WÄRTSILÄ 38 PROJECT GUIDE

WÄRTSILÄ 38
PROJECT GUIDE
Lib Version: a1708
Introduction
This Project Guide provides data and system proposals for the early design phase of marine engine installations.
For contracted projects specific instructions for planning the installation are always delivered. Any
data and information herein is subject to revision without notice. This 2/2008 issue replaces all previous
issues of the Wärtsilä 38 Project Guides.
Issue Published Updates
2/2008 11.11.2008 Compact Silencer System added and other minor updates
1/2008 02.07.2008 General PG update
1/2007 31.10.2007 General PG update
Wärtsilä Ship Power
Technology, Product Support
Trieste, November 2008
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 PUBLICATION DEALS WITH COMPLICATED TECHNICAL MATTERS AND THE DESIGN
OF THE SUBJECT AND PRODUCTS IS SUBJECT TO REGULAR IMPROVEMENTS, MODIFICATIONS AND CHANGES. CONSEQUENTLY, THE PUBLISHER
AND COPYRIGHT OWNER OF THIS PUBLICATION CANNOT TAKE ANY RESPONSIBILITY OR LIABILITY FOR ANY ERRORS OR OMISSIONS
IN THIS PUBLICATION OR FOR DISCREPANCIES ARISING FROM THE FEATURES OF ANY ACTUAL ITEM IN THE RESPECTIVE PRODUCT BEING
DIFFERENT FROM THOSE SHOWN IN THIS PUBLICATION. THE PUBLISHER AND COPYRIGHT OWNER SHALL NOT BE LIABLE UNDER ANY CIRCUMSTANCES,
FOR ANY CONSEQUENTIAL, SPECIAL, CONTINGENT, OR INCIDENTAL DAMAGES OR INJURY, FINANCIAL OR OTHERWISE,
SUFFERED BY ANY PART ARISING OUT OF, CONNECTED WITH, OR RESULTING FROM THE USE OF THIS PUBLICATION OR THE INFORMATION
CONTAINED THEREIN.
COPYRIGHT © 2008 BY WÄRTSILÄ ITALY S.p.A.
ALL 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.
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Wärtsilä 38 - Project guide
Introduction
Table of Contents
1. General data and outputs ............................................................................................................................ 1
1.1 Technical main data ............................................................................................................................. 1
1.2 Maximum continuous output ................................................................................................................ 1
1.3 Reference conditions ........................................................................................................................... 2
1.4 Principal engine dimensions and weights ............................................................................................ 2
1.5 Principal generating set dimensions .................................................................................................... 4
2. Operating ranges .......................................................................................................................................... 5
2.1 Engine operating range ........................................................................................................................ 5
2.2 Loading capacity .................................................................................................................................. 6
2.3 Low air temperature ............................................................................................................................ 8
2.4 Operation at low load and idling ........................................................................................................... 9
3. Technical data ............................................................................................................................................... 10
3.1 Introduction .......................................................................................................................................... 10
3.2 Technical data tables ............................................................................................................................ 11
3.3 Exhaust gas and heat balance diagrams ............................................................................................. 22
4. Description of the engine ............................................................................................................................. 28
4.1 Definitions ............................................................................................................................................ 28
4.2 Engine block ......................................................................................................................................... 28
4.3 Crankshaft ............................................................................................................................................ 29
4.4 Connecting rod ..................................................................................................................................... 29
4.5 Main bearings and big end bearings .................................................................................................... 29
4.6 Cylinder liner ........................................................................................................................................ 29
4.7 Piston ................................................................................................................................................... 29
4.8 Piston rings .......................................................................................................................................... 29
4.9 Cylinder head ....................................................................................................................................... 29
4.10 Camshaft and valve mechanism.......................................................................................................... 30
4.11 Camshaft drive ..................................................................................................................................... 30
4.12 Turbocharging and charge air cooling .................................................................................................. 30
4.13 Injection equipment .............................................................................................................................. 30
4.14 Exhaust pipes ...................................................................................................................................... 30
4.15 Cooling system.................................................................................................................................... 31
4.16 Fuel system.......................................................................................................................................... 31
4.17 Common Rail, optional ......................................................................................................................... 31
4.18 Lubricating oil system.......................................................................................................................... 31
4.19 Starting air system............................................................................................................................... 31
5. Piping design, treatment and installation .................................................................................................. 34
5.1 Pipe dimensions ................................................................................................................................... 34
5.2 Trace heating ....................................................................................................................................... 35
5.3 Operating and design pressure ............................................................................................................ 35
5.4 Pipe class ............................................................................................................................................. 35
5.5 Insulation .............................................................................................................................................. 36
5.6 Local gauges ........................................................................................................................................ 36
5.7 Cleaning procedures ............................................................................................................................ 36
5.8 Flexible pipe connections ..................................................................................................................... 37
5.9 Clamping of pipes ................................................................................................................................ 38
6. Fuel oil system.............................................................................................................................................. 40
6.1 Acceptable fuel characteristics ............................................................................................................ 40
6.2 Internal fuel oil system......................................................................................................................... 43
6.3 External fuel oil system........................................................................................................................ 46
7. Lubricating oil system.................................................................................................................................. 65
7.1 Lubricating oil requirements ................................................................................................................. 65
7.2 Internal lubricating oil system.............................................................................................................. 66
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Table of Contents
7.3 External lubricating oil system............................................................................................................. 69
7.4 Crankcase ventilation system.............................................................................................................. 78
7.5 Flushing instructions ............................................................................................................................ 79
8. Compressed air system............................................................................................................................... 80
8.1 Instrument air quality ............................................................................................................................ 80
8.2 Internal compressed air system........................................................................................................... 80
8.3 External compressed air system.......................................................................................................... 82
9. Cooling water system................................................................................................................................... 87
9.1 Water quality ....................................................................................................................................... 87
9.2 Internal cooling water system.............................................................................................................. 88
9.3 External cooling water system............................................................................................................. 91
10. Combustion air system................................................................................................................................ 103
10.1 Engine room ventilation ....................................................................................................................... 103
10.2 Combustion air system design ............................................................................................................. 104
11. Exhaust gas system..................................................................................................................................... 106
11.1 Internal exhaust gas system................................................................................................................ 106
11.2 Exhaust gas outlet ............................................................................................................................... 108
11.3 External exhaust gas system............................................................................................................... 110
12. Turbocharger cleaning ................................................................................................................................. 115
12.1 Turbine cleaning system...................................................................................................................... 115
12.2 Compressor cleaning system............................................................................................................... 116
13. Exhaust emissions ....................................................................................................................................... 117
13.1 General ................................................................................................................................................ 117
13.2 Diesel engine exhaust components ..................................................................................................... 117
13.3 Marine exhaust emissions legislation .................................................................................................. 118
13.4 Methods to reduce exhaust emissions ................................................................................................. 119
14. Automation system....................................................................................................................................... 121
14.1 UNIC C1 .............................................................................................................................................. 121
14.2 UNIC C2 ............................................................................................................................................... 127
14.3 UNIC C3 ............................................................................................................................................... 132
14.4 Functions ............................................................................................................................................. 132
14.5 Alarm and monitoring signals .............................................................................................................. 134
14.6 Electrical consumers ............................................................................................................................ 135
14.7 System requirements and guidelines for diesel-electric propulsion ..................................................... 137
15. Foundation .................................................................................................................................................... 138
15.1 General ................................................................................................................................................ 138
15.2 Rigid mounting ..................................................................................................................................... 138
15.3 Resilient mounting ............................................................................................................................... 149
15.4 Mounting of generating sets ................................................................................................................. 151
16. Vibration and noise ...................................................................................................................................... 154
16.1 General ................................................................................................................................................ 154
16.2 External free couples and forces acting on W38B ............................................................................... 154
16.3 Torque variations .................................................................................................................................. 154
16.4 Mass moments of inertia ...................................................................................................................... 155
16.5 Structure borne noise .......................................................................................................................... 155
16.6 Air borne noise ..................................................................................................................................... 156
16.7 Exhaust noise ...................................................................................................................................... 157
17. Power transmission ...................................................................................................................................... 158
17.1 Flexible coupling .................................................................................................................................. 158
17.2 Clutch ................................................................................................................................................... 158
17.3 Shaft locking device ............................................................................................................................. 158
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Table of Contents
17.4 Power-take-off from the free end .......................................................................................................... 158
17.5 Input data for torsional vibration calculations ....................................................................................... 159
17.6 Turning gear ......................................................................................................................................... 160
18. Engine room layout ...................................................................................................................................... 161
18.1 Crankshaft distances ........................................................................................................................... 161
18.2 Four-engine arrangements ................................................................................................................... 162
18.3 Father and son arrangement ................................................................................................................ 164
18.4 Space requirements for maintenance .................................................................................................. 166
18.5 Platforms .............................................................................................................................................. 170
18.6 Engine room maintenance hatch ......................................................................................................... 171
19. Transport dimensions and weights ............................................................................................................ 172
19.1 Dimensions and weights of engine parts ............................................................................................. 174
20. Project guide attachments ........................................................................................................................... 176
21. ANNEX ........................................................................................................................................................... 177
21.1 Unit conversion tables .......................................................................................................................... 177
21.2 Collection of drawing symbols used in drawings .................................................................................. 178
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Table of Contents
1. General data and outputs
1.1 Technical main data
The Wärtsilä 38 is a 4-stroke, turbocharged and intercooled diesel engine with direct injection of fuel.
Cylinder bore 380 [mm]
Stroke 475 [mm]
Piston diplacement 53.9 [l/cyl]
Number of valves 2 inlet valves and 2 exhaust valves
Cylinder configuration 6, 8, 9, in-line 12, 16 in V-form
V-angle 50°
Direction of rotation Clockwise or counter-clockwise
Max. Cylinder pressure 21 [MPa] (210 bar)
Speed 600 [rpm]
Mean effective pressure 2.69 [MPa] (26.9 bar)
Mean piston speed 9.5 [m/s]
1.2 Maximum continuous output
Nominal speed is 600 rpm for propulsion engines. The mean effective pressure can be calculated as follows:
where:
p Mean effective pressure [MPa] e =
P = Output per cylinder [kW]
c = Operating cycle (2)
D = Cylinder bore [mm]
S = Stroke [mm]
n = Engine speed [rpm]
Table 1.1 Maximum continuous output
Engine type Diesel Electric [kW] CPP [kW] FPP [kW]
6L 4350 4350 4050
8L 5800 5800 5400
9L 6525 6525 6075
12V 8700 8700 8100
16V 11600 11600 10800
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1. General data and outputs
1.3 Reference conditions
The output is available up to a charge air coolant temperature of max. 38°C and an air temperature of max.
45°C. For higher temperatures, the output has to be reduced according to the formula stated in ISO 3046-
1:2002 (E).
The specific fuel oil consumption is stated in the chapter Technical data. The stated specific fuel oil consumption
applies to engines with engine driven pumps, operating in ambient conditions according to ISO
15550:2002 (E). The ISO standard reference conditions are:
total barometric pressure 100 kPa
air temperature 25°C
relative humidity 30%
charge air coolant temperature 25°C
Correction factors for the fuel oil consumption in other ambient conditions are given in standard ISO 3046-
1:2002.
1.4 Principal engine dimensions and weights
Figure 1.1 In-line engines (DAAE042634a)
Figure 1.2 V-engines (DAAE042635)
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1. General data and outputs
A Total length of the engine
B Height from the crankshaft centerline to the highest point
C Total width of the engine
D Minimum height when removing a piston
E Height from the crankshaft centerline to the engine feet
F Dimension from the crankshaft centerline to the bottom of the oil sump
G Length of the engine block
H Dimension from the end of the engine block to the end of the crankshaft
I Width of the oil sump
K Width of the engine block at the engine feet
M Distance from the center of the crankshaft to the outermost end of the engine
N Length from the engine block to the outermost point of the turbocharger
O Minimum width when removing a piston (V engines only)
Table 1.2 In-line engines dimensions
Engine A [mm] A [mm] B [mm] B [mm] C [mm] D [mm] E [mm] F [mm]
2190 3135 560 1115
(2210)
6L 6345 6220 2830 2830
2445 3135 560 1115
(2185")
2770
(2690")
2820
(2735")
7545
(7495")
7925
(7875")
8L
9L 8525 8145 2820 2770 2445 3135 560 1115
Weight1)
[tons]
Engine G [mm] H [mm] I [mm] K [mm] M [mm] N [mm] N [mm]
6L 4455 240 1110 1500 1205 1295 1345 51
1470 63 (62")
(1420")
1680
(1635")
8L 5655 240 1110 1500 1240 (980")
9L 6255 240 1110 1500 1240 1680 1470 72
Table 1.3 V-engines dimensions
Engine A [mm] A [mm] B=B [mm] C [mm] D [mm] E [mm] F [mm] G [mm]
12V 7615 7385 2930 3030 2855 720 1435 5165
16V 9130 8945 3105 3030 2855 720 1435 6565
Weight1)
[tons]
Engine H [mm] I [mm] K [mm] M [mm] N [mm] N [mm] O [mm]
12V 240 1382 2150 1515 1775 1775 1490 88
16V 240 1382 2150 1515 1890 1935 1490 110
Dimension valid when turbocharger is located at flywheel end
Dismantling dimension
" Dimension valid for 8L, FPP application only
1) Tolerance 5 %, the masses are wet weights of rigidly mounted engines with flywheel and built-on pumps
and without additional; e.g. hoisting tools, packing, torsional elastic coupling etc.
Table 1.4 Additional mass
Item 6L 8L 9L 12V 16V
Flexible mounting (without limiters) [tons] 4 5.5 6 4 4.5
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1. General data and outputs
1.5 Principal generating set dimensions
The engine can also be delivered as complete generating set. An engine and generator mounted together
on a common base frame, which can be flexible mounted. For indicative main dimensions see figure 1.3
and tables 1.5 and 1.6.
Figure 1.3 Generating set (DAAE042636)
Table 1.5 Generating sets dimensions
Weigth
[tons]
Engine A [mm] A [mm] E [mm] I [mm] K [mm] L [mm] L [mm]
6L 9100 9600 2900 1655 3135 4485 4485 90
8L 11500 12000 2900 1705 3135 4475 4525 110
9L 11800 12300 3100 1805 3135 4575 4625 130
12V 11100 11900 3600 2015 2855 4945 4945 160
16V 12500 13300 3800 2015 2855 5120 5120 200
Table 1.6 Common Baseframe dimensions
H.mounts
HBM [mm]
W.mounts
WBM [mm]
Heigth HB
[mm]
Width WB
[mm]
Lenght L
[mm]
Lenght L
[mm]
6L 8300 8000 2200 1100 2600 1350
8L 10500 10000 2200 1150 2600 1350
9L 11000 10500 2400 1250 2800 1350
12V 9800 9600 2800 1300 3200 1550
16V 11200 11000 3000 1300 3400 1550
Indicative dimensions and wet weights (final values depend on generator type and size)
T/C at flywheel end
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1. General data and outputs
2. Operating ranges
2.1 Engine operating range
Below nominal speed the load must be limited according to the diagrams in this chapter in order to maintain
engine operating parameters within acceptable limits. Operation in the shaded area is permitted only temporarily
during transients. Minimum speed and speed range for clutch engagement are indicated in the
diagrams, but project specific limitations may apply.
2.1.1 Controllable pitch propellers
An automatic load control system is required to protect the engine from overload. The load control reduces
the propeller pitch automatically, when a pre-programmed load versus speed curve (“engine limit curve”)
is exceeded, overriding the combinator curve if necessary. The engine load is derived from fuel rack position
and actual engine speed (not speed demand).
The propulsion control should also include automatic limitation of the load increase rate. Maximum loading
rates can be found later in this chapter.
The propeller efficiency is highest at design pitch. It is common practice to dimension the propeller so that
the specified ship speed is attained with design pitch, nominal engine speed and 85% output in the specified
loading condition. The power demand from a possible shaft generator or PTO must be taken into account.
The 15% margin is a provision for weather conditions and fouling of hull and propeller. An additional engine
margin can be applied for most economical operation of the engine, or to have reserve power.
Figure 2.1 Operating field for CP Propeller (9910DT223)
2.1.2 Fixed pitch propellers
The thrust and power absorption of a given fixed pitch propeller is determined by the relation between ship
speed and propeller revolution speed. The power absorption during acceleration, manoeuvring or towing
is considerably higher than during free sailing for the same revolution speed. Increased ship resistance, for
reason or another, reduces the ship speed, which increases the power absorption of the propeller over the
whole operating range.
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2. Operating ranges
Loading conditions, weather conditions, ice conditions, fouling of hull, shallow water, and manoeuvring
requirements must be carefully considered, when matching a fixed pitch propeller to the engine. The
nominal propeller curve shown in the diagram must not be exceeded in service, except temporarily during
acceleration and manoeuvring. A fixed pitch propeller for a free sailing ship is therefore dimensioned so
that it absorbs max. 85% of the engine output at nominal engine speed during trial with loaded ship. Typically
this corresponds to about 82% for the propeller itself.
If the vessel is intended for towing, the propeller is dimensioned to absorb 95% of the engine power at
nominal engine speed in bollard pull or towing condition. It is allowed to increase the engine speed to
101.7% in order to reach 100% MCR during bollard pull.
A shaft brake should be used to enable faster reversing and shorter stopping distance (crash stop). The
ship speed at which the propeller can be engaged in reverse direction is still limited by the windmilling
torque of the propeller and the torque capability of the engine at low revolution speed.
Figure 2.2 Operating field for FP Propeller (9910DT224)
2.2 Loading capacity
Controlled load increase is essential for highly supercharged diesel engines, because the turbocharger
needs time to accelerate before it can deliver the required amount of air. Sufficient time to achieve even
temperature distribution in engine components must also be ensured. This is especially important for larger
engines.
If the control system has only one load increase ramp, then the ramp for a preheated engine should be
used. The HT-water temperature in a preheated engine must be at least 60 ºC, preferably 70 ºC, and the
lubricating oil temperature must be at least 40 ºC.
The ramp for normal loading applies to engines that have reached normal operating temperature.
The load should always be applied gradually in normal operation. Class rules regarding load acceptance
capability of diesel generators should not be interpreted as guidelines on how to apply load in normal operation.
The class rules define what the engine must be capable of, if an unexpected event causes a sudden
load step.
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2. Operating ranges
2.2.1 Mechanical propulsion, controllable pitch propeller (CPP)
Figure 2.3 Maximum load increase rates for variable speed engines
If minimum smoke during load increase is a major priority, slower loading rate than in the diagram can be
necessary below 50% load.
In normal operation the load should not be reduced from 100% to 0% in less than 15 seconds. When absolutely
necessary, the load can be reduced as fast as the pitch setting system can react (overspeed due
to windmilling must be considered for high speed ships).
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2. Operating ranges
2.2.2 Diesel electric propulsion
Figure 2.4 Maximum load increase rates for engines operating at nominal speed
In normal operation the load should not be reduced from 100% to 0% in less than 15 seconds. In an
emergency situation the full load can be thrown off instantly.
The maximum deviation from steady state speed is less than 10%, when applying load according to the
emergency loading ramp. Load increase according to the normal ramp correspondingly results in less than
3% speed deviation.
Maximum instant load steps
The electrical system must be designed so that tripping of breakers can be safely handled. This requires
that the engines are protected from load steps exceeding their maximum load acceptance capability. The
maximum permissible load step for an engine that has attained normal operating temperature is 33% MCR.
The resulting speed drop is less than 10% and the recovery time to within 1% of the steady state speed
at the new load level is max. 5 seconds.
When electrical power is restored after a black-out, consumers are reconnected in groups, which may
cause significant load steps. The engine must be allowed to recover for at least 10 seconds before applying
the following load step, if the load is applied in maximum steps.
Start-up time
A diesel generator typically reaches nominal speed in about 25 seconds after the start signal. The acceleration
is limited by the speed control to minimise smoke during start-up.
2.3 Low air temperature
In cold conditions the following minimum inlet air temperatures apply:
• Starting + 5ºC
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2. Operating ranges
• Idling - 5ºC
• High load - 10ºC
Sustained operation between 0 and 40% load can require special provisions in cold conditions to prevent
too low engine temperature.
For further guidelines, see chapter Combustion air system design.
2.4 Operation at low load and idling
The engine can be started, stopped and operated on heavy fuel under all operating conditions. Continuous
operation on heavy fuel is preferred rather than changing over to diesel fuel at low load operation and
manoeuvring. The following recommendations apply:
Absolute idling (declutched main engine, disconnected generator)
• Maximum 10 minutes if the engine is to be stopped after the idling. 3-5 minutes idling before stop is
recommended.
• Maximum 6 hours if the engine is to be loaded after the idling.
Operation below 20 % load
• Maximum 100 hours continuous operation. At intervals of 100 operating hours the engine must be
loaded to minimum 70 % of the rated output.
Operation above 20 % load
• No restrictions.
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2. Operating ranges
3. Technical data
3.1 Introduction
3.1.1 General
This chapter gives the technical data (heat balance data, exhaust gas parameters, pump capacities etc.)
needed to design auxiliary systems. The technical data tables give separate exhaust gas and heat balance
data for variable speed engines “CPP” and diesel-electric engines “DE”. Engines driving controllable-pitch
propellers belong to the category “CPP” whether or not they have shaft generators (operated at constant
speed).
3.1.2 Ambient conditions
The reference ambient conditions are described in chapter 1.3; ISO and tropical conditions. The influence
of different ambient conditions on the heat balance (ref. ISO-conditions) is shown in following figures. The
recommended LT-water system is based on maintaining a constant charge air temperature to minimize
condensate. The external cooling water system should maintain an engine inlet temperature close to 38ºC.
3.1.3 Coolers
The coolers are typically dimensioned for tropical conditions, 45°C suction air and 32°C sea water temperature.
A sea water temperature of 32°C typically translates to a LT-water temperature of 38°C. Correction
factors are obtained from the following figures.
3.1.4 Heat recovery
For heat recovery purposes, dimensioning conditions have to be evaluated on a project specific basis as
to engine load, operating modes, ambient conditions etc. The load dependent diagrams (after the tables)
are valid under ISO-conditions, representing average conditions reasonably well in many cases.
3.1.5 Engine driven pumps
The basic fuel consumption given in the technical data tables include engine driven pumps. The increase
in fuel consumption in g/kWh is given in table 3.1:
Table 3.1 Fuel consumption, built on pumps
Load 100% Load 85% Load 75% Load 50%
Constant speed Lube oil pump [g/kWh] 2 2.3 2.6 4
HT- & LT- pump total 1 1.2 1.4 2
[g/kWh]
Variable speed Lube oil pump [g/kWh] 2 2.1 2.2 3
HT- & LT- pump total 1 1.1 1.2 1.5
[g/kWh]
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3. Technical data
3.2 Technical data tables
3.2.1 Wärtsilä 6L38
Diesel engine Wärtsilä 6L38 DE CPP
Engine speed RPM 600 600
Engine output kW 4350 4350
Cylinder bore mm 380 380
Stroke mm 475 475
Mean effective pressure MPa 2.7 2.7
Mean piston speed m/s 9.5 9.5
Idling speed rpm 320 320
Combustion air system
Flow of air at 100% load kg/s 7.61 7.61
Ambient air temperature, max. °C 45 45
Air temperature after air cooler (TE601) °C 50 50
Air temperature after air cooler, alarm °C 60 60
Exhaust gas system (Note 1)
Exhaust gas flow, 100% load kg/s 7.85 7.85
Exhaust gas flow, 85% load kg/s 7.59 7.25
Exhaust gas flow, 75% load kg/s 6.91 6.31
Exhaust gas flow, 50% load kg/s 4.86 4.92
Exhaust gas temperature after turbocharger, 100% load (TE517) °C 389 389
Exhaust gas temperature after turbocharger, 85% load (TE517) °C 309 320
Exhaust gas temperature after turbocharger, 75% load (TE517) °C 307 328
Exhaust gas temperature after turbocharger, 50% load (TE517) °C 323 314
Exhaust gas back pressure, max. kPa 3 3
Exhaust gas pipe diameter, min. mm 650 650
Calculated exhaust diameter for 35 m/s mm 730 730
Heat balance at 100% load (Note 2)
Jacket water, HT-circuit kW 501 501
Charge air, HT-circuit kW 831 831
Lubricating oil, LT-circuit kW 521 521
Charge air, LT-circuit kW 385 385
Radiation kW 170 170
Fuel system (Note 3)
Pressure before injection pumps (PT101) kPa 700 700
Viscosity before injection pumps (HFO) cSt 16..24 16..24
