 207MOPX 309MOPX 310MOPX 213FOPX 605MFPX 307FOPX 609FOPX 610FOPX 613
5.29.3
17.729.041.960.977.012.227.341.641.663.9
4.88.1
15.325.035.952.458.112.227.341.641.663.9
3.25.6
10.517.725.436.740.7
9.220.631.531.548.3
3.05.2
10.116.924.235.139.1
8.819.830.230.246.2
2.84.88.9
14.921.431.434.7
8.017.626.928.440.3
1.83.06.09.7
14.120.222.6
5.011.317.621.029.4
8.111.717.319.0
4.29.7
14.718.126.9
6.89.7
14.115.7
3.68.0
12.214.722.3
3.27.1
10.913.019.8
Westfalia fuel separators / Engine MCR [MW]
Separator GO MDO Fuel viscosity [cSt/50°C]
60 100 180 380 460 600 700
OCS 4-nn-066/3OCS 4-nn-066/4OCS 4-nn-066/5OSA 7-nn-066/7OSA 7-nn-066/8OSA 20-nn-066/14OSA 20-nn-066/20OSA 20-nn-066/25OSB 30-nn-066/30OSB 35-nn-066/35OSB 35-nn-066/40
6.48.0
10.213.817.327.937.746.657.670.994.9
4.96.28.0
10.614.621.329.339.244.354.573.6
4.96.28.0
10.614.621.329.339.244.354.573.6
4.76.07.7
10.314.220.628.438.042.852.971.3
4.25.36.68.9
12.417.724.833.236.846.662.1
2.63.14.05.37.3
10.614.819.522.027.937.2
2.02.43.14.35.88.6
11.815.717.822.329.7
1.62.02.53.54.67.19.3
12.414.017.823.5
1.41.72.33.14.26.28.4
11.312.615.721.3
In the above table: Substitute -nn- by -02-(varizone 991 kg/m³) or by -0136- (Unitrol 1010 kg/m³)
FUEL FEED SYSTEM
General
In-line Vasa 32 engines are usually provided with a built-on electrically driven fuel feed pump. For V-engines apump should be installed in the external system for eachengine.For heavy fuel operation a pressurized fuel feed systemshould be installed. The overpressure in the system en-sures proper operation of the circulation and injectionpumps and prevents the formation of gas bubbles in thereturn lines from the engines. For fuels with a viscositybelow 115 cSt/50°C a system with an open deaerationtank can be considered if the tanks can be located highenough to prevent cavitation of the fuel circulation pump.The heavy fuel pipes should be properly insulated andequipped with trace heating if the viscosity of the fuel is180 cSt/50°C or higher. It should be possible to shut offthe heating of the pipes, when running on MDO.
SYSTEM COMPONENTS
Day tank, heavy fuel
The heavy fuel day tank is usually dimensioned to ensurefuel supply for about 24 operating hours when filled tomaximum. The design of the tank should be such thatwater and dirt particles do not collect in the suction pipe.The tank has to be provided with a heating coil andshould be well insulated. Maximum recommended vis-cosity in the day tank is 140 cSt. Due to the risk of wax for-mation, fuels with a viscosity lower than 50 cSt/50°Cmust be kept at higher temperatures than the viscositywould require.
Fuel viscosity[cSt at 50°C]
Minimum day tanktemperature [°C]
700380180
656055
The tank and pumps should be placed so that a positivestatic pressure of 0.3...0.5 bar is obtained on the suctionside of the pumps.
Day tank, diesel fuel
The diesel fuel day tank is dimensioned to ensure a fuelsupply for 12 - 14 operating hours when filled to maxi-mum.
Black-out start
In installations where standby generating sets are fedfrom the diesel fuel day tank sufficient fuel pressure for asafe start must also be ensured in the case of a black-out.This can be done with
• a gravity tank min. 15 m above the engine centerline
• a pneumatic emergency pump
• a single phase electric motor driven pump fed from anemergency supply
Suction strainer
A suction strainer with a fineness of 0.5 mm should be in-stalled for protecting the feed pumps. The strainershould be equipped with jacket heating.The strainer may be either of the duplex type withchangeover valves or have two simplex strainers in par-allel. The design should prevent air suction.
Feed pump
The feed pump maintains the pressure in the fuel feedsystem. A high temperature resistant screw pump is rec-ommended.
Design data:
• capacity to cover the total consumption of the enginesand flushing of the automatic filter
• operating pressure 6 bar
• operating temperature 100°C
• viscosity (for dimensioningthe electric motor) 1000 cSt
Pressure control (overflow) valve
The pressure control valve maintains the pressure in thede-aeration tank directing the surplus flow to the suctionside of the feed pump.
• set point 3 - 5 bar
Fuel consumption meter
If a fuel consumption meter is required, it should be fittedbetween the feed pumps and the deaeration tank. Anautomatically opening bypass line around the consump-tion meter is recommended to prevent possible clog-ging.
The strainer may be either of duplex type with changeo-ver valves or two simplex strainers in parallel. The designshould be such that air suction in prevented.
De-aeration tank
The volume of the tank should be about 100 l. It shouldbe equipped with a vent valve, controlled by a levelswitch. It should also be insulated and equipped with aheating coil. The vent pipe should, if possible, be leddownwards, e.g. to the overflow tank.
Marine Project Guide WV32 - Issue 2/1997 49
5. Fuel system
Circulation pump
The purpose of this pump is to maintain a pressure of 6 barat the injection pumps. It also circulates the fuel in the sys-tem to maintain the viscosity and keep the piping and injec-tion pumps at operating temperature when the engine feedpumps are not in operation and works as a stand-by pumpin the event that the engine feed pumps.
Design data:
• Min. capacity same as the sum of the engine mountedpumps and the flushing of the automatic filter
• operating pressure 8 bar
• operating temperature 150°C
• viscosity (for dimensioningthe electric motor) 500 cSt
Pressurized fuel feed system, single engine (3V69E0582a)
5. Fuel system
50 Marine Project Guide WV32 - Issue 1/1997
System components
20 Day tank heavy fuel21 Day tank diesel fuel22 Change-over valve23 Suction strainer24 Feed pump25 Strainer26 Flow meter27 De-aeration tank29 Circulation pump30 Heater31 Automatically cleaned fine filter32 Viscosimeter36 Overflow valve37 Leak fuel tank, clean fuel
38 Leak fuel tank, dirty fuel39 Pressure control valve
Pipe connections, engine
101 Fuel inlet102 Fuel return103 Leak fuel drain, clean fuel104 Leak fuel drain, dirty fuel
Pipe dimensions
Engine 101 102 103 1044 - 9R32 OD28 OD28 OD22 OD2212 - 18V32 OD32 OD32 OD22 OD22
Pressurized fuel feed system, auxiliary engines (3V69E0583b)
Marine Project Guide WV32 - Issue 2/1997 51
5. Fuel system
System components
20 Day tank, heavy fuel21 Day tank, diesel fuel22 Change-over valve23 Suction strainer24 Feed pump25 Strainer26 Flow meter27 De-aeration tank29 Circulation pump30 Heater31 Automatically cleaned fine filter32 Viscosimeter33 Suction filter34 Emergency pump35 Filter36 Overflow valve
37 Leak fuel tank, clean fuel38 Leak fuel tank, dirty fuel39 Pressure control valve
Pipe connections, engine
101 Fuel inlet102 Fuel return103 Leak fuel drain, clean fuel104 Leak fuel drain, dirty fuel
Pipe dimensions
Engine 101 102 103 1044 - 9R32 OD28 OD28 OD22 OD2212 - 18V32 OD32 OD32 OD22 OD22
Conventional type fuel feed system (3V69E0584)
5. Fuel system
52 Marine Project Guide WV32 - Issue 1/1997
System components
20 Day tank, heavy fuel21 Day tank, diesel fuel22 Change-over valve23 Suction strainer24 Feed pump26 Fuel consumption meter28 De-aeration tank29 Circulation pump30 Heater31 Automatically cleaned fine filter32 Viscosimeter37 Leak fuel tank, clean fuel38 Leak fuel tank, dirty fuel
Pipe connections, engine
101 Fuel inlet102 Fuel return103 Leak fuel drain, clean fuel104 Leak fuel drain, dirty fuel
Pipe dimensions
Engine 101 102 103 1044 - 9R32 OD28 OD28 OD22 OD2212 - 18V32 OD32 OD32 OD22 OD22
Heater
The heater(s) is dimensioned to maintain an injection vis-cosity of 14 cSt (for fuels with a viscosity higher than 380cSt/50°C, the temperature at the engine inlet should notexceed 135°C), according to the maximum fuel con-sumption and a given tank temperature.
To avoid fuel cracking the surface temperature in theheater must not be too high. The surface power of elec-tric heaters must not be higher than about 1.5 W/cm².The output of the heater is controlled by a viscosimeter.A thermostat control may be fitted as a reserve. The setpoint of the viscosimeter shall be somewhat lower thanthe required viscosity at the injection pumps to compen-sate for losses in the pipes.
Design data:
The required minimum capacity of the heater is:
P [kW] =m [l / h] t [ C]
1700
m = evaluated by multiplying the specific fuel con-sumption of the engines by the total max. output ofthe engines
t = temperature rise, higher with increased fuel vis-cosity.
The following values can be used:
Fuel viscosity[cSt at 50°C]
Temperature rise in heater[°C]
700380180
80 (65 in day tank)75 (60 in day tank)65 (55 in day tank)
To compensate for heat losses due to radiation, theabove values should be increased by 10 % + 5 kW.
Automatically cleaned fine filter
The use of an automatic back-flushing filter is recom-mended, installed between the heaters and the visco-simeter in parallel with an insert filter as the standby half.For back-flushing filters, the circulation pump capacityshould be sufficient to prevent pressure drop during theflushing operation.
Design data:
• fuel oil viscosity acc. to specification
• operating temperature 0 - 150°C
• preheating from 180 cSt/50°C
• flow circulation pumpcapacity
• operating pressure 10 bar
• test pressure:- fuel side 20 bar- heating jacket 10 bar
• fineness:- back-flushing filter: 34 µm (absolute
mesh size)- insert filter: 34 µm (absolute
mesh size)
• maximum recommended pressure drop for normalfilters at 14 cSt:- clean filter 0.2 bar- dirty filter 0.8 bar- alarm 1.5 bar
If a mesh size finer than 25 µm is specified, the automaticfilter must be placed between the feeder pumps and thedeaeration tank to avoid clogging of the filter mesh due tofuel cracking.
Viscosimeter
For the control of the heater(s) a viscosimeter has to beinstalled. A thermostatic control must be fitted, for safetypurposes in the event the viscosimeter is out of order.The viscosimeter design must withstand the pressurepeaks caused by the injection pumps of the diesel en-gine.
Design data:
• viscosity range at injectionpumps 10 - 24 cSt
• operating temperature 180°C
• operating pressure 40 bar
Safety filter
Since no fuel filters are built on the engine, one duplextype safety filter is installed between the booster moduleand the engine. The filter should be located as close tothe engine as possible. A common filter is used for all en-gines and is equipped with an alarm contact for high dif-ferential pressure.
• fineness 34 - 37 m
Leak fuel tank, clean fuel
Clean leak fuel draining from the injection pumps can bereused without repeated treatment. The fuel should bedrained to a separate leak fuel tank and, from there, bepumped to the day tank. Alternatively, the clean leak fueltank can be drained to another tank for clean fuel, e.g.the bunker tank, the overflow tank etc. The pipes fromthe engine to the drain tank must slope continuously andbe provided with trace heating and insulation.
Leak fuel tank, dirty fuel
Under normal operation no fuel should leak out of thedirty system. Fuel is drained only in the event of leakageor similar. The pipes to the sludge tank must be traceheated and insulated.
Marine Project Guide WV32 - Issue 2/1997 53
5. Fuel system
Fuel feed unit (3V60L0791)
5. Fuel system
54 Marine Project Guide WV32 - Issue 1/1997
Fuel feed unit
If required a completely assembled fuel feed unit can besupplied as an option. This unit normally comprises thefollowing equipment:
• two suction strainers
• two booster pumps of the screw type, equipped withbuilt-on safety valves and electric motors
• one pressure control/overflow valve
• one pressurized de-aeration tank, equipped with amanually operated vent valve
• two circulation pumps, same type as above
• two heaters, steam or electric, one in operation, theother in reserve
• one automatic back-flushing filter with a by-pass filter
• one viscometer for control of the heaters
• one steam control valve or control cabinet for electricheaters
• one thermostat for emergency control of the heaters
• one control cabinet with starters for pumps, automaticfilter and viscosimeter
• one alarm panel
The above equipment is built on a steel frame which canbe welded or bolted to its foundation in the ship. All heavyfuel pipes are insulated and provided with trace heating.When installing the unit, only power supply, groupalarms, and fuel, steam and air pipes have to be con-nected.
5.4. Flushing instructions
Before start-up of the diesel engine(s) the external pipingbetween the day tank(s) and the engine(s) must beflushed in order to remove any foreign particles, such aswelding slag.
Disconnect the fuel pipes at the engine inlet and outlet(connections 101 and 102). Install a temporary pipe orhose to connect the supply line to the return line, by-passing the engine.
The piping should be flushed through a flushing filter ofmesh size 34 microns or finer.
The inserts of other filters should be removed. The heat-ers, automatic filters and viscosimeter should be by-passed to prevent permanent damage caused by debrisin the piping. The automatic filter must not be used asflushing filter.
The pump used should be protected by a suctionstrainer. The recommended flushing time is a minimumof 6 hours. During this time the welds in the fuel pipingshould be gently knocked at with a hammer to releaseslag, and the filter inspected and cleaned carefully atregular intervals.