Viscosity before injection pumps (MDF), min. cSt 2 2
Fuel temperature before injection pumps (HFO) (TE101) °C < 140 < 140
Fuel temperature before injection pumps (MDF) (TE101) °C < 45 < 45
Circulating fuel flow / consumption ratio (100% load), min. 4:1 4:1
Fuel consumption (HFO), 100% load g/kWh 183 183
Fuel consumption (HFO), 85% load g/kWh 180 177
Fuel consumption (HFO), 75% load g/kWh 180 177
Fuel consumption (HFO), 50% load g/kWh 186 181
Leak fuel quantity, clean fuel (HFO), 100% load kg/h 1.7 1.7
Leak fuel quantity, clean fuel (MDF), 100% load kg/h 16.7 16.7
Lubricating oil system
Pressure before engine, nom. (PT201) kPa 450 450
Pressure before engine, alarm (PT201) kPa 380 380
Pressure before engine, stop (PT201) kPa 340 340
Priming pressure, nom. (PT201) kPa 50 50
Temperature before engine, nom. (TE201) °C 63 63
Temperature before engine, alarm (TE201) °C 70 70
Temperature after engine, approx. °C 78 78
Pump capacity (main), engine driven m³/h 91 91
Pump capacity (main), separate m³/h 80 80
Pump capacity (priming), 50/60 Hz m³/h 21 / 25 21 / 25
Suction ability of main engine driven pump (including pressure losses in pipes), max. kPa 40 40
Suction ability of priming engine driven pump (including pressure losses in pipes), max. kPa 35 35
Oil volume in separate system oil tank, nom. m³ 5.9 5.9
Filter fineness, mesh size μm 30 30
Filters difference pressure, alarm kPa 100 100
Oil consumption (100% load), approx. g/kWh 0.7 0.7
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3. Technical data
Diesel engine Wärtsilä 6L38 DE CPP
Crankcase ventilation flow rate l/min/cyl 210 210
Crankcase backpressure, max. kPa 0.2 0.2
High temperature cooling water system
Pressure before engine, nom. (PT401) kPa 380 + static 380 + static
Pressure before engine, alarm (PT401) kPa 250 + static 250 + static
Pressure before engine, max. (PT401) kPa 460 + static 460 + static
Temperature before engine, approx. (TE401) °C 73 73
Temperature after engine, nom. (TE402) °C 93 93
Temperature after engine, alarm (TE402) °C 103 103
Temperature after engine, stop (TE402) °C 110 110
Pump capacity, nom. m³/h 66 66
Pressure drop over engine kPa 180 180
Water volume in engine m³ 0.3 0.3
Pressure from expansion tank kPa 70...150 70...150
Pressure drop over external system, max. kPa 160 160
Delivery head of stand-by pump kPa 380 380
Low temperature cooling water system
Pressure before charge air cooler, nom. (PT471) kPa 340 + static 340 + static
Pressure before charge air cooler, alarm (PT471) kPa 250 + static 250 + static
Pressure before charge air cooler, max. (PT471) kPa 460 + static 460 + static
Temperature before engine, max. (TE471) °C 38 38
Temperature after engine, min. °C 44 44
Pump capacity, nom. m³/h 84 84
Pressure drop over engine kPa 180 180
Water volume in engine m³ 0.3 0.3
Pressure drop over external system, max. kPa 120 120
Pressure from expansion tank kPa 70...150 70...150
Delivery head of stand-by pump kPa 340 340
Starting air system (Note 4)
Air pressure, nom. (PT301) kPa 3000 3000
Air pressure, min. (20°C) (PT301) kPa 1200 1200
Air pressure, max. (PT301) kPa 3000 3000
Low pressure limit in air vessels kPa 1800 1800
Air consumption per start (20°C) Nm3 3.6 3.6
Air consumption per start, with generator (20°C) Nm3 5.6 5.6
COMMON RAIL
Fuel system
Pressure before injection pumps, min. kPa 1000 1000
Viscosity before injection pumps (HFO) cSt 16..24 16..24
Viscosity before injection pumps (MDF) cSt 2 2
Quantity of clean leak fuel, HFO (100% load, excluding injector return) kg/h 0.8 0.8
Quantity of clean leak fuel, MDF (100% load, excluding injector return) kg/h 8.4 8.4
Clean return fuel from fuel injector, HFO (100% load) kg/h 167 167
Clean return fuel from fuel injector, MDF (100% load) kg/h 167 167
Fuel temperature before fuel pumps (HFO) °C < 140 < 140
Fuel temperature before fuel pumps (MDF) °C < 45 < 45
Circulating fuel flow / consumption ratio (100%) load, min. 3:1 3:1
Mixing tank pressure, max. kPa 500 500
Filter absolute mesh size (HFO), max. (automatic fine filter) μm 10 10
Filter absolute mesh size (MDF), max. (automatic or duplex filter) μm 10 10
Safety filter absolute mesh size (HFO), max. μm 25 25
Lubricating oil system
Pressure at engine inlet, nom. kPa 450 450
Pressure after control oil pump, nom. kPa 25000 25000
Control oil flow to engine (engine running), nom. l/min/cyl 0.5 0.5
Control oil flow to engine, max. momentary flow (= max. pump capacity) l/min 110 110
Temperature before control oil pump, nom. °C 63 63
Filter absolute mesh size, max. (automatic fine filter) μm 10 10
Filter absolute mesh size, max. (by-pass filter for automatic filter) μm 25 25
Running-in filters on injectors holder mesh size, max. μm 100 100
Starting air system
Air consumption per start (20°C) Nm3 3.6 3.6
12 Project Guide W38 - 2/2008
Wärtsilä 38 - Project guide
3. Technical data
3.2.2 Wärtsilä 8L38
Diesel engine Wärtsilä 8L38 DE CPP
Engine speed RPM 600 600
Engine output kW 5800 5800
Cylinder bore mm 380 380
Stroke mm 475 475
Mean effective pressure MPa 2.7 2.7
Mean piston speed m/s 9.5 9.5
Idling speed rpm 320 320
Combustion air system
Flow of air at 100% load kg/s 10.15 10.15
Ambient air temperature, max. °C 45 45
Air temperature after air cooler (TE601) °C 50 50
Air temperature after air cooler, alarm °C 60 60
Exhaust gas system (Note 1)
Exhaust gas flow, 100% load kg/s 10.47 10.47
Exhaust gas flow, 85% load kg/s 10.13 9.67
Exhaust gas flow, 75% load kg/s 9.22 8.41
Exhaust gas flow, 50% load kg/s 6.48 6.57
Exhaust gas temperature after turbocharger, 100% load (TE517) °C 389 389
Exhaust gas temperature after turbocharger, 85% load (TE517) °C 309 320
Exhaust gas temperature after turbocharger, 75% load (TE517) °C 307 328
Exhaust gas temperature after turbocharger, 50% load (TE517) °C 323 314
Exhaust gas back pressure, max. kPa 3 3
Exhaust gas pipe diameter, min. mm 750 750
Calculated exhaust diameter for 35 m/s mm 843 843
Heat balance at 100% load (Note 2)
Jacket water, HT-circuit kW 668 668
Charge air, HT-circuit kW 1108 1108
Lubricating oil, LT-circuit kW 695 695
Charge air, LT-circuit kW 513 513
Radiation kW 227 227
Fuel system (Note 3)
Pressure before injection pumps (PT101) kPa 700 700
Viscosity before injection pumps (HFO) cSt 16..24 16..24
Viscosity before injection pumps (MDF), min. cSt 2 2
Fuel temperature before injection pumps (HFO) (TE101) °C < 140 < 140
Fuel temperature before injection pumps (MDF) (TE101) °C < 45 < 45
Circulating fuel flow / consumption ratio (100% load), min. 4:1 4:1
Fuel consumption (HFO), 100% load g/kWh 183 183
Fuel consumption (HFO), 85% load g/kWh 180 177
Fuel consumption (HFO), 75% load g/kWh 180 177
Fuel consumption (HFO), 50% load g/kWh 186 181
Leak fuel quantity, clean fuel (HFO), 100% load kg/h 2.2 2.2
Leak fuel quantity, clean fuel (MDF), 100% load kg/h 22.3 22.3
Lubricating oil system
Pressure before engine, nom. (PT201) kPa 450 450
Pressure before engine, alarm (PT201) kPa 380 380
Pressure before engine, stop (PT201) kPa 340 340
Priming pressure, nom. (PT201) kPa 50 50
Temperature before engine, nom. (TE201) °C 63 63
Temperature before engine, alarm (TE201) °C 70 70
Temperature after engine, approx. °C 79 79
Pump capacity (main), engine driven m³/h 142 142
Pump capacity (main), separate m³/h 102 102
Pump capacity (priming), 50/60 Hz m³/h 27 / 33 27 / 33
Suction ability of main engine driven pump (including pressure losses in pipes), max. kPa 40 40
Suction ability of priming engine driven pump (including pressure losses in pipes), max. kPa 35 35
Oil volume in separate system oil tank, nom. m³ 7.9 7.9
Filter fineness, mesh size μm 30 30
Filters difference pressure, alarm kPa 100 100
Oil consumption (100% load), approx. g/kWh 0.7 0.7
Crankcase ventilation flow rate l/min/cyl 210 210
Crankcase backpressure, max. kPa 0.2 0.2
Project Guide W38 - 2/2008 13
Wärtsilä 38 - Project guide
3. Technical data
Diesel engine Wärtsilä 8L38 DE CPP
High temperature cooling water system
Pressure before engine, nom. (PT401) kPa 380 + static 380 + static
Pressure before engine, alarm (PT401) kPa 250 + static 250 + static
Pressure before engine, max. (PT401) kPa 460 + static 460 + static
Temperature before engine, approx. (TE401) °C 73 73
Temperature after engine, nom. (TE402) °C 93 93
Temperature after engine, alarm (TE402) °C 103 103
Temperature after engine, stop (TE402) °C 110 110
Pump capacity, nom. m³/h 88 88
Pressure drop over engine kPa 180 180
Water volume in engine m³ 0.4 0.4
Pressure from expansion tank kPa 70...150 70...150
Pressure drop over external system, max. kPa 160 160
Delivery head of stand-by pump kPa 380 380
Low temperature cooling water system
Pressure before charge air cooler, nom. (PT471) kPa 340 + static 340 + static
Pressure before charge air cooler, alarm (PT471) kPa 250 + static 250 + static
Pressure before charge air cooler, max. (PT471) kPa 460 + static 460 + static
Temperature before engine, max. (TE471) °C 38 38
Temperature after engine, min. °C 44 44
Pump capacity, nom. m³/h 112 112
Pressure drop over engine kPa 180 180
Water volume in engine m³ 0.4 0.4
Pressure drop over external system, max. kPa 120 120
Pressure from expansion tank kPa 70...150 70...150
Delivery head of stand-by pump kPa 340 340
Starting air system (Note 4)
Air pressure, nom. (PT301) kPa 3000 3000
Air pressure, min. (20°C) (PT301) kPa 1200 1200
Air pressure, max. (PT301) kPa 3000 3000
Low pressure limit in air vessels kPa 1800 1800
Air consumption per start (20°C) Nm3 4.0 4.0
Air consumption per start, with generator (20°C) Nm3 6.0 6.0
COMMON RAIL
Fuel system
Pressure before injection pumps, min. kPa 1000 1000
Viscosity before injection pumps (HFO) cSt 16..24 16..24
Viscosity before injection pumps (MDF) cSt 2 2
Quantity of clean leak fuel, HFO (100% load, excluding injector return) kg/h 1.1 1.1
Quantity of clean leak fuel, MDF (100% load, excluding injector return) kg/h 11.1 11.1
Clean return fuel from fuel injector, HFO (100% load) kg/h 223 223
Clean return fuel from fuel injector, MDF (100% load) kg/h 223 223
Fuel temperature before fuel pumps (HFO) °C < 140 < 140
Fuel temperature before fuel pumps (MDF) °C < 45 < 45
Circulating fuel flow / consumption ratio (100%) load, min. 3:1 3:1
Mixing tank pressure, max. kPa 500 500
Filter absolute mesh size (HFO), max. (automatic fine filter) μm 10 10
Filter absolute mesh size (MDF), max. (automatic or duplex filter) μm 10 10
Safety filter absolute mesh size (HFO), max. μm 25 25
Lubricating oil system
Pressure at engine inlet, nom. kPa 450 450
Pressure after control oil pump, nom. kPa 25000 25000
Control oil flow to engine (engine running), nom. l/min/cyl 0.5 0.5
Control oil flow to engine, max. momentary flow (= max. pump capacity) l/min 110 110
Temperature before control oil pump, nom. °C 63 63
Filter absolute mesh size, max. (automatic fine filter) μm 10 10
Filter absolute mesh size, max. (by-pass filter for automatic filter) μm 25 25
Running-in filters on injectors holder mesh size, max. μm 100 100
Starting air system
Air consumption per start (20°C) Nm3 4.0 4.0
14 Project Guide W38 - 2/2008
Wärtsilä 38 - Project guide
3. Technical data
3.2.3 Wärtsilä 9L38
Diesel engine Wärtsilä 9L38 DE CPP
Engine speed RPM 600 600
Engine output kW 6525 6525
Cylinder bore mm 380 380
Stroke mm 475 475
Mean effective pressure MPa 2.7 2.7
Mean piston speed m/s 9.5 9.5
Idling speed rpm 320 320
Combustion air system
Flow of air at 100% load kg/s 11.41 11.41
Ambient air temperature, max. °C 45 45
Air temperature after air cooler (TE601) °C 50 50
Air temperature after air cooler, alarm °C 60 60
Exhaust gas system (Note 1)
Exhaust gas flow, 100% load kg/s 11.78 11.78
Exhaust gas flow, 85% load kg/s 11.39 10.88
Exhaust gas flow, 75% load kg/s 10.37 9.46
Exhaust gas flow, 50% load kg/s 7.29 7.39
Exhaust gas temperature after turbocharger, 100% load (TE517) °C 389 389
Exhaust gas temperature after turbocharger, 85% load (TE517) °C 309 320
Exhaust gas temperature after turbocharger, 75% load (TE517) °C 307 328
Exhaust gas temperature after turbocharger, 50% load (TE517) °C 323 314
Exhaust gas back pressure, max. kPa 3 3
Exhaust gas pipe diameter, min. mm 800 800
Calculated exhaust diameter for 35 m/s mm 894 894
Heat balance at 100% load (Note 2)
Jacket water, HT-circuit kW 751 751
Charge air, HT-circuit kW 1247 1247
Lubricating oil, LT-circuit kW 782 782
Charge air, LT-circuit kW 577 577
Radiation kW 255 255
Fuel system (Note 3)
Pressure before injection pumps (PT101) kPa 700 700
Viscosity before injection pumps (HFO) cSt 16..24 16..24
Viscosity before injection pumps (MDF), min. cSt 2 2
Fuel temperature before injection pumps (HFO) (TE101) °C < 140 < 140
Fuel temperature before injection pumps (MDF) (TE101) °C < 45 < 45
Circulating fuel flow / consumption ratio (100% load), min. 4:1 4:1
Fuel consumption (HFO), 100% load g/kWh 183 183
Fuel consumption (HFO), 85% load g/kWh 180 177
Fuel consumption (HFO), 75% load g/kWh 180 177
Fuel consumption (HFO), 50% load g/kWh 186 181
Leak fuel quantity, clean fuel (HFO), 100% load kg/h 2.5 2.5
Leak fuel quantity, clean fuel (MDF), 100% load kg/h 25.1 25.1
Lubricating oil system
Pressure before engine, nom. (PT201) kPa 450 450
Pressure before engine, alarm (PT201) kPa 380 380
Pressure before engine, stop (PT201) kPa 340 340
Priming pressure, nom. (PT201) kPa 50 50
Temperature before engine, nom. (TE201) °C 63 63
Temperature before engine, alarm (TE201) °C 70 70
Temperature after engine, approx. °C 79 79
Pump capacity (main), engine driven m³/h 142 142
Pump capacity (main), separate m³/h 112 112
Pump capacity (priming), 50/60 Hz m³/h 27 / 33 27 / 33
Suction ability of main engine driven pump (including pressure losses in pipes), max. kPa 40 40
Suction ability of priming engine driven pump (including pressure losses in pipes), max. kPa 35 35
Oil volume in separate system oil tank, nom. m³ 8.9 8.9
Filter fineness, mesh size μm 30 30
Filters difference pressure, alarm kPa 100 100
Oil consumption (100% load), approx. g/kWh 0.7 0.7
Crankcase ventilation flow rate l/min/cyl 210 210
Crankcase backpressure, max. kPa 0.2 0.2
Project Guide W38 - 2/2008 15
Wärtsilä 38 - Project guide
3. Technical data
Diesel engine Wärtsilä 9L38 DE CPP
High temperature cooling water system
Pressure before engine, nom. (PT401) kPa 380 + static 380 + static
Pressure before engine, alarm (PT401) kPa 250 + static 250 + static
Pressure before engine, max. (PT401) kPa 460 + static 460 + static
Temperature before engine, approx. (TE401) °C 73 73
Temperature after engine, nom. (TE402) °C 93 93
Temperature after engine, alarm (TE402) °C 103 103
Temperature after engine, stop (TE402) °C 110 110
Pump capacity, nom. m³/h 99 99
Pressure drop over engine kPa 180 180
Water volume in engine m³ 0.45 0.45
Pressure from expansion tank kPa 70...150 70...150
Pressure drop over external system, max. kPa 160 160
Delivery head of stand-by pump kPa 380 380
Low temperature cooling water system
Pressure before charge air cooler, nom. (PT471) kPa 340 + static 340 + static
Pressure before charge air cooler, alarm (PT471) kPa 250 + static 250 + static
Pressure before charge air cooler, max. (PT471) kPa 460 + static 460 + static
Temperature before engine, max. (TE471) °C 38 38
Temperature after engine, min. °C 44 44
Pump capacity, nom. m³/h 126 126
Pressure drop over engine kPa 180 180
Water volume in engine m³ 0.45 0.45
Pressure drop over external system, max. kPa 120 120
Pressure from expansion tank kPa 70...150 70...150
Delivery head of stand-by pump kPa 340 340
Starting air system (Note 4)
Air pressure, nom. (PT301) kPa 3000 3000
Air pressure, min. (20°C) (PT301) kPa 1200 1200
Air pressure, max. (PT301) kPa 3000 3000
Low pressure limit in air vessels kPa 1800 1800
Air consumption per start (20°C) Nm3 4.3 4.3
Air consumption per start, with generator (20°C) Nm3 6.3 6.3
COMMON RAIL
Fuel system
Pressure before injection pumps, min. kPa 1000 1000
Viscosity before injection pumps (HFO) cSt 16..24 16..24
Viscosity before injection pumps (MDF) cSt 2 2
Quantity of clean leak fuel, HFO (100% load, excluding injector return) kg/h 1.3 1.3
Quantity of clean leak fuel, MDF (100% load, excluding injector return) kg/h 12.5 12.5
Clean return fuel from fuel injector, HFO (100% load) kg/h 251 251
Clean return fuel from fuel injector, MDF (100% load) kg/h 251 251
Fuel temperature before fuel pumps (HFO) °C < 140 < 140
Fuel temperature before fuel pumps (MDF) °C < 45 < 45
Circulating fuel flow / consumption ratio (100%) load, min. 3:1 3:1
Mixing tank pressure, max. kPa 500 500
Filter absolute mesh size (HFO), max. (automatic fine filter) μm 10 10
Filter absolute mesh size (MDF), max. (automatic or duplex filter) μm 10 10
Safety filter absolute mesh size (HFO), max. μm 25 25
Lubricating oil system
Pressure at engine inlet, nom. kPa 450 450
Pressure after control oil pump, nom. kPa 25000 25000
Control oil flow to engine (engine running), nom. l/min/cyl 0.5 0.5
Control oil flow to engine, max. momentary flow (= max. pump capacity) l/min 110 110
Temperature before control oil pump, nom. °C 63 63
Filter absolute mesh size, max. (automatic fine filter) μm 10 10
Filter absolute mesh size, max. (by-pass filter for automatic filter) μm 25 25
Running-in filters on injectors holder mesh size, max. μm 100 100
Starting air system
Air consumption per start (20°C) Nm3 4.3 4.3
16 Project Guide W38 - 2/2008
Wärtsilä 38 - Project guide
3. Technical data
3.2.4 Wärtsilä 12V38
Diesel engine Wärtsilä 12V38 DE CPP
Engine speed RPM 600 600
Engine output kW 8700 8700
Cylinder bore mm 380 380
Stroke mm 475 475
Mean effective pressure MPa 2.7 2.7
Mean piston speed m/s 9.5 9.5
Idling speed rpm 320 320
Combustion air system
Flow of air at 100% load kg/s 15.22 15.22
Ambient air temperature, max. °C 45 45
Air temperature after air cooler (TE601) °C 50 50
Air temperature after air cooler, alarm °C 60 60
Exhaust gas system (Note 1)
Exhaust gas flow, 100% load kg/s 15.7 15.7
Exhaust gas flow, 85% load kg/s 15.19 14.5
Exhaust gas flow, 75% load kg/s 13.83 12.62
Exhaust gas flow, 50% load kg/s 9.72 9.85
Exhaust gas temperature after turbocharger, 100% load (TE517) °C 389 389
Exhaust gas temperature after turbocharger, 85% load (TE517) °C 309 320
Exhaust gas temperature after turbocharger, 75% load (TE517) °C 307 328
Exhaust gas temperature after turbocharger, 50% load (TE517) °C 323 314
Exhaust gas back pressure, max. kPa 3 3
Exhaust gas pipe diameter, min. mm 900 900
Calculated exhaust diameter for 35 m/s mm 1032 1032
Heat balance at 100% load (Note 2)
Jacket water, HT-circuit kW 1001 1001
Charge air, HT-circuit kW 1663 1663
Lubricating oil, LT-circuit kW 1042 1042
Charge air, LT-circuit kW 770 770
Radiation kW 340 340
Fuel system (Note 3)
Pressure before injection pumps (PT101) kPa 700 700
Viscosity before injection pumps (HFO) cSt 16..24 16..24
Viscosity before injection pumps (MDF), min. cSt 2 2
Fuel temperature before injection pumps (HFO) (TE101) °C < 140 < 140
Fuel temperature before injection pumps (MDF) (TE101) °C < 45 < 45
Circulating fuel flow / consumption ratio (100% load), min. 4:1 4:1
Fuel consumption (HFO), 100% load g/kWh 182 182
Fuel consumption (HFO), 85% load g/kWh 178 176
Fuel consumption (HFO), 75% load g/kWh 179 175
Fuel consumption (HFO), 50% load g/kWh 185 180
Leak fuel quantity, clean fuel (HFO), 100% load kg/h 3.3 3.3
Leak fuel quantity, clean fuel (MDF), 100% load kg/h 33.1 33.1
Lubricating oil system
Pressure before engine, nom. (PT201) kPa 450 450
Pressure before engine, alarm (PT201) kPa 380 380
Pressure before engine, stop (PT201) kPa 340 340
Priming pressure, nom. (PT201) kPa 50 50
Temperature before engine, nom. (TE201) °C 63 63
Temperature before engine, alarm (TE201) °C 70 70
Temperature after engine, approx. °C 80 80
Pump capacity (main), engine driven m³/h 155 155
Pump capacity (main), separate m³/h 131 131
Pump capacity (priming), 50/60 Hz m³/h 35 / 35 35 / 35
Suction ability of main engine driven pump (including pressure losses in pipes), max. kPa 40 40
Oil volume in separate system oil tank, nom. m³ 11.8 11.8
Filter fineness, mesh size μm 30 30
Filters difference pressure, alarm kPa 100 100
Oil consumption (100% load), approx. g/kWh 0.7 0.7
Crankcase ventilation flow rate l/min/cyl 210 210
Crankcase backpressure, max. kPa 0.2 0.2
High temperature cooling water system
Project Guide W38 - 2/2008 17
Wärtsilä 38 - Project guide
3. Technical data
Diesel engine Wärtsilä 12V38 DE CPP
Pressure before engine, nom. (PT401) kPa 380 + static 380 + static
Pressure before engine, alarm (PT401) kPa 250 + static 250 + static
Pressure before engine, max. (PT401) kPa 460 + static 460 + static
Temperature before engine, approx. (TE401) °C 73 73
Temperature after engine, nom. (TE402) °C 93 93
Temperature after engine, alarm (TE402) °C 103 103
Temperature after engine, stop (TE402) °C 110 110
Pump capacity, nom. m³/h 132 132
Pressure drop over engine kPa 180 180
Water volume in engine m³ 0.6 0.6
Pressure from expansion tank kPa 70...150 70...150
Pressure drop over external system, max. kPa 160 160
Delivery head of stand-by pump kPa 380 380
Low temperature cooling water system
Pressure before charge air cooler, nom. (PT471) kPa 340 + static 340 + static
Pressure before charge air cooler, alarm (PT471) kPa 250 + static 250 + static
Pressure before charge air cooler, max. (PT471) kPa 460 + static 460 + static
Temperature before engine, max. (TE471) °C 38 38
Temperature after engine, min. °C 44 44
Pump capacity, nom. m³/h 168 168
Pressure drop over engine kPa 180 180
Water volume in engine m³ 0.6 0.6
Pressure drop over external system, max. kPa 120 120
Pressure from expansion tank kPa 70...150 70...150
Delivery head of stand-by pump kPa 340 340
Starting air system (Note 4)
Air pressure, nom. (PT301) kPa 3000 3000
Air pressure, min. (20°C) (PT301) kPa 1200 1200
Air pressure, max. (PT301) kPa 3000 3000
Low pressure limit in air vessels kPa 1800 1800
Air consumption per start (20°C) Nm3 4.7 4.7
Air consumption per start, with generator (20°C) Nm3 6.7 6.7
COMMON RAIL
Fuel system
Pressure before injection pumps, min. kPa 1000 1000
Viscosity before injection pumps (HFO) cSt 16..24 16..24
Viscosity before injection pumps (MDF) cSt 2 2
Quantity of clean leak fuel, HFO (100% load, excluding injector return) kg/h 1.7 1.7
Quantity of clean leak fuel, MDF (100% load, excluding injector return) kg/h 16.6 16.6
Clean return fuel from fuel injector, HFO (100% load) kg/h 331 331
Clean return fuel from fuel injector, MDF (100% load) kg/h 331 331
Fuel temperature before fuel pumps (HFO) °C < 140 < 140
Fuel temperature before fuel pumps (MDF) °C < 45 < 45
Circulating fuel flow / consumption ratio (100%) load, min. 3:1 3:1
Mixing tank pressure, max. kPa 500 500
Filter absolute mesh size (HFO), max. (automatic fine filter) μm 10 10
Filter absolute mesh size (MDF), max. (automatic or duplex filter) μm 10 10
Safety filter absolute mesh size (HFO), max. μm 25 25
Lubricating oil system
Pressure at engine inlet, nom. kPa 450 450
Pressure after control oil pump, nom. kPa 25000 25000
Control oil flow to engine (engine running), nom. l/min/cyl 0.5 0.5
Control oil flow to engine, max. momentary flow (= max. pump capacity) l/min 110 110
Temperature before control oil pump, nom. °C 63 63
Filter absolute mesh size, max. (automatic fine filter) μm 10 10
Filter absolute mesh size, max. (by-pass filter for automatic filter) μm 25 25
Running-in filters on injectors holder mesh size, max. μm 100 100
Starting air system
Air consumption per start (20°C) Nm3 4.7 4.7
18 Project Guide W38 - 2/2008
Wärtsilä 38 - Project guide
3. Technical data
3.2.5 Wärtsilä 16V38
Diesel engine Wärtsilä 16V38 DE CPP
Engine speed RPM 600 600
Engine output kW 11600 11600
Cylinder bore mm 380 380
Stroke mm 475 475
Mean effective pressure MPa 2.7 2.7
Mean piston speed m/s 9.5 9.5
Idling speed rpm 320 320
Combustion air system
Flow of air at 100% load kg/s 20.29 20.29
Ambient air temperature, max. °C 45 45
Air temperature after air cooler (TE601) °C 50 50
Air temperature after air cooler, alarm °C 60 60
Exhaust gas system (Note 1)
Exhaust gas flow, 100% load kg/s 20.93 20.93
Exhaust gas flow, 85% load kg/s 20.25 19.34
Exhaust gas flow, 75% load kg/s 18.44 16.82
Exhaust gas flow, 50% load kg/s 12.96 13.13
Exhaust gas temperature after turbocharger, 100% load (TE517) °C 389 389
Exhaust gas temperature after turbocharger, 85% load (TE517) °C 309 320
Exhaust gas temperature after turbocharger, 75% load (TE517) °C 307 328
Exhaust gas temperature after turbocharger, 50% load (TE517) °C 323 314
Exhaust gas back pressure, max. kPa 3 3
Exhaust gas pipe diameter, min. mm 1000 1000
Calculated exhaust diameter for 35 m/s mm 1192 1192
Heat balance at 100% load (Note 2)
Jacket water, HT-circuit kW 1335 1335
Charge air, HT-circuit kW 2217 2217
Lubricating oil, LT-circuit kW 1390 1390
Charge air, LT-circuit kW 1026 1026
Radiation kW 453 453
Fuel system (Note 3)
Pressure before injection pumps (PT101) kPa 700 700
Viscosity before injection pumps (HFO) cSt 16..24 16..24
Viscosity before injection pumps (MDF), min. cSt 2 2
Fuel temperature before injection pumps (HFO) (TE101) °C < 140 < 140
Fuel temperature before injection pumps (MDF) (TE101) °C < 45 < 45
Circulating fuel flow / consumption ratio (100% load), min. 4:1 4:1
Fuel consumption (HFO), 100% load g/kWh 182 182
Fuel consumption (HFO), 85% load g/kWh 178 176
Fuel consumption (HFO), 75% load g/kWh 179 175
Fuel consumption (HFO), 50% load g/kWh 185 180
Leak fuel quantity, clean fuel (HFO), 100% load kg/h 4.4 4.4
Leak fuel quantity, clean fuel (MDF), 100% load kg/h 44.2 44.2
Lubricating oil system
Pressure before engine, nom. (PT201) kPa 450 450
Pressure before engine, alarm (PT201) kPa 380 380
Pressure before engine, stop (PT201) kPa 340 340
Priming pressure, nom. (PT201) kPa 50 50
Temperature before engine, nom. (TE201) °C 63 63
Temperature before engine, alarm (TE201) °C 70 70
Temperature after engine, approx. °C 81 81
Pump capacity (main), engine driven m³/h 205 205
Pump capacity (main), separate m³/h 169 169
Pump capacity (priming), 50/60 Hz m³/h 46 / 46 46 / 46
Suction ability of main engine driven pump (including pressure losses in pipes), max. kPa 40 40
Oil volume in separate system oil tank, nom. m³ 15.7 15.7
Filter fineness, mesh size μm 30 30
Filters difference pressure, alarm kPa 100 100
Oil consumption (100% load), approx. g/kWh 0.7 0.7
Crankcase ventilation flow rate l/min/cyl 210 210
Crankcase backpressure, max. kPa 0.2 0.2
High temperature cooling water system
Project Guide W38 - 2/2008 19
Wärtsilä 38 - Project guide
3. Technical data
Diesel engine Wärtsilä 16V38 DE CPP
Pressure before engine, nom. (PT401) kPa 380 + static 380 + static
Pressure before engine, alarm (PT401) kPa 250 + static 250 + static
Pressure before engine, max. (PT401) kPa 460 + static 460 + static
Temperature before engine, approx. (TE401) °C 73 73
Temperature after engine, nom. (TE402) °C 93 93
Temperature after engine, alarm (TE402) °C 103 103
Temperature after engine, stop (TE402) °C 110 110
Pump capacity, nom. m³/h 176 176
Pressure drop over engine kPa 180 180
Water volume in engine m³ 0.8 0.8
Pressure from expansion tank kPa 70...150 70...150
Pressure drop over external system, max. kPa 160 160
Delivery head of stand-by pump kPa 380 380
Low temperature cooling water system
Pressure before charge air cooler, nom. (PT471) kPa 340 + static 340 + static
Pressure before charge air cooler, alarm (PT471) kPa 250 + static 250 + static
Pressure before charge air cooler, max. (PT471) kPa 460 + static 460 + static
Temperature before engine, max. (TE471) °C 38 38
Temperature after engine, min. °C 44 44
Pump capacity, nom. m³/h 224 224
Pressure drop over engine kPa 180 180
Water volume in engine m³ 0.8 0.8
Pressure drop over external system, max. kPa 120 120
Pressure from expansion tank kPa 70...150 70...150
Delivery head of stand-by pump kPa 340 340
Starting air system (Note 4)
Air pressure, nom. (PT301) kPa 3000 3000
Air pressure, min. (20°C) (PT301) kPa 1200 1200
Air pressure, max. (PT301) kPa 3000 3000
Low pressure limit in air vessels kPa 1800 1800
Air consumption per start (20°C) Nm3 5.0 5.0
Air consumption per start, with generator (20°C) Nm3 7.0 7.0
COMMON RAIL
Fuel system
Pressure before injection pumps, min. kPa 1000 1000
Viscosity before injection pumps (HFO) cSt 16..24 16..24
Viscosity before injection pumps (MDF) cSt 2 2
Quantity of clean leak fuel, HFO (100% load, excluding injector return) kg/h 2.2 2.2
Quantity of clean leak fuel, MDF (100% load, excluding injector return) kg/h 22.1 22.1
Clean return fuel from fuel injector, HFO (100% load) kg/h 442 442
Clean return fuel from fuel injector, MDF (100% load) kg/h 442 442
Fuel temperature before fuel pumps (HFO) °C < 140 < 140
Fuel temperature before fuel pumps (MDF) °C < 45 < 45
Circulating fuel flow / consumption ratio (100%) load, min. 3:1 3:1
Mixing tank pressure, max. kPa 500 500
Filter absolute mesh size (HFO), max. (automatic fine filter) μm 10 10
Filter absolute mesh size (MDF), max. (automatic or duplex filter) μm 10 10
Safety filter absolute mesh size (HFO), max. μm 25 25
Lubricating oil system
Pressure at engine inlet, nom. kPa 450 450
Pressure after control oil pump, nom. kPa 25000 25000
Control oil flow to engine (engine running), nom. l/min/cyl 0.5 0.5
Control oil flow to engine, max. momentary flow (= max. pump capacity) l/min 110 110
Temperature before control oil pump, nom. °C 63 63
Filter absolute mesh size, max. (automatic fine filter) μm 10 10
Filter absolute mesh size, max. (by-pass filter for automatic filter) μm 25 25
Running-in filters on injectors holder mesh size, max. μm 100 100
Starting air system
Air consumption per start (20°C) Nm3 5.0 5.0
Notes:
Note 1 At ISO 3046/1 conditions and 100% load. Flow tolerance 5% and temperature tolerance ±10°C.
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3. Technical data
At ISO 3046/1 conditions and 100% load. Tolerance for cooling water heat ±10%, tolerance for radiation
heat ±15%. Fouling factors and a margin to be taken into account when dimensioning heat
exchangers.
Note 2
According to ISO 3046/1, lower calorofic value 42 700 kJ/kg at constant engine speed, with engine
driven pumps. Tolerance 5%. Constant speed applications are Auxiliary and DE. Mechanical
propulsion variable speed applications according to propeller law.
Note 3
Starting procedure performed by automation system. Starting air consumption is higher for propulsion
engines without clutch.
Note 4
Subject to revision without notice.
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3. Technical data
3.3 Exhaust gas and heat balance diagrams
Figure 3.1 Exhaust gas massflow, W38B DE/CPP
Figure 3.2 Exhaust gas massflow, W38B CPP
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3. Technical data
Figure 3.3 Exhaust gas massflow, W38B FPP
Figure 3.4 Exhaust gas temperature
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3. Technical data
Figure 3.5 HT circuit, W38B DE/CPP
Figure 3.6 HT circuit, W38B CPP
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3. Technical data
Figure 3.7 HT circuit, W38B FPP
Figure 3.8 LT circuit, W38B DE/CPP
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3. Technical data
Figure 3.9 LT circuit, W38B CPP
Figure 3.10 LT circuit, W38B FPP
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3. Technical data
Table 3.2 Correction factor for suction air temperature
Air and exhaust mass flow [kg/s] 0.0 % per 10°C higher suction air temp.
Exhaust gas temperature [°C] + 0.3 °C per 10°C higher suction air temp.
Charge air heat, total [kW] + 10.1 % per 10°C higher suction air temp.
HT [kW] + 14.1 % per 10°C higher suction air temp.
LT [kW] + 3.2 % per 10°C higher suction air temp.
Jacket water heat [kW] + 0.8 % per 10°C higher suction air temp.
Lubricating oil heat [kW] 0.0 % per 10°C higher suction air temp.
Air temp. after compressor [°C] + 16.1 °C per 10°C higher suction air temp.
Table 3.3 Typical specific fuel oil consumption curves
Figure 3.11 L38B Figure 3.12 V38B
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3. Technical data
4. Description of the engine
4.1 Definitions
The following definitions are used in the Project Guide:
Operating side
Longitudinal side of the engine where the operating controls are located
Non-operating side
Longitudinal side opposite of the operating side
Driving end
End of the engine where the flywheel is located
Free end
The end opposite the driving end
Designation of cylinders
Designation of cylinders begins at the driving end
Clockwise rotating
The rotation as viewed from the position of the observer
A-bank and B-bank
See figure 4.1 in relation to observer
Inlet and exhaust valves
See figure 4.1 in relation to observer
Figure 4.1 Definitions (9604DT105)
4.2 Engine block
The engine block, made of nodular cast iron, is cast in one piece for all cylinder numbers. It incorporates
the jacket water manifold, the camshaft bearing housings and the charge air receiver. In V- engines the
charge air receiver is located between the cylinder banks, partly in a separate casting.
The bearing caps, made of nodular cast iron, are fixed from below by two hydraulically tightened studs.
They are guided sideways by the engine block at the top as well as the bottom. Hydraulically tightened
horizontal side studs at the lower guiding provide a very rigid crankshaft bearing.
For in-line engines the lubricating oil is led to the bearings and piston through channels integrated in the
engine block. For V-engines a hydraulic jack is integrated in the oil supply lines in the sump, in this case
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4. Description of the engine
the lubricating oil is led to the bearings and piston through these jackets. A combined flywheel/axial bearing
is located at the driving end of the engine.
The oil sump, a light welded design, is mounted from below on the engine block and sealed by O-rings.
The oil sump is of the dry sump design. The dry sump is drained at either end (free choice) to a separate
system oil tank.
The cast-on engine feet enables both rigid and resilient mounting. For resilient mounted in-line engines an
additional support between the engine feet and flexible element is mounted (see chapter 16). In addition,
in the latter the engine block is rigid that no intermediate base frame is necessary.
4.3 Crankshaft
The crankshaft is forged in one piece and mounted on the engine block in an underslung way. The crankshaft
satisfies the requirements of all classification societies.
The connecting rods, at the same crank in the V-engine, are arranged side-by-side in order to achieve as
vast standardization as possible of the In-line and V-engine details. For the same reason, the diameters of
the crank pins and journals are equal irrespective of the cylinder number.
The crankshaft is fully balanced to counteract bearing loads from eccentric masses. The crankshaft is
provided with a torsional vibration damper at the free end of the engine.
4.4 Connecting rod
The connecting rod is of a three-piece design, which gives a minimum dismantling height and enables the
piston to be dismounted without opening the big end bearing.
The connecting rod is of forged alloy steel and fully machined with round sections. All connecting rod studs
are hydraulically tightened. The gudgeon pin bearing is of tri-metal type. Oil is led to the gudgeon pin
bearing and piston through a bore in the connecting rod.
4.5 Main bearings and big end bearings
The main bearings and the big end bearings are of bimetal design; the aluminum-tin running layer is attached
to the steel back by a fatigue resistant bonding layer. This bearing design enables the combination of low
wear rates with good running properties.
4.6 Cylinder liner
The cylinder liners are centrifugal cast of a special alloyed cast iron. The top collar of the cylinder liner is
provided with bore cooling for efficient control of the liner temperature. The liner is equipped with an antipolishing
ring, preventing bore polishing.
4.7 Piston
The piston is of the composite type with steel crown and nodular cast iron skirt. A piston skirt lubricating
system featuring two lubricating bores in a groove on the piston skirt lubricates the piston skirt/cylinder
liner. The piston top is oil cooled by means of “the shaker effect”. For prolonged lifetime of piston rings
and grooves, the piston ring grooves are hardened.
4.8 Piston rings
The piston ring set consists of two chromium-plated compression rings and one spring-loaded oil scraper
ring with chromium-plated edges.
4.9 Cylinder head
The cylinder head is made of nodular cast iron. The thermally loaded flame plate is cooled efficiently by
cooling water. Via cooling channels in the bridges between the valves, this water is led from the circumference
of the cylinder liner towards the centre into the cylinder head. The exhaust valve seats are directly watercooled.
All valves are equipped with valve rotators.
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4. Description of the engine
Three main connection pipes are fitted to the cylinder head. They connect the following media with the
cylinder head:
• Charge air from the air receiver
• Exhaust gas to exhaust system
• Cooling water from cylinder head to the return manifold
There are also connections for the fuel supply and for the supply of oil used for lubricating components
mounted on the cylinder head.
4.10 Camshaft and valve mechanism
The cam profiles are integrated in the drop forged shaft material. The bearing journals are made in separate
pieces, which are fitted to the camshaft pieces by flange connections. This solution allows sideways removal
of the camshaft pieces. The camshaft bearing housings are integrated in the engine block casting. The
camshaft bearings are installed by means of frozen-in procedure and removed by means of a hydraulic
tool. The camshaft covers, one for each cylinder, are sealed against the engine block by a closed sealing
profile.
The valve tappets are of the piston type with a certain self-adjustment of roller against cam to give an even
distribution of the contact pressure. The valve springs make the roller follow the cam continuously.
4.11 Camshaft drive
The camshafts is driven by the crankshaft by a gear train. The driving gearwheel is fixed to the crankshaft
by means of flange connections.
4.12 Turbocharging and charge air cooling
The selected turbocharger offers the ideal combination of high-pressure ratios and good efficiency both at
full and part load.
In-line engines are equipped with one turbocharger and V-engines with two turbochargers (one turbocharger
per cylinder bank).
For cleaning of the turbocharger during operation there is a water-cleaning device for the air side as well
as the exhaust gas side.
The turbocharger is equipped with inboard plain bearings, which offer easy maintenance of the cartridge
from the compressor side. The turbocharger is lubricated and cooled by engine lubricating oil with integrated
connections.
4.13 Injection equipment
There is one fuel injection pump per cylinder with shielded high-pressure pipe to the injector. The injection
pumps, which are of the flow-through type, ensure good performance with all types of fuel. The pumps are
completely sealed from the camshaft compartment and are provided with a separate drain for leak oil.
Setting the fuel rack to zero position stops the fuel injection. The fuel rack of each injection pump is fitted
with a stop cylinder. The fuel pump housing is manufactured to tight tolerances, so pre-calibrated pumps
are interchangeable.
The fuel injection pump design is a reliable mono-element type designed for injection pressures up to 180
[Mpa] (1800 bar). The constant pressure relief valve system provides for optimum injection, which guarantees
long intervals between overhauls. The injector holder is designed for easy maintenance.
4.14 Exhaust pipes
The exhaust pipes are of nodular cast iron. The connections are of V-clamp type. The complete exhaust
system is enclosed in an insulating box consisting of easily removable panels. For in-line engines, this box
is supported on the inlet air bends. For V-engines, it is supported by additional brackets. Mineral wool is
used as insulating material.
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4. Description of the engine
4.15 Cooling system
The fresh cooling water system is divided into high temperature (HT) and low temperature (LT) cooling
system.
The HT-water cools cylinders, cylinder heads and the 1st stage of the charge air cooler.
The LT-water cools the 2nd stage of the charge air cooler and the lubricating oil cooler.
Engine driven HT and LT cooling water pumps are located at the free end of the engine.
4.16 Fuel system
The low pressure fuel piping is located in a hotbox, providing maximum reliability and safety when using
preheated heavy fuels. The fuel oil supply and discharge pipes are mounted directly to the injection pump
housings.
Leakage fuel from pipes, fuel injector and pump is collected in closed piping system (clean fuel system)
The low-pressure fuel system has oversized supply-lines in order to achieve more volume. This additional
volume, together with restrictions between supply line and injection pump plunger, will provide minimal
pressure pulses in the low pressure fuel system.
4.17 Common Rail, optional
The design of the engine fuel system is prepared to implement common rail technologies. This gives optimal
smoke behaviour especially at part load.
In the Common Rail fuel injection system fuel, Heavy Fuel Oil (HFO) or Marine Diesel Oil (MDO) is pressurised
to a rail (accumulators and high pressure pipes) from where fuel is fed to each fuel injection valves. The
fuel injection system consists of high pressure (HP) pumps, accumulators, start-up and safety valves (SSV),
injection valves and high pressure (HP) pipes. The Wärtsilä CR system has one HP pump and one fuel accumulator
per two cylinders. In case of odd cylinder number (per bank), one additional accumulator feeds
one cylinder and it is connected to nearest accumulator. The fuel rail consists of a series of accumulators,
which are joined by high pressure pipes. Some of the accumulators are equipped with an electro-hydraulic
Start- up and Safety Valve (SSV) to depressurise the rail in shut down or in a failure situation and also to
make the fuel circulation between pumps and accumulators possible before start-up. The injectors are
electro-hydraulic valves. Hydraulic control oil pressure required in the CR system is generated with an engine
driven piston pump using engine lubricating oil.
4.18 Lubricating oil system
For the in-line engine the engine mounted system consists of main lubricating oil pump, pre-lubricating oil
pump, oil cooler, thermostatic valve, automatic back flush filter, centrifugal filter and oil dry sump. For Vengines
the engine mounted system consists of main lubricating oil pump, centrifugal filter and oil dry sump.
The oil system is lubricating the main bearings, the cylinder liners, camshaft bearings, injection pump tappets,
pistons, rocker arm bearings and valve mechanism and gear wheel bearings. The turbocharger is also
connected to the engine lubricating system.
4.19 Starting air system
The engine starts by compressed air directly injected into the cylinders throught the starting air valves in
the cylinder heads. V-engines are provided with starting air valves for the cylinders on the A-bank only. The
main starting valve is built on the engine.
All engines have built-on non-return valves and flame arrester. As a precaution the engine can not be started
when the turning gear is engaged.
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4. Description of the engine
Figure 4.2 Cross section of an in-line engine
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4. Description of the engine
Figure 4.3 Cross section of V-engine
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4. Description of the engine
5. Piping design, treatment and installation
This chapter provides general guidelines for the design, construction and installation of piping systems,
however, not excluding other solutions of at least equal standard.
Fuel, lubricating oil, fresh water and compressed air piping is usually made in seamless carbon steel (DIN
2448) and seamless precision tubes in carbon or stainless steel (DIN 2391), exhaust gas piping in welded
pipes of corten or carbon steel (DIN 2458). Pipes on the freshwater side of the cooling water system must
not be galvanized. Sea-water piping should be made in hot dip galvanised steel, aluminium brass, cunifer
or with rubber lined pipes.
Attention must be paid to fire risk aspects. Fuel supply and return lines shall be designed so that they can
be fitted without tension. Flexible hoses must have an approval from the classification society. If flexible
hoses are used in the compressed air system, a purge valve shall be fitted in front of the hose(s).
The following aspects shall be taken into consideration:
• Pockets shall be avoided. When not possible, drain plugs and air vents shall be installed
• Leak fuel drain pipes shall have continuous slope
• Vent pipes shall be continuously rising
• Flanged connections shall be used, cutting ring joints for precision tubes
Maintenance access and dismounting space of valves, coolers and other devices shall be taken into consideration.
Flange connections and other joints shall be located so that dismounting of the equipment can
be made with reasonable effort.
5.1 Pipe dimensions
When selecting the pipe dimensions, take into account:
• The pipe material and its resistance to corrosion/erosion.
• Allowed pressure loss in the circuit vs delivery head of the pump.
• Required net positive suction head (NPSH) for pumps (suction lines).
• In small pipe sizes the max acceptable velocity is usually somewhat lower than in large pipes of equal
length.
• The flow velocity should not be below 1 m/s in sea water piping due to increased risk of fouling and
pitting.
• In open circuits the velocity in the suction pipe is typically about 2/3 of the velocity in the delivery
pipe.
Recommended maximum fluid velocities on the delivery side of pumps are given as guidance in table 5.1.
Table 5.1 Recommended maximum velocities on pump delivery side for guidance
Piping Pipe material Max velocity [m/s]
Fuel piping (MDF and HFO) Black steel 1.0
Lubricating oil piping Black steel 1.5
Fresh water piping Black steel 2.5
Sea water piping Galvanized steel 2.5
Aluminium brass 2.5
10/90 copper-nickel-iron 3.0
70/30 copper-nickel 4.5
Rubber lined pipes 4.5
NOTE The diameter of gas fuel and compressed air piping depends only on the allowed pressure loss
in the piping, which has to be calculated project specifically.
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5. Piping design, treatment and installation
5.2 Trace heating
The following pipes shall be equipped with trace heating (steam, thermal oil or electrical). It shall be possible
to shut off the trace heating.
• All heavy fuel pipes
• All leak fuel and filter flushing pipes carrying heavy fuel
5.3 Operating and design pressure
The pressure class of the piping shall be equal to or higher than the maximum operating pressure, which
can be significantly higher than the normal operating pressure.
A design pressure is defined for components that are not categorized according to pressure class, and this
pressure is also used to determine test pressure. The design pressure shall also be equal to or higher than
the maximum pressure.
The pressure in the system can:
• Originate from a positive displacement pump
• Be a combination of the static pressure and the pressure on the highest point of the pump curve for
a centrifugal pump
• Rise in an isolated system if the liquid is heated
Within this Project Guide there are tables attached to drawings, which specify pressure classes of connections.
The pressure class of a connection can be higher than the pressure class required for the pipe.
Example 1:
The fuel pressure before the engine should be 1.0 MPa (10 bar). The safety filter in dirty condition may
cause a pressure loss of 0.1 MPa (1 bar). The viscosimeter, heater and piping may cause a pressure loss
of 0.2 MPa (2 bar). Consequently the discharge pressure of the circulating pumps may rise to 1.3 MPa (13
bar), and the safety valve of the pump shall thus be adjusted e.g. to 1.4 MPa (14 bar).
• The minimum design pressure is 1.4 MPa (14 bar).
• The nearest pipe class to be selected is PN16.
• Piping test pressure is normally 1.5 x the design pressure = 2.1 MPa (21 bar).
Example 2:
The pressure on the suction side of the cooling water pump is 0.1 MPa (1 bar). The delivery head of the
pump is 0.3 MPa (3 bar), leading to a discharge pressure of 0.4 MPa (4 bar). The highest point of the pump
curve (at or near zero flow) is 0.1 MPa (1 bar) higher than the nominal point, and consequently the discharge
pressure may rise to 0.5 MPa (5 bar) (with closed or throttled valves).
• The minimum design pressure is 0.5 MPa (5 bar).
• The nearest pressure class to be selected is PN6.
• Piping test pressure is normally 1.5 x the design pressure = 0.75 MPa (7.5 bar).
Standard pressure classes are PN4, PN6, PN10, PN16, PN25, PN40, etc.
5.4 Pipe class
Classification societies categorize piping systems in different classes (DNV) or groups (ABS) depending on
pressure, temperature and media. The pipe class can determine:
• Type of connections to be used
• Heat treatment
• Welding procedure
• Test method
Systems with high design pressures and temperatures and hazardous media belong to class I (or group I),
others to II or III as applicable. Quality requirements are highest in class I.
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5. Piping design, treatment and installation
Examples of classes of piping systems as per DNV rules are presented in the table below.
Table 5.2 Classes of piping systems as per DNV rules
Media Class I Class II Class III
MPa (bar) °C MPa (bar) °C MPa (bar) °C
Steam > 1.6 (16) or > 300 < 1.6 (16) and < 300 < 0.7 (7) and < 170
Flammable fluid > 1.6 (16) or > 150 < 1.6 (16) and < 150 < 0.7 (7) and < 60
Other media > 4 (40) or > 300 < 4 (40) and < 300 < 1.6 (16) and < 200
5.5 Insulation
The following pipes shall be insulated:
• All trace heated pipes
• Exhaust gas pipes
• Exposed parts of pipes with temperature > 60°C
Insulation is also recommended for:
• Pipes between engine or system oil tank and lubricating oil separator
• Pipes between engine and jacket water preheater
5.6 Local gauges
Local thermometers should be installed wherever a new temperature occurs, i.e. before and after heat exchangers,
etc.
Pressure gauges should be installed on the suction and discharge side of each pump.
5.7 Cleaning procedures
Instructions shall be given to manufacturers and fitters of how different piping systems shall be treated,
cleaned and protected before delivery and installation. All piping must be checked and cleaned from debris
before installation. Before taking into service all piping must be cleaned according to the methods listed
below.
Table 5.3 Pipe cleaning
System Methods
Fuel oil A,B,C,D,F
Lubricating oil A,B,C,D,F
Starting air A,B,C
Cooling water A,B,C
Exhaust gas A,B,C
Charge air A,B,C
A = Washing with alkaline solution in hot water at 80°C for degreasing (only if pipes have been greased)
B = Removal of rust and scale with steel brush (not required for seamless precision tubes)
C = Purging with compressed air
D = Pickling
F = Flushing
5.7.1 Pickling
Pipes are pickled in an acid solution of 10% hydrochloric acid and 10% formaline inhibitor for 4-5 hours,
rinsed with hot water and blown dry with compressed air.
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5. Piping design, treatment and installation
After the acid treatment the pipes are treated with a neutralizing solution of 10% caustic soda and 50 grams
of trisodiumphosphate per litre of water for 20 minutes at 40...50°C, rinsed with hot water and blown dry
with compressed air.
5.7.2 Flushing
More detailed recommendations on flushing procedures are when necessary described under the relevant
chapters concerning the fuel oil system and the lubricating oil system. Provisions are to be made to ensure
that necessary temporary bypasses can be arranged and that flushing hoses, filters and pumps will be
available when required.
5.8 Flexible pipe connections
Pressurized flexible connections carrying flammable fluids or compressed air have to be type approved.
Great care must be taken to ensure proper installation of flexible pipe connections between resiliently
mounted engines and ship’s piping.
• Flexible pipe connections must not be twisted
• Installation length of flexible pipe connections must be correct
• Minimum bending radius must respected
• Piping must be concentrically aligned
• When specified the flow direction must be observed
• Mating flanges shall be clean from rust, burrs and anticorrosion coatings
• Bolts are to be tightened crosswise in several stages
• Flexible elements must not be painted
• Rubber bellows must be kept clean from oil and fuel
• The piping must be rigidly supported close to the flexible piping connections.
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5. Piping design, treatment and installation
Figure 5.1 Flexible hoses (4V60B0100a)
5.9 Clamping of pipes
It is very important to fix the pipes to rigid structures next to flexible pipe connections in order to prevent
damage caused by vibration. The following guidelines should be applied:
• Pipe clamps and supports next to the engine must be very rigid and welded to the steel structure of
the foundation.
• The first support should be located as close as possible to the flexible connection. Next support
should be 0.3-0.5 m from the first support.
• First three supports closest to the engine or generating set should be fixed supports. Where necessary,
sliding supports can be used after these three fixed supports to allow thermal expansion of the pipe.
• Supports should never be welded directly to the pipe. Either pipe clamps or flange supports should
be used for flexible connection.
Examples of flange support structures are shown in Figure 5.2. A typical pipe clamp for a fixed support is
shown in Figure 5.3. Pipe clamps must be made of steel; plastic clamps or similar may not be used.
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5. Piping design, treatment and installation
Figure 5.2 Flange supports of flexible pipe connections (4V60L0796)
Figure 5.3 Pipe clamp for fixed support (4V61H0842)
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5. Piping design, treatment and installation
6. Fuel oil system
6.1 Acceptable fuel characteristics
The fuel specifications are based on the ISO 8217:2005 (E) standard. Observe that a few additional properties
not included in the standard are listed in the tables.
Distillate fuel grades are ISO-F-DMX, DMA, DMB, DMC. These fuel grades are referred to as MDF (Marine
Diesel Fuel).
Residual fuel grades are referred to as HFO (Heavy Fuel Oil). The fuel specification HFO 2 covers the categories
ISO-F-RMA 30 to RMK 700. Fuels fulfilling the specification HFO 1 permit longer overhaul intervals
of specific engine components than HFO 2.
Table 6.1 MDF specifications
Test method
ref.
ISO-FDMC
1)
ISO-FDMB
ISO-FDMA
ISO-FDMX
Property Unit
Visual
inspection
Appearance Clear and bright - -
Viscosity, before injection pumps, min. 2) cSt 2.0 2.0 2.0 2.0 ISO 3104
Viscosity, before injection pumps, max. 2) cSt 24 24 24 24 ISO 3104
Viscosity at 40°C, max. cSt 5.5 6.0 11.0 14.0 ISO 3104
ISO 3675 or
12185
Density at 15°C, max. kg/m³ — 890 900 920
Cetane index, min. 45 40 35 — ISO 4264
Water, max. % volume — — 0.3 0.3 ISO 3733
ISO 8574 or
14596
Sulphur, max. % mass 1.0 1.5 2.0 3) 2.0 3)
Ash, max. % mass 0.01 0.01 0.01 0.05 ISO 6245
ISO 14597 or
IP 501 or 470
Vanadium, max. mg/kg — — — 100
Sodium before engine, max. 2) mg/kg — — — 30 ISO 10478
ISO 10478 or
IP 501 or 470
Aluminium + Silicon, max mg/kg — — — 25
ISO 10478 or
IP 501 or 470
Aluminium + Silicon before engine, max. 2) mg/kg — — — 15
Carbon residue on 10 % volume distillation % mass 0.30 0.30 — — ISO 10370
bottoms, max.
Carbon residue, max. % mass — — 0.30 2.50 ISO 10370
Flash point (PMCC), min. °C 60 2) 60 60 60 ISO 2719
Pour point, winter quality, max. °C — -6 0 0 ISO 3016
Pour point, summer quality, max °C — 0 6 6 ISO 3016
Cloud point, max. °C -16 — — — ISO 3015
Total sediment existent, max. % mass — — 0.1 0.1 ISO 10307-1
Used lubricating oil, calcium, max. 4) mg/kg — — — 30 IP 501 or 470
Used lubricating oil, zinc, max. 4) mg/kg — — — 15 IP 501 or 470
Used lubricating oil, phosphorus, max. 4) mg/kg — — — 15 IP 501 or 500
Remarks:
Use of ISO-F-DMC category fuel is allowed provided that the fuel treatment system is equipped with a fuel
centrifuge.
1)
Additional properties specified by the engine manufacturer, which are not included in the ISO specification or
differ from the ISO specification.
2)
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6. Fuel oil system
A sulphur limit of 1.5% mass will apply in SOx emission controlled areas designated by IMO (International
Maritime Organization). There may also be other local variations.
3)
A fuel shall be considered to be free of used lubricating oil (ULO), if one or more of the elements calcium, zinc,
and phosphorus are below or at the specified limits. All three elements shall exceed the same limits before a
fuel shall be deemed to contain ULO's.
4)
Table 6.2 HFO specifications
Property Unit Limit HFO 1 Limit HFO 2 Test method ref.
55 ISO 3104
700
7200
55
700
7200
cSt
cSt
Redwood No. 1 s
Viscosity at 100°C, max.
Viscosity at 50°C, max.
Viscosity at 100°F, max
Viscosity, before injection pumps 4) cSt 16...24 16...24
Density at 15°C, max. kg/m³ 991 / 1010 1) 991 / 1010 1) ISO 3675 or 12185
CCAI, max.4) 850 870 2) ISO 8217, Annex B
Water, max. % volume 0.5 0.5 ISO 3733
Water before engine, max.4) % volume 0.3 0.3 ISO 3733
Sulphur, max. % mass 1.5 4.5 5) ISO 8754 or 14596
Ash, max. % mass 0.05 0.15 ISO 6245
ISO 14597 or IP 501
or 470
Vanadium, max. 3) mg/kg 100 600 3)
Sodium, max. 3,4) mg/kg 50 50 ISO 10478
Sodium before engine, max.3,4) mg/kg 30 30 ISO 10478
ISO 10478 or IP 501
or 470
Aluminium + Silicon, max. mg/kg 30 80
ISO 10478 or IP 501
or 470
Aluminium + Silicon before engine, max.4) mg/kg 15 15
Carbon residue, max. % mass 15 22 ISO 10370
Asphaltenes, max.4) % mass 8 14 ASTM D 3279
Flash point (PMCC), min. °C 60 60 ISO 2719
Pour point, max. °C 30 30 ISO 3016
Total sediment potential, max. % mass 0.10 0.10 ISO 10307-2
Used lubricating oil, calcium, max. 6) mg/kg 30 30 IP 501 or 470
Used lubricating oil, zinc, max. 6) mg/kg 15 15 IP 501 or 470
Used lubricating oil, phosphorus, max. 6) mg/kg 15 15 IP 501 or 500
Remarks:
1) Max. 1010 kg/m³ at 15°C provided the fuel treatment system can remove water and solids.
Straight run residues show CCAI values in the 770 to 840 range and have very good ignition quality. Cracked
residues delivered as bunkers may range from 840 to - in exceptional cases - above 900. Most bunkers remain
in the max. 850 to 870 range at the moment.
2)
Sodium contributes to hot corrosion on exhaust valves when combined with high sulphur and vanadium contents.
Sodium also contributes strongly to fouling of the exhaust gas turbine at high loads. The aggressiveness of the
fuel depends not only on its proportions of sodium and vanadium but also on the total amount of ash constituents.
Hot corrosion and deposit formation are, however, also influenced by other ash constituents. It is therefore difficult
to set strict limits based only on the sodium and vanadium content of the fuel. Also a fuel with lower sodium
and vanadium contents that specified above, can cause hot corrosion on engine components.
3)
4) Additional properties specified by the engine manufacturer, which are not included in the ISO specification.
A sulphur limit of 1.5% mass will apply in SOx emission controlled areas designated by IMO (International
Maritime Organization). There may also be other local variations.
5)
A fuel shall be considered to be free of used lubricating oil (ULO), if one or more of the elements calcium, zinc,
and phosphorus are below or at the specified limits. All three elements shall exceed the same limits before a
fuel shall be deemed to contain ULO's.
6)
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6. Fuel oil system
The limits above concerning HFO 2 also correspond to the demands of the following standards:
• BS MA 100: 1996, RMH 55 and RMK 55
• CIMAC 2003, Grade K 700
• ISO 8217: 2005(E), ISO-F-RMK 700
The fuel shall not contain any added substances or chemical waste, which jeopardizes the safety of installations
or adversely affects the performance of the engines or is harmful to personnel or contributes overall
to air pollution.
6.1.1 Liquid bio fuels
The engine can be operated on liquid bio fuels, according to the specification below, without reduction in
the rated output. However, since liquid bio fuels have typically lower heating value than fossil fuels, the
capacity of the fuel injection system must be checked for each installation. Biodiesels that fulfil standards
like ASTM D 6751-02 or DIN EN 14214 can be used as fuel oil as long as the specification is fulfilled.
The specification is valid for raw vegetable based liquid bio fuels, like palm oil, coconut oil, copra oil, rape
seed oil, etc. but is not valid for animal based bio fuels.
Table 6.3 Liquid bio fuel specification
Property Unit Limit Test method ref.
Viscosity at 40°C, max.1) cSt 100 ISO 3104
Viscosity, before injection pumps, min. cSt 2.0
Viscosity, before injection pumps, max. cSt 24
Density at 15°C, max. kg/m³ 991 ISO 3675 or 12185
Ignition properties 2) FIA test
Sulphur, max. % mass 0.05 ISO 8574
Total sediment existent, max. % mass 0.05 ISO 10307-1
Water before engine, max. % volume 0.20 ISO 3733
Micro carbon residue, max. % mass 0.30 ISO 10370
Ash, max. % mass 0.05 ISO 6245
Phosphorus, max. mg/kg 100 ISO 10478
Silicon, max. mg/kg 10 ISO 10478
Alkali content (Na+K), max. mg/kg 30 ISO 10478
Flash point (PMCC), min. °C 60 ISO 2719
Pour point, max. °C 3) ISO 3016
Cloud point, max. °C 3) ISO 3015
Cold filter plugging point, max. °C 3) IP 309
Copper strip corrosion (3h at 50°C), max. 1b ASTM D130
Steel corrosion (24/72h at 20, 60 and 120°C), max. No signs of corrosion LP 2902
Acid number, max. mg KOH/g 5.0 ASTM D664
Strong acid number, max. mg KOH/g 0.0 ASTM D664
Iodine number, max. 120 ISO 3961
Remarks:
If injection viscosity of max. 24 cSt cannot be achieved with an unheated fuel, fuel oil system has to be equipped
with a heater.
1)
Ignition properties have to be equal to or better than requirements for fossil fuels, i.e. CN min. 35 for MDF and
CCAI max. 870 for HFO.
2)
Pour point and cloud point / cold filter plugging point have to be at least 10°C below the fuel injection temperature.
3)
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6. Fuel oil system
6.2 Internal fuel oil system
Figure 6.1 Internal fuel system, in-line engine (DAAE039748a)
System components Sensors and indicators
01 Injection pump LS103A Fuel oil leakage, injection pipe
02 Injection valve LS107A/LS108A Fuel oil leakage, dirty fuel
03 Valve PT101 Fuel oil pressure, engine inlet
04 Adjustable orifice TE101 Fuel oil temperature, engine inlet
TI101 Fuel oil temperature, engine inlet (if GL)
Figure 6.2 Internal fuel system, V-engine (DAAE039749a)
System components Sensors and indicators
01 Injection pump LS103A/LS103B Fuel oil leakage, injection pipe, bank A/B
02 Injection valve LS107A/LS107B Fuel oil leakage, dirty fuel, bank A/B
03 Valve LS108A/LS108B Fuel oil leakage, dirty fuel, bank A/B
04 Adjustable orifice PT101 Fuel oil pressure, engine inlet
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6. Fuel oil system
System components Sensors and indicators
TE101 Fuel oil temperature, engine inlet
TI101 Fuel oil temperature, engine inlet (if GL)
Pipe connections Size Pressure class Standard
101 Fuel inlet, in line DN32 PN16 DIN2633/DIN2513 R13
101 Fuel inlet, V DN50 PN16 DIN2633/DIN2513 V13
102 Fuel outlet, in line DN32 PN16 DIN2633/DIN2513 R13
102 Fuel outlet, V DN50 PN16 DIN2633/DIN2513 V13
103 Leak fuel drain, clean fuel OD28 PN250 DIN2353
104 Leak fuel drain, dirty fuel, in line OD18 PN400 DIN2353
104 Leak fuel drain, dirty fuel, V OD28 PN250 DIN2353
Figure 6.3 Internal fuel and control oil system, in-line engine, common rail system (DAAE049807)
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6. Fuel oil system
Figure 6.4 Internal fuel and control oil system, V-engine, common rail system (DAAE049809)
System components
01 Pressure regulating valve 08 3-way valve
02 Fuel pump (high pressure) 09 Control oil pump (high pressure)
03 Flow control valve 10 Non-return valve
04 Accumulator 11 Safety valve (29000 kPa)
05 Injector solenoid valve 12 Flow fuse
06 Fuel injector nozzle 13 Gas bottle
------- Fuel line
- - - - Control oil line
07 Start and safety valve (SSV) Fluids:
Pipe connections Size Pressure class Standard
101 Fuel inlet, in-line engines DN32 PN16 DIN 2633 / DIN 2513 R13
101 Fuel inlet, V engines DN50 PN16 DIN 2633 / DIN 2513 R13
102 Fuel outlet, in-line engines DN32 PN16 DIN 2633 / DIN 2513 R13
102 Fuel outlet, V engines DN50 PN16 DIN 2633 / DIN 2513 R13
Leak fuel drain, clean fuel (to pressure- DN25 PN16 DIN 2633 / DIN 2513 R13
less tank)
103
104 Leak fuel drain, dirty fuel, in-line engines OD18 PN250 DIN 2353
104 Leak fuel drain, dirty fuel, V engines OD28 PN250 DIN 2353
722 Control oil from external filter DN40 PN10 DIN 2576
Sensors and indicators
PT101 Fuel oil inlet pressure CV114A/B... Flow control valve (114...1X4)
TE101 Fuel oil inlet temperature TE116A/B... Fuel pump temperature (116...1X6)
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6. Fuel oil system
Sensors and indicators
LS103A/B Fuel oil leakage, injection pipe PT115A/B Rail pressure, DE
LS107A/108A Fuel oil leakage, dirty fuel PT155A/B Rail pressure, FE
PT105 Fuel oil return flow valve inlet pressure PT292 Control oil pressure, engine inlet
CV111A/B... Fuel oil injection control (111...161) LS293 Control oil leakage, high pressure pipe
Control oil suction filter differential pressure
(outside of the engine)
CV117A/B Start and safety valve (SSV) PDS297
GT114A/B... Flow control valve position (114...1X4)
The engine is designed for continuous operation on heavy fuel oil (HFO). On request the engine can be built
for operation exclusively on marine diesel fuel (MDF). It is however possible to operate HFO engines on
MDF intermittently without any alternations. Continuous operation on HFO is recommended as far as possible.
If the operation of the engine is changed from HFO to continuous operation on MDF, then a change of exhaust
valves from Nimonic to Stellite is recommended.
Engines with conventional fuel injection have a reducing valve in the fuel return line on the engine. The reducing
valve ensures an even fuel flow through each engine. Engines with common rail fuel injection have
a pressure control valve in the fuel return line on the engine, which maintains desired pressure before the
injection pumps.
The engine is designed for continuous operation on heavy fuel oil (HFO). On request the engine can be built
for operation exclusively on marine diesel fuel (MDF). It is however possible to operate HFO engines on
MDF intermittently without any alternations. Continuous operation on HFO is recommended as far as possible.
If the operation of the engine is changed from HFO to continuous operation on MDF, then a change of exhaust
valves from Nimonic to Stellite is recommended.
A pressure control valve in the fuel return line on the engine maintains desired pressure before the injection
pumps.
6.2.1 Leak fuel system
Clean leak fuel from the injection valves and the injection pumps is collected on the engine and drained by
gravity through a clean leak fuel connection. The clean leak fuel can be re-used without separation. The
quantity of clean leak fuel is given in chapter Technical data.
The fuel rail on common rail engines is depressurized by discharging fuel into the clean leak fuel line when
the engine is to be stopped. An amount of fuel is therefore discharged into the clean leak fuel line at every
stop.
Other possible leak fuel and spilled water and oil is separately drained from the hot-box through dirty fuel
oil connections and it shall be led to a sludge tank.
6.3 External fuel oil system
The design of the external fuel system may vary from ship to ship, but every system should provide well
cleaned fuel of correct viscosity and pressure to each engine. Temperature control is required to maintain
stable and correct viscosity of the fuel before the injection pumps (see Technical data). Sufficient circulation
through every engine connected to the same circuit must be ensured in all operating conditions.
The fuel treatment system should comprise at least one settling tank and two separators. Correct dimensioning
of HFO separators is of greatest importance, and therefore the recommendations of the separator
manufacturer must be closely followed. Poorly centrifuged fuel is harmful to the engine and a high content
of water may also damage the fuel feed system.
Injection pumps generate pressure pulses into the fuel feed and return piping. The fuel pipes between the
feed unit and the engine must be properly clamped to rigid structures. The distance between the fixing
points should be at close distance next to the engine. See chapter Piping design, treatment and installation.
A connection for compressed air should be provided before the engine, together with a drain from the fuel
return line to the clean leakage fuel or overflow tank. With this arrangement it is possible to blow out fuel
from the engine prior to maintenance work, to avoid spilling.
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6. Fuel oil system
NOTE In multiple engine installations, where several engines are connected to the same fuel feed circuit,
it must be possible to close the fuel supply and return lines connected to the engine individually.
This is a SOLAS requirement. It is further stipulated that the means of isolation shall not affect
the operation of the other engines, and it shall be possible to close the fuel lines from a position
that is not rendered inaccessible due to fire on any of the engines.
6.3.1 Fuel heating requirements HFO
Heating is required for:
• Bunker tanks, settling tanks, day tanks
• Pipes (trace heating)
• Separators
• Fuel feeder/booster units
To enable pumping the temperature of bunker tanks must always be maintained 5...10°C above the pour
point, typically at 40...50°C. The heating coils can be designed for a temperature of 60°C.
The tank heating capacity is determined by the heat loss from the bunker tank and the desired temperature
increase rate.
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6. Fuel oil system
Figure 6.5 Fuel oil viscosity-temperature diagram for determining the pre-heating temperatures of fuel oils (4V92G0071b)
Example 1: A fuel oil with a viscosity of 380 cSt (A) at 50°C (B) or 80 cSt at 80°C (C) must be pre-heated
to 115 - 130°C (D-E) before the fuel injection pumps, to 98°C (F) at the separator and to minimum 40°C (G)
in the storage tanks. The fuel oil may not be pumpable below 36°C (H).