Marine Project Guide WV32 - Issue 2/1997 55
5. Fuel system
With steam heaters With electric heaters
Booster module for engine output of 3, 5, 7 and 12 MW 15 and 18 MW 3, 5, 7 and 12 MW 15 and 18 MW
A HFO inletB Fuel to engineC Drain from unitD Deaeration line to overflow tankF MDO inletH Return from engineK Steam inletL Condensate outletP Sludge from automatic filterR Instrument air inlet
Weight dry kg
DN50DN32
R2"DN32DN50DN32DN32DN32DN50
10 mm2100
DN65DN50
R2"DN50DN65DN50DN32DN32DN50
10 mm2300
DN50DN32
R2"DN32DN50DN32DN32DN32DN50
10 mm2450
DN65DN50
R2"DN50DN65DN50DN32DN32DN50
10 mm2650
Counterflanges DIN 2633 or DIN 2576, NP16, included
6. Lubricating oil system
6.1. Internal lubricating oil system
Dependent on the type of engine and application the lu-bricating oil system built on the engine can vary some-what in design. The normal system for the 32 in-lineengine is a circulating system, including main and prelu-bricating oil pump, oil cooler, thermostatic valve and finefilters built on the engine.
On auxiliary engines a wet sump is used.
In main engines designed for heavy fuel operation, drysump is standard. On all 32 V-engines only the lubricat-ing oil pump and the sump are built on the engine whileother components are separate.
Internal lubricating oil system, in-line engines (4V69E0587c)
System components
01 Lubricating oil main pump02 Prelubricating oil pump03 Centrifugal filter04 Oil cooler05 Thermostatic valve06 Fine filter08 Pressure regulating valve09 Shut-off valve, only when stand-by pump is
installed10 Non return valve11 Valve arrangement
Pipe connections, engine
202 Lubricating oil outlet (from oil sump)207 Lubricating oil to el. driven pump208 Lubricating oil from el. driven pump213 Lubricating oil from separator and filling (if wet sump)214 Lubricating oil to separator and drain (if wet sump)
Pipe dimensions
Engine 202 207 208 213 2144-6R32 DN150 DN80 DN65 DN40 DN408-9R32 DN150 DN100 DN80 DN40 DN40
202 Flange, PN10207 DIN 2576, PN10208 DIN 2576, PN10213 DIN 2576, PN10214 DIN 2576, PN10
6. Lubricating oil system
56 Marine Project Guide WV32 - 1/1997
Internal lubricating oil system, V-system (4V69E0588a)
Marine Project Guide WV32 - 2/1997 57
6. Lubricating oil system
System components
01 Lubricating oil main pump03 Centrifugal filter08 Pressure regulating valve09 Shut-off valve, only when stand-by pump installed10 Non-return valve
Pipe connections, engine
201 Lubricating oil inlet202 Lubricating oil outlet (if dry sump)203 Lubricating oil to engine driven pump204 Lubricating oil from engine driven pump205 Lubricating oil to priming pump207 Lubricating oil to el. driven pump213 Lubricating oil from separator and filling (if wet sump)214 Lubricating oil to separator and drain (if wet sump)
Pipe dimensions
Engine 201 202 203 204 205 207 213 214
12-18V32 DN100 DN150 DN125 DN100 DN80 DN125 DN40 DN40
201 DIN 2576, PN10202 Flange, PN10203 DIN 2576, PN10204 DIN 2576, PN10205 DIN 2576, PN10207 DIN 2633, PN10213 DIN 2576, PN10214 DIN 2576, PN10
6.2. Design of the external lubricating oil
system
Each engine should have a lubricating oil system of itsown.
Lubricating oil pump
The direct driven lubricating oil pump is of the gear type,for four and six cylinder engines of the two-wheel typeand for the other cylinder numbers of the three-wheeltype. The pump is dimensioned to provide sufficient floweven at low speeds and is equipped with an overflowvalve which is controlled from the oil pressure in the inletpipe.
If necessary, the engine is provided with pipe connec-tions for a separate, motor driven stand-by pump. Con-cerning flow rates and pressure, see Technical Data.The suction height of the pump should not exceed 5 m.
Prelubricating pump
The prelubricating pump is a motor driven screw pumpequipped with a safety valve. The pump is used for:
• Filling of the diesel engine lubricating oil system beforestarting e.g. when the engine has been out of operationfor a long time
• Continuous prelubrication of a stopped diesel enginethrough which heavy fuel is circulating
• Continuous prelubrication of stopped diesel engine(s)in a multi-engine installation always when one of theengines in running
• Providing additional capacity to the direct driven lubri-cating oil pump in installations where the diesel enginespeed drops below a certain value. In these cases, thepump should start and stop automatically on signalsfrom the speed measuring system.
In V-engines which have no built-on prelubricating oilpump, the prelubrication should be arranged by meansof an external pump or the stand-by pump operating atreduced speed.
Concerning flows and pressure, see Technical Data. Thesuction height of the built-on prelubricating pump shouldnot exceed 3.5 m.
Lubricating pump, stand-by
The stand-by lubricating oil pump can be of gear or screwtype and should be provided with a pressure controlvalve.
Design data:
• Capacity see Technical Data
• Operating pressure max. 8 bar
• Operating temperature max. 100°C
Separator
The separator should be dimensioned for continuouscentrifuging. Main engines as well as auxiliary enginesoperating on heavy fuel should have continuous centri-fuging of the lubricating oil, either according to the by-pass or batch principles. Auxiliary engines operating onfuels having a viscosity of max. 380 cSt/50°C may haveintermittent separation, with separation of a stopped en-gine. Alternatively, the used oil can be drained to a tank,from where it is separated to a storage tank for used oil.Three auxiliary engines can have a common separator.Installations with more than three auxiliary enginesshould have two separators. The separators should pref-erably be of a type with controlled discharge of the bowlto minimize the lubricating oil losses.
Design data:
• Flow through the separator inrelation to rated capacity 22 - 25%
• Rate of circulation of theentire oil volume in 24 hours 4 - 5 (not valid
for wet sump)
• Centrifuging temperature 90 - 95°C
• System tank oil volume see TechnicalData
The following rule, based on the above data and a sepa-ration time of 23 h/day, can be used for estimating thenominal capacity of the separator:
Vnom (l/h) = 1.2 - 1.5 P (kW)
P = total engine output
58 Marine Project Guide WV32 - 2/1997
6. Lubricating oil system
Suitable Alfa-Laval and Westfalia separators are pre-sented in the tables below:
Alfa-Laval lubricating oil separators
Separator Engine MCR [MW]
GO MDO HFO
MMPX 303MMPX 304MOPX 205MOPX 207MOPX 309MOPX 310MOPX 213LOPX 705LOPX 707LOPX 709LOPX 710LOPX 713
2.23.66.7
11.116.123.926.1
6.511.820.625.338.2
1.72.76.08.3
12.117 .919.6
4.88.7
15.218.728.3
1.32.24.06.79.7
14.315.7
3.97.1
12.515.423.2
Westfalia lubricating oil separators
Separator Engine MCR [MW]
GO MDO HFO
OSC 4-02-066/3OSC 4-02-066/4OSC 4-02-066/5OSA 7-02-066/7 &OSA 7-96-066/7OSA 7-02-066/8 &OSA 7-96-066/8OSA 20-02-066/14 &OSA 20-96-066/14OSA 20-02-066/20 &OSA 20-96-066/20OSA 20-02-066/25 &OSA 20-96-066/25OSB 30-02-066/30 &OSB 30-96-066/30OSB 35-02-066/35 &OSB 35-96-066/35OSB 35-02-066/40 &OSB 35-96-066/40
2.93.54.46.3
8.4
12.7
17.3
23.0
26.5
32.5
43.8
2.22.63.3
4.ss8
6.3
9.5
13.0
17.3
19.9
24.4
32.8
1.72.12.73.8
5.0
7.6
10.4
13.8
15.9
19.5
26.3
Separator pump
The separator pump can be driven directly by the separa-tor or by an electric motor. The flow should be adapted toachieve the above mentioned optimum.
Preheater
The preheater can be a steam or an electric heater. Thesurface temperature of the heater must not be too high inorder to avoid coking of the oil.
Design data:
• For main engines with centrifuging during operation,the heater should be dimensioned for this operatingcondition. The temperature in the separate system oiltank in the ship’s bottom is normally 65 - 75°C.
• For auxiliary engines with centrifuging when the en-gine is not operating, the heater should be dimen-sioned large enough to allow centrifuging at theoptimal rate of the separator without a heat supply fromthe diesel engine.
Lubricating oil storage tank
In engines with a wet sump system, the lubricating oil canbe filled into the engine through the filling hole in thecrankcase cover, with a hand oil can, or through theseparator pipe. The system should allow measurementof the filled oil volume.
Valve system
In auxiliary engines with wet sump operation and a com-mon separator, the standard engine is delivered with in-terconnected valves to make a replacement of flexibleconnections possible without draining the oil sump. Nor-mally these valves will be open. The valves in the outsidepipes have to be closed and opened when the oil is cen-trifuged.
Automatic filter
In order to extend the operating time of the cartridges ofthe built-on lubricating oil filters in the main engines, anautomatic filter in series with the cartridge type filter isrecommended.
Design data:
• Lubricating oil viscosity SAE 40 (SAE 30)
• Operating pressure, max. 8 bar
• Test pressure, max. 12 bar
• Operating temperature, max. 100°C
• Fineness 35 µm (absolutemesh size)
• Max. recommended pressuredrop for normal filters:- dirty filter 1.0 bar- alarm 1.5 bar
Marine Project Guide WV32 - 2/1997 59
6. Lubricating oil system
Suction strainer
If necessary, a suction strainer completed by magneticbars can be fitted in the suction pipe to protect the lubri-cating oil pump. The suction strainer as well as the suc-tion pipe diameter should be amply dimensioned tominimize the flow loss. The suction strained should al-ways be provided with alarm for high differential pres-sure.
• Fineness 0.5 - 1.0 mm
System oil tank (separate)
The engine dry sump has two drain outlets at each end.On V-engines both outlets should be used. The pipe con-nection between the sump and the system oil tank shouldbe arranged flexible enough to prevent damages due tothermal expansion. The drain pipe from the oil sump tothe system oil tank shall end below the min. oil level andshall not be led to the same place as the suction pipe.The end of the suction pipe should be trumpet-shaped orconical in order to reduce the pressure loss. For thesame reason the suction pipe shall be as short andstraight as possible. Also the suction and return pipes forthe separator should not be located near to each other.Recommendation for the design of the tank is given in thedrawing of the engine room arrangement. The tank mustnot be placed so that the oil is cooled so much that therecommended lubricating oil temperature cannot be ob-tained. A cofferdam between the system oil tank and thehull plating is recommended.
Design data:
• Oil volume 1.2 - 1.5 l/kW
• Tank filling 75 - 80 %
Lubricating oil cooler (R32)
The lubricating oil cooler, normally mounted on all in-lineengines, is of the tube type with a direct acting, built-onthermostatic valve.
Lubricating oil cooler (V32)
The lubricating oil cooler for the V-engine is normallymounted separately. The cooler can be of the tube orplate type.
Design data (oil side):
• Flow through cooler see Technical data
• Nominal heat dissipation see Technical data
• Dimensioning heatdissipation 1.1 x Nominal heat
dissipation
• p over cooler oil side, max. 0.8 bar
• p over cooler water side, max. 0.8 bar
• Oil viscosity class SAE 40
• Fresh water temperaturebefore cooler, max. 48 C
• Oil temperature to engineinlet, nominal 63° C
• Operating pressure, max. 8 bar
Thermostatic valve
A thermostatic valve of direct acting type is installed onall in-line engines. For V-engines, the thermostatic valveshall be fitted in the external system.
Design data:
• Inlet oil temperature to bekept constant, set point 63° C
• Operating pressure, max. 8 bar
Lubricating oil fine filter
The lubricating oil fine filter is a filter with replaceable car-tridges of paper, in 4R32 one duplex filter, in other in-lineengines two duplex filters connected in parallel and in V-engines a filter with three or four chambers. The filtersare dimensioned for an operating time of about 1000 hper cartridge when running on heavy fuel.
• Fineness 60 % separation above15 µm at one through-flow
Centrifugal filter
In addition to the full-flow filters, the engines areequipped with centrifugal filters in by-pass.
• Capacity per filter 3.5 m³/h
• Filtering properties down to 1 µm
Starting-up filter
All dry sump engines are provided with a temporary full-flow paper cartridge filter in the oil inlet line to each mainbearing.
60 Marine Project Guide WV32 - 2/1997
6. Lubricating oil system
Lubricating oil system, main engine (3V69E0589c)
Marine Project Guide WV32 - 2/1997 61
6. Lubricating oil system
System components
20 Suction strainer21 Lubricating oil pump, stand-by22 Automatic filter23 Suction strainer24 Separator pump25 Heater26 Separator27 System oil tank28 Sludge tank
Pipe connections, engine
202 Lubricating oil outlet (from oil sump)203 Lubricating oil to engine driven pump205 Lubricating oil to priming pump208 Lubricating oil from el. driven pump209 Lubricating oil to external filter210 Lubricating oil from external filter
Pipe dimensions
Engine 202 203 205 208 209 2104R32 DN150 DN80 DN50 DN65 DN65 DN656R32 DN150 DN80 DN50 DN65 DN65 DN658R32 DN150 DN100 DN65 DN80 DN80 DN809R32 DN150 DN100 DN65 DN80 DN80 DN8012V32 DN150 DN125 DN65 DN100 DN100 DN10016V32 DN150 DN125 DN80 DN100 DN100 DN10018V32 DN150 DN125 DN80 DN100 DN100 DN100
Lubricating oil system, auxiliary engines (3V69E0590b)
System components
23 Suction strainer24 Separator pump25 Heater26 Separator28 Sludge tank29 Renovating tank30 New oil tank31 Renovated oil tank
Pipe connections, engine
213 Lubricating oil from separator and filling214 Lubricating oil to separator and drain215 Lubricating oil filling
Pipe dimensions
Engine 213 214 2154R - 18V32 DN40 DN40 M48 x 2
62 Marine Project Guide WV32 - 2/1997
6. Lubricating oil system
Lubricating oil cooler, V-engines (4V47E0188a)
Marine Project Guide WV32 - 2/1997 63
6. Lubricating oil system
Engine(750 RPM)
Heat to be dis-sipated, P [kW]
Medium Flow[m³/h]
Weight [kg] Coolersize
Dimensions [mm]
Empty Oper. A B C
12V32E
16V32E
18V32E
580
772
857
L.O.F.W.L.O.F.W.L.O.F.W.