To obtain temperatures for intermediate viscosities, draw a line from the known viscosity/temperature point
in parallel to the nearest viscosity/temperature line in the diagram.
Example 2: Known viscosity 60 cSt at 50°C (K). The following can be read along the dotted line: viscosity
at 80°C = 20 cSt, temperature at fuel injection pumps 74 - 87°C, separating temperature 86°C, minimum
storage tank temperature 28°C.
6.3.2 Fuel tanks
The fuel oil is first transferred from the bunker tanks to settling tanks for initial separation of sludge and
water. After centrifuging the fuel oil is transferred to day tanks, from which fuel is supplied to the engines.
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6. Fuel oil system
Settling tank, HFO (1T02) and MDF (1T10)
Separate settling tanks for HFO and MDF are recommended.
To ensure sufficient time for settling (water and sediment separation), the capacity of each tank should be
sufficient for min. 24 hours operation at maximum fuel consumption.
The tanks should be provided with internal baffles to achieve efficient settling and have a sloped bottom
for proper draining.
The temperature in HFO settling tanks should be maintained between 50°C and 70°C, which requires
heating coils and insulation of the tank. Usuallly MDF settling tanks do not need heating or insulation, but
the tank temperature should be in the range 20...40°C.
Day tank, HFO (1T03) and MDF (1T06)
Two day tanks for HFO are to be provided, each with a capacity sufficient for at least 8 hours operation at
maximum fuel consumption.
A separate tank is to be provided for MDF. The capacity of the MDF tank should ensure fuel supply for 8
hours.
Settling tanks may not be used instead of day tanks.
The day tank must be designed so that accumulation of sludge near the suction pipe is prevented and the
bottom of the tank should be sloped to ensure efficient draining.
HFO day tanks shall be provided with heating coils and insulation. It is recommended that the viscosity is
kept below 140 cSt in the day tanks. Due to risk of wax formation, fuels with a viscosity lower than 50 cSt
at 50°C must be kept at a temperature higher than the viscosity would require. Continuous separation is
nowadays common practice, which means that the HFO day tank temperature normally remains above
90°C.
The temperature in the MDF day tank should be in the range 20...40°C.
The level of the tank must ensure a positive static pressure on the suction side of the fuel feed pumps. If
black-out starting with MDF from a gravity tank is foreseen, then the tank must be located at least 15 m
above the engine crankshaft.
Leak fuel tank, clean fuel (1T04)
Clean leak fuel is drained by gravity from the engine. The fuel should be collected in a separate clean leak
fuel tank, from where it can be pumped to the day tank and reused without separation. The pipes from the
engine to the clean leak fuel tank should be arranged continuosly sloping. The tank and the pipes must be
heated and insulated, unless the installation is designed for operation on MDF only.
The leak fuel piping should be fully closed to prevent dirt from entering the system.
NOTE The fuel rail on common rail engines is depressurized by discharging fuel into the clean leak fuel
line. It is therefore very important that the leak fuel system can accommodate this volume at all
times. The maximum volume discharged at an emergency stop is stated in chapter Technical
data. Fuel will also be discharged into the clean leak fuel system in case of a malfunction causing
excessive rail pressure. On common rail engines the clean leak fuel outlets at both ends of the
engine must be connected to the leak fuel tank.
Leak fuel tank, dirty fuel (1T07)
In normal operation no fuel should leak out from the components of the fuel system. In connection with
maintenance, or due to unforeseen leaks, fuel or water may spill in the hot box of the engine. The spilled
liquids are collected and drained by gravity from the engine through the dirty fuel connection.
Dirty leak fuel shall be led to a sludge tank. The tank and the pipes must be heated and insulated, unless
the installation is designed for operation exclusively on MDF.
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6. Fuel oil system
6.3.3 Fuel treatment
Separation
Heavy fuel (residual, and mixtures of residuals and distillates) must be cleaned in an efficient centrifugal
separator before it is transferred to the day tank.
Classification rules require the separator arrangement to be redundant so that required capacity is maintained
with any one unit out of operation.
All recommendations from the separator manufacturer must be closely followed.
Centrifugal disc stack separators are recommended also for installations operating on MDF only, to remove
water and possible contaminants. The capacity of MDF separators should be sufficient to ensure the fuel
supply at maximum fuel consumption. Would a centrifugal separator be considered too expensive for a
MDF installation, then it can be accepted to use coalescing type filters instead. A coalescing filter is usually
installed on the suction side of the circulation pump in the fuel feed system. The filter must have a low
pressure drop to avoid pump cavitation.
Separator mode of operation
The best separation efficiency is achieved when also the stand-by separator is in operation all the time,
and the throughput is reduced according to actual consumption.
Separators with monitoring of cleaned fuel (without gravity disc) operating on a continuous basis can handle
fuels with densities exceeding 991 kg/m3 at 15°C. In this case the main and stand-by separators should
be run in parallel.
When separators with gravity disc are used, then each stand-by separator should be operated in series
with another separator, so that the first separator acts as a purifier and the second as clarifier. This arrangement
can be used for fuels with a density of max. 991 kg/m3 at 15°C. The separators must be of the same
size.
Separation efficiency
The term Certified Flow Rate (CFR) has been introduced to express the performance of separators according
to a common standard. CFR is defined as the flow rate in l/h, 30 minutes after sludge discharge, at which
the separation efficiency of the separator is 85%, when using defined test oils and test particles. CFR is
defined for equivalent fuel oil viscosities of 380 cSt and 700 cSt at 50°C. More information can be found in
the CEN (European Committee for Standardisation) document CWA 15375:2005 (E).
The separation efficiency is measure of the separator's capability to remove specified test particles. The
separation efficiency is defined as follows:
where:
n = separation efficiency [%]
Cout = number of test particles in cleaned test oil
Cin = number of test particles in test oil before separator
Separator unit (1N02/1N05)
Separators are usually supplied as pre-assembled units designed by the separator manufacturer.
Typically separator modules are equipped with:
• Suction strainer (1F02)
• Feed pump (1P02)
• Pre-heater (1E01)
• Sludge tank (1T05)
• Separator (1S01/1S02)
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6. Fuel oil system
• Sludge pump
• Control cabinets including motor starters and monitoring
Figure 6.6 Fuel transfer and separating system (3V76F6626d)
Separator feed pumps (1P02)
Feed pumps should be dimensioned for the actual fuel quality and recommended throughput of the separator.
The pump should be protected by a suction strainer (mesh size about 0.5 mm)
An approved system for control of the fuel feed rate to the separator is required.
Design data: HFO MDF
Design pressure 0.5 MPa (5 bar) 0.5 MPa (5 bar)
Design temperature 100°C 50°C
Viscosity for dimensioning electric motor 1000 cSt 100 cSt
Separator pre-heater (1E01)
The pre-heater is dimensioned according to the feed pump capacity and a given settling tank temperature.
The surface temperature in the heater must not be too high in order to avoid cracking of the fuel. The temperature
control must be able to maintain the fuel temperature within ± 2°C.
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6. Fuel oil system
Recommended fuel temperature after the heater depends on the viscosity, but it is typically 98°C for HFO
and 20...40°C for MDF. The optimum operating temperature is defined by the sperarator manufacturer.
The required minimum capacity of the heater is:
where:
P = heater capacity [kW]
Q = capacity of the separator feed pump [l/h]
ΔT = temperature rise in heater [°C]
For heavy fuels ΔT = 48°C can be used, i.e. a settling tank temperature of 50°C. Fuels having a viscosity
higher than 5 cSt at 50°C require pre-heating before the separator.
The heaters to be provided with safety valves and drain pipes to a leakage tank (so that the possible leakage
can be detected).
Separator (1S01/1S02)
Based on a separation time of 23 or 23.5 h/day, the service throughput Q [l/h] of the separator can be estimated
with the formula:
where:
P = max. continuous rating of the diesel engine(s) [kW]
b = specific fuel consumption + 15% safety margin [g/kWh]
ρ = density of the fuel [kg/m3]
t = daily separating time for self cleaning separator [h] (usually = 23 h or 23.5 h)
The flow rates recommended for the separator and the grade of fuel must not be exceeded. The lower the
flow rate the better the separation efficiency.
Sample valves must be placed before and after the separator.
MDF separator in HFO installations (1S02)
A separator for MDF is recommended also for installations operating primarily on HFO. The MDF separator
can be a smaller size dedicated MDF separator, or a stand-by HFO separator used for MDF.
Sludge tank (1T05)
The sludge tank should be located directly beneath the separators, or as close as possible below the separators,
unless it is integrated in the separator unit. The sludge pipe must be continuously falling.
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6. Fuel oil system
6.3.4 Fuel feed system - MDF installations
Figure 6.7 Fuel feed system, MDF (DAAE039765c)
System components Pipe connections
1E04 Cooler (MDF return line) 101 Fuel inlet
1F04 Automatic filter (MDF) 102 Fuel outlet
1F05 Fine filter (MDF) 103 Leak fuel drain, clean fuel
1F07 Suction strainer (MDF) 104 Leak fuel drain, dirty fuel
1H0X Flexible pipe connection
1I03 Flow meter (MDF)
1P03 Circulation pump (MDF)
1T04 Leak fuel tank (clean fuel)
1T06 Day tank (MDF)
1T07 Leak fuel tank (dirty fuel)
1T13 Return fuel tank
1V02 Pressure control valve (MDF)
1V10 Quick closing valve (fuel oil tank)
1V11 Remote controlled shut off valve Only required for resiliently mounted engines
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6. Fuel oil system
If the engines are to be operated on MDF only, heating of the fuel is normally not necessary. In such case
it is sufficient to install the equipment listed below. Some of the equipment listed below is also to be installed
in the MDF part of a HFO fuel oil system.
Circulation pump, MDF (1P03)
The circulation pump maintains the pressure at the injection pumps and circulates the fuel in the system.
It is recommended to use a screw pump as circulation pump. A suction strainer with a fineness of 0.5 mm
should be installed before each pump. There must be a positive static pressure of about 30 kPa on the
suction side of the pump.
Design data:
Capacity:
4 x the total consumption of the connected engines and the flush
quantity of a possible automatic filter
- conventional fuel injection
3 x the total consumption of the connected engines and the flush
quantity of a possible automatic filter
- common rail fuel injection
Design pressure 1.6 MPa (16 bar)
Max. total pressure (safety valve) 1.0 MPa (10 bar)
Max. total pressure (safety valve) 1.2 MPa (12 bar)
common rail fuel injection
Design temperature 50°C
Viscosity for dimensioning of electric motor 90 cSt
Flow meter, MDF (1I03)
If the return fuel from the engine is conducted to a return fuel tank instead of the day tank, one consumption
meter is sufficient for monitoring of the fuel consumption, provided that the meter is installed in the feed
line from the day tank (before the return fuel tank). A fuel oil cooler is usually required with a return fuel tank.
The total resistance of the flow meter and the suction strainer must be small enough to ensure a positive
static pressure of about 30 kPa on the suction side of the circulation pump.
There should be a by-pass line around the consumption meter, which opens automatically in case of excessive
pressure drop.
Automatic filter, MDF (1F04)
The use of an automatic back-flushing filter is recommended, normally as a duplex filter with an insert filter
as the stand-by half. The circulating pump capacity must be sufficient to prevent pressure drop during the
flushing operation.
Design data:
Fuel viscosity according to fuel specification
Design temperature 50°C
Design flow Equal to feed/circulation pump capacity
Design pressure 1.6 MPa (16 bar)
Fineness, conventional fuel injection:
- automatic filter 35 μm (absolute mesh size)
- bypass filter 35 μm (absolute mesh size)
Fineness, common rail fuel injection:
- automatic filter 10 μm (absolute mesh size)
- bypass filter 25 μm (absolute mesh size)
Maximum permitted pressure drops at 14 cSt:
- clean filter, 35 μm 20 kPa (0.2 bar)
- clean filter, 10 μm 30 kPa (0.3 bar)
- alarm 80 kPa (0.8 bar)
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Fine filter, MDF (1F05)
The fuel oil fine filter is a full flow duplex type filter with steel net. This filter must be installed as near the
engine as possible.
The diameter of the pipe between the fine filter and the engine should be the same as the diameter before
the filters.
Design data:
Fuel viscosity according to fuel specifications
Design temperature 50°C
Design flow Equal to feed/circulation pump capacity
Design pressure 1.6 MPa (16 bar)
Fineness, conventional fuel injection 37 μm (absolute mesh size)
Fineness, common rail fuel injection 25 μm (absolute mesh size)
Maximum permitted pressure drops at 14 cSt:
- clean filter 20 kPa (0.2 bar)
- alarm 80 kPa (0.8 bar)
Pressure control valve, MDF (1V02)
The pressure control valve is installed when the installation includes a feeder/booster unit for HFO and
there is a return line from the engine to the MDF day tank. The purpose of the valve is to increase the
pressure in the return line so that the required pressure at the engine is achieved.
Design data:
Capacity Equal to circulation pump
Design temperature 50°C
Design pressure 1.6 MPa (16 bar)
Set point 0.4...0.7 MPa (4...7 bar)
MDF cooler (1E04)
The fuel viscosity may not drop below the minimum value stated in Technical data. When operating on
MDF, the practical consequence is that the fuel oil inlet temperature must be kept below 45...50°C. Very
light fuel grades may require even lower temperature.
Sustained operation on MDF usually requires a fuel oil cooler. The cooler is to be installed in the return line
after the engine(s). LT-water is normally used as cooling medium.
Design data:
Heat to be dissipated 3 kW/cyl
Max. pressure drop, fuel oil 80 kPa (0.8 bar)
Max. pressure drop, water 60 kPa (0.6 bar)
Margin (heat rate, fouling) min. 15%
Return fuel tank (1T13)
The return fuel tank shall be equipped with a vent valve needed for the vent pipe to the MDF day tank. The
volume of the return fuel tank should be at least 100 l.
Black out start
Diesel generators serving as the main source of electrical power must be able to resume their operation in
a black out situation by means of stored energy. Depending on system design and classification regulations,
it may in some cases be permissible to use the emergency generator. Sufficient fuel pressure to enable
black out start can be achieved by means of:
• A gravity tank located min. 15 m above the crankshaft
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6. Fuel oil system
• A pneumatically driven fuel feed pump (1P11)
• An electrically driven fuel feed pump (1P11) powered by an emergency power source
6.3.5 Fuel feed system - HFO installations
Figure 6.8 External HFO fuel oil feed system, single engine (DAAE039762c)
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6. Fuel oil system
Figure 6.9 External HFO fuel oil feed system, multiple engines (DAAE039764c)
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6. Fuel oil system
Figure 6.10 External HFO fuel oil feed system, multiple engines, common rail system (DAAE055102a)
System components Pipe connections
1E02 Heater (booster unit) 101 Fuel inlet
1E03 Cooler (booster unit) 102 Fuel outlet
1F03 Safety filter (HFO) 103 Leak fuel drain, clean fuel
1F05 Fine filter (MDF) 104 Leak fuel drain, dirty fuel
1F06 Suction filter (booster unit)
1F07 Suction strainer (MDF)
1F08 Automatic filter (booster unit)
1HXX Flexible pipe connection
1I01 Flow meter (booster unit)
1I02 Viscosity meter (booster unit)
1N01 Feeder / Booster unit
1N03 Pump and filter unit
1P03 Circulation pump (MDF)
1P04 Fuel feed pump (booster unit)
1P06 Circulation pump (booster unit)
1T03 Day tank (HFO)
1T04 Leak fuel tank (clean fuel)
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6. Fuel oil system
System components Pipe connections
1T06 Day tank (MDF)
1T07 Leak fuel tank (dirty fuel)
1T08 De-aeration tank (booster unit)
1V01 Changeover valve
1V02 Pressure control valve (MDF)
1V03 Pressure control valve (booster unit)
1V04 Pressure control valve (HFO)
1V05 Overflow valve (HFO/MDF)
1V07 Venting valve (booster unit)
1V08 Changeover valve
1V10 Quick closing valve (fuel oil tank)
1V11 Remote controlled shut off valve Only required for resiliently mounted engines
The size of the piping in the installation to be calculated case by case, having typically a larger diameter
than the connection on the engine. See chapter Piping design, treatment and installation
HFO pipes shall be properly insulated. If the viscosity of the fuel is 180 cSt/50°C or higher, the pipes must
be equipped with trace heating. It shall be possible to shut off the heating of the pipes when operating on
MDF (trace heating to be grouped logically).
Starting and stopping
The engine can be started and stopped on HFO provided that the engine and the fuel system are pre-heated
to operating temperature. The fuel must be continuously circulated also through a stopped engine in order
to maintain the operating temperature. Changeover to MDF for start and stop is not recommended.
Prior to overhaul or shutdown of the external system the engine fuel system shall be flushed and filled with
MDF.
Changeover from HFO to MDF
The control sequence and the equipment for changing fuel during operation must ensure a smooth change
in fuel temperature and viscosity. When MDF is fed through the HFO feeder/booster unit, the volume in the
system is sufficient to ensure a reasonably smooth transfer.
When there are separate circulating pumps for MDF, then the fuel change should be performed with the
HFO feeder/booster unit before switching over to the MDF circulating pumps. As mentioned earlier, sustained
operation on MDF usually requires a fuel oil cooler. The viscosity at the engine shall not drop below the
minimum limit stated in chapter Technical data.
Number of engines in the same system
When the fuel feed unit serves Wärtsilä 38 engines only, maximum two engines should be connected to
the same fuel feed circuit, unless individual circulating pumps before each engine are installed.
Main engines and auxiliary engines should preferably have separate fuel feed units. Individual circulating
pumps or other special arrangements are often required to have main engines and auxiliary engines in the
same fuel feed circuit. Regardless of special arrangements it is not recommended to supply more than
maximum two main engines and two auxiliary engines, or one main engine and three auxiliary engines from
the same fuel feed unit.
In addition the following guidelines apply:
• Twin screw vessels with two engines should have a separate fuel feed circuit for each propeller shaft.
• Twin screw vessels with four engines should have the engines on the same shaft connected to different
fuel feed circuits. One engine from each shaft can be connected to the same circuit.
Feeder/booster unit (1N01)
A completely assembled feeder/booster unit can be supplied. This unit comprises the following equipment:
• Two suction strainers
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6. Fuel oil system
• Two fuel feed pumps of screw type, equipped with built-on safety valves and electric motors
• One pressure control/overflow valve
• One pressurized de-aeration tank, equipped with a level switch operated vent valve
• Two circulating pumps, same type as the fuel feed pumps
• Two heaters, steam, electric or thermal oil (one heater in operation, the other as spare)
• One automatic back-flushing filter with by-pass filter
• One viscosimeter for control of the heaters
• One control valve for steam or thermal oil heaters, a control cabinet for electric heaters
• One thermostatic valve for emergency control of the heaters
• One control cabinet including starters for pumps
• One alarm panel
The above equipment is built on a steel frame, which can be welded or bolted to its foundation in the ship.
The unit has all internal wiring and piping fully assembled. All HFO pipes are insulated and provided with
trace heating.
Figure 6.11 Feeder/booster unit, example (DAAE006659)
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6. Fuel oil system
Fuel feed pump, booster unit (1P04)
The feed pump maintains the pressure in the fuel feed system. It is recommended to use a screw pump as
feed pump. The capacity of the feed pump must be sufficient to prevent pressure drop during flushing of
the automatic filter.
A suction strainer with a fineness of 0.5 mm should be installed before each pump. There must be a positive
static pressure of about 30 kPa on the suction side of the pump.
Design data:
Total consumption of the connected engines added with the
flush quantity of the automatic filter (1F08)
Capacity
Design pressure 1.6 MPa (16 bar)
Max. total pressure (safety valve) 0.7 MPa (7 bar)
Design temperature 100°C
Viscosity for dimensioning of electric motor 1000 cSt
Pressure control valve, booster unit (1V03)
The pressure control valve in the feeder/booster unit maintains the pressure in the de-aeration tank by directing
the surplus flow to the suction side of the feed pump.
Design data:
Capacity Equal to feed pump
Design pressure 1.6 MPa (16 bar)
Design temperature 100°C
Set-point 0.3...0.5 MPa (3...5 bar)
Automatic filter, booster unit (1F08)
It is recommended to select an automatic filter with a manually cleaned filter in the bypass line. The automatic
filter must be installed before the heater, between the feed pump and the de-aeration tank, and it
should be equipped with a heating jacket. Overheating (temperature exceeding 100°C) is however to be
prevented, and it must be possible to switch off the heating for operation on MDF.
Design data:
Fuel viscosity According to fuel specification
Design temperature 100°C
Preheating If fuel viscosity is higher than 25 cSt/100°C
Design flow Equal to feed pump capacity
Design pressure 1.6 MPa (16 bar)
Fineness, conventional fuel injection:
- automatic filter 35 μm (absolute mesh size)
- bypass filter 35 μm (absolute mesh size)
Fineness, common rail fuel injection:
- automatic filter 10 μm (absolute mesh size)
- bypass filter 25 μm (absolute mesh size)
Maximum permitted pressure drops at 14 cSt:
- clean filter, 35 μm 20 kPa (0.2 bar)
- clean filter, 10 μm 30 kPa (0.3 bar)
- alarm 80 kPa (0.8 bar)
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6. Fuel oil system
Flow meter, booster unit (1I01)
If a fuel consumption meter is required, it should be fitted between the feed pumps and the de-aeration
tank. When it is desired to monitor the fuel consumption of individual engines in a multiple engine installation,
two flow meters per engine are to be installed: one in the feed line and one in the return line of each engine.
There should be a by-pass line around the consumption meter, which opens automatically in case of excessive
pressure drop.
If the consumption meter is provided with a prefilter, an alarm for high pressure difference across the filter
is recommended.
De-aeration tank, booster unit (1T08)
It shall be equipped with a low level alarm switch and a vent valve. The vent pipe should, if possible, be led
downwards, e.g. to the overflow tank. The tank must be insulated and equipped with a heating coil. The
volume of the tank should be at least 100 l.
Circulation pump, booster unit (1P06)
The purpose of this pump is to circulate the fuel in the system and to maintain the required pressure at the
injection pumps, which is stated in the chapter Technical data. By circulating the fuel in the system it also
maintains correct viscosity, and keeps the piping and the injection pumps at operating temperature.
Design data, conventional fuel injection:
Capacity:
- without circulation pumps (1P12) 4 x the total consumption of the connected engines
- with circulation pumps (1P12) 15% more than total capacity of all circulation pumps
Design pressure 1.6 MPa (16 bar)
Max. total pressure (safety valve) 1.0 MPa (10 bar)
Design temperature 150°C
Viscosity for dimensioning of electric motor 500 cSt
Design data, common rail fuel injection:
Capacity:
- without circulation pumps (1P12) 3 x the total consumption of the connected engines
- with circulation pumps (1P12) 15% more than total capacity of all circulation pumps
Design pressure 1.6 MPa (16 bar)
Max. total pressure (safety valve) 1.2 MPa (12 bar)
Design temperature 150°C
Viscosity for dimensioning of electric motor 500 cSt
Heater, booster unit (1E02)
The heater must be able to maintain a fuel viscosity of 14 cSt at maximum fuel consumption, with fuel of
the specified grade and a given day tank temperature (required viscosity at injection pumps stated in
Technical data). When operating on high viscosity fuels, the fuel temperature at the engine inlet may not
exceed 135°C however.
The power of the heater is to be controlled by a viscosimeter. The set-point of the viscosimeter shall be
somewhat lower than the required viscosity at the injection pumps to compensate for heat losses in the
pipes. A thermostat should be fitted as a backup to the viscosity control.
To avoid cracking of the fuel the surface temperature in the heater must not be too high. The heat transfer
rate in relation to the surface area must not exceed 1.5 W/cm2.
The required heater capacity can be estimated with the following formula:
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6. Fuel oil system
where:
P = heater capacity (kW)
Q = total fuel consumption at full output + 15% margin [l/h]
ΔT = temperature rise in heater [°C]
Viscosimeter, booster unit (1I02)
The heater is to be controlled by a viscosimeter. The viscosimeter should be of a design that can withstand
the pressure peaks caused by the injection pumps of the diesel engine.
Design data:
Operating range 0...50 cSt
Design temperature 180°C
Design pressure 4 MPa (40 bar)
Pump and filter unit (1N03)
When more than two engine are connected to the same feeder/booster unit, a circulation pump (1P12)
must be installed before each engine. The circulation pump (1P12) and the safety filter (1F03) can be combined
in a pump and filter unit (1N03). A safety filter is always required.
There must be a by-pass line over the pump to permit circulation of fuel through the engine also in case
the pump is stopped. The diameter of the pipe between the filter and the engine should be the same size
as between the feeder/booster unit and the pump and filter unit.
Circulation pump (1P12)
The purpose of the circulation pump is to ensure equal circulation through all engines. With a common
circulation pump for several engines, the fuel flow will be divided according to the pressure distribution in
the system (which also tends to change over time) and the control valve on the engine has a very flat
pressure versus flow curve.
In installations where MDF is fed directly from the MDF tank (1T06) to the circulation pump, a suction
strainer (1F07) with a fineness of 0.5 mm shall be installed to protect the circulation pump. The suction
strainer can be common for all circulation pumps.
A fuel feed line directly from the MDF day tank is not very attractive in installations with common rail engines,
because a pump and filter unit would be required also in the feed line from the day tank due to the required
filter fineness (10 μm).
Design data, conventional fuel injection:
Capacity 4 x the consumption of the engine
Design pressure 1.6 MPa (16 bar)
Max. total pressure (safety valve) 1.0 MPa (10 bar)
Design temperature 150°C
Pressure for dimensioning of electric motor (Δp):
- if MDF is fed directly from day tank 0.7 MPa (7 bar)
- if all fuel is fed through feeder/booster unit 0.3 MPa (3 bar)
Viscosity for dimensioning of electric motor 500 cSt
Design data, common rail fuel injection:
Capacity 3 x the consumption of the engine
Design pressure 1.6 MPa (16 bar)
Max. total pressure (safety valve) 1.2 MPa (12 bar)
Design temperature 150°C
Pressure for dimensioning of electric motor (Δp):
- fuel is fed through feeder/booster unit 0.3 MPa (3 bar)
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6. Fuel oil system
Design data, common rail fuel injection:
Viscosity for dimensioning of electric motor 500 cSt
Safety filter (1F03)
The safety filter is a full flow duplex type filter with steel net. The filter should be equipped with a heating
jacket. The safety filter or pump and filter unit shall be installed as close as possible to the engine.
Design data:
Fuel viscosity according to fuel specification
Design temperature 150°C
Design flow Equal to circulation pump capacity
Design pressure 1.6 MPa (16 bar)
Fineness, conventional fuel injection 37 μm (absolute mesh size)
Fineness, common rail fuel injection 25 μm (absolute mesh size)
Maximum permitted pressure drops at 14 cSt:
- clean filter 20 kPa (0.2 bar)
- alarm 80 kPa (0.8 bar)
Overflow valve, HFO (1V05)
When several engines are connected to the same feeder/booster unit an overflow valve is needed between
the feed line and the return line. The overflow valve limits the maximum pressure in the feed line, when the
fuel lines to a parallel engine are closed for maintenance purposes.
The overflow valve should be dimensioned to secure a stable pressure over the whole operating range.
Design data:
Capacity Equal to circulation pump (1P06)
Design pressure 1.6 MPa (16 bar)
Design temperature 150°C
conventional fuel injection: 0.1...0.2 MPa (1...2 bar)
common rail fuel injection: 0.2...0.7 MPa (2...7 bar)
0.2...0.7 MPa (2...7 bar)
Set-point (Δp)
Pressure control valve (1V04)
The pressure control valve increases the pressure in the return line so that the required pressure at the
engine is achieved. This valve is needed in installations where the engine is equipped with an adjustable
throttle valve in the return fuel line of the engine.
The adjustment of the adjustable throttle valve on the engine should be carried out after the pressure control
valve (1V04) has been adjusted. The adjustment must be tested in different loading situations including the
cases with one or more of the engines being in stand-by mode. If the main engine is connected to the same
feeder/booster unit the circulation/temperatures must also be checked with and without the main engine
being in operation.
6.3.6 Flushing
The external piping system must be thoroughly flushed before the engines are connected and fuel is circulated
through the engines. The piping system must have provisions for installation of a temporary flushing filter.
The fuel pipes at the engine (connections 101 and 102) are disconnected and the supply and return lines
are connected with a temporary pipe or hose on the installation side. All filter inserts are removed, except
in the flushing filter of course. The automatic filter and the viscosimeter should be bypassed to prevent
damage. The fineness of the flushing filter should be 35 μm or finer.
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6. Fuel oil system
7. Lubricating oil system
7.1 Lubricating oil requirements
7.1.1 Engine lubricating oil
The lubricating oil must be of viscosity class SAE 40 and have a viscosity index (VI) of minimum 95. The
lubricating oil alkalinity (BN) is tied to the fuel grade, as shown in the table below. BN is an abbreviation of
Base Number. The value indicates milligrams KOH per gram of oil.
Table 7.1 Fuel standards and lubricating oil requirements
Category Fuel standard Lubricating oil BN
10...30
GRADE NO. 1-D, 2-D
DMX, DMA
DX, DA
ISO-F-DMX, DMA
ASTM D 975-01,
BS MA 100: 1996
CIMAC 2003
ISO8217: 1996(E)
A
15...30
DMB
DB
ISO-F-DMB
BS MA 100: 1996
CIMAC 2003
ISO 8217: 1996(E)
B
30...55
GRADE NO. 4-D
GRADE NO. 5-6
DMC, RMA10-RMK55
DC, A30-K700
ISO-F-DMC, RMA10-RMK55
ASTM D 975-01,
ASTM D 396-04,
BS MA 100: 1996
CIMAC 2003
ISO 8217: 1996(E)
C
BN 50-55 lubricants are to be selected in the first place for operation on HFO. BN 40 lubricants can also
be used with HFO provided that the sulphur content of the fuel is relatively low, and the BN remains above
the condemning limit for acceptable oil change intervals. BN 30 lubricating oils should be used together
with HFO only in special cases; for example in SCR (Selective Catalyctic Reduction) installations, if better
total economy can be achieved despite shorter oil change intervals. Lower BN may have a positive influence
on the lifetime of the SCR catalyst.
Crude oils with low sulphur content may permit the use of BN 30 lubricating oils. It is however not unusual
that crude oils contain other acidic compounds, which requires a high BN oil although the sulphur content
of the fuel is low.
It is not harmful to the engine to use a higher BN than recommended for the fuel grade.
Different oil brands may not be blended, unless it is approved by the oil suppliers. Blending of different oils
must also be approved by Wärtsilä, if the engine still under warranty.
An updated list of approved lubricating oils is supplied for every installation.
7.1.2 Oil in speed governor or actuator
An oil of viscosity class SAE 30 or SAE 40 is acceptable in normal operating conditions. Usually the same
oil as in the engine can be used. At low ambient temperatures it may be necessary to use a multigrade oil
(e.g. SAE 5W-40) to ensure proper operation during start-up with cold oil.
7.1.3 Oil in turning device
It is recommended to use EP-gear oils, viscosity 400-500 cSt at 40°C = ISO VG 460.
An updated list of approved oils is supplied for every installation.