7114490
192102216
421
943
977
511
1080
1130
1
2
2
434
273
313
1255
1065
1065
1455
1150
1150
12V32LNE
16V32LNE
18V32LNE
569
759
854
L.O.F.W.L.O.F.W.L.O.F.W.
7114490
192102216
416
943
977
505
1080
1130
1
2
2
428
273
313
1255
1065
1065
1455
1150
1150
Oil = SAE 40Oil temperature after cooler = 63°CMax. pressure drop on oil side = 80 kPaFresh water temperature before cooler = 48°CMax. pressure drop on fresh water side = 80 kPa
6.3. Flushing instructions
Before start up of the diesel engine(s) the external lubri-cating oil piping leading to and from the engine(s) mustbe flushed in order to remove any foreign particles, suchas welding slag.
If an electric motor driven main or stand-by pump is in-stalled, it should be used for the flushing. In case only anengine driven main pump is installed, the ideal is to use atemporary pump of equal capacity as the main pump.Would this not be possible the flushing has to be per-formed using the prelubricating pump.
The circuit is to be flushed drawing the oil from the sumptank pumping it through a flushing oil filter with a meshsize of 34 microns or finer and returning the oil through ahose and the crankcase door to the engine sump.
The flushing pump should be protected by a suctionstrainer. It is recommended to by-pass particularly platetype lubricating oil coolers. This can be done by remov-ing the elements from the thermostatic valve and blindingoff the cooler, provided the valve is fitted close to thecooler.
Automatic lubricating oil filters, if installed, must be by-passed during the first hours of flushing. If the cartridgesof the normal safety or fine filter are used for flushing,these must be replaced before starting up the engine(s).
The flushing is more effective if the lubricating oil isheated and the lubricating oil separators should be in op-eration prior to and during the flushing.
The minimum recommended flushing time is 24 hours.During this time the welds in the lubricating oil pipingshould be gently knocked at with a hammer to releaseslag and the flushing filter inspected and cleaned at regu-lar intervals.
For the flushing either a separate flushing oil or the ap-proved engine oil can be used. If an approved engine oilis used it can be maintained provided that it is separated4 - 5 times over after the flushing has been terminatedand the filter inserts remain clean from any visible con-tamination.
64 Marine Project Guide WV32 - 2/1997
6. Lubricating oil system
7. Cooling water system
7.1. General
Fresh water cools the cylinder, turbocharger charge airand oil. The pH-value and hardness of the cooling watershould be within normal values. The chlorine and sul-phate contents should be as low as possible. To preventrust forming in the cooling water system, an approvedcorrosion inhibitor must be added to the system accord-ing to the instruction manual. The cooling water pipes ofthe engine are made of carbon steel. To allow starting onheavy fuel, the cooling water system shall be preheatedto a temperature as near the operating temperature aspossible, or min. 70°C. Engines in which the full load isapplied immediately after starting should also be pre-heated.
7.2. Internal cooling water system
The proper combustion of heavy fuel at all loads requiresoptimum process temperatures. At high loads, the tem-perature must be low enough to limit thermal load andprevent hot corrosion of the components in the combus-tion chamber. At low loads, the temperature must be highenough to ensure complete combustion and prevent coldcorrosion in the combustion space. This means that theprocess temperature must be raised at low load. This isachieved by using the waste heat of the lube oil to heatthe charge air and by recirculating the jacket cooling wa-ter. The cooling water system comprises a low-temperature (LT) circuit and a high-temperature (HT) cir-cuit. The LT-circuit includes the charge air and lube oilcoolers, while the HT-circuit includes the cylinders andturbocharger.
Usually, the outlet temperature of each circuit is con-trolled by a thermostatic valve. The LT-circuit thermo-static valve has two set points, one for the low load rangeand one for the high load range. The set point is auto-matically changed when the load changes between lowand high, i.e. at about 35% load. Thus the LT-system isprovided with a load dependent temperature control.
The HT-circuit thermostatic valve has only one set point.Control of the inlet temperature is also acceptable and insuch cases a common thermostatic valve and circulatingpump for several engines can be used. The LT-circuitmust have individual pumps for each engine. The LT-and HT-pumps can be either engine-mounted (enginedriven) or separate, electric motor driven.
Engines running on diesel oil only do not need a coolingsystem with load dependent temperature control. A nor-mal central cooling system is acceptable. However, thelow temperature circuit must be provided with an auto-matic temperature control to maintain an inlet tempera-ture of at least 25°C to the charge air cooler.
Marine Project Guide WV32 - 2/1997 65
7. Cooling water system
Internal cooling water system (4V69E0591e)
66 Marine Project Guide WV32 - 2/1997
7. Cooling water system
A Basic engine equipmentB, C and F Optional equipment
Pipe connections, engine
401 HT-water inlet402 HT-water outlet404 HT-water air vent.406 Water from preheater to HT-circuit408 HT-water from stand-by pump451 LT-water inlet452 LT-water outlet454 LT-water air vent457 LT-water from stand-by pump
System components
01 HT-cooling water pump02 LT-cooling water pump03 Charge air cooler04 Lubricating oil cooler06 LT-thermostatic valve09 Turbocharger10 Shut-of valve, only when stand-by pump and 06 are installed
Pipe dimensions
Engine 401 402 404 406 408 451 452 454 457
4R326-9R3212V3216-18V32
DN80DN100DN125DN150
DN80DN100DN125DN150
OD12OD12OD12OD12
DN25*DN25*DN40DN40
DN80DN100DN125DN150
DN80DN100DN125DN150
DN80DN100DN125DN150
M20 x 1.5M20 x 1.5OD12OD12
DN80DN100DN125DN150
* If flexibly mounted OD35
401 DIN 2576, PN10402 DIN 2576, PN10404 DIN 2353, PN100406 R: Flange, PN10 (without pump) DIN 2353, PN10 (with pump)
V: Flange, PN10 (turbocharger at driving end) DIN 2576, PN10 (turbocharger at free end)408 DIN 2576, PN10451 DIN 2576, PN10452 DIN 2576, PN10454 R: Plug
V: DIN 2353, PN100457 R: DIN 2633, PN16
Internal cooling water system, 2-stage air cooler (4V69E0592e)
Marine Project Guide WV32 - 2/1997 67
7. Cooling water system
A Basic engine equipmentB, C and F Optional equipment
Pipe connections, engine
401 HT-water inlet402 HT-water outlet404 HT-water air vent.406 Water from preheater to HT-circuit408 HT-water from stand-by pump451 LT-water inlet452 LT-water outlet454 LT-water air vent457 LT-water from stand-by pump
System components
01 HT-cooling water pump02 LT-cooling water pump03 Charge air cooler04 Lubricating oil cooler06 LT-thermostatic valve07 Charge air cooler (HT)09 Turbocharger10 Shut-of valve, only when stand-by pump and 06 are installed
Pipe dimensions
Engine 401 402 404 406 408 451 452 454 457
4R326-9R3212V3216-18V32
DN80DN100DN125DN150
DN80DN100DN125DN150
OD12OD12OD12OD12
DN25*DN25*DN40DN40
DN80DN100DN125DN150
DN80DN100DN125DN150
DN80DN100DN125DN150
M20 x 1.5M20 x 1.5OD12OD12
DN80DN100DN125DN150
* If flexibly mounted OD35
401 DIN 2576, PN10402 DIN 2576, PN10404 DIN 2353, PN100406 R: Flange, PN10 (without pump) DIN 2353, PN10 (with pump)
V: Flange, PN10 (turbocharger at driving end) DIN 2576, PN10 (turbocharger at free end)408 DIN 2576, PN10451 DIN 2576, PN10452 DIN 2576, PN10454 R: Plug
V: DIN 2353, PN100457 R: DIN 2633, PN16
7.3. Design of the external cooling water
system
The pipe dimensions in the cooling water system shouldbe based on the following maximum water velocities:
• Fresh water, pressure pipe 3.0 m/s
• Fresh water, suction pipe 2.5 m/s
• Sea water, pressure pipe 2.5 m/s
• Sea water, suction pipe 1.5 m/s
Especially the sea water suction pipes should be de-signed and installed to minimize the flow resistance asmuch as possible.
Cooling water system with load dependent
temperature control
The fresh water pipes should also be designed to mini-mize the flow resistance as much as possible. Thesmaller the pressure drop in the pipes the bigger pres-sure drop can be used for the cooler.
Circulating pump, direct driven, LT and HT circuit
The direct driven cooling water pump is of the centrifugaltype and is driven by the engine crankshaft through geartransmission. On request, outlet and inlet connectionsfor a separate stand-by pump can be provided as well asa shut-off valve on the suction side of the built-on pump.
• Material- housing: cast iron- impeller: cast iron or bronze- shaft: stainless steel- sealing: mechanical
• Capacity see Technical Data.
Stand-by circulating water pumps, LT- and HT-
circuit
The pumps should normally be of the centrifugal typeand driven by an electric motor. Concerning capacity,see technical data. The delivery head of the pumpsshould be increased with the actual flow resistance in theexternal pipes and valves.
Sea water pump
The sea water pumps have to be electrically driven. Thecapacity of the pumps are determined by the type of cool-ers used and the heat to be dissipated.
Charge air cooler
The charge air cooler built on the engine - one for the in-line and two for the V-engine is of the insert type with re-movable cooler inserts.
Design data:
See Technical Data.
Central cooler (4V47E0202)
68 Marine Project Guide WV32 - 2/1997
7. Cooling water system
Main dimensions
Cooler size D E G H I
123
98118852160
460610780
225298353
71912941478
420450620
Marine Project Guide WV32 - 2/1997 69
7. Cooling water system
Central cooler (with 1-stage charge air coolers), Wärtsilä Vasa 32 E (750 RPM)
PkW
Medium Flow[m³/h]
Press. drop[bar]
Weight [kg] Coolersize
A B C
empty oper.
1 x 4R32E
2 x 4R32E
3 x 4R32E
1079
2158
3237
FMSWFMSWFMSW
5470
108141162211
0.61.20.61.20.61.2
269
328
880
315
420
1020
1
1
2
209
416
284
655
1255
1065
855
1455
1150
1 x 6R32E
2 x 6R32E
3 x 6R32E
1602
3204
4806
FMSWFMSWFMSW
81105162211243316
0.61.20.61.20.61.2
297
877
969
366
1020
1190
1
2
2
310
278
430
905
1065
1365
1105
1150
1450
1 x 8R32E
2 x 8R32E
3 x 8R32E
2121
4242
6363
FWSWFWSWFWSW
108140216281324421
0.61.20.61.20.61.2
328
937
1590
420
1130
2050
1
2
3
420
375
562
1255
1365
1805
1455
1450
2070
1 x 9R32E
2 x 9R32E
3 x 9R32E
2366
4732
7098
FWSWFWSWFWSW
121158243316364474
0.61.20.61.20.61.2
345
965
1630
449
1180
2130
1
2
3
469
424
621
1255
1365
1805
1455
1450
2070
1 x 12V32E
2 x 12V32E
3145
6290
FWSWFWSW
161209322419
0.61.20.61.2
877
1590
1020
2030
2
3
278
553
1065
1805
1150
2070
1 x 16V32E
2 x 16V32E
4178
8356
FWSWFWSW
216280431561
0.61.20.61.2
937
1680
1130
2270
2
3
375
724
1365
1805
1450
2070
1 x 18V32E
2 x 18V32E
4735
9470
FWSWFWSW
242315485630
0.61.20.61.2
965
1740
1180
2420
2
3
424
828
1365
1805
1450
2070
70 Marine Project Guide WV32 - 2/1997
7. Cooling water system
Central cooler (with 1-stage charge air coolers), Wärtsilä Vasa 32 LN E (750 RPM)
PkW
Medium Flow[m³/h]
Press. drop[bar]
Weight [kg] Coolersize
A B C
empty oper.
1 x 4R32 LN E
2 x 4R32 LN E
3 x 4R32 LN E
996
1992
2988
FMSWFMSWFMSW
5268
104136157204
0.61.20.61.20.61.2
265
318
870
307
404
1000
1
1
2
192
386
265
655
905
1065
855
1105
1150
1 x 6R32 LN E
2 x 6R32 LN E
3 x 6R32 LN E
1449
2898
4347
FMSWFMSWFMSW
78106156203235305
0.61.20.61.20.61.2
290
863
953
350
989
1160
1
2
2
274
253
403
905
1065
1365
1105
1150
1450
1 x 8R32 LN E
2 x 8R32 LN E
3 x 8R32 LN E
1932
3864
5796
FWSWFWSWFWSW
104135208271313406
0.61.20.61.20.61.2
318
918
1550
404
1090
1960
1
2
3
386
342
504
905
1365
1205
1105
1450
1470
1 x 9R32 LN E
2 x 9R32 LN E
3 x 9R32 LN E
2174
4348
6522
FWSWFWSWFWSW
117152235305352457
0.61.20.61.20.61.2
339
953
1590
436
1160
2050
1
2
3
440
403
567
1255
1365
1805
1455
1450
2070
1 x 12V32 LN E
2 x 12V32 LN E
2945
5890
FWSWFWSW
156203312406
0.61.20.61.2
866
1530
996
1940
2
3
259
508
1065
1205
1150
1470
1 x 16V32 LN E
2 x 16V32 LN E
3927
7854
FWSWFWSW
208271416541
0.61.20.61.2
922
1660
1100
2210
2
3
348
684
1365
1805
1450
2070
1 x 18V32 LN E
2 x 18V32 LN E
4417
8834
FWSWFWSW
234304468609
0.61.20.61.2
950
1720
1150
2350
2
3
396
783
1365
1805
1450
2070
Thermostatic valve, LT-circuit (2V34L0057a)
Pipe connections
A from engineB by-passC to coolerD control air M10 x 1
Lubricating oil cooler
The lubricating oil cooler is to be cooled with fresh waterand connected in series with the charge air cooler.
For technical data see “Lubricating oil system”.
Fresh water central cooler
The fresh water cooler can be of either the tube or platetype. Due to the smaller dimensions of the plate cooler,this system is normally used. The fresh water cooler canbe common for several engines, although one independ-ent cooler per engine is also used.
Design data:
• Fresh water flow to central cooler = q
where:
qLT [m³/h] = nom. LT-pump capacity, see Technical Data
kW = heat dissipated from jackets
Tout = HT-water temperature after engine (= 91 C)
Tin = HT-water temperature before engine (= 38 C)
• Pressure drop on thefresh water side max. 0.6 bar
• If the flow resistance in the external pipes is high itshould be noted when designing the cooler.
• Sea water flow acc. to cooler manu-facturer, normally 1.2 -1.5 x fresh water flow
• Pressure drop on sea-water side normally 0.8 - 1.4 bar
• Fresh water temperatureafter cooler (before engine) max. 38°C
• Heat to be dissipated see Technical data
• Safety margin to beadded 15% + margin for fouling
Marine Project Guide WV32 - 2/1997 71
7. Cooling water system
q m / h = q +3.6
T T
3
LT
out in419. b g
Thermostatic valve, HT-circuit (3V34L0070)
Dimensions
DN L H
100125150
403489489
218241254
Pipe connections
A controlled temperatureB by-passC to/from cooler
Thermostatic valve, LT-circuit
The thermostatic valve for the LT-circuit is arranged tocontrol the outlet temperature of the water and is of thedirect acting type. The valve has two different built-intemperature sensing elements, one for normal high loadoperation and one for low load operation. The selectionof element in operation is done automatically accordingto the charge air pressure. Set point of the LT- thermo-static valve: 35°C/65°C.
Thermostatic valve, HT circuit
The thermostatic valve for the HT-circuit is normally ar-ranged to control the outlet temperature of the water. It isalso of the direct acting type, but has only one set point,independent of load.
The set point of the HT-thermostatic valve is 91°C. TheHT-thermostatic valve may also be installed to controlthe inlet temperature of several engines. In such a case,the set point shall be 85°C.
Expansion tank
The expansion tank should compensate for volumechanges in the cooling water system, serve as ventingarrangement and provide sufficient static pressure onthe cooling water.
• Pressure from theexpansion tank 0.7 - 1.5 bar
• Volume min. 10% of the systemwater volume, however,min. 100 litres
• Engine water volumes see Technical Data
The tank should be equipped so that it is possible to dosewater treatment agents. The vent pipe of each engineshould be drawn to the tank separately, continuously ris-ing, and so that mixing of air into the water cannot occur(the outlet should be below the water level).
Drain tank
It is recommended to provide a drain tank to which theengines and coolers can be drained for maintenance sothat the water and cooling water treatment can be col-lected and reused. For the water volume in the engine,see Technical Data (HT-circuit).
72 Marine Project Guide WV32 - 2/1997
7. Cooling water system
Preheating unit, electric (3V60L0562a)
Marine Project Guide WV32 - 2/1997 73
7. Cooling water system
Heater capacity[kW]
Pump capacity[m³/h]
Weight[kg]
Pipe connectionin/outlet
Dimensions [mm]
A B C D E
7.2 3 75 DN40 1050 700 610 190 425
12 3 93 DN40 1050 700 660 240 450
15 3 93 DN40 1050 700 660 240 450
22.5 8 100 DN40 1050 700 700 290 475
30 8 105 DN40 1050 700 700 290 475
36 8 125 DN40 1250 900 700 290 475
45 8 145 DN40 1250 900 755 350 505
54 8 150 DN40 1250 900 755 350 505
81 10 190 DN50 1260 900 835 400 575
108 10 215 DN50 1260 900 885 450 600
Flanges DIN 2631
Preheating unit (4V60L0790)
Counter flanges DIN 2633 or DIN 2576 NP16 included.
Connections
A HT-water inlet DN50B HT-water outlet DN50C Steam inlet DN25D Condense outlet DN25
Dimensions
Pump capacity[m³/h]
Heater capacity[kW]
Type
33
5.488
101313
12183624547272
108
3-12S3 -18S
5, 4-36S8-24S8-54S
10-72S13-72S
13-108S
74 Marine Project Guide WV32 - 2/1997
7. Cooling water system
Preheating pump
Engines which are started on heavy fuel require preheat-ing of the HT cooling water. Stand-by auxiliary enginesshould have preheated cooling water, also if started onMDF.
Design data of the pump:
• Capacity 0.4 m³/h x cyl.
• Pressure about 0.8 bar
Preheater
The energy required for heating of the HT-cooling watercan be taken from a running engine or a separate source.In both cases a separate circulating pump should beused. If the cooling water systems of the main and auxil-iary engines are separated from each other in other re-spects, it is recommended that the energy is transmittedthrough heat exchangers. When preheating, the coolingwater temperature of the engines should be kept as nearthe operating value as possible.
Design data:
• Preheating temperature min. 70°C
• Required heating power about 3 kW/cyl
Preheating unit
A complete preheating unit can be supplied as an option.The unit consists of the following parts:
• Electric or steam heaters
• Circulating pump
• Control cabinet for heaters and pump
• Safety valve
• One set of thermometers
For installations with several engines the preheater unitcan be chosen for heating up two or more engines. Theheat from a running engine can be used and thereforethe power consumption of the heaters will be less thanthe nominal capacity.
Waste heat recovery
The waste heat of the HT-circuit may be used for exam-ple in fresh water production or central heating. In suchcases, the HT thermostatic valve will prevent undercool-ing of the engine. Normally an additional thermostaticvalve must also be installed after the heat recoveryequipment for by-passing of the central cooler, to avoidunnecessary cooling and heat loss through the centralcooler.
The set point of this valve should be 85°C. To maximizethe FW production, installation of a circulating pump formaintaining a constant flow of the HT-water through theFW generator, regardless of the engine load, is recom-mended.
2-stage charge air cooling
In installations where the need for fresh water productionor other heat recovery is great, the engines can beequipped with a 2-stage air cooler. This means that HT-water flows through the HT-section of the charge aircooler. In this way the available waste heat in the highload range is considerably increased as shown in thegraph.
Available heat in HT-circuit at 375 kW/cylinder,
750 RPM (4V93E0065)
It should be noted that typically about 10% of the heatdissipated to the HT-circuit will be lost through the ex-pansion tank and leaks at the thermostatic valves.
Marine Project Guide WV32 - 2/1997 75
7. Cooling water system
Cooling water system, main engine (3V69E0593e)
76 Marine Project Guide WV32 - 2/1997
7. Cooling water system
Pipe connections, engine
401 HT-water inlet402 HT-water outlet404 HT-water air vent.408 HT-water from standby pump451 LT-water inlet452 LT-water outlet454 LT-water air vent.457 LT-water from standby pump
System components
21 HT-stand-by pump24 LT-stand-by pump25 HT-thermostatic valve29 Central cooler32 HT-preheating pump33 HT-preheater36 Expansion tank
38 Sea-water pump39 Sea-water standby pump40 Sea-water filter42 Gear cooler43 Discharge valve47 Air venting
Pipe dimensions
Engine 401 402 404 408 451 452 454 457
4R326R328R329R3212V3216V3218V32
DN80DN100DN100DN100DN125DN150DN150
DN80DN100DN100DN100DN125DN150DN150
OD12OD12OD12OD12OD12OD12OD12
DN80DN100DN100DN100DN125DN150DN150
DN80DN100DN100DN100DN125DN150DN150
DN80DN100DN100DN100DN125DN150DN150
M20 x 1.5M20 x 1.5M20 x 1.5M20 x 1.5OD12OD12OD12
DN80DN100DN100DN100DN125DN150DN150
Cooling water system, auxiliary engines (3V69E0594d)
Marine Project Guide WV32 - 2/1997 77
7. Cooling water system
System components
25 HT-thermostatic valve29 Central cooler32 HT-preheating pump33 HT-preheater36 Expansion tank47 Air venting
Pipe connections, engine
401 HT-water inlet402 HT-water outlet404 HT-water air vent.406 Water from preh. to HT-circ.451 LT-water inlet452 LT-water outlet454 LT-water air vent.
Pipe dimensions
Engine 401 402 404 406 451 452 454
4R326R328R329R3212V3216V3218V32
DN80DN100DN100DN100DN125DN150DN150
DN80DN100DN100DN100DN125DN150DN150
OD12OD12OD12OD12OD12OD12OD12
DN25*DN25*DN25*DN25*DN40DN40DN40
DN80DN100DN100DN100DN125DN150DN150
DN80DN100DN100DN100DN125DN150DN150
M20 x 1.5M20 x 1.5M20 x 1.5M20 x 1.5OD12OD12OD12
* If flexibly mounted OD35
Cooling water system, auxiliary engines (3V69E0595a)
78 Marine Project Guide WV32 - 2/1997
7. Cooling water system
Pipe connections, engine
401 HT-water inlet402 HT-water outlet404 HT-water air vent.406 Water from preh. to HT-circ.451 LT-water inlet452 LT-water outlet454 LT-water air vent.
System components
20 HT-cooling water pump21 HT-standby pump22 Harbour pump23 LT-cooling water pump24 LT-standby pump25 HT-thermostatic valve27 HT-cooler
28 LT-cooler32 HT-preheating pump33 HT-preheater36 HT-expansion tank37 LT-expansion tank46 Orifice47 Air venting
Pipe dimensions
Engine 401 402 404 406 451 452 454
4R326R328R329R3212V3216V3218V32
DN80DN100DN100DN100DN125DN150DN150
DN80DN100DN100DN100DN125DN150DN150
OD12OD12OD12OD12OD12OD12OD12
DN25*DN25*DN25*DN25*DN40DN40DN40
DN80DN100DN100DN100DN125DN150DN150
DN80DN100DN100DN100DN125DN150DN150
M20 x 1.5M20 x 1.5M20 x 1.5M20 x 1.5OD12OD12OD12
* If flexibly mounted OD35
7.4. Conventional cooling water system
For engines specified for solely burning Marine DieselFuel or intermediate fuel with a maximum viscosity of30 cSt/50°C, the load dependent cooling water system
can be omitted. A conventional central cooling system is
recommended. The following paragraph applies to the
planning of the external system for these engines.
Fresh water central cooler
The fresh water cooler can be of either tube or plate type.Due to the smaller dimensions of the plate cooler, thissystem is normally used. The fresh water cooler can becommon for several engines, or there can be one inde-pendent cooler per engine.
Design data:
• Fresh water flow see Technical Data
• Pressure drop on freshwater side max. 0.6 bar
• If the flow resistance in the external pipes is high, itshould be taken into account when designing thecooler.
• Sea water flow according to coolermanu-
facturer, normally 1.2 -1.5 x water flow
• Pressure drop on sea-water side normally 0.8 - 1.4 bar
• Fresh water temperatureafter cooler (beforeengine) max. 38°C
• Heat to be dissipated see Technical Data
• Safety margin to beadded 15% + margin for fouling
Thermostatic valve, jacket water
The jacket water thermostatic valve delivered with theengine is normally of the direct acting type. The valve isusually installed to maintain a constant water outlet tem-perature. The set point is 91°C. A common thermostaticvalve for several engines maintaining a constant inlettemperature, can be used provided that the tempera-tures of all engines is the same. The set point should be85°C.
Thermostatic valve, LT-circuit
A thermostatic valve shall be installed in the LT-circuit inorder to maintain an inlet temperature to the cooler be-tween 28°C and 38°C.
Expansion tank
The expansion tank should compensate for volumechanges in the cooling water system, serve as a ventingarrangement and provide sufficient static pressure onthe suction side of the pumps.
• Pressure from the expansiontank 0.5 - 1.5 bar
• Volume min. 10% of the systemwater volume, however,at least 100 litres
• Engine water volumes see Technical Data.
The tank should be equipped so that it is possible to dosewater treatment agents. To prevent mixing of air with wa-ter, there should be a separate, continuously rising ventpipe from each engine to the tank (the outlet should bebelow the water level).
Preheating pump
To allow the engine to be loaded directly after start, thejacket water must be preheated.
Design data:
• Capacity 0.3 m³/h x cyl.
• Pressure about 0.8 bar
Jacket water preheater
The energy required for heating of the jacket water in themain and auxiliary engines can be taken from a runningauxiliary engine or a separate source. If heat is recov-ered from a running engine, the system should be de-signed so that the temperature of the engine concernedis not allowed to drop below a permissible value. If thecooling water systems of the main and auxiliary enginesare separated from each other in other respects, the en-ergy is recommended to be transmitted through heat ex-changers.
Design data:
• Preheating temperature min. 50°C
• Required heating power about 2 kW/cyl.