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7. Lubricating oil system
7.2 Internal lubricating oil system
Figure 7.1 Internal lubricating oil system, in-line engine (DAAE039750a)
System components Sensors and indicators
01 Lubricating oil module PS210 Lubricating oil stan-by pump start
02 Thermostatic valve PT201 Lubricating oil pressure, engine inlet
03 Automatic filter PTZ201 Lubricating oil pressure, engine inlet, backup
04 Lubricating oil cooler PT271 Lubricating oil pressure, TC inlet
05 Non return valve PT700 Crankcase pressure (if FAKS)
06 Centrifugal filter NS700 Oil mist detector, failure
07 Dry sump QS700 Oil mist detector, alarm
08 Main lubricating oil pump engine driven QS701 Oil mist detector, shutdown
09 Prelubricating oil pump, electric driven TE201 Lubricating oil temperature, engine inlet
10 Turbocharger TE202 Lubricating oil temperature, engine outlet (if FAKS)
11 Valve TE232 Lubricating oil temperature, LOC outlet (if FAKS)
12 Oil mist detector TE272 Lubricating oil temperature, TC outlet (if ME)
13 Run-in filter TE70n Main bearing temperature, cyl. n
14 Safety valve TE711 Main bearing temperature (if PTO)
15 Control valve TI201 Lubricating oil temperature, engine inlet
16 Sample valve
17 Explosion valve
18 Crankcase
19 Integrated PTO shaft bearing (if PTO)
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7. Lubricating oil system
Figure 7.2 Internal lubricating oil system, V-engine (DAAE039753a)
System components Sensors and indicators
01 Centrifugal filter PS210 Lubricating oil stan-by pump start (i
02 Dry sump PTZ201 Lubricating oil pressure, engine inlet
03 Main lubricating oil pump engine driven PT201 Lubricating oil pressure, engine inlet
04 Turbocharger PT271/PT281 Lubricating oil pressure, TC A/B inlet
05 Valve PT700 Crankcase pressure (if FAKS)
06 Oil mist detector NS700 Oil mist detector, failure
07 Run-in filter QS700 Oil mist detector, alarm
08 Safety valve QS701 Oil mist detector, shutdown
09 Control valve TE201 Lubricating oil temperature, engine inlet
10 Sample valve TE201 Lubricating oil temperature, engine outlet (if FAKS)
Lubricating oil temperature, TC A/B outlet (if main
engine)
11 Explosion valve TE272/TE282
12 Crankcase TE70n Main bearing temperature, cyl. n
13 Integrated PTO shaft bearing (if PTO) TE711 Main bearing temperature (if PTO)
TI201 Lubricating oil temperature, engine inlet
Pipe connections Size Pressure class Standard
201 Lubricating oil inlet, V DN200 PN10 DIN2576
202 Lubricating oil outlet (from oil dry sump) DN200 PN6 DIN2573
203 Lubricating oil to engine driven pump, in line DN150 PN10 DIN2576
203 Lubricating oil to engine driven pump, V DN250 PN10 DIN2632
204 Lubricating oil from engine driven pump, V DN150 PN16 DIN2633
205 Lubricating oil to priming pump, in line DN100 PN10 DIN2576
208 Lubricating oil from el. driven pump (stand-by), in line DN125 PN10 DIN2576
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7. Lubricating oil system
Pipe connections Size Pressure class Standard
701 Crankcase air vent DN125 PN10 DIN2576
The oil sump is of dry sump type. There are two oil outlets at each end of the engine. One outlet at each
end must be connected to the system oil tank. On 16V engines totally three outlets must be connected to
the system oil tank.
The direct driven lubricating oil pump is of gear type and is equipped with a combined pressure control
and safety relief valve. The pump is dimensioned to provide sufficient flow even at low speeds. A stand-by
pump connection is available as option for in-line engines. Concerning suction height, flow rate and pressure
of the engine driven pump, see Technical data.
The in-lines engines are equipped with a pre-lubricating oil pump. The pre-lubricating oil pump is an electric
motor driven gear pump equipped with a safety valve. The pump should always be running, when the engine
is stopped. Concerning suction height, flow rate and pressure of the pre-lubricating oil pump, see Technical
data.
The in-line engines are equipped with a lubricating oil module built on the engine. The lubricating oil module
consists of the lubricating oil cooler, thermostatic valve and automatic filter.
The centrifugal filter on the in-line engines is used to clean the back-flushing oil from the automatic filter.
On the V engines the centrifugal filter serves as an indication filter.
All engines are delivered with a running-in filter before each main bearing, before the turbocharger and
before the intermediate gears. These filters are to be removed a few hundred operating hours (100-500 h)
after start-up.
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7. Lubricating oil system
7.3 External lubricating oil system
Figure 7.3 External lubricating oil system, in-line engine (DAAE039778a)
System components Pipe connections
2F01 Suction strainer (main lubricating oil pump) 202 Lubricating oil outlet
2F04 Suction strainer (pre lubricating oil pump) 203 Lubricating oil to engine driven pump
2F06 Suction strainer (stand-by pump) 205 Lubricating oil to priming pump
2H0X Flexible pipe connection 208 Lubricating oil from electric driven pump
2H02 Flexible pipe connection 701 Crankcase air vent
7H01 Flexible pipe connection
2P04 Stand-by pump
2T01 System oil tank Only required for resiliently mounted engines
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7. Lubricating oil system
Figure 7.4 External lubricating oil system, V-engine (DAAE039780a)
System components Pipe connections
2E01 Lubricating oil cooler 201 Lubricating oil inlet
2F01 Suction strainer (main lubricating oil pump) 202 Lubricating oil outlet
2F02 Automatic filter (LO) 203 Lubricating oil to engine driven pump
2F04 Suction strainer (pre lubricating oil pump) 204 Lubricating oil from engine driven pump
2F05 Safety filter (LO) 701 Crankcase air vent
2F06 Suction strainer electric driven pump
2H0X Flexible pipe connection
2H02 Flexible pipe connection
7H01 Flexible pipe connection
2P02 Pre lubricating oil pump
2P04 Stand-by pump
2R01 Orifice (cooler)
2T01 System oil tank
2V01 Temperature control valve
2V03 Pressure control valve Only required for resiliently mounted engines
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7. Lubricating oil system
Figure 7.5 External lubricating oil system, V-engine, common rail system (DAAE054438)
System components Pipe connections
2E01 Lubricating oil cooler 201 Lubricating oil inlet
2F01 Suction strainer (main lubricating oil pump) 202 Lubricating oil outlet
2F02 Automatic filter (LO) 203 Lubricating oil to engine driven pump
2F04 Suction strainer (pre lubricating oil pump) 204 Lubricating oil from engine driven pump
2F05 Safety filter (LO) 701 Crankcase air vent
2F06 Suction strainer electric driven pump 722 Control oil from external filter
2F12 Control oil automatic filter
2HXX Flexible pipe connection
2H02 Flexible pipe connection
7H01 Flexible pipe connection
2P02 Pre lubricating oil pump
2P04 Stand-by pump
2R01 Orifice (cooler)
2T01 System oil tank
2V01 Temperature control valve
2V03 Pressure control valve Only required for resiliently mounted engines
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7. Lubricating oil system
7.3.1 Separation system
Separator unit (2N01)
Each engine must have a dedicated lubricating oil separator and the separators shall be dimensioned for
continuous separating. If the installation is designed to operate on MDF only, then intermittent separating
might be sufficient.
Separators are usually supplied as pre-assembled units.
Typically lubricating oil separator units are equipped with:
• Feed pump with suction strainer and safety valve
• Preheater
• Separator
• Control cabinet
The lubricating oil separator unit may also be equipped with an intermediate sludge tank and a sludge
pump, which offers flexibility in placement of the separator since it is not necessary to have a sludge tank
directly beneath the separator.
Separator feed pump (2P03)
The feed pump must be selected to match the recommended throughput of the separator. Normally the
pump is supplied and matched to the separator by the separator manufacturer.
The lowest foreseen temperature in the system oil tank (after a long stop) must be taken into account when
dimensioning the electric motor.
Separator preheater (2E02)
The preheater is to be dimensioned according to the feed pump capacity and the temperature in the system
oil tank. When the engine is running, the temperature in the system oil tank located in the ship's bottom is
normally 65...75°C. To enable separation with a stopped engine the heater capacity must be sufficient to
maintain the required temperature without heat supply from the engine.
Recommended oil temperature after the heater is 95°C.
The surface temperature of the heater must not exceed 150°C in order to avoid cooking of the oil.
The heaters should be provided with safety valves and drain pipes to a leakage tank (so that possible
leakage can be detected).
Separator (2S01)
The separators should preferably be of a type with controlled discharge of the bowl to minimize the lubricating
oil losses.
The service throughput Q [l/h] of the separator can be estimated with the formula:
where:
Q = volume flow [l/h]
P = engine output [kW]
n = number of through-flows of tank volume per day: 5 for HFO, 4 for MDF
t = operating time [h/day]: 24 for continuous separator operation, 23 for normal dimensioning
Sludge tank (2T06)
The sludge tank should be located directly beneath the separators, or as close as possible below the separators,
unless it is integrated in the separator unit. The sludge pipe must be continuously falling.
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7. Lubricating oil system
7.3.2 System oil tank (2T01)
Recommended oil tank volume is stated in chapter Technical data.
The system oil tank is usually located beneath the engine foundation. The tank may not protrude under the
reduction gear or generator, and it must also be symmetrical in transverse direction under the engine. The
location must further be such that the lubricating oil is not cooled down below normal operating temperature.
Suction height is especially important with engine driven lubricating oil pump. Losses in strainers etc. add
to the geometric suction height.
The pipe connection between the engine oil sump and the system oil tank must be flexible to prevent
damages due to thermal expansion. The return pipes from the engine oil sump must end beneath the minimum
oil level in the tank. Further on the return pipes must not be located in the same corner of the tank
as the suction pipe of the pump.
The suction pipe of the pump should have a trumpet shaped or conical inlet to minimise the pressure loss.
For the same reason the suction pipe shall be as short and straight as possible and have a sufficient diameter.
A pressure gauge shall be installed close to the inlet of the lubricating oil pump. The suction pipe
shall further be equipped with a non-return valve of flap type without spring. The non-return valve is particularly
important with engine driven pump and it must be installed in such a position that self-closing is ensured.
Suction and return pipes of the separator must not be located close to each other in the tank.
The ventilation pipe from the system oil tank may not be combined with crankcase ventilation pipes.
It must be possible to raise the oil temperature in the tank after a long stop. In cold conditions it can be
necessary to have heating coils in the oil tank in order to ensure pumpability. The separator heater can
normally be used to raise the oil temperature once the oil is pumpable. Further heat can be transferred to
the oil from the preheated engine, provided that the oil viscosity and thus the power consumption of the
pre-lubricating oil pump does not exceed the capacity of the electric motor.
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7. Lubricating oil system
Figure 7.6 Example of system oil tank arrangement (DAAE007020d)
Design data:
Oil volume 1.2...1.5 l/kW, see also Technical data
Oil level at service 75 - 80 % of tank volume
Oil level alarm 60% of tank volume.
7.3.3 Suction strainers (2F01, 2F04, 2F06)
It is recommended to install a suction strainer before each pump to protect the pump from damage. The
suction strainer and the suction pipe must be amply dimensioned to minimize pressure losses. The suction
strainer should always be provided with alarm for high differential pressure.
Design data:
Fineness 0.5...1.0 mm
7.3.4 Pre-lubricating oil pump (2P02)
The pre-lubricating oil pump is needed in V engine installations only.
The pre-lubricating oil pump is a separately installed scew or gear pump, which is to be equipped with a
safety valve.
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7. Lubricating oil system
The installation of a pre-lubricating pump is mandatory. An electrically driven main pump or standby pump
(with full pressure) may not be used instead of a dedicated pre-lubricating pump, as the maximum permitted
pressure is 200 kPa (2 bar) to avoid leakage through the labyrinth seal in the turbocharger (not a problem
when the engine is running). A two speed electric motor for a main or standby pump is not accepted.
The piping shall be arranged so that the pre-lubricating oil pump fills the main oil pump, when the main
pump is engine driven.
The pre-lubricating pump should always be running, when the engine is stopped.
Depending on the foreseen oil temperature after a long stop, the suction ability of the pump and the geometric
suction height must be specially considered with regards to high viscosity. With cold oil the pressure
at the pump will reach the relief pressure of the safety valve.
Design data:
Capacity see Technical data
Design pressure 1.0 MPa (10 bar)
Max. pressure (safety valve) 350 kPa (3.5 bar)
Design temperature 100°C
Viscosity for dimensioning of the electricmotor 500 cSt
7.3.5 Pressure control valve (2V03)
The pressure control valve is needed for V engine installations.
To protect the system against too high lubricating oil pressure a pressure control valve must be installed
to control the pressure at engine inlet.
Design data:
Design pressure 1.0 MPa (10 bar)
Capacity Difference between pump capacity and oil flow through engine
Design temperature 100 °C
Set point 450 kPa (4.5 bar) at engine inlet
7.3.6 Lubricating oil cooler (2E01)
The lubricating oil cooler is needed in V engine installations only.
The external lubricating oil cooler can be of plate or tube type.
For calculation of the pressure drop a viscosity of 50 cSt at 60°C can be used (SAE 40, VI 95).
Design data:
Oil flow through cooler see Technical data, "Oil flow through engine"
Heat to be dissipated see Technical data
Max. pressure drop, oil 80 kPa (0.8 bar)
Water flow through cooler see Technical data, "LT-pump capacity"
Max. pressure drop, water 60 kPa (0.6 bar)
Water temperature before cooler 45°C
Oil temperature before engine 63°C
Design pressure 1.0 MPa (10 bar)
Margin (heat rate, fouling) min. 15%
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7. Lubricating oil system
Figure 7.7 Main dimensions of the lubricating oil cooler
Dimensions [mm]
Engine Weight, dry [kg]
H W L A B C D
W 12V38 1270 1675 720 1487 380 1057 330 300
W 16V38 1410 1675 720 1737 380 1057 330 300
NOTE These dimensions are for guidance only.
7.3.7 Temperature control valve (2V01)
The temperature control valve is needed in V engine installations only.
The temperature control valve maintains desired oil temperature at the engine inlet, by directing part of the
oil flow through the bypass line instead of through the cooler.
When using a temperature control valve with wax elements, the set-point of the valve must be such that
63°C at the engine inlet is not exceeded. This means that the set-point should be e.g. 57°C, in which case
the valve starts to open at 54°C and at 63°C it is fully open. If selecting a temperature control valve with
wax elements that has a set-point of 63°C, the valve may not be fully open until the oil temperature is e.g.
68°C, which is too high for the engine at full load.
A viscosity of 50 cSt at 60°C can be used for evaluation of the pressure drop (SAE 40, VI 95).
Design data:
Temperature before engine, nom 63°C
Design pressure 1.0 MPa (10 bar)
Pressure drop, max 50 kPa (0.5 bar)
7.3.8 Automatic filter (2F02)
The automatic filter is needed in V engine installations only.
It is recommended to select an automatic filter with an insert filter in the bypass line, thus enabling easy
changeover to the insert filter during maintenance of the automatic filter. The backflushing oil must be
filtered before it is conducted back to the system oil tank. The backflushing filter can be either integrated
in the automatic filter or separate.
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Automatic filters are commonly equipped with an integrated safety filter. However, some automatic filter
types, especially automatic filter designed for high flows, may not have the safety filter built-in. In such case
a separate safety filter (2F05) must be installed before the engine.
Design data:
Oil viscosity 50 cSt (SAE 40, VI 95, appox. 63°C)
Design flow see Technical data, "Oil flow through engine"
Design temperature 100°C
Design pressure 1.0 MPa (10 bar)
Fineness:
- automatic filter 35 μm (absolute mesh size)
- insert filter 35 μm (absolute mesh size)
Max permitted pressure drops at 50 cSt:
- clean filter 30 kPa (0.3 bar )
- alarm 80 kPa (0.8 bar)
7.3.9 Safety filter (2F05)
A separate safety filter (2F05) must be installed before the engine, unless it is integrated in the automatic
filter. The safety filter (2F05) should be a duplex filter with steelnet filter elements.
Design Data:
Oil viscosity 50 cSt (SAE 40, VI 95, appox. 63°C)
Design flow see Technical data, "Oil flow through engine"
Design temperature 100 °C
Design pressure 1.0 MPa (10 bar)
Fineness (absolute) max. 60 μm (absolute mesh size)
Maximum permitted pressure drop at 50 cSt:
- clean filter 30 kPa (0.3 bar )
- alarm 80 kPa (0.8 bar)
7.3.10 Lubricating oil pump, stand-by (2P04)
The stand-by lubricating oil pump is normally of screw type and should be provided with an overflow valve.
Design data:
Capacity see Technical data
Design pressure, max 0.8 MPa (8 bar)
Design temperature, max. 100°C
Lubricating oil viscosity SAE 40
Viscosity for dimensioning the electric motor 500 mm2/s (cSt)
7.3.11 Common rail engines
Engine lubricating oil is used as control oil. An external automatic filter with finer mesh size than the normal
lubricating oil filter is required for the control oil. The control oil automatic filter (2F12) should be installed
as close as possible to the engine.
A flushing filter with finer mesh size must be used for the control oil circuit, see section Flushing instructions.
Apart from the control oil automatic filter (2F12) and the control oil connection on the engine, the external
lubricating oil system can be designed and dimensioned following the same principles as for engines with
conventional fuel injection.
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7. Lubricating oil system
Control oil automatic filter (2F12)
It is recommended to select an automatic filter with a manually cleaned filter in the bypass line, to enable
easy changeover during maintenance of the automatic filter. A bypass filter must be installed separately if
it is not an integrated part of the automatic filter.
A filter type without pressure drop during the flushing operation must be selected.
Design data:
Oil viscosity 50 cSt (SAE 40, VI 95, appox. 63°C)
Design flow see Technical data 1)
Design temperature 100°C
Design pressure 1.0 MPa (10 bar)
Fineness:
- automatic filter 10 μm (absolute mesh size)
- insert filter 25 μm (absolute mesh size)
Max permitted pressure drops at 50 cSt:
- clean filter 30 kPa (0.3 bar )
- alarm 80 kPa (0.8 bar)
1) The maximum temporary flow can occur during a few seconds when the engine is started. The filter must be able
to withstand the maximum momentary flow without risk of damage (pressure drop is not essential for the momentary
flow).
7.4 Crankcase ventilation system
The purpose of the crankcase ventilation is to evacuate gases from the crankcase in order to keep the
pressure in the crankcase within acceptable limits.
Each engine must have its own vent pipe into open air. The crankcase ventilation pipes may not be combined
with other ventilation pipes, e.g. vent pipes from the system oil tank.
The diameter of the pipe shall be large enough to avoid excessive back pressure. Other possible equipment
in the piping must also be designed and dimensioned to avoid excessive flow resistance.
A condensate trap must be fitted on the vent pipe near the engine.
The connection between engine and pipe is to be flexible.
Design data:
Flow see Technical data
Backpressure, max. see Technical data
Temperature 80°C
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Figure 7.8 Condensate trap (DAAE032780)
Minimum size of the ventilation pipe after the condensate
trap is:
W L38: DN125
W V38: DN180
The max. back-pressure must also be considered when selecting
the ventilation pipe size.
7.5 Flushing instructions
The external piping system must be thoroughly flushed before it is connected to the engine. Provisions for
installation of a temporary flushing filter are therefore required. The fineness of the flushing filter shall be
35 μm or finer.
If an electrically driven standby or main lubricating oil pump is installed, this pump can be used for the
flushing. Otherwise it must be possible to install a temporary pump of approximately the same capacity as
the engine driven pump. The oil inlet to the engine is disconnected and the oil is discharged through a
crankcase door into the engine oil sump. All filter inserts are removed, except in the flushing filter.
The automatic filter (2F02) and lubricating oil cooler (2E01) must be bypassed to prevent damage.
Lubricating oil separators should be in operation prior to and during the flushing. The flushing is more effective
if a dedicated flushing oil of low viscosity is used. The oil is to be heated so that the system reaches
at least normal operating temperature. Engine lubricating oil can also be used, but it is not permitted to use
the flushing oil later, not even after separation.
The minimum recommended flushing time is 24 hours. During this time the welds in the piping should be
gently knocked at with a hammer to release slag. The flushing filter is to be inspected and cleaned at regular
intervals. Flushing is continued until no particles are collected in the filter.
7.5.1 Common rail engines
The piping between the control oil automatic filter (2F12) and the control oil inlet on the engine (connection
722) must be flushed with very clean oil. An additional flushing filter is therefore required for the control oil
circuit. This flushing filter shall be 10 μm or finer and it shall be installed next to the normal control oil
automatic filter (2F12). Connection 722 is open during the flushing and the oil is discharged into the
crankcase. See system diagram in section External lubricating oil system.
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7. Lubricating oil system
8. Compressed air system
Compressed air is used to start engines and to provide actuating energy for safety and control devices.
The use of starting air for other purposes is limited by the classification regulations.
To ensure the functionality of the components in the compressed air system, the compressed air has to
be free from solid particles and oil.
8.1 Instrument air quality
The quality of instrument air, from the ships instrument air system, for safety and control devices must fulfill
the following requirements.
Instrument air specification:
Design pressure 1 MPa (10 bar)
Nominal pressure 0.7 MPa (7 bar)
Dew point temperature +3°C
Max. oil content 1 mg/m3
Max. particle size 3 μm
8.2 Internal compressed air system
All engines, independent of cylinder number, are started by means of compressed air with a nominal pressure
of 3 MPa (30 bar). The start is performed by direct injection of air into the cylinders through the starting air
valves in the cylinder heads. V-engines are provided with starting air valves for the cylinders on the A-bank
only. The master starting valve, built on the engine, can be operated both manually and electrically.
The engine is provided with a slow turning device (controlled by the engine automation system). This means
that the engine will automatically turn two revolutions after a certain period of time (e.g. 30 minutes) or before
actually starting. The engine is directly available for starting, without additional engine parameter checking.
All engines have built-on non-return valves and flame arrestors. The engine can not be started when the
turning gear is engaged.
Figure 8.1 Internal starting and compressed air system (DAAE039755b)
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8. Compressed air system
Figure 8.2 Internal starting and compressed air system, common rail system (DAAE039754b)
System components Sensors and indicators
01 Main starting valve CV153 Stop solenoid valve
02 Flame arrester CV153.2 Stop solenoid valve
03 Starting air valve in cylinder head CV321 Start control valve
04 Starting air distributer CV331 Slow turning control valve
05 Valve CV519 Waste gate valve
06 Air filter CV643 By-pass valve
07 Valve for automatic draining PI301 Charge air pressure, engine inlet (if GL)
08 Oil mist detector PI311 Control air pressure (if GL)
09 Ball valve PT301 Charge air pressure, engine inlet
10 Bursting disc PT311 Control air pressure
11 Pressure regulating valve
12 Starting valve
13 Blocking valve on turning gear
14 Main slow turning valve
15 Slow turning valve
16 Waste gate valve
17 By-pass valve (variable speed application FPP/CPP)
18 Air waste gate valve
19 Orifice
20 Air container
21 Pneumatic stop cylinder at each HP fuel pump
22 Non return valve
23 Stopping valve HP fuel pump
24 Booster (mech. driven actuator)
Pipe connections Size Pressure class Standard
301 Starting air inlet, 3 MPa DN40 PN40 ISO7005-1
302 Control air inlet, 3 MPa OD15 PN400 DIN2353
303 Driving air to oil mist detector, 0.2 ÷ 1.2 MPa OD8 PN250 DIN2353
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8. Compressed air system
Pipe connections Size Pressure class Standard
311 Instrument air, 0.8 MPa OD8 PN250 DIN2353
703 Outlet from oil mist detector OD22 PN250 DIN2353
8.3 External compressed air system
The design of the starting air system is partly determined by classification regulations. Most classification
societies require that the total capacity is divided into two equally sized starting air receivers and starting
air compressors. The requirements concerning multiple engine installations can be subject to special consideration
by the classification society.
The starting air pipes should always be slightly inclined and equipped with manual or automatic draining
at the lowest points.
Instrument air to safety and control devices must be treated in an air dryer.
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8. Compressed air system
Figure 8.3 Starting air system, single engine (DAAE039801b)
Figure 8.4 Starting air system, 2 engines (DAAE039802b)
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8. Compressed air system
System components Pipe connections
3F02 Air filter (starting air inlet) 301 Starting air inlet, 3MPa
3H0X Flexible pipe connections 302 Starting air inlet, 3 MPa
3N02 Starting air compressor unit 303 Driving air to oil mist detector, 0.2÷1.2 MPa
3P01 Compressor (Starting air compressor unit) 311 Instrument air, 0.8 MPa
3S01 Separator (Starting air compressor unit) 703 Outlet from oil mist detector
3T01 Starting air vessel
Recommended pressure losses in the piping between the starting air receiver and the engine are about
100 [kPa] (1 bar) during the starting process.
8.3.1 Starting air compressor unit (3N02)
At least two starting air compressors must be installed. It is recommended that the compressors are capable
of filling the starting air vessel from minimum (1.8 MPa) to maximum pressure in 15...30 minutes. For exact
determination of the minimum capacity, the rules of the classification societies must be followed.
8.3.2 Oil and water separator (3S01)
An oil and water separator should always be installed in the pipe between the compressor and the air vessel.
Depending on the operation conditions of the installation, an oil and water separator may be needed in the
pipe between the air vessel and the engine.
8.3.3 Starting air vessel (3T01)
The starting air vessels should be dimensioned for a nominal pressure of 3 MPa.
The number and the capacity of the air vessels for propulsion engines depend on the requirements of the
classification societies and the type of installation.
It is recommended to use a minimum air pressure of 1.8 MPa, when calculating the required volume of the
vessels.
The starting air vessels are to be equipped with at least a manual valve for condensate drain. If the air
vessels are mounted horizontally, there must be an inclination of 3...5° towards the drain valve to ensure
efficient draining.
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8. Compressed air system
Figure 8.5 Starting air vessel
Weight
[kg]
Size Dimensions [mm]
[Litres] L1 L2 1) L3 1) D
500 3204 243 133 480 450
710 2740 255 133 650 625
1000 3560 255 133 650 810
1250 2930 255 133 800 980
1500 3460 255 133 800 1150
1) Dimensions are approximate.
The starting air consumption stated in technical data is for a successful start. During a remote start the
main starting valve is kept open until the engine starts, or until the max. time for the starting attempt has
elapsed. A failed remote start can consume two times the air volume stated in technical data. If the ship
has a class notation for unattended machinery spaces, then the starts are to be demonstrated as remote
starts, usually so that only the last starting attempt is successful.
The required total starting air vessel volume can be calculated using the formula:
where:
VR = total starting air vessel volume [m3]
pE = normal barometric pressure (NTP condition) = 0.1 MPa
VE = air consumption per start [Nm3] See Technical data
n = required number of starts according to the classification society
pRmax = maximum starting air pressure = 3 MPa
pRmin = minimum starting air pressure = 1.8 MPa
NOTE The total vessel volume shall be divided into at least two equally sized starting air vessels.
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8.3.4 Starting air filter (3F02)
Condense formation after the water separator (between starting air compressor and starting air vessels)
create and loosen abrasive rust from the piping, fittings and receivers. Therefore it is recommended to install
a filter before the starting air inlet on the engine to prevent particles to enter the starting air equipment.
An Y-type strainer can be used with a stainless steel screen and mesh opening size opening 40. The pressure
drop should not exceed 20 kPa (0.2 bar) for the engine specific starting air consumption under a time span
of 4 seconds.
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9. Cooling water system
9.1 Water quality
Only treated fresh water containing approved corrosion inhibitors may be circulated through the engines.
It is important that water of acceptable quality and approved corrosion inhibitors are used directly when
the system is filled after completed installation.
The fresh water in the cooling water system of the engine must fulfil the following requirements:
pH min. 6.5
Hardness max. 10 °dH
Chlorides max. 80 mg/l
Sulphates max. 150 mg/l
Good quality tap water can be used, but shore water is not always suitable. It is recommended to use water
produced by an onboard evaporator. Fresh water produced by reverse osmosis plants often has higher
chloride content than permitted. Rain water is unsuitable as cooling water due to the high content of oxygen
and carbon dioxide.
9.1.1 Corrosion inhibitors
The use of an approved cooling water additive is mandatory. An updated list of approved products is supplied
for every installation and it can also be found in the Instruction manual of the engine, together with dosage
and further instructions.
9.1.2 Glycol
Use of glycol in the cooling water is not recommended unless it is absolutely necessary. Starting from 20%
glycol the engine is to be de-rated 0.23 % per 1% glycol in the water. Max. 50% glycol is permitted.
Corrosion inhibitors shall be used regardless of glycol in the cooling water.
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9.2 Internal cooling water system
Figure 9.1 Internal cooling water system, in-line engine (DAAE039756c)
System components Sensors and indicators
01 Charge air cooler, HT section PS410 HT jacket water stand-by pump start (if GL)
02 Charge air cooler, LT section PS460 LT stand-by pump start (if GL)
03 Lubricating oil cooler PSZ401 HT cooling water pressure, jacket inlet (if GL)
04 Valve PT401 HT cooling water pressure, engine inlet
05 Non return valve PT432 HT cooling water pressure, HT CAC outlet (if FAKS)
06 HT cooling water pump PT471 LT cooling water pressure, engine inlet
07 LT cooling water pump TE401 HT cooling water temperature, jacket inlet
08 HT thermostatic valve TE402 HT cooling water temperature, engine outlet
09 LT thermostatic valve TEZ402 HT cooling water temperature, engine outlet
10 Adjustable orifice TE471 LT cooling water temperature, engine inlet
TE472 LT cooling water temperature, engine outlet
Figure 9.2 Internal cooling water system, V-engine (DAAE039757c)
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System components Sensors and indicators
01 Charge air cooler, HT section PS410 HT jacket water stand-by pump start (if GL)
02 Charge air cooler, LT section PS460 LT stand-by pump start (if GL)
03 Valve PSZ401 HT cooling water pressure, jacket inlet (if GL)
04 Non return valve PT401 HT cooling water pressure, engine inlet
05 HT cooling water pump PT432 HT cooling water pressure, HT CAC outlet (if FAKS )
06 LT cooling water pump PT471 LT cooling water pressure, engine inlet
TE401 HT cooling water temperature, jacket inlet
TE402 HT cooling water temperature, engine outlet, bank A
TEZ402 HT cooling water temperature, engine outlet, bank A
TE471 LT cooling water temperature, engine inlet
TE472 LT cooling water temperature, engine outlet (if FAKS)
Pipe connections Size Pressure class Standard
401 HT cooling water inlet, in line DN125 PN10 DIN2576
401 HT cooling water inlet, V engines DN150 PN10 DIN2576
402 HT cooling water outlet, in line DN125 PN10 DIN2576
402 HT cooling water outlet, V engines DN150 PN10 DIN2576
-
DIN2353
-
PN400
M18x1,5
OD12
404 HT cooling water air vent, in line
404 HT cooling water air vent, V engines OD12 PN400 DIN2353
406 HT cooling water from preheater, in line DN100 PN10 DIN2576
406 HT cooling water from preheater, V engines DN150 PN10 DIN2576
408 HT cooling water from stand-by pump, in line DN100 PN10 DIN2576
408 HT cooling water from stand-by pump, V engines DN150 PN10 DIN2576
416 HT cooling water air vent from charge air cooler OD12 PN400 DIN2353
451 LT cooling water inlet, in line DN125 PN10 DIN2576
451 LT cooling water inlet, V engines DN150 PN10 DIN2576
452 LT cooling water outlet, in line DN125 PN10 DIN2576
452 LT cooling water outlet, V engines DN150 PN10 DIN2576
454 LT cooling water air vent from charge air cooler OD12 PN400 DIN2353
457 LT cooling water from stand-by pump, in line DN100 PN10 DIN2576
457 LT cooling water from stand-by pump, V engines DN150 PN10 DIN2576
483 LT cooling water air vent from LT circuit, V engines OD12 PN400 DIN2353
The fresh water cooling system is divided into a high temperature (HT) and a low temperature (LT) circuit.
The HT water circulates through cylinder jackets, cylinder heads and the 1st stage of the charge air cooler.
The HT water passes through the cylinder jackets before it enters the HT-stage of the charge air cooler.
A two-stage charge air cooler enables more efficient heat recovery and heating of cold combustion air.
The LT water circulates through the charge air cooler and the lubricating oil cooler. In-line engines are
equipped with built on lubricating oil cooler, while V-engines require an external lubricating oil cooler.
In-line engines have built on temperature control valves and throttles for balancing of the flows. The temperature
control valves are installed in the external system for V-engines
9.2.1 Engine driven circulating pumps
The LT and HT cooling water pumps are always engine driven. Engine driven pumps are located at the free
end of the engine.
Pump curves for engine driven pumps are shown in the diagrams. The nominal pressure and capacity can
be found in the chapter Technical data.