Marine Project Guide WV32 - 2/1997 79
7. Cooling water system
Cooling water system, 2-stage air cooler (3V69E0596b)
80 Marine Project Guide WV32 - 2/1997
7. Cooling water system
Pipe connections, engine
401 HT-water inlet402 HT-water outlet404 HT-water air vent.451 LT-water inlet452 LT-water outlet
System components
20 HT-cooling water pump21 HT-standby pump23 LT-cooling water pump24 LT-standby pump25 HT-thermostatic valve26 LT-thermostatic valve
29 Central cooler30 Heat recovery31 Thermostatic valve36 Expansion tank47 Air venting
Pipe dimensions
Engine 401 402 404 451 452
4R326R328R329R3212V3216V3218V32
DN80DN100DN100DN100DN125DN150DN150
DN80DN100DN100DN100DN125DN150DN150
OD12OD12OD12OD12OD12OD12OD12
DN80DN100DN100DN100DN125DN150DN150
DN80DN100DN100DN100DN125DN150DN150
Conventional cooling water system (3V69E0597)
Marine Project Guide WV32 - 2/1997 81
7. Cooling water system
Pipe connections, engine
401 HT-water inlet402 HT-water outlet404 HT-water air vent.451 LT-water inlet452 LT-water outlet
System components
20 HT-cooling water pump21 HT-standby pump23 LT-cooling water pump24 LT-standby pump25 HT-thermostatic valve26 LT-thermostatic valve27 HT-cooler28 LT-cooler30 Heat recovery
31 Thermostatic valve36 HT-expansion tank37 LT-expansion tank38 Sea-water pump39 Sea-water standby pump40 Sea-water filter43 Discharge valve45 Pressure control valve47 Air venting
Pipe dimensions
Engine 401 402 404 451 452
4R326R328R329R3212V3216V3218V32
DN80DN100DN100DN100DN125DN150DN150
DN80DN100DN100DN100DN125DN150DN150
OD12OD12OD12OD12OD12OD12OD12
DN80DN100DN100DN100DN125DN150DN150
DN80DN100DN100DN100DN125DN150DN150
Conventional cooling system (3V76C1288b)
82 Marine Project Guide WV32 - 2/1997
7. Cooling water system
System components
21 HT-standby pump24 LT-standby pump25 HT-thermostatic valve26 LT-thermostatic valve29 Central cooler32 HT-preheating pump33 HT-preheater36 Expansion tank38 Sea-water pump39 Sea-water stand-by pump40 Sea-water strainer42 Gear cooler
43 Discharge valve47 Air venting
Pipe connections, engine
401 HT-water inlet402 HT-water outlet404 HT-water air vent.408 HT-water from stand-by pump451 LT-water inlet452 LT-water outlet454 LT-water air-vent457 LT-water from stand-by pump
Pipe dimensions
Engine 401 402 404 408 451 452 454 457
4R326R328R329R3212V3216V3218V32
DN80DN100DN100DN100DN125DN150ND150
DN80DN100DN100DN100DN125DN150DN150
OD12OD12OD12OD12OD12OD12OD12
DN80DN100DN100DN100DN125DN150DN150
DN80DN100DN100DN100DN125DN150DN150
DN80DN100DN100DN100DN125DN150DN150
M20 x 1.5M20 x 1.5M20 x 1.5M20 x 1.5OD12OD12OD12
DN80DN100DN100DN100DN125DN150DN150
8. Starting air system
8.1 Internal starting air system
All engines, independent of cylinder number, are startedby means of compressed air with a nominal maximumpressure of 30 bar.
The start is performed by direct injection of air into thecylinders through the starting air valves in the cylinderheads. V-engines are provided with starting air valves forthe cylinders on one bank. The master starting valve isbuilt on the engine and can be operated both manuallyand electrically.
Internal starting air system (4V69E0600c)
System components
01 Starting air master solenoid valve02 Starting air distributor03 Starting air valve in cylinder head05 Valve for blocking starting when turning gear
engaged06 Air filter07 Air container08 Pneumatic cylinder at each injection pump09 Starting fuel limiter10 LT-thermostatic valve11 Valve for automatic draining12 Non return valve13 Pressure control valve14 Starting booster for speed covernor15 Flame arrestor17 Drain valve
Pipe connections, engine
301 Starting air inlet302 Control air inlet
Pipe dimensions
Engine 301 3024R32 - 18V32 DN32 OD18
301 DIN 2635, PN40302 DIN 2353, PN100
Marine Project Guide WV32 - 2/1997 83
8. Starting air system
Internal starting air system, pneumatic starting motor (4V69E0601d)
System components
04 Air starter05 Valve for blocking starting when turning gear
engaged06 Air filter07 Air container08 Pneumatic cylinder at each injection pump09 Starting fuel limiter10 LT-thermostatic valve11 Valve for automatic draining13 Pressure control valve14 Starting booster for speed governor16 Air filter
Pipe connections, engine
301 Starting air inlet302 Control air inlet
Pipe dimensions
Engine 301 3024R32 DN32 OD18
301 DIN 2635, PN40302 DIN 2353, PN100
Four-cylinder engines are, however, provided with apneumatic vane wheel starting motor, which drives theengine through a gear rim on the flywheel.
All engines started with direct injection of air have built-on non-return valves and flame arresters. The com-pressed air system for operating of the starting fuel lim-iter, the electro-pneumatic overspeed trip as well aschanging set point of the LT thermostat valve has its ownconnection to the external system.
84 Marine Project Guide WV32 - 2/1997
8. Starting air system
8.2. Design of the external starting air
system
The design of the starting air system is in part determinedby the rules of the classification societies. The number ofstarts required by the classification societies are as fol-lows:
• American Bureau of Shipping (ABS) 6 starts
• Bereau Veritas (BV) 6 “
• Det Norske Veritas (DnV) 6 “
• Germanischer Lloyd (GL) 6 “
• Lloyd’s Register of Shipping (LRS) 6 “
• Maritime Register (MR) 6 “
• Registro Italiano Navale (RINA) 6 “
Starting air system (3V69E0602)
System components
20 Starting air compressor21 Oil and water separator22 Starting air vessel
Pipe connections, engine
301 Starting air inlet302 Control air inlet
Pipe dimensions
Engine 301 3024R32 - 18V32 DN32 DN15
Marine Project Guide WV32 - 2/1997 85
8. Starting air system
In multi-engine installations, the number of starts is de-pendent on the number of engines. To determine the re-quired volume of the starting air vessel the followingvalues can be used:
Engine A B C
4R32 with starting motorwith direct injection of air
6R32 “8R32 ”9R32 “
12V32 ”16V32 “18V32 ”
3030303030303030
1010666
101010
1.20.60.60.80.80.60.81.0
A = Nominal maximum pressure in bar (absolutemaximum pressure 33 bar)
B = Minimum air pressure in bar for a safe start. Ap-plies to an engine room temperature of 20°C. Atlower temperature higher pressure is required.
C = Starting air consumption (average) per start, inNm³, at 20°C.
The above air consumptions apply to a 2 - 3 s long startimpulse. This is also the shortest time required for a safestart.
Starting air vessel
The starting air vessel should be dimensioned for a nomi-nal maximum pressure of 30 bar. Recommended stan-dard volumes of starting air vessels are 125, 250, and500 litres.
Oil and water separator
An oil and water separator should always be installed inthe pipe between the compressor and the air vessel. Thestarting air bottles are equipped with a manual valve forcondensate drain. It is recommended to provide for atimer controlled automatic drain valve after the manualvalve.
The starting air pipes should always be drawn with slopeand be arranged with manual or automatic draining at thelowest points.
Starting air compressor
It should be possible to fill the starting air vessel fromminimum to maximum pressure in 15 - 30 minutes. Forexact determination of the capacity, the rules of the clas-sification societies should be followed.
Configuration table (4V59L0168)
In multiple engine propulsion installations the minimumcapacity of the starting air vessels shall be multiplied bythe factor mentioned in table 4V59L0168.
86 Marine Project Guide WV32 - 2/1997
8. Starting air system
Starting air vessel (1V49A0121)
Leg.
A Starting air outletB Filling, 125 l R¼“
Filling, 250 l and 500 l R¾”C Manometer connect. R¼“D Condense drain R¼”E Overpressure relief R½"
F Air relief valve
G Drain
Size[litres]
Dimensions Weight[kg]
L L1* D
125250500
180717673204
191718773329
320480480
140270470
Marine Project Guide WV32 - 2/1997 87
8. Starting air system
9. Turbocharger turbine washing system
For washing of the turbine side of the turbocharger, freshwater of 3 - 3.5 bar pressure is required.
The washing is carried out during operation at regular in-tervals, depending on the quality of the heavy fuel, 100 -250 hours.
Washing time and water volume flow required for eachturbine washing:
Engine Time Volume flow
4R326R328 - 9R3212V3216 - 18V32
15 - 20 min15 - 20 min15 - 20 min15 - 20 min15 - 20 min
11 - 14 l/min15 - 20 l/min22 - 30 l/min15 - 20 l/min22 - 30 l/min
Turbocharger cleaning system (3V69E0603)
System components
10 Pressure reducing unit with flow meter11 Rubber hose12 Bilge or sludge tank
Pipe connections, engine
501 Exhaust gas outlet502 Cleaning water to turbine503 Cleaning water from turbine
Pipe dimensionsEngine 501 502 503
4R326R328R329R3212V3216V3218V32
DN450DN600DN600DN700
DN 2 x 600DN 2 x 700DN 2 x 700
OD18OD18OD18OD18OD18OD18OD18
OD28OD28OD28OD28OD28OD28OD28
501 DIN 2501, PN2, 5502 Quick coupling, PN4503 DIN 2391,
9. Turbocharger turbine washing system
88 Marine Project Guide WV32 - 1/1997
10. Engine room ventilation and combustion air
General
To obtain good working conditions in the engine roomand to ensure trouble free operation of all equipment at-tention shall be paid to the engine room ventilation andthe supply of combustion air.
The air intakes to the engine room must be so locatedthat water spray, dust and exhaust gases cannot enterthe ventilation ducts and the engine room.
The dimensioning of blowers and extractors should en-sure that an overpressure of about 5 mmWC is main-tained in the engine room under all running conditions.
For the minimum requirements concerning the engineroom ventilation and for other details, see applicablestandards, such as ISO 8861.
Ventilation
The amount of air required for ventilation is calculatedfrom the total heat emission to evacuate. To determine
, all heat sources should be considered, e.g.:
• Main and auxiliary diesel engines
• Exhaust gas piping
• Alternators
• Electric appliances and lighting
• Boilers
• Steam and condensate piping
• Tanks
It is recommended to consider an outside air tempera-ture of not less than 35°C and a temperature rise of 11°Cfor the ventilation air.
The amount of air required for ventilation is then calcu-lated from the formula:
q =t cv
qv = amount of ventilation air [m³/h]
= total heat emission to be evacuated [kW]
= density of ventilation air 1.15 kg/m³
t = temperature rise in the engine room [°C]
c = specific heat capacity of the ventilation air1.01 kJ/kgK
The heat emitted by the engine is listed in the TechnicalData.
The ventilation air is to be equally distributed in the en-gine room considering air flows from points of delivery to-wards the exits. This is usually done so that the funnelserves as an exit for the most of the air. To avoid stag-nant air, extractors can be used.
It is good practice to provide areas with significant heatsources, such as separator rooms, with their own air sup-ply and extractors.
Combustion air
The air required for combustion is usually taken from theengine room through a filter fitted on the turbocharger.This reduces the risk of too low temperatures and con-tamination of the combustion air. It is imperative that thecombustion air is free for example from sea water, dustand fumes.
The combustion air should be delivered through a dedi-cated duct close to the turbocharger(s), directed towardsthe turbocharger air intake(s). Auxiliary engines shallalso be served by dedicated combustion air ducts.
For the required amount of combustion air, see Techni-cal Data.
If necessary, the combustion air duct can be directly con-nected to the turbocharger with a flexible connectionpiece. To protect the turbocharger a filter must be builtinto the air duct. The maximum permissible pressuredrop in the duct is 100 mmWC. See also “Cold operatingconditions” below.
Cold operating conditions
In installations intended for operation in cold air condi-tions, restrictions for operation at low air temperaturemust be considered. This may require preheating of thecombustion air and/or equipment to limit the cylinderpressures.
• To ensure starting, the min. inlet air temperature is5°C.
• For continuous idling, the min. inlet air temperature is -5°C.
• The lowest permissible inlet air temperature at full loadis -20°C.
• Subzero inlet air temperatures require non-standardequipment on the engine.
Marine Project Guide WV32 - 2/1997 89
10. Engine room ventilation and combustion air
11. Crankcase ventilation
The crankcase venting should be arranged separatelyfor each engine. The vent pipe should be equipped with acondensate trap and drain. It is recommended to expandthe air vent pipe to DN100 1 - 2 meters from the engine.The connection between the engine and the pipe is to bemade flexible.
Pipe connections
701 Crankcase air vent DN80
DIN 2448, -
Crankcase breather (4V60A1033)
11. Crankcase ventilation
90 Marine Project Guide WV32 - 1/1997
12. Exhaust gas system
Exhaust gas system design
Each engine should have its own exhaust pipe. A flexiblebellow has to be mounted directly on the transition pieceat the turbocharger outlet, to compensate for thermal ex-pansion and to protect the turbocharger from vibrations.
It is imperative that the exhaust gas pipe is stayed with afixed support immediately (and in any case within 1 m) af-ter the flexible bellows of the turbocharger outlet asshown in drawing 4V76A0239, so that any thermal ex-pansion of the pipe is directed away from the engine andits turbocharger
The exhaust gas piping should be as short and straightas possible.
The bends should be made with the largest possiblebending radius, the minimum radius used should be1.5 D.
The exhaust pipe must be insulated all the way from theturbocharger up and the insulation protected by metalsheeting or the like. Closest to the turbocharger the insu-lation should consist of a hook on padding to facilitatemaintenance. It is paramount to prevent the insulationmaterial from being drawn into the turbocharger.
The exhaust pipes should be provided with a water sepa-rating pocket and drain.
The maximum allowable exhaust gas back pressure is300 mmWC at full load.
See Technical Data for exhaust gas quantities and tem-peratures.
Exhaust pipe connections (1V60A0295)
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12. Exhaust gas system
Fixing of exhaust pipe (4V76A0239) Silencer
When included in the scope of supply, the standard si-lencer is of the absorption type, equipped with a spark ar-rester. It is also provided with a soot collector and waterdrain, but is without mounting brackets and insulation.The silencer can be mounted either horizontally or verti-cally.
The noise attenuation of the standard silencer is either25 or 35 dB (A).
Exhaust gas boiler
Each engine should have a separate exhaust gas boiler.Alternatively, a common boiler with separate gas sec-tions for each engine is acceptable. For dimensioningthe boiler, The exhaust gas quantities and temperaturesgiven in Technical Data may be used.
Particularly when exhaust gas boilers are installed atten-tion must be paid not to exceed the maximum recom-mended back pressure.
Exhaust silencer (3V49E0142a)
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12. Exhaust gas system
Attenuation 25 dB(A) 35 dB(A)
Engine NS D A B L kg L kg
4R326R328R329R3212V3216V3218V32
450600600700800900
1000
1100130013001500170018001900
550705705810920
10201120
210300300300300300300
3440401040104550484053605880
600800800
1250170019002750
4440526052606050634068707620
720100010001600200024003500
13. Emission control options
13.1. Methods
Emission control for large diesel engines primarilymeans control of nitrogen oxide (NOX) emissions be-cause other emissions are low. Wärtsilä Diesel has se-lected four methods suitable for marine applications:
• Low NOx Combustion
• Adjustable Injection Timing (option for R32LN withchargers located at the free end)
• Direct Water Injection
• SCR (Selective Catalytic Reduction) Catalyst (for aux-iliary engines and diesel electric propulsion)
The Low NOx Combustion concept has been imple-mented on the Low NOX (LN) models of the Vasa 32 en-gines to comply with the proposed IMO NOx regulation asfollows:
NOX [g/kWh] = 17= 45 x n-0.2
= 9.84
n < 130 [RPM]
130 n 2000 [RPM]
n 2000 [RPM]
IMO proposal: NOX limit as a function of engine ratedspeed
According to the IMO proposal the NOX compliance testhas to be performed on Marine Diesel Oil and accordingto ISO 8178 test cycles.
Adjustable Injection Timing, Direct Water Injection andSCR-catalysts are options for further reduction of NOX.
Emission of sulphur oxides is directly proportional to thesulphur content of the fuel and cannot be influenced byengine design.
Vasa 32
The NOX emissions of the Vasa 32 are typically:
• HFO operation, 100% load: 14 - 16 g/kWh
• MDO operation, 100% load: 13 - 15 g/kWh
Note that this exceeds proposed future regulations.
Vasa 32 LN with Low NOX combustion
The Low NOX Combustion concept is a rearrangeddiesel-cycle, enabling an optimum combination of lowNOX emission and low fuel consumption.
The result of this is an emission level below the proposedIMO curve without penalty on the fuel consumption andwithout any additional running costs.
The IMO proposed NOX limit is for 720 RPM and750 RPM about 12.0 g/kWh (ISO 8178 test fuel (MDO)and test cycle).
13.2. Options for further reduction of NOX
Adjustable Injection Timing for 10 - 15% NOXreduction
Retarding the injection is maybe the method most oftenthought of when considering decreasing the NOx emis-sions. The method is simple but has a drawback in that itincreases fuel consumption. Since strict limits to NOxemissions in some cases are a regional requirementonly, Wärtsilä Diesel has developed a means of retard-ing the injection while the engine is running. This meansthat the emission level can instantaneously be adaptedaccording the prevailing requirements. When outside thearea with strict emission limits the injection timing can bereturned to the position giving the best fuel economy.The injection retard is achieved with a hydraulic actuatorand a planetary gear on the camshaft.
The required investment consists of the planetary gearwith actuator which needs to be mounted on the engine.
Direct water injection for about 50% NOX reduction
Water has a positive influence reducing NOX formationby reducing temperature peaks during the combustionprocess. Various methods of introducing water to thecombustion chamber have been tested of which emulsi-fying water and fuel is most widely referenced. Thismethod has several disadvantages, though. The mostimportant disadvantages are problems related with theemulsion stability and the adverse effects on the injec-tion equipment reliability. Wärtsilä Diesel is therefore notusing water - fuel emulsion. Instead a method of directwater injection has been developed. The direct water in-jection has the following merits:
• Efficient NOX reduction - up to 50%
• Simple and reliable system
• No negative influence on engine components
The method relies on injecting high pressure water di-rectly into the combustion chamber. The key element inthe design is a combined injection valve through whichboth fuel and water is injected through separate nozzles.The injection of water is electronically controlled. Built-insafety features enable immediate water injection shut-offin the event of excessive water flow, leakage and abnor-malities in the exhaust gas temperatures. The watershould be clean, fresh water such as produced by theships freshwater distiller. The required pressure is gen-erated using a piston pump.
Marine Project Guide WV32 - 2/1997 93
13. Emission control options
The required investment (assuming that freshwater isavailable) consists of the special fuel injectors, high pres-sure pumps and piping and an electronic control system.
For maximum reduction levels the required fresh watersupply is typically 100 g/kWh.
SCR-catalyst for 80 - 95% NOX reduction
Reduction of the NOx takes place by injecting the reduc-ing agent - aqueous solution of urea - into the exhaustgas at a temperature of 300 - 450°C in which the urea de-cays into ammonia and carbon dioxide, and subse-quently passing the mixture through a catalyst where theNOX are converted to nitrogen and water, e.g. harmlessend products.
The aqueous urea is often “bunkered” as a liquid fromashore or alternatively mixed onboard in a special tankfrom water and urea granulate.
The rate of NOX reduction depends on the amount of am-monia (urea) added which can be expressed as aNH3/NOX ratio. At a high ratio a high reduction is ob-tained, but at the same time the amount of unused am-monia passing through the catalyst increases. This isreferred to as ammonia slip. Usually the catalyst is di-mensioned for an end of run (aged catalyst) ammoniaslip of max. 15 - 25 ppmv. The reduction rate can be in-creased by increasing the catalyst volume.
SCR technology can reduce the NOX level of Vasa 32and Vasa 32LN to 0.5 - 2 g/kWh.
Compact SCR - a combined silencer and SCR-unit
The disadvantages of SCR have been the large size andrelatively high cost of the equipment required. The unitsrequire also a certain maintenance and the catalyst has alimited lifetime.
Wärtsilä Diesel has however been able to reduce thesedisadvantages by developing “Compact SCR”. Thistechnology is based on the following features:
• Low NOx Combustion engines
• Compact design of combined SCR unit and silencer,also suitable for retrofits
• Built in dust blowing equipment
• Can be equipped as a silencer unit only, with possibilityof retrofitting SCR
A Low NOX Combustion engine provides a platform forapplying SCR technology at a reasonable cost becausethe NOX level is low to begin with. As a consequence thedimensions of the catalyst are moderate. The additionalinstallation volume required for a SCR unit is further re-duced by combining the reactor with a silencer which asan independent entity becomes obsolete. This also al-lows to prepare for SCR technology stepwise fitting at afirst stage only a special design silencer, which at an ar-bitrary later moment can be converted into a fullyequipped SCR/silencer. Ease of maintenance and thelifetime of the catalyst is enhanced by built in dust blow-ing equipment. Due to the minimized size, a compactSCR/ silencer can be fitted into practically any newbuild-ing and even many existing vessels, however not afteran exhaust gas boiler.
The required investment consists of the urea mixing andfeeding equipment, the SCR unit and relevant instru-mentation.
Running costs are generated by the consumption of ureaand the replacement of catalyst according to a renewalscheme. The urea consumption can be expected to beabout 20 - 25 g/kWh of 40 wt-% urea. The lifetime of thecatalyst is about 4 years depending on the actual runningconditions.
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13. Emission control options
Summary
Wärtsilä Diesel can offer a stepwise approach to the reduction of NOx emissions:
Reduction [%] Vasa 32NOX [g/kWh]
Vasa 32 LNNOX [g/kWh]
Standard engine 13 - 16 1) max. 11.8 2)
Adjustable Injection Timing 10 - 15 9 - 10
Direct Water Injection 50 6 - 7 on MDO7 - 8 on HFO
5 - 6 on MDO6 - 7 on HFO
SCR catalyst 80 - 95 1 - 2 0.5 - 2
Compact SCR (combined silencer and SCR unit) 80 - 95 1 - 2 0.5 - 21) 100% load, HFO/MDO operation2) ISO 8178 test fuel (MDO) and test cycle
14. Control and monitoring system
14.1. Normal start and stop of the diesel engine
Main engine
The engine can be started by operating the master start-ing valve, either manually or at remote starting throughthe solenoid built on the master starting valve. Note thatthe start is mechanically blocked if the stop lever on theengine is in STOP position or pneumatically if the turninggear is engaged. It should be possible to block the re-mote start with a lockable switch near the engine. Thisswitch is not included in the diesel engine delivery.
When starting, the diesel engine accelerates to thespeed set by the governor. Normally, the start is per-formed at minimum speed (idling speed), i.e. the lever onthe bridge or in the control room is set at zero (when thespeed can be controlled steplessly), but the engine canalso be started at maximum speed.
When starting manually, the acceleration can be con-trolled by the stop lever. At remote start through the start-ing solenoid valve (as well as at manual start), apneumatically operated limiting cylinder is automaticallyengaged to optimize fuel injection during the accelera-tion period. A solenoid valve (mounted on the engine)controls the limiting cylinder, which limits the fuel injec-tion as follows:
1. The solenoid valve is always energized when thediesel engine is shut down and the air pipe is opento the limiting cylinder, which receives air at thesame time as the starting valve is operated.
2. When the engine speed has reached a presetvalue, 100 RPM below the nominal speed or mini-mum speed, the speed measuring system cuts thevoltage after a time delay of about 2 seconds. Thelimiting cylinder is vented and full injection is pos-sible.
An automatic starting fuel limiter is installed on all en-gines, except for those driving fixed pitch propellers (inthese engines the fuel injection limiting device is incorpo-rated in the governor). At remote start, the starting sole-noid should be energized for 4 seconds ± 2 secondsthrough a time relay. A relay in the speed measuring sys-tem, the switching point of which is 300 RPM, will indicatewhen the diesel engine is running.
The engine can be stopped either manually by turningthe stop lever to STOP position or remotely by energizingthe shut-down solenoid mounted on all governors. Theshut-down solenoid, which is delivered as standard,stops the engine when energized. A shut-down solenoidwhich stops the engine when de-energized can be deliv-ered if separately specified. The solenoid in the over-speed trip device should also be energized at the sametime. To ensure that the engine stops, the solenoidsshould be energized for about 60 seconds through a timerelay. The engine cannot be started during this time.
When the stop solenoids are activated, remote operationof the start solenoid should be prohibited. When two en-gines are connected to a common reduction gear it isrecommended that the clutches of the stopped enginesare blocked in the “OUT” position, i.e. normally the re-spective clutches should not be allowed to be engagedbefore the engine is running.
When one of the engines is stopped, the clutch should beopened to prevent it from being driven by a running en-gine. At a stop signal for overspeed, the clutch should re-main closed.
Auxiliary engine
The procedure for local and remote start of the auxiliaryengine can be same as for main engines. All auxiliary en-gines are provided with the above described starting fuellimiter. The procedure for local and remote shut-down ofthe auxiliary engine is also the same as that for the mainengines. The start is normally performed automatically atblack-outs or when an operating generating set reachesthe preset output for the start up of the next set. The startcan be performed by a start program making e.g. 3 start-ing attempts. The time interval between each starting at-tempt of about 4 seconds should be about 20 seconds.The starting program should be disconnected when theengine starts. If the engine fails to start even after thethird attempt, an alarm should occur. A nominal generat-ing set reaches the nominal speed 6 - 8 seconds after thestarting impulse. The acceleration time for 4R32 sets issomewhat longer, i.e. 10 - 12 seconds.
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14. Control and monitoring system
14.2. Automatic and emergency stop;
overspeed trip
The engine is provided with the following shut-down so-lenoids:
• a solenoid in the speed governor
• a solenoid for control of the electropneumatic over-speed trip
Automatic stop, as well as remote stop, is accomplishedby energizing the shut-down solenoids for about 60 sec-onds. All engines are delivered with ON/OFF switchesfor
• low lubricating oil pressure
• high cooling water temperature
These micro-swithches should energize the shut-downsolenoids when the lubricating oil pressure drops belowor the cooling water temperature exceeds the preset val-ues. The required relay automatics are not included inthe diesel engine delivery. To enable starting of the en-gine, the micro-switch for low lubricating oil pressureshould be blocked at engine start. This is most conven-iently done by arranging voltage supply through the300 RPM relay in the speed measuring system of the en-gine. Further, a time relay of about 3 - 10 seconds is to beinstalled in the circuit to allow a sufficient lubricating oilpressure to be established. This applies to engines withdirect driven lubricating oil pumps. An oil mist detectorshould be connected to the same relay automatics incase automatic stop is required at high concentration ofoil mist in the crankcase. The remote emergency stoppush buttons on e.g. bridge should energize the stop so-lenoids directly and not through relay automatics. Whenarranging a 5 seconds delay for the auto-stop it is possi-ble to prevent the engine from stopping by overriding thesignal before the stop solenoids are energized.
All engines are provided with an electro-pneumatic over-speed trip in addition to the all-mechanical overspeedtrip. The electro-pneumatic overspeed trip is activatedwhen a tacho relay in the speed measuring system ener-gizes a solenoid valve built on the engine, and this valveallows air to the shut-down cylinders on each injectionpump. This overspeed trip is built on the engine. Whenthe main engine speed has decreased to a preset valuethe solenoid valve is de-energized and the speed isagain controlled by the governor. The engine need notstop. The overspeed should be indicated on all controlstations by means of a signal lamp, which has reset in theengine room, near the engine.
Auxiliary engines are always stopped if the overspeedtrip has been activated. At the same time as the over-speed trip is activated, the shut-down solenoid is also en-ergized on auxiliary engines.
The tripping speeds of the overspeed trip are as follow:
Main engine
Electro-pneumatic:Nom. max. speed 720 RPM tripping 830 RPM ± 10 RPMNom. max. speed 750 RPM tripping 860 RPM ± 10 RPM
Mechanical:Nom. max. speed 720 RPM tripping 850 RPM ± 10 RPMNom. max. speed 750 RPM tripping 885 RPM ± 10 RPM
Auxiliary engines
Electro-pneumatic:Nom. max. speed 720 RPM tripping 815 RPM ± 10 RPMNom. max. speed 750 RPM tripping 850 RPM ± 10 RPM
Mechanical:Nom. max. speed 720 RPM tripping 830 RPM ± 10 RPMNom. max. speed 750 RPM tripping 860 RPM ± 10 RPM
If the mechanical overspeed trip has been released, theengine cannot start before the spring has been manuallyloaded again.