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Figure 9.4 8/9L38B, HT & LT pumps DW 20-10/8: impeller: 190
mm; with throttle plate 􀀀60
Figure 9.3 6L38B, HT & LT pumps DW 20-10/6,5: impeller: 188
mm
Figure 9.5 12V38B, HT & LT pumps WD-125: impeller: 195 mm Figure 9.6 16V38B, HT & LT pumps WD-125: impeller: 210 mm
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9.3 External cooling water system
9.3.1 Example system diagram
Figure 9.7 Cooling water system, combined coolers, in line engine (DAAE039805b)
System components Pipe connections
4E03 Heat recovery 401 HT cooling water inlet
4E05 Heater (preheater) 402 HT cooling water outlet
4E08 Central cooler 404 HT cooling water air vent
4E12 Cooler (installation parts) 406 HT cooling water from preheater
4HXX Flexible pipe connection 408 HT cooling water from stand-by pump
4N01 Preheating unit 416 HT cooling water air vent from charge air cooler
4P03 Stand-by pump (HT) 451 LT cooling water inlet
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System components Pipe connections
4P04 Circulating pump (preheater) 452 LT cooling water outlet
4P05 Stand-by pump (LT) 454 LT cooling water air vent
4P09 Transfer pump 457 LT-water from stand-by pump
4R03 Adjustable throttle valve (LT cooler)
4R05 Adjustable throttle valve (HT valve)
4S01 Air venting
4T03 Additive dosing tank
4T04 Drain tank
4T05 Expansion tank
4V02 Temperature control valve (heat recovery)
4V08 Temperature control valve (central cooler) Only required for resiliently mounted engines
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Figure 9.8 Cooling water system, combined coolers, V-engine (DAAE039807b)
System components Pipe connections
4E01 Lubricating oil cooler 401 HT cooling water inlet
4E03 Heat recovery 402 HT cooling water outlet
4E05 Heater (preheater) 404 HT cooling water air vent
4E08 Central cooler 406 HT cooling water from preheater
4E12 Cooler (installation parts) 408 HT cooling water from stand-by pump
4HXX Flexible pipe connection 416 HT cooling water air vent from charge air cooler
4N01 Preheating unit 451 LT cooling water inlet
4P03 Stand-by pump (HT) 452 LT cooling water outlet
4P04 Circulating pump (preheater) 454 LT cooling water air vent
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System components Pipe connections
4P05 Stand-by pump (LT) 457 LT-water from stand-by pump
4P09 Transfer pump 483 LT cooling water air vent from LT circuit
4R0X Adjustable throttle valve
4R05 Adjustable throttle valve (HT valve)
4S01 Air venting
4T03 Additive dosing tank
4T04 Drain tank
4T05 Expansion tank
4V01 Temperature control valve (HT)
4V02 Temperature control valve (heat recovery)
4V03 Temperature control valve (LT)
4V08 Temperature control valve (central cooler) Only required for resiliently mounted engines
Figure 9.9 Cooling water system, multiple in line engines (DAAE039808b)
System components Pipe connections
4E01 Lubricating oil cooler 401 HT cooling water inlet
4E03 Heat recovery 402 HT cooling water outlet
4E05 Heater (preheater) 404 HT cooling water air vent
4E08 Central cooler 406 HT cooling water from preheater
4E12 Cooler (installation parts) 408 HT cooling water from stand-by pump
4HXX Flexible pipe connection 416 HT cooling water air vent from charge air cooler
4N01 Preheating unit 451 LT cooling water inlet
4P03 Stand-by pump (HT) 452 LT cooling water outlet
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9. Cooling water system
System components Pipe connections
4P04 Circulating pump (preheater) 454 LT cooling water air vent
4P05 Stand-by pump (LT) 457 LT-water from stand-by pump
4P09 Transfer pump
4R0X Adjustable throttle valve
4R05 Adjustable throttle valve (HT valve)
4S01 Air venting
4T03 Additive dosing tank
4T04 Drain tank
4T05 Expansion tank
4V01 Temperature control valve (HT)
4V02 Temperature control valve (heat recovery)
4V03 Temperature control valve (LT)
4V08 Temperature control valve (central cooler) Only required for resiliently mounted engines
The vent pipes should have a continuous slope upwards to the expansion tank. Size of the piping in the
installation to be calculated case by case, having typically a larger diameter than the connection on the
engine.
It is recommended to divide the engines into several circuits in multi-engine installations. One reason is of
course redundancy, but it is also easier to tune the individual flows in a smaller system. Malfunction due
to entrained gases, or loss of cooling water in case of large leaks can also be limited. In some installations
it can be desirable to separate the HT circuit from the LT circuit with a heat exchanger.
The external system shall be designed so that flows, pressures and temperatures are close to the nominal
values in Technical data and the cooling water is properly de-aerated.
Pipes with galvanized inner surfaces are not allowed in the fresh water cooling system. Some cooling water
additives react with zinc, forming harmful sludge. Zinc also becomes nobler than iron at elevated temperatures,
which causes severe corrosion of engine components.
Ships (with ice class) designed for cold sea-water should have provisions for recirculation back to the sea
chest from the central cooler:
• For melting of ice and slush, to avoid clogging of the sea water strainer
• To enhance the temperature control of the LT water, by increasing the seawater temperature
9.3.2 Stand-by circulation pumps (4P03, 4P05)
Stand-by pumps should be of centrifugal type and electrically driven. Required capacities and delivery
pressures are stated in Technical data.
NOTE Some classification societies require that spare pumps are carried onboard even though the
ship has multiple engines. Stand-by pumps can in such case be worth considering also for this
type of application.
9.3.3 Sea water pump (4P11)
The sea water pumps are always separate from the engine and electrically driven.
The capacity of the pumps is determined by the type of coolers and the amount of heat to be dissipated.
Significant energy savings can be achieved in most installations with frequency control of the sea water
pumps. Minimum flow velocity (fouling) and maximum sea water temperature (salt deposits) are however
issues to consider.
9.3.4 Temperature control valve, HT-system (4V01)
The temperature control valve is installed directly after the engine. It controls the temperature of the water
out from the engine, by circulating some water back to the HT pump. The control valve can be either selfactuated
or electrically actuated. Each engine must have a dedicated temperature control valve.
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Set point 93°C
9.3.5 Temperature control valve, LT-system (4V03)
The temperature control valve of the LT-circuit is installed to control the LT water temperature.
Set point 44°C
9.3.6 Temperature control valve for central cooler (4V08)
The temperature control valve is installed after the central cooler and it controls the temperature of the LT
water before the engine, by partly bypassing the cooler. The control valve can be either self-actuated or
electrically actuated. Normally there is one temperature control valve per circuit.
The set-point of the control valve is 35 ºC, or lower if required by other equipment connected to the same
circuit.
9.3.7 Temperature control valve for heat recovery (4V02)
The temperature control valve after the heat recovery controls the maximum temperature of the water that
is mixed with HT water from the engine outlet before the HT pump. The control valve can be either selfactuated
or electrically actuated.
The set-point is usually somewhere close to 75 ºC.
9.3.8 Lubricating oil cooler (2E01)
The lubricating oil cooler is connected in series with the charge air cooler in the LT circuit.
The cooler should be dimensioned for an inlet water temperature of 45 ºC. The amount of heat to be dissipated
and flow rates are stated in Technical data. Further design guidelines are given in the chapter Lubricating
oil system.
9.3.9 Fresh water central cooler (4E08)
The fresh water cooler can be of either plate, tube or box cooler type. Plate coolers are most common.
Several engines can share the same cooler.
It can be necessary to compensate a high flow resistance in the circuit with a smaller pressure drop over
the central cooler.
Design data:
Fresh water flow see chapter Technical Data
Heat to be dissipated see chapter Technical Data
Pressure drop on fresh water side max. 60 kPa (0.6 bar)
Sea-water flow acc. to cooler manufacturer, normally 1.2 - 1.5 x the fresh water flow
Pressure drop on sea-water side, norm. acc. to pump head, normally 80 - 140 kPa (0.8 - 1.4 bar)
Fresh water temperature after cooler max. 38°C
Margin (heat rate, fouling) 15%
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9. Cooling water system
Figure 9.10 Single cooler system
Table 9.1 Single cooler system (4E08)
Number of cylinders H [mm] B [mm] L [mm] Mass [kg] (wet)
6L 1100 470 1100 430
8L 1950 610 1150 1000
9L 1950 610 1150 1020
12V 1950 610 1450 1110
16V 1950 610 1450 1260
18V 2350 780 2070 2100
Table 9.2 Separate cooler system, HT cooler (4E04)
Number of cylinders H [mm] B [mm] L [mm] Mass [kg] (wet)
6L 1100 470 850 400
8L 1100 470 1100 425
9L 1100 470 1100 440
12V 1950 510 1150 1000
16V 1950 610 1150 1100
18V 1950 610 1150 1150
Table 9.3 Separate cooler system, LT cooler (4E06)
Number of cylinders H [mm] B [mm] L [mm] Mass [kg] (wet)
6L 1100 470 850 300
8L 1100 470 850 320
9L 1100 470 850 330
12V 1650 765 1130 850
16V 1650 765 1130 930
18V 1650 765 1130 1010
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NOTE Above mentioned sizes are for guidance only. These coolers are dimensioned to exchange the
heat of the engine only, other equipment as CPP, gearbox, etc. Is not taken into account.
As an alternative for the central coolers of the plate or of the tube type a box cooler can be installed. The
principle of box cooling is very simple. Cooling water is forced through a U-tube-bundle, which is placed
in a sea-chest having inlet- and outlet-grids. Cooling effect is reached by natural circulation of the surrounding
water. The outboard water is warmed up and rises by its lower density, thus causing a natural upward circulation
flow which removes the heat.
Box cooling has the advantage that no raw water system is needed, and box coolers are less sensitive for
fouling and therefor well suited for shallow or muddy waters.
9.3.10 Waste heat recovery
The waste heat in the HT cooling water can be used for fresh water production, central heating, tank heating
etc. The system should in such case be provided with a temperature control valve to avoid unnecessary
cooling, as shown in the example diagrams. With this arrangement the HT water flow through the heat recovery
can be increased.
The heat available from HT cooling water is affected by ambient conditions. It should also be taken into
account that the recoverable heat is reduced by circulation to the expansion tank, radiation from piping
and leakages in temperature control valves.
9.3.11 Air venting
Air may be entrained in the system after an overhaul, or a leak may continuously add air or gas into the
system. The engine is equipped with vent pipes to evacuate air from the cooling water circuits. The vent
pipes should be drawn separately to the expansion tank from each connection on the engine, except for
the vent pipes from the charge air cooler on V-engines, which may be connected to the corresponding line
on the opposite cylinder bank.
Venting pipes to the expansion tank are to be installed at all high points in the piping system, where air or
gas can accumulate.
The vent pipes must be continuously rising.
Air separator (4S01)
It is recommended to install efficient air separators in addition to the vent pipes from the engine to ensure
fast evacuation of entrained air. These separators should be installed:
1. Directly after the HT water outlet on the engine.
2. After the connection point of the HT and LT circuits.
3. Directly after the LT water outlet on the engine if the HT and LT circuits are separated.
The water flow is forced in a circular movement in the air separator. Air and gas collect in the centre of the
separator due to the higher centrifugal force on water.
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9. Cooling water system
Figure 9.11 Automatic de-aerator (9811MR102)
9.3.12 Expansion tank (4T05)
The expansion tank compensates for thermal expansion of the coolant, serves for venting of the circuits
and provides a sufficient static pressure for the circulating pumps.
Design data:
Pressure from the expansion tank at pump inlet 70 - 150 kPa (0.7...1.5 bar)
Volume min. 10% of the total system volume
Note
The maximum pressure at the engine must not be exceeded in case an electrically driven pump is installed
significantly higher than the engine.
Concerning the water volume in the engine, see chapter Technical data.
The expansion tank should be equipped with an inspection hatch, a level gauge, a low level alarm and necessary
means for dosing of cooling water additives.
The vent pipes should enter the tank below the water level. The vent pipes must be drawn separately to
the tank (see air venting) and the pipes should be provided with labels at the expansion tank.
The balance pipe down from the expansion tank must be dimensioned for a flow velocity not exceeding
1.0...1.5 m/s in order to ensure the required pressure at the pump inlet with engines running. The flow
through the pipe depends on the number of vent pipes to the tank and the size of the orifices in the vent
pipes. The table below can be used for guidance.
Table 9.4 Minimum diameter of balance pipe
Max. number of vent pipes
with ø 5 mm orifice
Max. flow velocity
(m/s)
Nominal pipe size
DN 40 1.2 6
DN 50 1.3 10
DN 65 1.4 17
DN 80 1.5 28
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9.3.13 Drain tank (4T04)
It is recommended to collect the cooling water with additives in a drain tank, when the system has to be
drained for maintenance work. A pump should be provided so that the cooling water can be pumped back
into the system and reused.
Concerning the water volume in the engine, see chapter Technical data. The water volume in the LT circuit
of the engine is small.
9.3.14 Additive dosing tank (4T03)
It is also recommended to provide a separate additive dosing tank, especially when water treatment products
are added in solid form. The design must be such that the major part of the water flow is circulating through
the engine when treatment products are added.
The tank should be connected to the HT cooling water circuit as shown in the example system diagrams.
9.3.15 Preheating
The cooling water circulating through the cylinders must be preheated to at least 60 ºC, preferably 70 ºC.
This is an absolute requirement for installations that are designed to operate on heavy fuel, but strongly
recommended also for engines that operate exclusively on marine diesel fuel.
The energy required for preheating of the HT cooling water can be supplied by a separate source or by a
running engine, often a combination of both. In all cases a separate circulating pump must be used. It is
common to use the heat from running auxiliary engines for preheating of main engines. In installations with
several main engines the capacity of the separate heat source can be dimensioned for preheating of two
engines, provided that this is acceptable for the operation of the ship. If the cooling water circuits are separated
from each other, the energy is transferred over a heat exchanger.
Heater (4E05)
The energy source of the heater can be electric power, steam or thermal oil.
It is recommended to heat the HT water to a temperature near the normal operating temperature. The
heating power determines the required time to heat up the engine from cold condition.
The minimum required heating power is 6 kW/cyl, which makes it possible to warm up the engine from 20
ºC to 60...70 ºC in 10-15 hours. The required heating power for shorter heating time can be estimated with
the formula below. About 3 kW/cyl is required to keep a hot engine warm.
Design data:
Preheating temperature min. 60°C
Required heating power 6 kW/cyl
Heating power to keep hot engine warm 3 kW/cyl
Required heating power to heat up the engine, see formula below:
where:
P = Preheater output [kW]
T1 = Preheating temperature = 60...70 °C
T0 = Ambient temperature [°C]
meng = Engine weight [ton]
VFW = HT water volume [m3]
t = Preheating time [h]
keng = Engine specific coefficient = 1.5 kW
ncyl = Number of cylinders
The formula above should not be used for P < 5 kW/cyl
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9. Cooling water system
Circulation pump for preheater (4P04)
Design data:
Capacity 0.9 m3/h per cylinder
Delivery pressure 80 kPa (0.8 bar)
Preheating unit (4N01)
A complete preheating unit can be supplied. The unit comprises:
• Electric or steam heaters
• Circulating pump
• Control cabinet for heaters and pump
• Set of thermometers
• Non-return valve
• Safety valve
Figure 9.12 Pre-heating unit, electric (9507ZT655)
Table 9.5 Cooling water Pre-heating unit (4N01)
Heating power [kW] L [mm] H [mm] B [mm] Mass [kg] (wet)
18 1250 800 460 95
24 1250 840 480 103
27 1250 840 480 103
36 1250 840 480 125
48 1250 940 510 150
54 1250 1190 510 150
72 1260 1190 550 187
96 1260 1240 575 215
108 1260 1240 575 215
For installations with several engines the pre-heater unit can be dimensioned for heating up more engines.
If the heat from a running engine can be used the power consumption of the heaters will be less than the
nominal capacity.
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9. Cooling water system
9.3.16 Throttles
Throttles (orifices) are to be installed in all by-pass lines to ensure balanced operating conditions for temperature
control valves. Throttles must also be installed wherever it is necessary to balance the waterflow
between alternate flow paths.
9.3.17 Thermometers and pressure gauges
Local thermometers should be installed wherever there is a temperature change, i.e. before and after heat
exchangers etc.
Local pressure gauges should be installed on the suction and discharge side of each pump.
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9. Cooling water system
10. Combustion air system
10.1 Engine room ventilation
To maintain acceptable operating conditions for the engines and to ensure trouble free operation of all
equipment, attention shall be paid to the engine room ventilation and the supply of combustion air.
The air intakes to the engine room must be located and designed so that water spray, rain water, dust and
exhaust gases cannot enter the ventilation ducts and the engine room.
The dimensioning of blowers and extractors should ensure that an overpressure of about 50 Pa is maintained
in the engine room in all running conditions.
For the minimum requirements concerning the engine room ventilation and more details, see applicable
standards, such as ISO 8861.
The amount of air required for ventilation is calculated from the total heat emission Φ to evacuate. To determine
Φ, all heat sources shall be considered, e.g.:
• Main and auxiliary diesel engines
• Exhaust gas piping
• Generators
• Electric appliances and lighting
• Boilers
• Steam and condensate piping
• Tanks
It is recommended to consider an outside air temperature of no less than 35°C and a temperature rise of
11°C for the ventilation air.
The amount of air required for ventilation is then calculated using the formula:
where:
Qv = amount of ventilation air [m³/s]
Φ = total heat emission to be evacuated [kW]
ρ = density of ventilation air 1.13 kg/m³
Δt = temperature rise in the engine room [°C]
c = specific heat capacity of the ventilation air 1.01 kJ/kgK
The heat emitted by the engine is listed in chapter Technical data.
The engine room ventilation air has to be provided by separate ventilation fans. These fans should preferably
have two-speed electric motors (or variable speed). The ventilation can then be reduced according to outside
air temperature and heat generation in the engine room, for example during overhaul of the main engine
when it is not preheated (and therefore not heating the room).
The ventilation air is to be equally distributed in the engine room considering air flows from points of delivery
towards the exits. This is usually done so that the funnel serves as exit for most of the air. To avoid stagnant
air, extractors can be used.
It is good practice to provide areas with significant heat sources, such as separator rooms with their own
air supply and extractors.
Under-cooling of the engine room should be avoided during all conditions (service conditions, slow
steaming and in port). Cold draft in the engine room should also be avoided, especially in areas of frequent
maintenance activities. For very cold conditions a pre-heater in the system should be considered. Suitable
media could be thermal oil or water/glycol to avoid the risk for freezing. If steam is specified as heating
medium for the ship, the pre-heater should be in a secondary circuit.
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10. Combustion air system
Figure 10.1 Engine room ventilation (4V69E8169b)
10.2 Combustion air system design
Usually, the combustion air is taken from the engine room through a filter on the turbocharger. This reduces
the risk for too low temperatures and contamination of the combustion air. It is important that the combustion
air is free from sea water, dust, fumes, etc.
During normal operating conditions the air temperature at turbocharger inlet should be kept between
15...35°C. Temporarily max. 45°C is allowed. For the required amount of combustion air, see chapter
Technical data.
The combustion air shall be supplied by separate combustion air fans, with a capacity slightly higher than
the maximum air consumption. The fans should preferably have two-speed electric motors (or variable
speed) for enhanced flexibility. In addition to manual control, the fan speed can be controlled by engine
load.
In multi-engine installations each main engine should preferably have its own combustion air fan. Thus the
air flow can be adapted to the number of engines in operation.
The combustion air should be delivered through a dedicated duct close to the turbocharger, directed towards
the turbocharger air intake. The outlet of the duct should be equipped with a flap for controlling the direction
and amount of air. Also other combustion air consumers, for example other engines, gas turbines and
boilers shall be served by dedicated combustion air ducts.
If necessary, the combustion air duct can be connected directly to the turbocharger with a flexible connection
piece. With this arrangement an external filter must be installed in the duct to protect the turbocharger and
prevent fouling of the charge air cooler. The permissible total pressure drop in the duct is max. 1.5 kPa.
The duct should be provided with a step-less change-over flap to take the air from the engine room or from
outside depending on engine load and air temperature.
For very cold conditions heating of the supply air must be arranged. The combustion air fan is stopped
during start of the engine and the necessary combustion air is drawn from the engine room. After start
either the ventilation air supply, or the combustion air supply, or both in combination must be able to
maintain the minimum required combustion air temperature. The air supply from the combustion air fan is
to be directed away from the engine, when the intake air is cold, so that the air is allowed to heat up in the
engine room.
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10. Combustion air system
10.2.1 Condensation in charge air coolers
Air humidity may condense in the charge air cooler, especially in tropical conditions. The engine equipped
with a small drain pipe from the charge air cooler for condensed water.
The amount of condensed water can be estimated with the diagram below.
Example, according to the diagram: Figure 10.2 Condensation in charge air coolers
At an ambient air temperature of 35°C and a relative humidity
of 80%, the content of water in the air is 0.029 kg water/ kg dry
air. If the air manifold pressure (receiver pressure) under these
conditions is 2.5 bar (= 3.5 bar absolute), the dew point will be
55°C. If the air temperature in the air manifold is only 45°C, the
air can only contain 0.018 kg/kg. The difference, 0.011 kg/kg
(0.029 - 0.018) will appear as condensed water.
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10. Combustion air system
11. Exhaust gas system
11.1 Internal exhaust gas system
Figure 11.1 Charge air and exhaust gas system, in-line engine (DAAE039759b)
Figure 11.2 Charge air and exhaust gas system, V- engine (DAAE039761a)
System components Sensors and indicators
01 Charge air cooler, HT section CV519 Exhaust waste gate valve control
02 Charge air cooler, LT section CVS643 Charge air by-pass valve control
03 Turbocharger GS643C Charge air by-pass valve position, closed
04 Compressor manual cleaning device GS643o Charge air by-pass valve position, open
05 Air filter and silencer PI601 Charge air pressure, engine inlet (if GL)
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11. Exhaust gas system
System components Sensors and indicators
06 Suction branch (as alternative for 05) PT601 Charge air pressure, engine inlet
07 Turbine manual cleaning device PT601.2 Charge air pressure for external governor, engine inlet
08 Valve PT601.3 Charge air pressure for waste gate, engine inlet
09 Safety valve TE50n1A Exhaust gas temperature, cyl. n, A bank
10 Indicator valve TE50n1B Exhaust gas temperature, cyl. n, B bank
11 By-pass valve (application FPP/CPP) TE511 Exhaust gas temperature, TC inlet, A bank
12 Exhaust gas waste gate TE521 Exhaust gas temperature, TC inlet, B bank
TE517 Exhaust gas temperature, TC outlet, A bank
TE527 Exhaust gas temperature, TC outlet, B bank
TE600 Charge air temperature, TC inlet (if FAKS)
TE601 Charge air temperature, engine inlet
TE621 Charge air temperature, CAC inlet, A bank (if FAKS)
TE631 Charge air temperature, CAC inlet, B bank (if FAKS)
TE651 Charge air temperature, TC inlet
TE7n1A Cylinder liner temperature, cyl. n, A bank
TE7n2A
TE7n1B Cylinder liner temperature, cyl. n, B bank
TE7n2B
TI50nA Exhaust gas temperature, cyl. n, A bank (if GL)
TI50nB Exhaust gas temperature, cyl. n, B bank (if GL)
TI601 Charge air temperature, engine inlet (if GL)
TI621 Charge air temperature, before CAC, A bank (if GL)
TI631 Charge air temperature, before CAC, B bank (if GL)
SE518 TC A speed
SE528 TC B speed
Pipe connections Size Pressure class Standard
501 Exhaust gas outlet, 6L & 12V; 8L only FPP DN500 PN2,5 DIN2501
501 Exhaust gas outlet, 8/9L & 16V DN600 PN2,5 DIN2501
502 Cleaning water to turbine Quick coupling for socket Hansen 6S30 3/4"
601 Air inlet to turbocharger, 6L & 12V; 8L only FPP DN500 PN2,5 DIN2501
601 Air inlet to turbocharger, 8/9L & 16V DN600 PN2,5 DIN2501
-
DIN910
-
-
1xG1/2"
2xOD10
607 Condensate after air cooler, in line
607 Condensate after air cooler, V engine OD15 - DIN910
) Unless 8L FPP
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11. Exhaust gas system
11.2 Exhaust gas outlet
Figure 11.3 Exhaust pipe connection, in-line engines (9506DT642)
Figure 11.4 Exhaust pipe connection, V-engines (9506DT658)
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11. Exhaust gas system
Table 11.1 Exhaust pipe diameters and support
Engine type ØA [mm] ØB [mm]
6L38 DN 500 650
8L38 DN 600 750
9L38 DN 600 800
12V38 DN 500 900
16V38 DN 600 1000
Note For guidance only
) DN 500 for 8L FPP
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11. Exhaust gas system
11.3 External exhaust gas system
Each engine should have its own exhaust pipe into open air. Backpressure, thermal expansion and supporting
are some of the decisive design factors.
Flexible bellows must be installed directly on the turbocharger outlet, to compensate for thermal expansion
and prevent damages to the turbocharger due to vibrations.
1 Diesel engine
2 Exhaust gas bellows
3 Connection for measurement of back pressure
4 Transition piece
5 Drain with water trap, continuously open
6 Bilge
7 SCR
8 Urea injection unit (SCR)
9 CSS silencer element
Figure 11.5 External exhaust gas system
11.3.1 Piping
The piping should be as short and straight as possible. Pipe bends and expansions should be smooth to
minimise the backpressure. The diameter of the exhaust pipe should be increased directly after the bellows
on the turbocharger. Pipe bends should be made with the largest possible bending radius; the bending
radius should not be smaller than 1.5 x D.
The recommended flow velocity in the pipe is 35…40 m/s at full output. If there are many resistance factors
in the piping, or the pipe is very long, then the flow velocity needs to be lower. The exhaust gas mass flow
given in chapter Technical data can be translated to velocity using the formula:
Where:
v = gas velocity [m/s]
m = exhaust gas mass flow [kg/s]
t = exhaust gas temperature [°C]
D = exhaust gas pipe diameter [m]
Each exhaust pipe should be provided with a connection for measurement of the backpressure.
The exhaust gas pipe should be provided with water separating pockets and drain.
The exhaust pipe must be insulated all the way from the turbocharger and the insulation is to be protected
by a covering plate or similar to keep the insulation intact. Closest to the turbocharger the insulation should
consist of a hook on padding to facilitate maintenance. It is especially important to prevent that insulation
is detached by the strong airflow to the turbocharger.
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11. Exhaust gas system
11.3.2 Supporting
It is very important that the exhaust pipe is properly fixed to a support that is rigid in all directions directly
after the bellows on the turbocharger. There should be a fixing point on both sides of the pipe at the support.
The bellows on the turbocharger may not be used to absorb thermal expansion from the exhaust pipe. The
first fixing point must direct the thermal expansion away from the engine. The following support must prevent
the pipe from pivoting around the first fixing point.
Absolutely rigid mounting between the pipe and the support is recommended at the first fixing point after
the turbocharger. Resilient mounts can be accepted for resiliently mounted engines with long bellows,
provided that the mounts are self-captive; maximum deflection at total failure being less than 2 mm radial
and 4 mm axial with regards to the bellows. The natural frequencies of the mounting should be on a safe
distance from the running speed, the firing frequency of the engine and the blade passing frequency of the
propeller. The resilient mounts can be rubber mounts of conical type, or high damping stainless steel wire
pads. Adequate thermal insulation must be provided to protect rubber mounts from high temperatures.
When using resilient mounting, the alignment of the exhaust bellows must be checked on a regular basis
and corrected when necessary.
After the first fixing point resilient mounts are recommended. The mounting supports should be positioned
at stiffened locations within the ship’s structure, e.g. deck levels, frame webs or specially constructed
supports.
The supporting must allow thermal expansion and ship’s structural deflections.
11.3.3 Back pressure
The maximum permissible exhaust gas back pressure is 3 kPa at full load. The back pressure in the system
must be calculated by the shipyard based on the actual piping design and the resistance of the components
in the exhaust system. The exhaust gas mass flow and temperature given in chapter Technical data may
be used for the calculation.
The back pressure must also be measured during the sea trial.
11.3.4 Exhaust gas bellows (5H01, 5H03)
Bellows must be used in the exhaust gas piping where thermal expansion or ship’s structural deflections
have to be segregated. The flexible bellows mounted directly on the turbocharger outlet serves to minimise
the external forces on the turbocharger and thus prevent excessive vibrations and possible damage. All
exhaust gas bellows must be of an approved type.
11.3.5 Selective Catalytic Reduction (11N03)
The exhaust gas piping must be straight at least 3...5 meters in front of the SCR unit. If both an exhaust
gas boiler and a SCR unit will be installed, then the exhaust gas boiler shall be installed after the SCR. Arrangements
must be made to ensure that water cannot spill down into the SCR, when the exhaust boiler
is cleaned with water.
11.3.6 Exhaust gas boiler
If exhaust gas boilers are installed, each engine should have a separate exhaust gas boiler. Alternatively,
a common boiler with separate gas sections for each engine is acceptable.
For dimensioning the boiler, the exhaust gas quantities and temperatures given in chapter Technical data
may be used.
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11.3.7 Exhaust gas silencers
The exhaust gas silencing can be accomplished either by the patented Compact Silencer System (CSS)
technology or by the conventional exhaust gas silencer.
Exhaust noise
The unattenuated exhaust noise is typically measured in the exhaust duct. The in-duct measurement is
transformed into free field sound power through a number of correction factors.
The spectrum of the required attenuation in the exhaust system is achieved when the free field sound power
(A) is transferred into sound pressure (B) at a certain point and compared with the allowable sound pressure
level (C).
Figure 11.6 Exhaust noise, source power corrections
The conventional silencer is able to reduce the sound level in a certain area of the frequency spectrum.
CSS is designed to cover the whole frequency spectrum.
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Silencer system comparison
With a conventional silencer system, the design of the noise reduction system usually starts from the engine.
With the CSS, the design is reversed, meaning that the noise level acceptability at a certain distance from
the ship's exhaust gas pipe outlet, is used to dimension the noise reduction system.
Figure 11.7 Silencer system comparison
Compact silencer system (5N02)
The CSS system is optimized for each installation as a complete exhaust gas system. The optimization is
made according to the engine characteristics, to the sound level requirements and to other equipment installed
in the exhaust gas system, like SCR, exhaust gas boiler or scrubbers.
The CSS system is built up of three different CSS elements; resistive, reactive and composite elements.
The combination-, amount- and length of the elements are always installation specific. The diameter of the
CSS element is 1.4 times the exhaust gas pipe diameter.
The noise attenuation is valid up to a exhaust gas flow velocity of max 40 m/s. The pressure drop of a CSS
element is lower compared to a conventional exhaust gas silencer (5R02).
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Conventional exhaust gas silencer (5R02)
Yard/designer should take into account that unfavourable layout of the exhaust system (length of straight
parts in the exhaust system) might cause amplification of the exhaust noise between engine outlet and the
silencer. Hence the attenuation of the silencer does not give any absolute guarantee for the noise level after
the silencer.
When included in the scope of supply, the standard silencer is of the absorption type, equipped with a
spark arrester. It is also provided with a soot collector and a condense drain, but it comes without mounting
brackets and insulation. The silencer can be mounted either horizontally or vertically.
The noise attenuation of the standard silencer is either 25 or 35 dB(A). This attenuation is valid up to a flow
velocity of max. 40 m/s.
Figure 11.8 Exhaust gas silencer (9855MR366)
Table 11.2 Typical dimensions of the exhaust gas silencer, Attenuation 35 dB(A)
Engine type A [mm] C [mm] L [mm] Weight [kg]
6L38 DN 700 1500 5100 2200
8L38 DN 800 1550 5300 2350
9L38 DN 900 1850 6100 3950
12V38 DN 1100 1950 6700 4700
16V38 DN 1200 2050 7100 4950
18V38 DN 1300 2150 7500 5350
Flanges: DIN 2501
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12. Turbocharger cleaning
Regular water cleaning of the turbine and the compressor reduces the formation of deposits and extends
the time between overhauls. Fresh water is injected into the turbocharger during operation. Additives,
solvents or salt water must not be used and the cleaning instructions in the operation manual must be
carefully followed.
12.1 Turbine cleaning system
A dosing unit consisting of a flow meter and an adjustable throttle valve is delivered for each installation.
The dosing unit is installed in the engine room and connected to the engine with a detachable rubber hose.
The rubber hose is connected with quick couplings and the length of the hose is normally 10 m. One dosing
unit can be used for several engines.
Water supply:
Fresh water
Min. pressure 0,3 MPa (3,0 bar)
Max. pressure 2,0 MPa (20,0 bar)
Max. temperature 80 °C
Flow 40-60 l/min (depending on cylinder configuration)
The turbocharges are cleaned one at a time on V-engines.
Figure 12.1 Turbine cleaning system
System components Pipe connections Size
01 Dosing unit with shut-off valve 502 Cleaning water to turbine Quick coupling
02 Rubber hose
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12. Turbocharger cleaning
Figure 12.2 Turbocharger cleaning system on engine (DAAE054346).
System components Pipe connections Size
01 Turbine 502 Cleaning water to turbine Quick coupling
02 Compressor
03 Turbine cleaning
04 Compressor cleaning
05 Water container
06 Valve
12.2 Compressor cleaning system
The compressor side of the turbocharger is cleaned using a separate dosing vessel mounted on the engine.
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12. Turbocharger cleaning
13. Exhaust emissions
13.1 General
Exhaust emissions from the diesel engine mainly consist of nitrogen, oxygen and combustion products like
carbon dioxide (CO2), water vapour and minor quantities of carbon monoxide (CO), sulphur oxides (SOx),
nitrogen oxides (NOx), partially reacted and non-combusted hydrocarbons (HC) and particulate matter (PM).