14.3. Speed control
Main engine speed control
The engines are normally provided with mechanical/hy-draulic governors prepared for pneumatic or electric re-mote control.
The standard type of governors used is:
• Woodward PGA 58
The governor is equipped with a shutdown solenoid andwith either a pneumatic smoke limiter or with an electricalstart fuel limiter.
If an electronic speed governor is specified, a WoodwardPG-EG type actuator or similar can be used.
The idling speed is selected for each installation basedon calculations, for controllable pitch propeller installa-tions at 60 - 70% of the nominal speed and for fixed-pitchpropeller installations at about 40 - 50%.
The standard control air pressure for pneumatically con-trolled governor is:
p = 0.00857 x n - 1.43
p = control air pressure [bar]n = engine speed [RPM]
Governors for engines in FP-propeller installations areprovided with a smoke limiter function, which limits thefuel injection as a function of the charge air pressure.
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14. Control and monitoring system
Governors for engines connected to a common reduc-tion gear are specially adapted and adjusted for thesame speed droop, normally about 4%, to obtain basicload sharing. In addition, external load sharing based onthe fuel rack position transducer is recommended. Abuilt-in delay of the speed change rate is standard ongovernors; the time for speed acceleration from idle torated speed and vice versa at speed decrease is 10 - 12seconds.
Generating set speed control
Generator engines are usually provided with mechani-cal/hydraulic governors for electric speed setting.
The standard type of governors used are:
• Woodward UG 10
• Woodward PGG 58
Both governors are equipped with speed setting motorsfor synchronizing and load sharing, with a shutdown so-lenoid and with an electrical starting fuel limiter. The syn-chronizing is operated by ON/OFF control as an“increase” or “decrease” by polarity switching.
The normal speed change rate is about 0.3 Hz/s.
To obtain basic load sharing, engines intended for paral-lel running have governors specially adapted for thesame speed droop, i.e. about 4%.
If electronic type speed governors are specified, Wood-ward PG-EG type actuators or similar can be used.
Electronic governors are recommended for diesel-electric main engines.
14.4. Speed measuring system
The speed measuring system mounted on the engine in-cludes magnetic pick-ups for engine and turbochargerspeed as well as a central unit with power supply, meas-uring converters and relay outputs. The central unit issupplied as a separate unit, for installation e.g. in thecontrol room. A separate drawing of the speed measur-ing system is supplied for each installation. The followingequipment is ready wired on the engine:
• magnetic pick-up for engine speed
• magnetic pick-up for turbocharger speed
• double scale indicator for engine and turbochargerspeed installed in the engine instrument panel
• hour counter installed in the engine instrument panel
• solenoid for starting fuel limiter
Provision for the following external connections is stan-dard on the engine:
• analogue signal indicating the engine speed 0 -10 V DC (0 - 1000 RPM)
• analogue signal indicating the turbocharger speed 0 -10 V DC (0 - 30000 RPM)
• relay, switch point 15 % above nominal speed
• relay, switch point 300 RPM
• relay, optional switch point
Each relay can be loaded with 24 - 110 V DC, 30 VA.
14.5. Blocking of alarms
The load dependant cooling water system is standardequipment on the engine. With this system two differentcooling water temperature levels are maintained in thelow temperature circuit, normal level at high loads andhigher level at low engine load. For the high lubricating oiltemperature, an alarm switch with two set points is used.If an analogue sensor is used, two alarm channels haveto be reserved. At low load, the lower set point of the lu-bricating oil temperature alarm as well as the alarm forhigh charge air temperature have to be blocked asshown in the diagram below. The relay automatics arenot included in the engine delivery.
14.6. Electric prelubricating pump
All diesel engines are equipped with an electric prelubri-cating pump. The pump is used for:
1. Filling the lubricating oil system of the diesel enginebefore start, for example when the engine has notrun for a long time.
2. Continuous prelubrication of a stopped diesel en-gine, through which heavy fuel is circulating.
3. Continuous prelubricating of a stopped diesel enginein a multi-engine installation always when one of theengines is in operation.
To ensure that the requirement mentioned in item 2above will always be fulfilled, automatic starting andstopping of the prelubricating pump can be controlled bythe speed sensing relay with the switch point 300 RPM.
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14. Control and monitoring system
Control of load dependent LT thermostatic valve
(4V50G1566)14.7. Electric built-on fuel feed pump
All in-line engines for heavy fuel oil are as standardequipped with an electric fuel feed pump, except for en-gines in single engine installations. For V-engines thecorresponding pump should be fitted in the external fuelsystem. The pump is used as follows:
1. For continuous circulation of heavy fuel throughthe engine, if the engine is running, or is in stand-by, on heavy fuel.
2. To start before the engine starts, when running onMarine Diesel Fuel, and stop with the engine.
14.8. Preheating of cooling water
Preheating of the cooling water has to be arranged onengines which are in stand-by on heavy fuel and for allengines which are arranged for instant load application.Preheating is preferably controlled automatically. Thecirculating pump should start when one engine stops,and stop when all engines are running.
The cooling water preheater should be controlled by athermostat, which keeps the temperature of the preheat-ing water into the engine at about 70°C.
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14. Control and monitoring system
Wiring diagram for cooling water preheater, prelubricating pump and fuel feed pump (3V50G0621a)
Marine Project Guide WV32 - 2/1997 99
14. Control and monitoring system
Principal wiring diagram of a start/stop system for a single main engine (3V50L1393c)
100 Marine Project Guide WV32 - 2/1997
14. Control and monitoring system
Principal wiring diagram of a start/stop system for a single auxiliary engine (3V50L1394c)
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14. Control and monitoring system
14.9. Monitoring system
Monitoring equipment fitted on the engine
The set of micro switches/analogue transducers built onthe engine can vary from one installation to another. Theactual set of transducers can be found in the electric wir-ing diagram which is supplied for each installation.
All micro switches are of the NO/NC type with three wiresconnected to the terminal strips in the terminal box.
Data for transducers mounted according to the basic en-gine specification appear from the following table:
1) Set point MDO: 3 barSet point 380 cSt/50°C: 4 bar
2) Wet sump engines,only
3) Alarm for deviation from the average temperatureis to be set as follows:
30% load ± 70°C100% load ± 50°C
4) V-engines, only
L = LowH = HighO = ON/OFFA = Analogue
The exhaust gas and main bearing temperature trans-ducers are thermocouples (NiCr/Ni) each of which isconnected through compensating cables to its own am-plifier mounted on the engine.
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14. Control and monitoring system
AlarmL H
StopL H
TypeO A
Set point
Fuel systemPressure before injection pumps 1)Pressure drop over filter
••
••
5.0 bar1.5 bar
Lubricating oil systemPressure before enginePressure before enginePressure before engine (priming)Temperature before engineLevel in oil sump 2)Pressure drop over filter
•
••
••
•••••••
3.0 bar2.0 bar0.5 bar80/90°C
1.5 bar
HT-cooling water systemTemperature after engineTemperature after enginePressure before engine
••
• •••
110°C105°C2.0 bar
LT-cooling water systemPressure before enigne • • 2.0 bar
Charge airTemperature in manifold • • 75°C
Exhaust gasTemperature after cylinder 3) • •
Main bearingsTemperature 4) • •
MiscellaneousOverloadReleased overspeed tripEngaged turning gear
•• • •
•115
15. Seating15.1. General
Main engines are normally mounted rigidly on the foun-dation, either on steel or resin chocks. Auxiliary enginesare mounted flexibly on rubber elements. Also main en-gines can be flexibly mounted if required.
The foundation should be stiff in all directions to absorbthe dynamic forces caused by the engine. Especially thefoundation of the propeller thrust bearing (the reductiongear) should be dimensioned and designed so thatharmful deformations are avoided. Dynamic forcescaused by the engine are presented in chapter 16.
15.2. Rigid mounting
Installation of main engines
Holes for holding down bolts must be drilled through theseating top plate. The holes for the bolts shall have a di-ameter 44, except for those holes which are to bereamed and equipped with fitted bolts. These holes canbe drilled through the holes in the engine feet.
The mounting bolts are through-bolts with a lock nut atthe lower end and a hydraulically tightened nut at the up-per end. One fitted bolt is used on each side of the engineclosest to the flywheel. All other bolts are clearance bolts.
The bolts are tightened with the hydraulic tools suppliedwith the engine. The necessary hydraulic pressure is cal-culated as follows:
phyd = Fbolt / Apiston [N/mm²]
The hydraulic tool has the following effective piston area:
Apiston = 7130 mm².
Side supports must be installed for all engines. On four,six, eight, twelve and sixteen cylinder engines, two sup-ports on each side of the engine are used and on nineand eighteen cylinder engines three on each side. If resinchocks are used, an additional side support is fitted oneach side closest to the flywheel. The side supports areto be welded to the seating top plate before aligning theengine and fitting the chocks. An acceptable bearing sur-face must be obtained on the wedges of the side sup-ports.
Fitting on steel chocks
The seating top plate is usually inclined outwards with re-gard to the centre line of the engine. The inclination of thesupporting surface should be 1:100. The seating topplate should be designed so that the wedge-type chockscan easily be fitted into position.
The size of the chocks should be 250 x 170 mm and theyshould have an inclination of 1:100. The chocks are pref-erably made of steel, although cast iron chocks are per-mitted.
When fitting the chocks, the supporting surface of theseating top plate should be machined so that a goodbearing surface on both sides of at least 70% is obtained.The cut out in the chock shall be 44 mm (M42 bolts) for allchocks, except those to be reamed and equipped with fit-ted bolts.
The design of the clearance and the fitted bolts is shownin drawing 1V69L0028.
The bolts are designed as tensile bolts, with a reduceddiameter, 35, to ensure a sufficient elongation andthus avoid loosening. The bolts are dimensioned so thata sufficient elongation is achieved if using St 52-3 andtightening the bolts to 80% of the yield point. It is, how-ever, recommended to use 34CrNiMo6V (or similar)which will result in a better elongation already when tight-ened to 60% of the yield point. In order to ensure properfastening and avoid bending stress in the bolts, the con-tact faces of the nuts shall be spotfaced.
Oil pressure to be used for the hydraulic tool:
34CrNiMo6V phyd = 580 bar ~ 60% of yield point
St 52-3 phyd = 330 bar ~ 80% of yield point
Fitting on resin chocks
Installation of main engines on resin chocks is permitted,provided that the requirements of the classification so-cieties are fulfilled. The principal dimensions of thechocks are 450 x 180 mm.
During normal operating conditions, the supporting sur-face of the engine feet has a maximum temperature ofabout 75°C, which should be considered when selectingthe type of resin.
Due to the lower permissible surface pressure of theresin chocks, the tightening force of the mounting bolts islower than with steel chocks. The bolts are tensile bolts,with a reduced diameter, to ensure sufficient elongationand thus avoid loosening. The design of the clearanceand the fitted bolts is shown in drawing 1V69L0028. Thebolt diameter shall be 24. Assuming a permissible sur-face pressure of 3.5 N/mm², the oil pressure to be usedfor the hydraulic tool is:
34CrNiMo6V phyd = 170 bar ~ 18% of yield point
St 52-3 phyd = 170 bar ~ 79% of yield point
In order to assure proper fastening and avoid bendingstress in the bolts, the contact faces of the nuts should bespotfaced.
Marine Project Guide WV32 - 2/1997 103
15. Seating
Main engine foundation, in-line engine, dry oil sump (4V69A0022)
104 Marine Project Guide WV32 - 2/1997
15. Seating
Main engine foundation V32, dry oil sump (1V69A0096)
Marine Project Guide WV32 - 2/1997 105
15. Seating
Chocking of main engines (1V69L0028)
Steel chocks Resin chocks
106 Marine Project Guide WV32 - 2/1997
15. Seating
15.3. Flexible mounting of generating sets
Generating sets, consisting of engine and generatormounted on a common base plate, are usually installedon resilient mounts on the foundation in the ship.
The resilient mounts reduce the structure-borne noisetransmitted to the ship and also serve to protect the gen-erating set bearings from possible fretting caused by hullvibration.
The number of mounts and their location is calculated toavoid resonance with excitations from the generating setengine, the main engine and the propeller. It is thereforeimportant for the shipyard to inform Wärtsilä Diesel at thedesign stage of the main engine speed, number of cylin-ders, propeller speed and number of propeller blades.
The selected number of mounts and their position will beshown in the generating set dimensional drawing. Nor-mally, conical rubber mounts are used; in special casesother types of mounts can also be considered.
The rubber element in the mounts is designed to with-stand both compression and shear loads. In addition, themounts have built-in buffers to limit the movements of thegenerating set due to the sea state.
The mounts are made of natural rubber and care must betaken that the mounts do not come in contact with oil, oilywater or fuel.
The compression of all mounts must be equal when thegenerating set is installed and aligned on the ship’s foun-dation. The maximum permissible variation in compres-sion is 2.0 mm when using conical mounts. Adjustmentsin height are made with steel chocks. If shims are used,the minimum thickness of a shim is 0.5 mm and only oneshim per mount is permitted.The transmission of forces emitted by the engine is 10 -20% when using conical mounts. For the foundation de-sign, see drawing 3V46L0295 (in-line engines) and3V46L0294 (V-engines).
Generating set seating,
in-line engine (3V46L0295)
Generating set seating,
V-engine (3V46L0294)
Marine Project Guide WV32 - 2/1997 107
15. Seating
15.4. Flexible pipe connections
When the generating set is installed on flexible mounts,all connections to the set must be flexible and no gratingnor ladder may be fixed to it. Generator cables must beflexible and led in such a way that they allow the normalmovements of the set. When installing the flexible pipeconnections, all bending and stretching of the connec-tions must be avoided.