There are different emission control methods depending on the aimed pollutant. These are mainly divided
in two categories; primary methods that are applied on the engine itself and secondary methods that are
applied on the exhaust gas stream.
13.2 Diesel engine exhaust components
The nitrogen and oxygen in the exhaust gas are the main components of the intake air which don't take
part in the combustion process.
CO2 and water are the main combustion products. Secondary combustion products are carbon monoxide,
hydrocarbons, nitrogen oxides, sulphur oxides, soot and particulate matters.
In a diesel engine the emission of carbon monoxide and hydrocarbons are low compared to other internal
combustion engines, thanks to the high air/fuel ratio in the combustion process. The air excess allows an
almost complete combustion of the HC and oxidation of the CO to CO2, hence their quantity in the exhaust
gas stream are very low.
13.2.1 Nitrogen oxides (NOx)
The combustion process gives secondary products as Nitrogen oxides. At high temperature the nitrogen,
usually inert, react with oxygen to form Nitric oxide (NO) and Nitrogen dioxide (NO2), which are usually
grouped together as NOx emissions. Their amount is strictly related to the combustion temperature.
NO can also be formed through oxidation of the nitrogen in fuel and through chemical reactions with fuel
radicals. NO in the exhaust gas flow is in a high temperature and high oxygen concentration environment,
hence oxidizes rapidly to NO2. The amount of NO2 emissions is approximately 5 % of total NOx emissions.
13.2.2 Sulphur Oxides (SOx)
Sulphur oxides (SOx) are direct result of the sulphur content of the fuel oil. During the combustion process
the fuel bound sulphur is rapidly oxidized to sulphur dioxide (SO2). A small fraction of SO2 may be further
oxidized to sulphur trioxide (SO3).
13.2.3 Particulate Matter (PM)
The particulate fraction of the exhaust emissions represents a complex mixture of inorganic and organic
substances mainly comprising soot (elemental carbon), fuel oil ash (together with sulphates and associated
water), nitrates, carbonates and a variety of non or partially combusted hydrocarbon components of the
fuel and lubricating oil.
13.2.4 Smoke
Although smoke is usually the visible indication of particulates in the exhaust, the correlations between
particulate emissions and smoke is not fixed. The lighter and more volatile hydrocarbons will not be visible
nor will the particulates emitted from a well maintained and operated diesel engine.
Smoke can be black, blue, white, yellow or brown in appearance. Black smoke is mainly comprised of
carbon particulates (soot). Blue smoke indicates the presence of the products of the incomplete combustion
of the fuel or lubricating oil. White smoke is usually condensed water vapour. Yellow smoke is caused by
NOx emissions. When the exhaust gas is cooled significantly prior to discharge to the atmosphere, the
condensed NO2 component can have a brown appearance.
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13.3 Marine exhaust emissions legislation
13.3.1 International Maritime Organization (IMO)
The increasing concern over the air pollution has resulted in the introduction of exhaust emission controls
to the marine industry. To avoid the growth of uncoordinated regulations, the IMO (International Maritime
Organization) has developed the Annex VI of MARPOL 73/78, which represents the first set of regulations
on the marine exhaust emissions.
MARPOL Annex VI
MARPOL 73/78 Annex VI includes regulations for example on such emissions as nitrogen oxides, sulphur
oxides, volatile organic compounds and ozone depleting substances. The Annex VI entered into force on
the 19th of May 2005. The most important regulation of the MARPOL Annex VI is the control of NOx emissions.
The IMO NOx limit is defined as follows:
= 17 when rpm < 130
= 45 x rpm-0.2 when 130 < rpm < 2000
= 9.8 when rpm > 2000
NOx [g/kWh]
Figure 13.1 IMO NOx emission limit
The NOx controls apply to diesel engines over 130 kW installed on ships built (defined as date of keel laying
or similar stage of construction) on or after January 1, 2000 along with engines which have undergone a
major conversion on or after January 1, 2000.
The Wärtsilä engines comply with the NOx levels set by the IMO in the MARPOL Annex VI.
For Wärtsilä 38 engines with a rated speed of 600 rpm, the NOx level is below 12.5 g/kWh, when tested
according to IMO regulations (NOx Technical Code).
EIAPP Certificate
An EIAPP (Engine International Air Pollution Prevention) certificate will be issued for each engine showing
that the engine complies with the NOx regulations set by the IMO.
When testing the engine for NOx emissions, the reference fuel is Marine Diesel Fuel (distillate) and the test
is performed according to ISO 8178 test cycles. Subsequently, the NOx value has to be calculated using
different weighting factors for different loads that have been corrected to ISO 8178 conditions. The most
commonly used ISO 8178 test cycles are presented in the following table.
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Table 13.1 ISO 8178 test cycles.
E2: Diesel electric propulsion or Speed (%) 100 100 100 100
controllable pitch propeller Power (%) 100 75 50 25
Weighting factor 0.2 0.5 0.15 0.15
E3: Fixed pitch propeller Speed (%) 100 91 80 63
Power (%) 100 75 50 25
Weighting factor 0.2 0.5 0.15 0.15
For EIAPP certification, the “engine family” or the “engine group” concepts may be applied. This has been
done for the Wärtsilä 38 diesel engine. The engine families are represented by their parent engines and the
certification emission testing is only necessary for these parent engines. Further engines can be certified
by checking documents, components, settings etc., which have to show correspondence with those of the
parent engine.
All non-standard engines, for instance over-rated engines, non-standard-speed engines etc. have to be
certified individually, i.e. “engine family” or “engine group” concepts do not apply.
According to the IMO regulations, a Technical File shall be made for each engine. This Technical File contains
information about the components affecting NOx emissions, and each critical component is marked with
a special IMO number. Such critical components are injection nozzle, injection pump, camshaft, cylinder
head, piston, connecting rod, charge air cooler and turbocharger. The allowable setting values and parameters
for running the engine are also specified in the Technical File.
The marked components can later, on-board the ship, be identified by the surveyor and thus an IAPP (International
Air Pollution Prevention) certificate for the ship can be issued on basis of the EIAPP certificate
and the on-board inspection.
Sulphur Emission Control Area (SECA)
MARPOL Annex VI sets a general global limit on sulphur content in fuels of 4.5% in weight. Annex VI also
contains provisions allowing for special SOx Emission Control Areas (SECA) to be established with more
stringent controls on sulphur emissions. In SECA areas, the sulphur content of fuel oil used onboard ships
must not exceed 1.5% in weight. Alternatively, an exhaust gas cleaning system should be applied to reduce
the total emission of sulphur oxides from ships, including both auxiliary and main propulsion engines, to
6.0 g/kWh or less calculated as the total weight of sulphur dioxide emission. At the moment Baltic Sea and
North Sea are included in SECA.
13.3.2 Other Legislations
There are also other local legislations in force in particular regions.
13.4 Methods to reduce exhaust emissions
All standard Wärtsilä engines meet the NOx emission level set by the IMO (International Maritime Organisation)
and most of the local emission levels without any modifications. Wärtsilä has also developed solutions to
significantly reduce NOx emissions when this is required.
Diesel engine exhaust emissions can be reduced either with primary or secondary methods. The primary
methods limit the formation of specific emissions during the combustion process. The secondary methods
reduce emission components after formation as they pass through the exhaust gas system.
13.4.1 Selective Catalytic Reduction (SCR)
Selective Catalytic Reduction (SCR) is the only way to reach a NOx reduction level of 85-95%. The disadvantages
of the SCR are the large size and the relatively high installation and operation costs.
A reducing agent, aqueous solution of urea (40 wt-%), is injected into the exhaust gas directly after the
turbocharger. Urea decays rapidly to ammonia (NH3) and carbon dioxide. The mixture is passed through
the catalyst where NOx is converted to harmless nitrogen and water.
A typical SCR system comprises a urea solution storage tank, a urea solution pumping system, a reducing
agent injection system and the catalyst housing with catalyst elements. In the next figure a typical SCR
system is shown.
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Figure 13.2 Typical P&ID for SCR system
The catalyst elements are of honeycomb type and are typically of a ceramic structure with the active catalytic
material spread over the catalyst surface. The catalyst elements are arranged in layers and a soot
blowing system should provided before each layer in order to avoid catalyst clogging.
The injection of urea is controlled by feedback from a NOx measuring device after the catalyst. The rate of
NOx reduction depends on the amount of urea added, which can be expressed as NH3/NOx ratio. The increase
of the catalyst volume can also increase the reduction rate.
When operating on HFO, the exhaust gas temperature before the SCR must be at least 330°C, depending
on the sulphur content of the fuel. When operating on MDF, the exhaust gas temperature can be lower. If
an exhaust gas boiler is specified, it should be installed after the SCR.
The lifetime of the catalyst is mainly dependent on the fuel oil quality and also to some extent on the lubricating
oil quality. The lifetime of a catalyst is typically 3-5 years for liquid fuels and slightly longer if the engine
is operating on gas. The total catalyst volume is usually divided into three layers of catalyst, and thus one
layer at time can be replaced, and remaining activity in the older layers can be utilised.
Urea consumption and replacement of catalyst layers are generating the main running costs of the catalyst.
The urea consumption is about 15 g/kWh of 40 wt-% urea. The urea solution can be prepared mixing urea
granulates with water or the urea can be purchased as a 40 wt-% solution. The urea tank should be big
enough for the ship to achieve the required autonomy.
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14. Automation system
Wärtsilä Unified Controls – UNIC is a modular embedded automation system, which is available in three
different versions. The basic functionality is the same in all versions, but the functionality can be easily expanded
to cover different applications. UNIC C1 and UNIC C2 are applicable for engines with conventional
fuel injection, whereas UNIC C3 additionally includes fuel injection control for engines with common rail
fuel injection.
UNIC C1 has a completely hardwired signal interface with external systems, whereas UNIC C2 and C3
have hardwired interface for control functions and a bus communication interface for alarm and monitoring.
14.1 UNIC C1
The equipment on the engine included in UNIC C1 handles critical safety functions, some basic signal
conversion and power distribution on the engine. The engine is equipped with push buttons for local operation
and local display of the most important operating parameters. Speed control can also be integrated
in the system on the engine. All terminals for signals to/from external systems are located in the main cabinet
on the engine.
Figure 14.1 Architecture of UNIC C1
Equipment in the main cabinet on the engine:
MCM Main Control Module is used for speed/load control.
Engine Safety Module handles fundamental engine safety, for example shutdown due to overspeed,
low lubricating oil pressure, or oil mist in crankcase. The safety module is the interface to the shutdown
devices on the engine for all other control equipment.
ESM
Local Control Panel is equipped with push buttons and switches for local engine control, as well as
a graphical panel with indication of the most important operating parameters.
LCP
Power Distribution Module handles fusing, power distribution, earth fault monitoring and EMC filtration
in the system. It provides two fully redundant 24 VDC supplies to all modules, sensors and control
devices.
PDM
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Equipment locally on the engine
• Sensors
• Solenoids
• Actuators
The above equipment is prewired to the main cabinet on the engine. The ingress protection class is IP54.
External equipment
Power unit
Two redundant power supply converters/isolators are installed in a steel sheet cabinet for bulkhead
mounting, protection class IP44.
14.1.1 Local control panel (LCP)
Figure 14.2 Local control panel
Operational functions available at the LCP:
• Local start
• Local stop
• Local emergency stop
• Local shutdown reset
• Exhaust gas temperature selector switch
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• Local mode selector switch with positions: blow, blocked, local and remote.
- Local: Engine start and stop can be done only at the local control panel.
- Remote: Engine can be started and stopped only remotely.
- Blow: In this position it is possible to perform a “blow” (an engine rotation check with indicator
valves open and disabled fuel injection) by the start button.
- Blocked: Normal start of the engine is inhibited.
Parameters indicated at the LCP
• Engine speed
• Turbocharger speed
• Running hours
• Fuel oil pressure
• Lubricating oil pressure
• Starting air pressure
• Control air pressure
• Charge air pressure
• LT cooling water pressure
• HT cooling water pressure
• HT cooling water temperature
• Exhaust gas temperature after each cylinder, before and after the turbocharger
14.1.2 Engine safety system
The engine safety system is based on hardwired logic with redundant design for safety-critical functions.
The engine safety module handles fundamental safety functions, for example overspeed protection. It is
also the interface to the shutdown devices on the engine for all other parts of the control system.
Main features:
• Redundant design for power supply, speed inputs and shutdown solenoid control
• Fault detection on sensors, solenoids and wires
• Led indication of status and detected faults
• Digital status outputs
• Shutdown latching and reset
• Shutdown pre-warning
• Shutdown override (configuration depending on application)
• Analogue outputs for engine speed and turbocharger speed
• Adjustable speed switches
14.1.3 Engine start/stop & control system
The main features of the engine start/stop & control system are:
• Steel sheet cabinet for bulkhead mounting, protection class IP44
• Programmable logic controller for the main functions:
- Startblocking
- Slowturning and start sequence
- Control of charge air bypass and exhaust gas wastegate when applicable
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- Control of pre-lubricating pump, cooling water pre-heater pump and standby pumps (when applicable)
through external motor starters
• Display unit in the cabinet door showing the status of startblocking signals, shutdown reasons and
control function parameters. Interface for adjustment of control parameters.
• Conversion to 24 VDC, isolation from other DC systems onboard, distribution of 2 x 24 VDC internally
in the cabinet and to the engine mounted equipment, as well as bumpless switching between power
supplies. At least one of the two incoming supplies must be connected to a UPS.
• Power supply from ship's system:
- Supply 1: 230 VAC / abt. 400 W
- Supply 2: 24 VDC / abt. 200 W
Figure 14.3 Front layout of the cabinet
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14.1.4 Cabling and system overview
The following figure and table show typical system- and cable interface overview for the engine in mechanical
propulsion and generating set applications.
Figure 14.4 UNIC C1 overview
Table 14.1 Typical amount of cables for UNIC C1
Cable From <=> To Cable types (typical)
11 x 2 x 0.75 mm2
11 x 2 x 0.75 mm2
10 x 2 x 0.75 mm2
32 x 0.75 mm2
22 x 0.75 mm2
A Engine <=> alarm & monitoring system
1 x 2 x 0.75 mm2
1 x 2 x 0.75 mm2
1 x 2 x 0.75 mm2
10 x 0.75 mm2
Engine <=> propulsion control system
Engine <=> power management system / main switchboard
B
2 x 2 x 0.75 mm2
7 x 0.75 mm2
C Engine start/stop & control system <=> alarm & monitoring system
4 x 2.5 mm2 (power supply)
27 x 0.75 mm2
6 x 0.75 mm2
4 x 1.5 mm2
4 x 0.75 mm2
D Engine <=> engine start/stop & control system
Engine start/stop & control system <=> propulsion control system 14 x 0.75 mm2
Engine start/stop & control system <=> power management system
/ main switchboard
E
NOTE Cable types and grouping of signals in different cables will differ depending on installation and
cylinder configuration.
Power supply requirements are specified in section Engine start/stop and control system.
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Figure 14.5 Signal overview (Main engine)
Figure 14.6 Signal overview (Generating set)
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14.2 UNIC C2
UNIC C2 is a fully embedded and distributed engine management system, which handles all control functions
on the engine; for example start sequencing, start blocking, speed control, load sharing, normal stops and
safety shutdowns.
The distributed modules communicate over a CAN-bus. CAN is a communication bus specifically developed
for compact local networks, where high speed data transfer and safety are of utmost importance.
The CAN-bus and the power supply to each module are both physically doubled on the engine for full redundancy.
Control signals to/from external systems are hardwired to the terminals in the main cabinet on the engine.
Process data for alarm and monitoring are communicated over an Modbus TCP connection to external
systems.
Figure 14.7 Architecture of UNIC C2
Equipment in the main cabinet on the engine:
Main Control Module handles all strategic control functions, for example start sequencing, start
blocking and speed/load control. The module also supervises the fuel injection control on common
rail engines.
MCM
Engine Safety Module handles fundamental engine safety, for example shutdown due to overspeed
or low lubricating oil pressure. The safety module is the interface to the shutdown devices on the
engine for all other control equipment.
ESM
Local Control Panel is equipped with push buttons and switches for local engine control, as well as
indication of running hours and safety-critical operating parameters.
LCP
Local Display Unit offers a set of menus for retrieval and graphical display of operating data, calculated
data and event history. The module also handles communication with external systems over Modbus
TCP.
LDU
Power Distribution Module handles fusing, power distribution, earth fault monitoring and EMC filtration
in the system. It provides two fully redundant 24 VDC supplies to all modules, sensors and control
devices.
PDM
Equipment locally on the engine:
Input/Output Module handles measurements and limited control functions in a specific area on the
engine.
IOM
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Sensors
Solenoids
Actuators
The above equipment is prewired on the engine. The ingress protection class is IP54.
External equipment
Power unit
Two redundant power supply converters/isolators are installed in a steel sheet cabinet for bulkhead
mounting, protection class IP44.
14.2.1 Local control panel and local display unit
Operational functions available at the LCP:
• Local start
• Local stop
• Local emergency stop
• Local shutdown reset
• Local mode selector switch with positions blow, blocked, local and remote
Positions:
- Local: Engine start and stop can be done only at the local control panel
- Remote: Engine can be started and stopped only remotely
- Blow: In this position it is possible to perform a “blow” (an engine rotation check with indicator
valves open and disabled fuel injection) by the start button
- Blocked: Normal start of the engine is not possible
The LCP has back-up indication of the following parameters:
• Engine speed
• Turbocharger speed
• Running hours
• Lubricating oil pressure
• HT cooling water temperature
The local display unit has a set of menus for retrieval and graphical display of operating data, calculated
data and event history.
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Figure 14.8 Local control panel and local display unit
14.2.2 Engine safety system
The engine safety system is based on hardwired logic with redundant design for safety-critical functions.
The engine safety module handles fundamental safety functions, for example overspeed protection. It is
also the interface to the shutdown devices on the engine for all other parts of the control system.
Main features:
• Redundant design for power supply, speed inputs and stop solenoid control
• Fault detection on sensors, solenoids and wires
• Led indication of status and detected faults
• Digital status outputs
• Shutdown latching and reset
• Shutdown pre-warning
• Shutdown override (configuration depending on application)
• Analogue outputs for engine speed and turbocharger speed
• Adjustable speed switches
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14.2.3 Power unit
A power unit is delivered with each engine for separate installation. The power unit supplies DC power to
the electrical system on the engine and provides isolation from other DC systems onboard. The cabinet is
designed for bulkhead mounting, protection degree IP44, max. ambient temperature 50 °C.
The power unit contains redundant power converters, each converter dimensioned for 100% load. At least
one of the two incoming supplies must be connected to a UPS. The power unit supplies the equipment on
the engine with 2 x 24 VDC.
Power supply from ship's system:
• Supply 1: 230 VAC / abt. 150 W
• Supply 2: 24 VDC / abt. 150 W.
14.2.4 Cabling and system overview
Figure 14.9 UNIC C2 overview
Table 14.2 Typical amount of cables for UNIC C2
Cable From <=> To Cable types (typical)
3 x 2 x 0.75 mm2
1 x Ethernet CAT 5
A Engine <=> alarm & monitoring system
1 x 2 x 0.75 mm2
1 x 2 x 0.75 mm2
1 x 2 x 0.75 mm2
14 x 0.75 mm2
14 x 0.75 mm2
Engine <=> propulsion control system
Engine <=> power management system / main switchboard
B
C Power unit <=> alarm & monitoring system 2 x 0.75 mm2
2 x 2.5 mm2 (power supply)
2 x 2.5 mm2 (power supply)
D Engine <=> power unit
NOTE Cable types and grouping of signals in different cables will differ depending on installation and
cylinder configuration.
Power supply requirements are specified in section Power unit.
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Figure 14.10 Signal overview (Main engine)
Figure 14.11 Signal overview (Generating set)
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14.3 UNIC C3
The basic functionality is the same as in UNIC C2, but UNIC C3 additionally includes fuel injection control
for engines with common rail fuel injection.
Differences compared to UNIC C2:
• Power supply from ship's system 2 x 230 VAC, each 600 W (no 24 VDC required).
• The power unit also supplies 2 x 110 VDC for the fuel injectors.
• Cylinder Control Modules (CCM) for fuel injection control.
Figure 14.12 Architecture of UNIC C3
14.4 Functions
14.4.1 Start
The engine is started by injecting compressed air directly into the cylinders. The solenoid controlling the
master starting valve can be energized either locally with the start button, or from a remote control station.
In an emergency situation it is also possible to operate the valve manually.
Injection of starting air is blocked both pneumatically and electrically when the turning gear is engaged.
Fuel injection is blocked when the stop lever is in stop position (conventional fuel injection).
The starting air system is equipped with a slow turning valve, which rotates the engine slowly without fuel
injection for a few turns before start. Slow turning is not performed if the engine has been running max. 30
minutes earlier, or if slow turning is automatically performed every 30 minutes. Stand-by diesel generators
should have automatic slow turning.
Startblockings and slow turning are handled by the programmable logic in the external cabinet with UNIC
C1, and by the system on the engine (main control module) with UNIC C2 and C3.
Startblockings
Starting is inhibited by the following functions:
• Turning gear engaged
• Stop lever in stop position
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• Pre-lubricating pressure low
• Local engine selector switch in blocked position
• Stop or shutdown active
• External start blocking 1 (e.g. reduction gear oil pressure)
• External start blocking 2 (e.g. clutch position)
• Engine running
For restarting of a diesel generator in a blackout situation, start blocking due to low pre-lubricating oil
pressure can be suppressed for 30 min.
14.4.2 Stop and shutdown
Normal stop is initiated either locally with the stop button, or from a remote control station. The control
devices on the engine are held in stop position for a preset time until the engine has come to a complete
stop. Thereafter the system automatically returns to “ready for start” state, provided that no start block
functions are active, i.e. there is no need for manually resetting a normal stop.
Manual emergency shutdown is activated with the local emergency stop button, or with a remote emergency
stop located in the engine control room for example.
The engine safety module handles safety shutdowns. Safety shutdowns can be initiated either independently
by the safety module, or executed by the safety module upon a shutdown request from some other part
of the automation system.
Typical shutdown functions are:
• Lubricating oil pressure low
• Overspeed
• Oil mist in crankcase
• Lubricating oil pressure low in reduction gear
Depending on the application it can be possible for the operator to override a shutdown. It is never possible
to override a shutdown due to overspeed or an emergency stop.
Before restart the reason for the shutdown must be thoroughly investigated and rectified.
14.4.3 Speed control
Main engines (mechanical propulsion)
The electronic speed control is integrated in the engine automation system. For single main engines with
conventional fuel injection a fuel rack actuator with a mechanical-hydraulic backup governor is specified.
Mechanical back-up can also be specified for twin screw vessels with one engine per propellershaft.
Mechanical back-up is not an option in installations with two engines connected to the same reduction
gear.
The remote speed setting from the propulsion control is an analogue 4-20 mA signal. It is also possible to
select an operating mode in which the speed reference of the electronic speed control can be adjusted
with increase/decrease signals.
The electronic speed control handles load sharing between parallel engines, fuel limiters, and various other
control functions (e.g. ready to open/close clutch, speed filtering). Overload protection and control of the
load increase rate must however be included in the propulsion control as described in the chapter Operating
ranges.
Diesel generators
The electronic speed control is integrated in the engine automation system. Engine driven hydraulic fuel
rack actuators are used on engines with conventional fuel injection.
The load sharing can be based on traditional speed droop, or handled independently by the speed control
units without speed droop. The later load sharing principle is commonly referred to as isochronous load
sharing. With isochronous load sharing there is no need for load balancing, frequency adjustment, or generator
loading/unloading control in the external control system.
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14. Automation system
In a speed droop system each individual speed control unit decreases its internal speed reference when it
senses increased load on the generator. Decreased network frequency with higher system load causes all
generators to take on a proportional share of the increased total load. Engines with the same speed droop
and speed reference will share load equally. Loading and unloading of a generator is accomplished by adjusting
the speed reference of the individual speed control unit. The speed droop is normally 4%, which
means that the difference in frequency between zero load and maximum load is 4%.
In isochronous mode the speed reference remains constant regardless of load level. Both isochronous load
sharing and traditional speed droop are standard features in the speed control and either mode can be
easily selected. If the ship has several switchboard sections with tie breakers between the different sections,
then the status of each tie breaker is required for control of the load sharing in isochronous mode.
14.5 Alarm and monitoring signals
The number of sensors and signals may vary depending on the application. The actual configuration of
signals and the alarm levels are found in the project specific documentation supplied for all contracted
projects.
The table below lists typical sensors and signals for ship's alarm and monitoring system. The signal type
is indicated for UNIC C1, which has a completely hardwired signal interface. UNIC C2 and C3 transmit information
over a Modbus communication link to the ship’s alarm and monitoring system.
Table 14.3 Typical sensors and signals
Code Description I/O type Signal type Range
PT101 Fuel oil pressure, engine inlet AI 4-20 mA 0-16 bar
TE101 Fuel oil temp., engine inlet AI PT100 0-160 °C
LS103A Fuel oil leakage, injection pipe (A-bank) DI Pot. free on/off
LS103B 1) Fuel oil leakage, injection pipe (B-bank) DI Pot. free on/off
LS108A Fuel oil leakage, dirty fuel (A-bank) DI Pot. free on/off
LS108B 1) Fuel oil leakage, dirty fuel (B-bank) DI Pot. free on/off
PT201 Lubricating oil pressure, engine inlet AI 4-20 mA 0-10 bar
TE201 Lubricating oil temp., engine inlet AI PT100 0-160 °C
PT271 Lubricating oil pressure, TC A inlet AI 4-20 mA 0-10 bar
TE272 Lubricating oil temp., TC A outlet AI PT100 0-160 °C
PT281 1) Lubricating oil pressure, TC B inlet AI 4-20 mA 0-10 bar
TE282 1) Lubricating oil temp., TC B outlet AI PT100 0-160 °C
PT301 Starting air pressure AI 4-20 mA 0-40 bar
PT311 Control air pressure AI 4-20 mA 0-40 bar
PT401 HT water pressure, jacket inlet AI 4-20 mA 0-6 bar
TE401 HT water temp., jacket inlet AI PT100 0-160 °C
TE402 HT water temp., jacket outlet A bank AI PT100 0-160 °C
TEZ402 HT water temp., jacket outlet A bank AI PT100 0-160 °C
TE432 HT water temp., HT CAC outlet AI PT100 0-160 °C
PT471 LT water pressure, CAC inlet AI 4-20 mA 0-6 bar
TE471 LT water temp., LT CAC inlet AI PT100 0-160 °C
TE472 LT water temp., CAC outlet AI PT100 0-160 °C
AI 4-20 mA 0-750 °C
Exhaust gas temp., cylinder A1 outlet
...
Exhaust gas temp., cylinder A9 outlet
TE5011A
...
TE5091A
AI 4-20 mA 0-750 °C
Exhaust gas temp., cylinder B1 outlet
...
Exhaust gas temp., cylinder B9 outlet
TE5011B 1)
...
TE5091B
TE511 Exhaust gas temp., TC A inlet AI 4-20 mA 0-750 °C
TE521 1) Exhaust gas temp., TC B inlet AI 4-20 mA 0-750 °C
TE517 Exhaust gas temp., TC A outlet AI 4-20 mA 0-750 °C
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14. Automation system
Code Description I/O type Signal type Range
TE527 1) Exhaust gas temp., TC B outlet AI 4-20 mA 0-750 °C
PT601 Charge air pressure, CAC outlet AI 4-20 mA 0-6 bar
TE601 Charge air temp. engine inlet AI PT100 0-160 °C
AI 4-20 mA 0-250 °C
Main bearing 0 temp
...
Main bearing 10 temp
TE700
...
TE710
TE7011A Cylinder liner temp, 2 sensors/cylinder AI 4-20 mA 0-250 °C
...
TE7092B
PT700 Crankcase pressure AI 4-20 mA 0-10 mbar
NS700 Oil mist detector failure DI Pot. free on/off
QS700 Oil mist in crankcase, alarm DI Pot. free on/off
IS1741 Alarm, overspeed shutdown DI Pot. free on/off
IS2011 Alarm, lub oil press. low shutdown DI Pot. free on/off
IS7311 Alarm, red.gear lo press low shutdown DI Pot. free on/off
IS7338 Alarm, oil mist in crankcase shutdown DI Pot. free on/off
IS7305 Emergency stop DI Pot. free on/off
NS881 Engine control system minor alarm DI Pot. free on/off
IS7306 Alarm, shutdown override DI Pot. free on/off
SI196 Engine speed AI 4-20 mA 0-750 rpm
SI518 Turbocharger A speed AI 4-20 mA 0-50000 rpm
SI528 Turbocharger B speed 1) AI 4-20 mA 0-50000 rpm
IS875 Start failure DI Pot. free on/off
Power supply failure DI Pot. free on/off
Torsional vibration level AI 4-20 mA 0-2 deg.
Note 1 V-engines only
14.6 Electrical consumers
14.6.1 Motor starters and operation of electrically driven pumps
Separators, preheaters, compressors and fuel feed units are normally supplied as pre-assembled units with
the necessary motor starters included. The engine turning device and various electrically driven pumps require
separate motor starters. Motor starters for electrically driven pumps are to be dimensioned according to
the selected pump and electric motor.
Motor starters are not part of the control system supplied with the engine, but available as optional delivery
items.
Engine turning device (9N15)
The crankshaft can be slowly rotated with the turning device for maintenance purposes. The motor starter
must be designed for reversible control of the motor. The electric motor ratings are listed in the table below.
Table 14.4 Electric motor ratings for engine turning device
Engine Voltage [V] Frequency [Hz] Power [kW] Current [A]
L38 3 x 400 / 440 50 / 60 2.2 / 2.6 5.0 / 5.3
V38 3 x 400 / 440 50 / 60 4.0 / 4.6 8.6 / 8.9
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14. Automation system
Pre-lubricating oil pump (2P02)
The pre-lubricating oil pump must always be running when the engine is stopped. The pump shall start
when the engine stops, and stop when the engine starts. The engine control system handles start/stop of
the pump automatically via a motor starter.
It is recommended to arrange a back-up power supply from an emergency power source. Diesel generators
serving as the main source of electrical power must be able to resume their operation in a black out situation
by means of stored energy. Depending on system design and classification regulations, it may be permissible
to use the emergency generator.
Stand-by pump, lubricating oil (if installed) (2P04)
The engine control system starts the pump automatically via a motor starter, if the lubricating oil pressure
drops below a preset level when the engine is running. There is a dedicated sensor on the engine for this
purpose.
The pump must not be running when the engine is stopped, nor may it be used for pre-lubricating purposes.
Neither should it be operated in parallel with the main pump, when the main pump is in order.
Stand-by pump, HT cooling water (if installed) (4P03)
The engine control system starts the pump automatically via a motor starter, if the cooling water pressure
drops below a preset level when the engine is running. There is a dedicated sensor on the engine for this
purpose.
Stand-by pump, LT cooling water (if installed) (4P05)
The engine control system starts the pump automatically via a motor starter, if the cooling water pressure
drops below a preset level when the engine is running. There is a dedicated sensor on the engine for this
purpose.
Circulating pump for preheater (4P04)
If the main cooling water pump (HT) is engine driven, the preheater pump shall start when the engine stops
(to ensure water circulation through the hot engine) and stop when the engine starts. The engine control
system handles start/stop of the pump automatically via a motor starter.
Sea water pumps (4P11)
The pumps can be stopped when all engines are stopped, provided that cooling is not required for other
equipment in the same circuit.
Lubricating oil separator (2N01)
Continuously in operation.
Feeder/booster unit (1N01)
Continuously in operation.
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14. Automation system
14.7 System requirements and guidelines for diesel-electric propulsion
Typical features to be incorporated in the propulsion control and power management systems in a dieselelectric
ship:
1. The load increase program must limit the load increase rate during ship acceleration and load transfer
between generators according to the curves in chapter 2.2 Loading Capacity.
• Continuously active limit: “normal max. loading in operating condition”.
• During the first 6 minutes after starting an engine: “preheated engine”
If the control system has only one load increase ramp, then the ramp for a preheated engine is to be used.
The load increase rate of a recently connected generator is the sum of the load transfer performed by the
power management system and the load increase performed by the propulsion control, if the load sharing
is based on speed droop. In a system with isochronous load sharing the loading rate of a recently connected
generator is not affected by changes in the total system load (as long as the generators already sharing
load equally are not loaded over 100%).
2. Rapid loading according to the “emergency” curve in chapter 2.2 Loading Capacity may only be possible
by activating an emergency function, which generates visual and audible alarms in the control room and
on the bridge.
3. The propulsion control should be able to control the propulsion power according to the load increase
rate at the diesel generators. Controlled load increase with different number of generators connected and
in different operating conditions is difficult to achieve with only time ramps for the propeller speed.
4. The load reduction rate should also be limited in normal operation. Crash stop can be recognised by for
example a large lever movement from ahead to astern.
5. Some propulsion systems can generate power back into the network. The diesel generator can absorb
max. 5% reverse power.
6. The power management system performs loading and unloading of generators in a speed droop system,
and it usually also corrects the system frequency to compensate for the droop offset, by adjusting the
speed setting of the individual speed control units. The speed reference is adjusted by sending an increase/decrease
pulse of a certain length to the speed control unit. The power management should determine the
length of the increase/decrease pulse based on the size of the desired correction and then wait for 30
seconds or more before performing a new correction, in particular when performing small corrections.
The relation between duration of increase/decrease signal and change in speed reference is usually 0.1 Hz
per second. The actual speed and/or load will change at a slower rate.
7. The full output of the generator is in principle available as soon as the generator is connected to the
network, but only if there is no power limitation controlling the power demand. In practice the control system
should monitor the generator load and reduce the system load, if the generator load exceeds 100%.
In speed droop mode all generators take an equal share of increased system load, regardless of any difference
in initial load. If the generators already sharing load equally are loaded beyond their max. capacity,
the recently connected generator will continue to pick up load according to the speed droop curve. Also
in isochronous load sharing mode a generator still on the loading ramp will start to pick up load, if the
generators in even load sharing have reached their max. capacity.
8. The system should monitor the network frequency and reduce the load, if the network frequency tends
to drop excessively. To safely handle tripping of a breaker more direct action can be required, depending
on the operating condition and the load step on the engine(s).
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14. Automation system
15. Foundation
15.1 General
The main engines can be rigidly mounted to the foundation, either on steel or resin chocks, or resiliently
mounted on rubber elements.
The foundation and the double bottom should be as stiff as possible in all directions to absorb the dynamic
forces caused by the engine, reduction gear and thrust bearing.
The foundation should be dimensioned and designed so that harmful deformations are avoided.
15.2 Rigid mounting
15.2.1 Rigid mounting on steel chocks
The top plates of the engine girders are usually inclined outwards with regard to the centre line of the engine.
The inclination of the supporting surface should be 1/100. The top plate should be designed so that the
wedge-type chocks can easily be fitted into their positions.
If the top plate of the engine girder is placed in a fully horizontal position, a chock is welded to each point
of support. The chocks should be welded around the periphery as well as through the holes drilled at regular
intervals to avoid possible relative movement in the surface layer. After that the welded chocks are
face-milled to an inclination of 1/100. The surfaces of the welded chocks should be big enough to fully
cover the wedge-type chocks.
The size of the wedge-type chocks should be 165 x 360 mm for in-line 38 engines and 340 x 360 mm for
V38 engines. The material may be cast iron or steel.
When fitting the chocks, the supporting surface of the top plate is planed by means of a grinding wheel
and a face plate until an evenly distributed bearing surface of min. 80% is obtained. The chock should be
fitted so that the distance between the bolt holes and the edges is equal at both sides.
The clearance hole in the chock and top plate should have a diameter about 2 mm bigger than the bolt
diameter for all chocks, except those which are to be reamed and equipped with fitted bolts.
Side supports should be installed for all engines. There must be three supports on both sides. The side
supports are to be welded to the top plate before aligning the engine and fitting the chocks. The side support
wedges should be fitted when the engine has obtained its thermal operating condition.
The holding down bolts are usually through-bolts with lock nuts at the lower end and a normal nut at the
upper end. Two Ø38m6 mm fitted bolts on each side of the engine are required for the L38 engines while
one Ø45m6 mm fitted bolt on each side of the engine is required for the V38 engines. Clearance bolts are
to be provided for the remaining holes.
The holes in the seating topplate for the fitted bolts for L38 must fulfil the tolerance Ø38H7 mm (which
means that they should first be drilled to Ø37 mm and then reamed to their final size), while the ones for
V38 must fulfil the tolerance Ø45H7 mm (which means that they should first be drilled to Ø44 mm and then
reamed to their final size).
The design of the various holding down bolts appears from the foundation drawing. It is recommended that
the bolts are made from a high strength steel, e.g. 42CrMo4 TQ+T or similar. A high strength material makes
it possible to use a higher bolt tension, which results in a larger bolt elongation (strain). A large bolt elongation
improves the safety against loosening of the nuts.
To avoid a gradual reduction of tightening tension due to among others, unevenness in threads, the bolt
thread must fulfil tolerance 6g and the nut thread must fulfil tolerance 6H. In order to avoid extra bending
stresses in the bolts, the contact face of the nut underneath the top plate should be counter bored. When
tightening the bolts with a torque wrench, the equivalent stress in the bolts is allowed to be max. 90% of
the material yield strength (in practice, without consideration of torsional stress, it is sufficient to tighten
bolts to a tensile stress of about 50% of the material yield strength).
15.2.2 Rigid mounting on resin chocks
Installation of main engines on resin chocks is possible provided that the requirements of the classification
societies are fulfilled.
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15. Foundation
During normal conditions, the support face of the engine feet has a maximum temperature of about 75°C,
which should be considered when choosing type of resin.
The recommended size of the resin chocks is about 500 x 160 mm for in-line 38 engines and about 600 x
300 mm for V38 engines. The total surface pressure on the resin must not exceed the maximum value,
which depends on the type of resin and the requirements of the classification society. It is recommended
to select a resin type, which has a type approval from the relevant classificationsociety for a total surface
pressure of 5 N/mm2 (a typical conservative value is ptot ≤ 3.5 N/mm2).
The clearance hole in the chock and top plate should have a diameter about 2 mm bigger than the bolt
diameter for all chocks, except those which are to be reamed and equipped with fitted bolts.
The bolts must be made as tensile bolts with a reduced shank diameter to ensure a sufficient elongation,
since the bolt force is limited to the permissible surface pressure on the resin. For a given bolt diameter
the permissible bolt force is limited either by the strength of the bolt material (max. 90% equivalent stress),
or by the maximum permissible surface pressure on the resin. The lower nuts should always be locked regardless
of the bolt tension.
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15. Foundation
Figure 15.1 Foundation and fastening, rigidly mounted in-line 38, steel chocks (9603DT130b)
Figure 15.2 Foundation and fastening, rigidly mounted, V38, steel chocks (9603DT135b)
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15. Foundation
Figure 15.3 Foundation and fastening, rigidly mounted L38, resin chocks (9603DT103b)
Figure 15.4 Foundation and fastening, rigidly mounted V38, resin chocks (9603DT134b)
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15. Foundation
15.2.3 Foundation and fastening, rigidly mounted in-line 38, steel / resin chocks
Figure 15.5 Clearance bolt, in-line 38 (9603DT122b)
Figure 15.6 Fitted bolt, in-line 38 (9603DT123c)
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15. Foundation
15.2.4 Foundation and fastening, rigidly mounted in-line 38, steel chocks
Figure 15.7 Foundation design steel chocks (9603DT140b)
Figure 15.8 Foundation design / drilling plan (9603DT104b)
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15. Foundation
15.2.5 Foundation and fastening, rigidly mounted V38, steel / resin chocks
Figure 15.9 Clearance bolt, V38 (9603DT126b)
Figure 15.10 Fitted bolt, V38 (9603DT127c)
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15. Foundation
15.2.6 Foundation and fastening, rigidly mounted V38, steel chocks
Figure 15.11 Foundation design / steel chocks (9603DT139c)
Figure 15.12 Foundation design / drilling plan (9603DT137c)
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15. Foundation
15.2.7 Seating and fastening, rigidly mounted in-line 38, resin chocks
Figure 15.13 Foundation design/resin chocks (9603DT131b)
Figure 15.14 Foundation design/drilling plan (9603DT104b)
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15. Foundation
15.2.8 Seating and fastening, rigidly mounted V38, resin chocks
Figure 15.15 Foundation design/resin chocks (9603DT138c)
Figure 15.16 Foundation design/drilling plan (9603DT137c)
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15. Foundation
15.2.9 Foundation W38, side support
Figure 15.17 Recommended side support design, W38 (DAAE031949)
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15. Foundation
15.3 Resilient mounting
In order to reduce vibrations and structure borne noise, main engines may be resiliently mounted. The engine
block is rigid, therefore no intermediate base-frame is necessary. The flexible elements are mounted in
brackets that are bolted to the engine feet for in-line 38 engines and are mounted directly to the engine
feet for V38 engines. The flexible elements are installed on steel strips which are installed on resin chocks
on the foundation.
The material of the elements is natural rubber, which has superior vibration technical properties, but unfortunately
is prone to damage by mineral oil. The rubber elements are protected against dripping and
splashing by means of covers.
Due to the soft mounting the engine will move when passing resonance speeds at start and stop. Typical
amplitudes are ±1 mm at the crankshaft centre and ± 5 mm at top of the engine. The torque reaction (at
600 rpm and 100% load) will cause a displacement of the engine of up to 1 mm at the crankshaft centre
and 5 mm at the turbo charger outlet. Furthermore creep and thermal expansion of the rubber elements
have to be considered when installing and aligning the engine.
Figure 15.18 Resiliently mounted main engine, in-line 38 engine (9603DT113b)
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15. Foundation
Figure 15.19 Resiliently mounted main engine, V-engine (9603DT107b)
15.3.1 Flexible pipe connections
When the engine is resiliently mounted, all connections must be flexible and no grating nor ladders may be
fixed to the engine. Especially the connection to turbocharger must be arranged so that all the displacements
can be absorbed.
When installing the flexible pipe connections, unnecessary bending or stretching should be avoided (see
chapter 5). The piping outside the flexible connection must be well fixed and clamped to prevent vibrations,
which could damage the flexible connection and increase structure borne noise.
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15. Foundation
15.4 Mounting of generating sets
15.4.1 Generator feet design
The following directives should be followed for designing the generator feet, when Vibracon elements are
used between generator and common baseframe.
Figure 15.20 Recommended generator feet design, W38 (9506DT706a)
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15. Foundation
Figure 15.21 Recommended generator feet design, W38 (9506DT706a)
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15. Foundation
15.4.2 Resilient mounting
Generator sets, comprising engine and generator mounted on a common base frame, are always installed
on resilient mounts in the ship. The resilient mounts reduce the structure born noise transmitted to the ship.
The typically used mounts are conical resilient mounts, which are designed to withstand both compression
and shear loads. In addition the mounts are equipped with an internal buffer to limit the movements of the
generating set due to ship motions. Hence, no additional side or end buffers are required. The rubber in
the mounts is natural rubber and it must therefore be protected from oil, oily water and fuel.
Type, number and position of resilient mounts is shown in the project-specific generating set drawing.
Figure 15.22 Example of foundation design for generating set mounted on steel blocks
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15. Foundation
16. Vibration and noise
16.1 General
Dynamic external couples and forces caused by the engine are shown in tables 16.1 and 16.2. Due to
manufacturing tolerances some variation of these values may occur.
The external forces for 6,8,12 and 16 cylinder-configuration are not significant. For the 9 cylinder configurations
the external couples are shown in table 16.1
Natural frequencies of decks, bulkheads and other structures close to the excitation frequencies should
be avoided. The double bottom should be stiff enough to avoid resonances especially with the rolling frequencies.
On cargo ships, the frequency of the lowest hull girder vibration modes are generally far below
the 1st excitation order. The higher modes are unlikely to be excited due to the absence of or low magnitude
of the external couples, and the location of the engine in relation to nodes and anti nodes is therefore not
so critical.
16.2 External free couples and forces acting on W38B
Figure 16.1 Definition of axis
Table 16.1 External couples
Engine Speed [rpm] My [kNm] / frequency [Hz] Mz [kNm] / frequency [Hz]
9L38 600 77.6 / 10 43.5 / 20 73.9 / 10
Table 16.2 External forces
Engine Speed [rpm] Fyz [kN] / frequency [Hz]
9L38 600 4.9 / 10
16.3 Torque variations
The torque variations are shown in table 16.3
In case of misfiring the maximum power and/or speed should be reduced as indicated on the torsional vibration
calculation which is carried out for each individual installation. Under misfiring conditions higher
torsional couples may be transmitted as indicated in the table 16.4 until the appropriate corrective action
has been taken. This condition should be taken into account when carrying out the design calculations
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16. Vibration and noise
Table 16.3 Torque variations
Engine Speed [rpm] Mx / frequency [kNm] / [Hz]
6L38 600 62.0 / 30 33.9 / 60
8L38 600 106.9 / 40 16.2 / 80
9L38 600 100.5 / 45 10.9 / 90
12V38 600 32.1 / 30 58.7 / 60
16V38 600 37.1 / 40 30.5 / 80
Table 16.4 Misfiring couples
Speed [rpm] Mx / frequency [kNm / Hz]
600 23.1 / 5 20.4 / 10 16.6 / 15 12.7 / 20
The values are instructive and valid for all cylinder configurations.
16.4 Mass moments of inertia
These typical inertia values include the flexible coupling part connected to the flywheel and torsional vibration
damper (without engine PTO shaft).
Table 16.5 Mass moments of inertia
Engine Mass moments of inertia J [kgm2]
6L38 850 - 1250
8L38 1000 - 1750
9L38 1450 - 1900
12V38 1600 - 2500
16V38 2000 - 3000
16.5 Structure borne noise
The expected vibration velocity level averaged over the four corners of the engine foundation flange in three
perpendicular directions with reference level vref = 5.10-8 [m/s] per octave band with centre frequency in
[Hz] is shown in the following figure.
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16. Vibration and noise
Figure 16.2 Typical structure borne noise levels
16.6 Air borne noise
16.6.1 Engine surface radiated noise
The average octave band sound pressure levels represent free field conditions, and are based on measurements
over at least 8 up to 14 points around tested engines corrected for the influence of reflected sound.
Measuring points are taken at cylinder height and overhead the cylinder heads at 1 metre from the engine
reference surface. The average sound pressure are in dB ref. 2.10-5 Pa per octave band with centre frequency
in Hz.
A-weighted ‘All pass’ (A.P.) levels are shown in the following figure.
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16. Vibration and noise
Figure 16.3 Typical air-borne noise levels
The noise level is measured in a test cell with a turbo air filter 1 m from the engine. 90% of the values
measured on production engines are below the figures in the diagram.
16.7 Exhaust noise
The unsilenced exhaust noise of the opening directly downstream of the exhaust gas turbine in sound
power levels in dB ref. 10-12 W per octave band with mid frequency in Hz is shown in the following figure.
Figure 16.4 Typical exhaust noise levels
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16. Vibration and noise
17. Power transmission
17.1 Flexible coupling
The power transmission of propulsion engines is accomplished through a flexible coupling or a combined
flexible coupling and clutch mounted on the flywheel. The crankshaft is equipped with an additional shield
bearing at the flywheel end. Therefore also a rather heavy coupling can be mounted on the flywheel without
intermediate bearings.
The type of flexible coupling to be used has to be decided separately in each case on the basis of the torsional
vibration calculations.
In case of two bearing type generator installations a flexible coupling between the engine and the generator
is required.
17.2 Clutch
In many installations the propeller shaft can be separated from the diesel engine using a clutch. The use
of multiple plate hydraulically actuated clutches built into the reduction gear is recommended.
A clutch is required when two or more engines are connected to the same driven machinery such as a reduction
gear.
To permit maintenance of a stopped engine clutches must be installed in twin screw vessels which can
operate on one shaft line only.
17.3 Shaft locking device
To permit maintenance of a stopped engine clutches must be installed in twin screw vessels which can
operate on one shaft line only. A shaft locking device should also be fitted to be able to secure the propeller
shaft in position so that wind milling is avoided. This is necessary because even an open hydraulic clutch
can transmit some torque. Wind milling at a low propeller speed (<10 rpm) can due to poor lubrication
cause excessive wear of the bearings
The shaft locking device can be either a bracket and key or an easier to use brake disc with calipers. In
both cases a stiff and strong support to the ship’s construction must be provided.
Figure 17.1 Shaft locking device and brake disc with calipers
17.4 Power-take-off from the free end
At the free end a shaft connection as a power take off can be provided. If required full output can be taken
from the PTO shaft.
The weight of the coupling mounted on the PTO shaft, and the need for a support bearing is subject to
special consideration, on a case-by-case basis. The support bearing is possible only for rigidly mounted
engines.
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17. Power transmission
17.5 Input data for torsional vibration calculations
A torsional vibration calculation is made for each installation. For this purpose exact data of all components
included in the shaft system are required. See list below.
Installation
• Classification
• Ice class
• Operating modes
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 including shafts and flanges
• Torsional stiffness of shafts between rotating masses
• Material of shafts including tensile strength and modulus of rigidity
• Gear ratios
• Drawing number of the diagram
Propeller and shafting
A mass-elastic diagram or propeller shaft drawing showing:
• Mass moment of inertia of all rotating parts including the rotating part of the OD-box, SKF couplings
and rotating parts of the bearings
• Mass moment of inertia of the propeller at full/zero pitch in water
• Torsional stiffness or dimensions of the shaft
• Material of the shaft including tensile strength and modulus of rigidity
• Drawing number of the diagram or drawing
Main generator or shaft generator
A mass-elastic diagram or an generator shaft drawing showing:
• Generator output, speed and sense of rotation
• Mass moment of inertia of all rotating parts or a total inertia value of the rotor, including the shaft
• Torsional stiffness or dimensions of the shaft
• Material of the shaft including tensile strength and modulus of rigidity
• Drawing number of the diagram or drawing
Flexible coupling/clutch
If a certain make of flexible coupling has to be used, the following 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 stiffness per element
• Dynamic magnification or relative damping
• Nominal torque, permissible vibratory torque and permissible power loss
• Drawing of the coupling showing make, type and drawing number
Operational data
• Operational profile (load distribution over time)
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17. Power transmission
• Clutch-in speed
• Power distribution between the different users
• Power speed curve of the load
17.6 Turning gear
The engine is equipped with an electrical driven turning gear, capable of turning the flywheel.
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17. Power transmission
18. Engine room layout
18.1 Crankshaft distances
Figure 18.1 Crankshaft centre distances, in-line engines (DAAE052816)
Engine Type A min [mm]
W6L38 2800
W8L38 3010
W9L38 3010
Figure 18.2 Crankshaft centre distances, V-engines (DAAE052817)
Engine Type A min [mm]
W12V38 3800
W16V38 3800
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18. Engine room layout
18.2 Four-engine arrangements
Figure 18.3 Main engine arrangement, 4 x in-line engines (DAAE052818)
Engine type A min. [mm] B min. [mm] C min. [mm] D min. [mm] E min. [mm] F min. [mm]
6L38 1700 2800 1345 1650 2800 1345
8L38 1700 3010 1345 1650 3010 1345
9L38 1700 3010 1345 1650 3010 1345
Depends on type of bearing block.
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18. Engine room layout
Figure 18.4 Main engine arrangement, 4 x V-engines (DAAE052886)
Engine type A min. [mm] B min. [mm] C min. [mm] D min. [mm] E min. [mm] F min. [mm]
12V38 1700 3800 1300 1700 3800 1280
16V38 1700 3800 1300 1700 3800 1280
Depends on type of bearing block.
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18. Engine room layout
18.3 Father and son arrangement
Figure 18.5 shows an example of an in-line and a V-engine as a father and son arrangement. The engines
8L38 and 12V38 are roughly equally long.
To minimize the crankshaft distance the operating side of the V38 should be towards the in-line engine,
otherwise dismantling of the air cooler of the in-line engine will determine the required distance to avoid
interference with the charge air cooler of the in-line engine.
When the operating side of the in-line 38 is towards the V-engine, the recommended platform height between
the engines is as recommended for the in-line 38.
Figure 18.6 shows an example of father and son arrangement for an 8L and a 6L.
A configuration of father and son arrangement needs often a customize approach. Many parameters play
a role; cylinder configurations, position turbocharger, position platforms, horizontal or vertical offset etc.
Please contact Wärtsilä for addtional information.
Figure 18.5 Main engine arrangement, 8L38 + 12V38 (DAAE052819)
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18. Engine room layout
Figure 18.6 Main engine arrangement, 6L38 + 8L38 (DAAE052820)
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18. Engine room layout
18.4 Space requirements for maintenance
Figure 18.7 Service space requirements for In-line engines (DAAE033905a)
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18. Engine room layout
Figure 18.8 Service space requirements for In-line engines (DAAE029677b)
Table 18.1 Service space requirements for in-line engines
Dimensions [mm]: 6L 8L - 9L
A Over cylinder head cover (vert. pos.) 3690
B Without cylinder head cover (vert. pos.) 3610
C Over cylinder head cover (hor. pos.) 3410
D Without cylinder head cover (hor. pos.) 3390
E1 Dismounting space for HT Cooling water Pump 690
E2 Dismounting space for Lubricating Oil Pump 733
E3 Dismounting space for LT Cooling water Pump 850
F1 Cyl. Liner towards engine operating side (over HP pipe, vert. pos.) 3140
F2 Cyl. Liner towards engine operating side (HP pipes removed, vert. pos.) 2970
G Cyl. Liner towards non operating side (over insulation box, vert. pos.) 3620
H Cyl. Head towards non operating side (over insulation box, hor. pos.) 3340
I1 Cyl. Head towards engine operating side (over HP pipe, hor. pos.) 2865
I2 Cyl. Head towards engine operating side (HP pipe removed, hor. pos.) 2690
K Space required for stop lever 1255
L1 Cyl head hook (operating side) 1460
L2 Cyl head hook (non operating side) 1665
M1 Maximum requested space for lowering cyl. head sideways (operating side) 1920
M2 Maximum requested space for lowering cyl. head sideways (non operating side) 2045
N Dismounting space for charge air cooler (incl. tool) 1835 2045
O1 Recommended Charge Air Cooler lifting point 1270 1425
O2 Recommended Charge Air Cooler lifting point 513 666
P Hot box covers opening 1330
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18. Engine room layout
Dimensions [mm]: 6L 8L - 9L
Q1 Camshaft section (incl. tool) 1020
Q2 Camshaft gearwheel (incl. tool) 1430
Q3 Camshaft journal (incl. tool) 1680
R Intermediate gearwheel (incl. tool) 1690
S1 TC Filter 120 140
S2 TC Cartridge 1320 1340
S3 Recommended TC lifting point 436 575
S4 Recommended TC lifting point 254 295
T1 Dismounting space for big end conn. rod, upper part (towards either side) 1335
T2 Dismounting space for big end conn. rod, lower part (towards either side) 1175
U Dismounting space for side stud (to each side) 1345
V Dismounting space for main bearing cap (to either side) 2100
Clearances for dismounting spaces are not considered; minimum recommended clearance 100 mm
Figure 18.9 Service space requirements for V engines (DAAE029678b)
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18. Engine room layout
Figure 18.10 Service space requirements for V engines (DAAE033924a)
Table 18.2 Service space requirements for V engines
Dimensions [mm]: 12V 16V
A Over cylinder head cover (vert. pos.) 3405
B Without cylinder head cover (vert. pos.) 3340
C Over cylinder head cover (hor. pos.) 3160
D Without cylinder head cover (hor. pos.) 3095
E1 Dismounting space for HT Cooling water Pump 520
E2 Dismounting space for Lubricating Oil Pump 810
E3 Dismounting space for LT Cooling water Pump 520
F1 Dismounting space for cylinder liner from both banks (over HP pipe, vert. pos.) 2885
F2 Dismounting space for cylinder liner from both banks (HP pipes removed, vert. pos.) 2635
G1 Dismounting space for cylinder head from both banks (over HP pipe, hor. pos.) 2675
G2 Dismounting space for cylinder head from both banks (HP pipe removed, hor. pos.) 2425
H1 Over insulation box, vert. pos. 3860
H2 Over insulation box, hor. pos. 3650
I1 Dismounting space for big end conn. rod, upper part (towards either side, out of engine block) 1425
I2 Dismounting space for big end conn. rod, lower part (towards either side, out of engine block) 1300
K Space required for stop lever 1800
L Cylinder head hook (both side) 1920
M Maximum requested space for cyl. head side lowering (both side) 2420
N Dismounting space for charge air cooler incl. tool (both side) 2305
O1 Recommended Charge Air Cooler lifting point 1710
P Hot box covers opening 2215
Q1 Camshaft section incl. tool (both side) 1555
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18. Engine room layout
Dimensions [mm]: 12V 16V
Q2 Camshaft gearwheel (incl. tool) 1975
Q3 Camshaft journal incl. tool (both side) 2005
R Intermediate gearwheel incl. tool (both side) 1975
S Dismounting space for side stud (to each side, out of engine block) 1290
T Dismounting space for main bearing cap (to either side, out of engine block) 1450
U1 TC filter (remmended +400 mm ) 120 140
U2 TC cartridge 2120 2040
U3 Recommended lifting point for turbocharger 295
U4 Recommended lifting point for turbocharger 724
Clearances for dismounting spaces are not considered; minimum recommended clearance 100 mm
18.5 Platforms
Figure 18.11 Maintenance platforms, in-line engine (DAAE057717)
The upper platform should be removable for dismantling of the air cooler and for the maintenance crane
to reach the lower level in front of the cranckcase doors.
Note
• Platforms are not mounted on the engine.
• Sufficient distance should be kept between engine and platform (about 200 mm).
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18. Engine room layout
Figure 18.12 Maintenance platforms, V-engine (DAAE057719)
The upper platform should be removable for dismantling of the air cooler and for the maintenance crane
to reach the lower level in front of the cranckcase doors.
Note
• Platforms are not mounted on the engine.
• Sufficient distance should be kept between engine and platform (about 200 mm).
18.6 Engine room maintenance hatch
18.6.1 Engine room maintenance hatch, recommended minimum free opening for
engine parts, charge air cooler and turbocharger.
Table 18.3 Recommended minimum free opening for engine parts, charge air cooler and turbocharger.
Engine type Minimum size [m]
6L38 1.2 x 1.2
8L38 1.4 x 1.4
9L38 1.4 x 1.4
12V38 1.2 x 1.2
16V38 1.4 x 1.4
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18. Engine room layout
19. Transport dimensions and weights
Figure 19.1 Lifting of in-line engine (DAAE054668)
Table 19.1 Dimensions in-line engine
Engine type T/C position L [mm] H [mm] W [mm] Weights [ton]
Flexible Support Lifting tool
mounting
Engine
6L38 Free end 6220 4290 2190 51 4 0.7 0.5
6L38 Driving end 6345 4290 2190 51 4 0.7 0.5
8L38 Free end 7545 4230 2445 63 5.5 0.7 0.5
8L38 Driving end 7925 4280 2445 63 5.5 0.7 0.5
9L38 Free end 8145 4230 2445 72 6 0.7 0.5
9L38 Driving end 8525 4280 2445 72 6 0.7 0.5
Note: 5% tolerance on weights
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19. Transport dimensions and weights
Figure 19.2 Lifting of V-engine (DAAE054666)
Table 19.2 Dimensions V-engine
Engine type T/C position L [mm] H [mm] W [mm] Weights [ton]
Flexible Support Lifting tool
mounting
Engine
12V38 Free end 7385 4550 3030 88 4 0.7 5.9
12V38 Driving end 7615 4550 3030 88 4 0.7 5.9
16V38 Free end 8945 4815 3030 110 4.5 0.7 5.9
16V38 Driving end 9130 4725 3030 110 4.5 0.7 5.9
Note: 5% tolerance on weights
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19. Transport dimensions and weights
19.1 Dimensions and weights of engine parts
Figure 19.3 Turbocharger
Table 19.3 Dimensions turbocharger
Mass rotor
block [kg]
Mass T.C
[kg]
Engine A [mm] B [mm] C [mm] D [mm] E [mm] F [mm] G [mm]
type
6L38 1624 890 458 472 670 450 DN 500 1194 282
8L38 2246 1220 627 648 576 616 DN 600 2324 546
9L38 2246 1220 627 648 576 616 DN 600 2324 546
12V38 1574 1036 540 427 495 530 DN 500 1558 356
16V38 1875 1220 627 497 576 616 DN 600 2324 546
Note: For V-engines, the exhaust gas inlet is axial inlet instead of radial. For 8L FPP, T/C dimensions are
equal to 12V.
Table 19.4 Dimensions charge air cooler
Mass
[kg]
E
[mm]
D
[mm]
C
[mm]
Engine Amount
type
6L38 1 1010 850 610 600
8L38 1 1225 850 686 620
9L38 1 1225 850 686 620
12V38 2 1200 985 850 700
16V38 2 1200 985 850 750
Figure 19.4 Charge air cooler
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19. Transport dimensions and weights
Figure 19.5 Major spare parts (9604DT115d)
Note Dimensions in [mm]
1) Main bearing shell 7 kg 8) Crank pin bearing shell 6 kg
2) Cylinder liner 612 kg 9) Piston + pin 190 kg
3) Cylinder head 670 kg 10) Connecting rod 305 kg
4a) Inlet valve 6 kg 11) Crankshaft gearwheel 219 kg
4b) Outlet valve 6 kg 12) Camshaft gearwheel 147 kg
5) Valve spring in-out 3 kg 13a) Intermediate gearwheel small 80 kg
6) Fuel injector 1 kg 13b) Intermediate gearwheel large 122 kg
7) Piston pin bearing bush 6 kg 14) Fuel pump 60 kg
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19. Transport dimensions and weights
20. Project guide attachments
This and other project guides can be accessed on the internet, from the Business Online Portal at
www.wartsila.com. Project guides are available both in PDF and HTML format. Drawings are available in
PDF and DXF format, and in near future also as 3D models. Consult your sales contact at Wärtsilä to get
more information about the project guides on the Business Online Portal.
The attachments are not available in the printed version of the project guide.
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20. Project guide attachments
21. ANNEX
21.1 Unit conversion tables
The tables below will help you to convert units used in this project guide to other units. Where the conversion
factor is not accurate a suitable number of decimals have been used.
Table 21.2 Mass conversion factors
Convert from To Multiply by
kg lb 2.205
kg oz 35.274
Table 21.1 Length conversion factors
Convert from To Multiply by
mm in 0.0394
mm ft 0.00328
Table 21.4 Volume conversion factors
Convert from To Multiply by
m3 in3 61023.744
m3 ft3 35.315
m3 Imperial gallon 219.969
m3 US gallon 264.172
m3 l (litre) 1000
Table 21.3 Pressure conversion factors
Convert from To Multiply by
kPa psi (lbf/in2) 0.145
kPa lbf/ft2 20.885
kPa inch H2O 4.015
kPa foot H2O 0.335
kPa mm H2O 101.972
Table 21.6 Moment of inertia and torque conversion factors
Convert from To Multiply by
kgm2 lbft2 23.730
kNm lbf ft 737.562
Table 21.5 Power conversion factors
Convert from To Multiply by
kW hp (metric) 1.360
kW US hp 1.341
Table 21.8 Flow conversion factors
Convert from To Multiply by
m3/h (liquid) US gallon/min 4.403
m3/h (gas) ft3/min 0.586
Table 21.7 Fuel consumption conversion factors
Convert from To Multiply by
g/kWh g/hph 0.736
g/kWh lb/hph 0.00162
Table 21.10 Density conversion factors
Convert from To Multiply by
kg/m3 lb/US gallon 0.00834
kg/m3 lb/Imperial gallon 0.01002
kg/m3 lb/ft3 0.0624
Table 21.9 Temperature conversion factors
Convert from To Calculate
°C F F = 9/5 C + 32
°C K K = C + 273.15
21.1.1 Prefix
Table 21.11 The most common prefix multipliers
Name Symbol Factor
tera T 1012
giga G 109
mega M 106
kilo k 103
milli m 10-3
micro μ 10-6
nano n 10-9
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21. ANNEX
21.2 Collection of drawing symbols used in drawings
Figure 21.1 List of symbols (DAAE000806c)
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21. ANNEX

Wärtsilä enhances the business of its customers by providing them with
complete lifecycle power solutions. When creating better and environmentally
compatible technologies, Wärtsilä focuses on the marine and energy markets
with products and solutions as well as services. Through innovative products
and services, Wärtsilä sets out to be the most valued business partner of all
its customers. This is achieved by the dedication of over 18,000 professionals
manning 160 locations in 70 countries around the world. Wärtsilä is listed on
the Nordic Exchange in Helsinki, Finland.
WÄRTSILÄ® is a registered trademark. Copyright © 2008 Wärtsilä Corporation.
12.2008 / Bock´s Office / Multiprint