The external pipe must be precisely aligned to the fittingor the flange of the engine. Observe that the pipe clampfor the pipe outside the flexible connection must be veryrigid and welded to the steel structure of the foundation toprevent vibrations, which could damage the flexible con-nections. Most problems with bursting of the flexible con-nection originate from poor clamping. See drawing4V60L0813 showing how pipes shall be clamped.
Examples of flexible pipe connections (4V60L0813)
108 Marine Project Guide WV32 - 2/1997
15. Seating
16. Dynamic characteristics
16.1. General
Dynamic forces and moments caused by the engine areshown in the table. Due to manufacturing tolerances,some variation in these values may occur.
16.2. External forces and couples
Coordinate system of external couples (4V93C0019)
Marine Project Guide WV32 - 2/1997 109
16. Dynamic characteristics
External forces, D & E
F = 0 for all cylinder numbers
External couples, D & E
Engine Speed[RPM]
Frequency MQ MH[Hz] [Nm] [Nm]
Frequency MQ MH[Hz] [Nm] [Nm]
9R32 720750
12 30600 3060012.5 33200 33200
24 17700 —25 19200 —
18V32 720750
12 43300 4330012.5 46990 46990
24 20870 1159025 22650 12580
External forces, LN D & LN E
Engine Speed[RPM]
Frequency FQ FH[Hz] [Nm] [Nm]
4R32LN 720750
48 — 220050 — 2400
8R32LN 720750
48 — 430050 — 4700
16V32LN 720750
48 3600 140050 3900 1500
External couples, LN D & LN E
Engine Speed[RPM]
Frequency MQ MH[Hz] [Nm] [Nm]
Frequency MQ MH[Hz] [Nm] [Nm]
Frequency MQ MH[Hz] [Nm] [Nm]
9R32LN 720750
12 35000 3500012.5 38000 38000
24 21000 —25 23000 —
48 1300 —50 1400 —
18V32LN 720750
12 46000 4600012.5 49000 49000
24 24000 1300025 26000 15000
48 — 110050 — 1200
16.3. Torque variations
D & E
110 Marine Project Guide WV32 - 2/1997
16. Dynamic characteristics
Engine Speed[RPM]
Frequency ML
[Hz] NmFrequency ML
[Hz] NmFrequency ML
[Hz] Nm
4R32D 720
750
24 560024 * 4224025 873025 * 46670
48 18450
50 18430
72 7100
75 6990
6R32D 720750
36 2085037.5 19330
72 1065075 10490
108 2810112.5 2720
8R32D 720750
48 3691050 36850
96 5400100 5180
144 2280150 2160
9R32D 720750
54 3394056.3 33960
108 4210112.5 4000
162 2130168.8 2010
12V32D 720750
36 1079037.5 10010
72 1844075 18170
108 3970112.5 3770
16V32D 720750
48 1282050 12880
96 10150100 9730
144 2280150 2160
18V32D 720750
54 2598056.3 26000
108 5960112.5 5650
162 3930168.8 3710
Engine Speed[RPM]
Frequency ML
[Hz] NmFrequency ML
[Hz] NmFrequency ML
[Hz] Nm
4R32E 720
750
24 690024 * 4224025 1050025 * 46670
48 18100
50 18100
72 7500
75 7400
6R32E 720750
36 1920037.5 17900
72 1120075 11000
108 2900112.5 3100
8R32E 720750
48 3630050 36300
96 6200100 5900
144 2700150 2600
9R32E 720750
54 3390056.3 33900
108 5000112.5 4700
162 2500168.8 2400
12V32E 720750
36 1000037.5 9300
72 1940075 19100
108 4700112.5 4500
16V32E 720750
48 1260050 12600
96 11600100 11100
144 2700150 2600
18V32E 720750
54 2600056.3 26000
108 7000112.5 6700
162 4700168.8 4400
* at zero load
LN D & LN E
Marine Project Guide WV32 - 2/1997 111
16. Dynamic characteristics
Engine Speed[RPM]
Frequency ML
[Hz] NmFrequency ML
[Hz] NmFrequency ML
[Hz] Nm
4R32 LN D
4R32 LN Didle
720750720750
24 460025 710024 4300025 48000
48 2200050 2200048 390050 3900
72 880075 880072 240075 2400
6R32 LN D
6R32 LN Didle
720750720750
36 2500037.5 2200036 1700037.5 20000
72 1300075 1300072 350075 3600
108 2700112.5 2800— —— —
8R32 LN D 720750
48 4400050 43000
96 6000100 6100
— —— —
9R32 LN D 720750
54 4100056.3 41000
108 4000112.5 4100
— —— —
12V32 LN D
12V32 LN Didle
720750720750
36 1300037.5 1200036 900037.5 10000
72 2300075 2300072 610075 6200
108 3800112.5 3900108 1200112.5 1300
16V32 LN D 720750
48 1500050 15000
96 11000100 11000
— —— —
18V32 LN D 720750
54 3100056.3 32000
108 5700112.5 5800
162 1000168.8 1000
Engine Speed[RPM]
Frequency ML
[Hz] NmFrequency ML
[Hz] NmFrequency ML
[Hz] Nm
4R32 LN E
4R32 LN Eidle
720750720750
24 790025 690024 4300025 48000
48 2300050 2300048 390050 3900
72 840075 840072 240075 2400
6R32 LN E
6R32 LN Eidle
720750720750
36 2800037.5 2600036 1700037.5 20000
72 1300075 1300072 350075 3600
108 1900112.5 1900— —— —
8R32 LN E 720750
48 4600050 45000
96 4800100 4800
— —— —
9R32 LN E 720750
54 4100056.3 41000
108 2800112.5 2800
— —— —
12V32 LN E
12V32 LN Eidle
720750720750
36 1500037.5 1400036 900037.5 10000
72 2200075 2200072 610075 6200
108 2600112.5 2600108 1200112.5 1300
16V32 LN E 720750
48 1600050 16000
96 8900100 9000
— —— —
18V32 LN E 720750
54 3200056.3 32000
108 4000112.5 4000
— —— —
17. Power Transmission
17.1. Connection to driven equipment
Power transmission of propulsion engines is accom-plished through a flexible coupling. Alternatively, a com-bined flexible coupling and clutch mounted on theflywheel is used. The crankshaft is equipped with an ad-ditional shield bearing at the flywheel end. Therefore,also a rather heavy coupling can be mounted on the fly-wheel without intermediate bearings.
Generating set engines with more than six cylindersmust have a flexible coupling between the engine andthe alternator. This means that the generator must be of2-bearing type. With four and six cylinder engines singlebearing alternators with flange connection to the flywheelare preferred.
The type of flexible coupling to be used is decided fromcase to case on the basis of the torsional vibration calcu-lations that are made for each installation.
Full output is also available at the free end of the engine.An intermediate shaft and bearing is necessary betweenthe engine and the flexible coupling of the PTO.
The mass-moments of inertia of the propulsion engines(including flywheel) are typically as follows:
Engine J [kg m²]
4R32 300 - 3806R32 260 - 5208R32 440 - 7509R32 520 - 61012V32 530 - 71016V32 550 - 73018V32 570 - 750
Connection engine-alternator (2V64L0040)
17. Power Transmission
112 Marine Project Guide WV32 - 1/1997
Power take off at free end (1V62L0395)
Marine Project Guide WV32 - 2/1997 113
17. Power Transmission
Fig. 1
Rating[kW/RPM]
D1 D2 E F H K N Amin B Cmin
1.021.361.772.252.813.464.22 1)5.05 1)6.00 1)7.06 1)8.20 1)
100110120130140150160170180190200
170185200215230250260280300310330
108118130140150162172182195205215
280300325350380405430450480515535
150150150160160180180200200220220
300300300325325370370420420450450
225225225235235280280310310320320
640640635660680710780
1170120012401250
902902902920966
101011001250157016301670
10231023102010401090113412451410173018001838
1) with fitted bolts
Fig. 2
Rating[kW/RPM]
D H K N A B Cmin
2.252.81
130140
160160
325325
235235
408408
952930
11031060
17.2. Torsional vibrations
A torsional vibration calculation is made for each installa-tion. For this purpose exact data of all components in-cluded in the shaft system are required. See the list ofrequired data below.
General
• Classification
• Ice class
• Operating modes
Data of reduction gear
A mass elastic diagram showing:
• all clutching possibilities
• sense of rotation of all shafts
• dimensions of all shafts
• mass moment of inertia of all rotating parts includingshafts and flanges
• torsional stiffness of shafts between rotating masses
• material of shafts including tensile strength and modu-lus of rigidity
• gear ratios
• drawing number of the diagram
Data of propeller and shafting
A mass-elastic diagram or propeller shaft drawing show-ing:
• mass moment of inertia of all rotating parts includingthe rotating part of the OD-box, SKF couplings and ro-tating parts of the bearings
• mass moment of inertia of the propeller at full/zeropitch in water
• torsional stiffness or dimensions of the shaft
• material of the shaft including tensile strength andmodulus of rigidity
• drawing number of the diagram or drawing
Data of shaft alternator
A mass-elastic diagram or an alternator shaft drawingshowing:
• alternator output, speed and sense of rotation
• mass moment of inertia of all rotating parts or a total in-ertia value of the rotor, including the shaft
• torsional stiffness or dimensions of the shaft
• material of the shaft including tensile strength andmodulus of rigidity
• drawing number of the diagram or drawing
Data of flexible coupling/clutch
If a certain make of flexible coupling has to be used, thefollowing data of it must be informed:
• mass moment of inertia of all parts of the coupling
• number of flexible elements
• linear, progressive or degressive torsional stiffnessper element
• dynamic magnification or relative damping
• nominal torque, permissible vibratory torque and per-missible power loss
• drawing of the coupling showing make, type and draw-ing number
114 Marine Project Guide WV32 - 2/1997
17. Power Transmission
17.3. Alternator feet design
Directives for designing the feet of the alternator and the distance between its fixing bolts
Generator feet with 1 hole (4V92F0117-2a)
Marine Project Guide WV32 - 2/1997 115
17. Power Transmission
H 4R32Rmax
6R32Rmax
8 - 9R32Rmax
12 - 18V32Rmax
1200 - 14001200 - 17501450 - 22002000 - 2200
750890
10951095
H = distance between fixing bolts in steps of 50 mm
Rmax = see drawing below
Alternative: B = 230 Alternative: B = 180
L L/2 L L/2
220430590
110215295
220430590
110215295
Generator feet with 2 holes (4V92F0117-3a)
116 Marine Project Guide WV32 - 2/1997
17. Power Transmission
Alternative: B = 230 Alternative: B = 180
L LH L LH
620840
200420
620840
200420
18. Engine room arrangement
18.1. Arrangement of generating sets
Engine room arrangement, generating sets, R32 (3V69C0064a)
Marine Project Guide WV32 - 2/1997 117
18. Engine room arrangement
Engine Dimensions
A B C D
4R32 1450 1530 1800 2440
6R32 14501600
15301680
17601950
24002590
8R32 16002200
16802280
19502510
25903150
9R32 18002200
18002280
21102510
27503150
The breadth of the common baseplate can vary with the type of alternator.
18.2. Arrangement of main engines
Engine room arrangement, main engines, R32 (0V69C0066b)
118 Marine Project Guide WV32 - 2/1997
18. Engine room arrangement
∗ Piston and connecting rod can be freelytransported over adjacent cylinder head covers.
Corresponding distances for LN engines are:Min. 2500Rec. 3000
Engine room arrangement, main engines, V32 (0V69C0065a)
Marine Project Guide WV32 - 2/1997 119
18. Engine room arrangement
∗ Piston and connecting rod can be freely transportedover adjacent cylinder head covers.
Corresponding distances for LN engines are:Min. 2130Rec. 2850
18.3. Transportation dimensions
Lifting of engines (2V83D0255)
120 Marine Project Guide WV32 - 2/1997
18. Engine room arrangement
Lifting of generating sets (3V83D0128/0129)
Marine Project Guide WV32 - 2/1997 121
18. Engine room arrangement
19. Dimensions and weights of engine parts
Turbocharger and cooler inserts (2V92L0593)
19. Dimensions and weights of engine parts
122 Marine Project Guide WV32 - 1/1997
Weights [kg]
Engine 1. Turbocharger 2. Charge air cooler insert 3. Lubricating oil cooler insert
1-stage 2-stage
4R326R328R329R3212V3216V3218V32
640103016801680
2 x 10302 x 16802 x 1680
190260300310
2 x 2602 x 3002 x 310
450550
2 x 450
105120140140
Dimensions
Engine
A B
1-stage 2-stage
G HC D E C D E
4R326R328R329R3212V3216V3218V32
1150137516601660137516601660
780930
11101110
93011101110
733746841881746841881
410470470470470470470
545605645705605645705
818958
818
605645
605
640710
640
1070134013401340
336336336336
Large spare parts, 32 D & E (1V92L0351)
Item Weight [kg]
1. Connecting rod 1302. Piston 973. Cylinder liner 1774. Cylinder head 3675. Valve 36. Piston ring -7. Injection pump 30
Item Weight [kg]
8. Injection valve 89. Starting air valve 410 Main bearing shell 411. Split gear wheel 6212. Intermediate gear wheel 2813. Intermediate gear complete 5614. Camshaft gear wheel 33
Marine Project Guide WV32 - 2/1997 123
19. Dimensions and weights of engine parts
Large spare parts, 32 LN D & LN E (1V92L1101)
Item Weight [kg]
1. Connecting rod 1372. Piston 1153. Cylinder liner 1774. Cylinder head 3675. Valve 36. Piston ring -7. Injection pump 35
Item Weight [kg]
8. Injection valve 89. Starting air valve 410 Main bearing shell 411. Split gear wheel 6212. Intermediate gear wheel 2813. Intermediate gear complete 5614. Camshaft gear wheel 33
124 Marine Project Guide WV32 - 2/1997
19. Dimensions and weights of engine parts
463342
20. List of symbols(4V92A0549a)
Marine Project Guide WV32 - 2/1997 125
20. List of symbols