wartsila 46 f engine.pdf
DESCRIPTION
WARTSILA 46 F Engine.pdfTRANSCRIPT
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Technology review
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3Technology review
Design philosophy . . . . . . . . . . . . . . . . . . . . . . . . 4
Engine performance . . . . . . . . . . . . . . . . . . . . . . . 5
CASS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Engine block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Crankshaft and bearings . . . . . . . . . . . . . . . . . . . 7
Connecting rod . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Piston & piston rings. . . . . . . . . . . . . . . . . . . . . . . 8
Cylinder liner and antipolishing ring . . . . . . . . . . . 9
Cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Camshaft and valve gear . . . . . . . . . . . . . . . . . . 10
Fuel injection system . . . . . . . . . . . . . . . . . . . . . 12
Turbocharging system . . . . . . . . . . . . . . . . . . . . 14
Cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Lubrication oil system. . . . . . . . . . . . . . . . . . . . . 16
Automation system. . . . . . . . . . . . . . . . . . . . . . . 17
Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Main technical data . . . . . . . . . . . . . . . . . . . . . . 19
This is a summary of the technicall features and performanceof the Wrtsil 46F engine.
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Design philosophyThe new Wrtsil 46F engine offers outstanding
power-to-weight and power-to-space ratios in its power
range. With a bore of 46 cm and a stroke of 58 cm, the
rated output of the new Wrtsil 46F engine is 1250
kW/cyl at 600 rpm.
Full advantage is taken of the proven solutions used inthe earlier Wrtsil 46-bore engine, while new featuresand customer benefits have been added. Reliability andtotal economy are the guiding principles, althoughemission control options and installation friendliness arestrongly in focus.
The main features of the Wrtsil 46F are:
Cylinder output 1250 kW
Nominal speed 600 rpm
High thermal efficiency and low emissions
Common rail fuel injection
Conventional fuel injection with twin plunger injectionpumps, optional
Integrated automation system including speed control;extent and features according to application
Humidification of the combustion air for NOxreduction, optional (CASS - Combustion Air SaturationSystem)
Water mist catcher in the charge air system
High reliability and low maintenance costs
Safe bearing technology
Big end bearing and main bearing temperaturemonitoring
Variable Inlet Valve Closing (VIC), optional
All ancillaries are built on the engine in standardconfiguration
Also available without built-on ancillaries, severalintermediate options available
All connections concentrated at a few points.
Ancillary equipment such as pumps, thermostats andlubrication oil module can be either built on the engine orseparate. All connections are concentrated at a few pointsto reduce installation work. Pressure control valves are
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Lube oil, from standby pump
Lube oil, inlet to main pump
Lube oil, inlet from external prelube pump
Lube oil module
Lube oil thermostatic valve
Lube oil filter
HT-water pump
LT-water pump
Control oil, to filter
Control oil pump (Common Rail)
Fuel oil, inlet
Fuel oil, outlet
Main lube oil pump
Control oil, inlet
Automation system, interface to external system
Charge air cooler and water mist catcher
LT-water, inlet
LT-water, outlet
LT-water, from standby pump
Sludge, from lube oil filter
Charge air temperature control valve (LT-water by-pass)
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built on the engine for proper control of fuel andlubricating oil pressure. When pumps and thermostats arebuilt on, adjustable orifices are installed on the engine foreasy tuning of the cooling water systems.
The turbocharger can be located in either the free or inthe driving end. Transversal turbocharger alignmentmakes it possible to incline the exhaust gas outlet in thelongitudinal direction.
The embedded control and monitoring system ismodular and depending on configuration it offers eitherEthernet communication or hardwired signals to externalsystems. The minimum configuration includes integratedspeed control, fundamental safety functions and a localcontrol panel.
Engine performanceThe engine output has been achieved by increasing enginespeed instead of mean effective pressure, and the latestdevelopments in turbocharging technology have been fullyavailable to make wider use of the Miller concept.
At full-load operation, early closure of the inlet valvesgives room for a low effective compression ratio, andthereby comparatively low temperatures at the end of thecompression stroke. The charge air, being both somewhatexpanded and cooled on its way through the receiver intothe cylinders, contributes to creating the initial conditionsfavourable to an environmentally friendly combustionprocess, i.e. a low global temperature that is still highenough to guarantee reliable and stable ignition of thefuel-air mixture in the combustion chamber.
In the Wrtsil 46F engine, these advantageous initialconditions are combined with a higher engine speed and ahigh expansion ratio, i.e. with design parameters thatmake the combustion chamber expand quickly when thecombustion process has started. Due to the quickexpansion of the combustion gases, the temperatures mostcritical to intensive NOx formation in the combustionchamber are limited to the shortest time possible. Thiscombination makes the combustion process not onlyenvironmentally friendly but efficient as well, since thehigh expansion ratio also creates the required conditionsfor efficient utilization of the heat energy released bycombustion at the beginning of the power stroke.
However, it is not only the choice of thecompression/expansion ratio that makes the Wrtsil 46Fengine highly efficient. All versions of the engine areequipped with a fuel injection system that allows theoperator to adjust the injection characteristics to theprevailing load conditions, fuel in use, etc. For example,the operator can freely fine-tune the injection process toenable full use of the engine loading potential over a widepower range in order to reach the best possible fueleconomy. Alternatively, the operator can of course use thedegrees of freedom offered by the flexible fuel injectionequipment to adjust the engine to the existing limitationsof exhaust gas emissions, to minimize smoke formation.
Thermal load and mechanical stress levels are keptwithin the safety margins established by Wrtsil overdecades of engine development.
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Leak oil drain
Start air, inlet
HT-water temperature control valve
Leak oil drain
HT-water, inlet
HT-water, from standby pump
HT-water, outlet
Engine configuration options
1 2 3 4 5 6
HT pump N N
HT thermostat N N
LT pump N N N N
LT thermostat N N N
LO pump N
LO pressure control valve N
LO module* N N N N
Pre-lube pump N N N N N N
= equipment is built on to engineN = equipment not on engine*) including cooler, automatic filter and thermostats
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CASSThe new NOx reduction technology developed byWrtsil is named CASS, for Combustion Air SaturationSystem. The principle of CASS is to introduce water withthe intake air to reduce the combustion temperature andthereby the formation of NOx. Pressurized water isinjected directly after the compressor of the turbocharger.The high temperature of the compressed air evaporates thewater, which enters the cylinders as steam. A water mistcatcher prevents water in liquid state from entering thecylinders.
The anticipated NOx reduction is up to 50%, and thewater consumption is expected to be about two times thefuel oil consumption. CASS is available as an option.
Engine blockNodular cast iron is the natural choice for engine blockstoday because of its strength and stiffness properties. TheWrtsil 46F engine block design makes optimum use ofmodern foundry technology. The charge air receiver andthe HT water outlet channel are integrated into the engineblock. The cooling water is distributed around the linerswith water distribution rings at the lower end of the collar.Thus there is no wet space in the engine block around thecylinder liner.
Resilient mounting is almost standard in manyapplications today and the engine block has been designedespecially for this purpose.
Main features of the engine block:
Nodular cast iron
Rigid and self-supporting design
Dry cylinder liner
Main bearing screws and side screws
Hydraulically tightened main bearing and side screws
Easy access also for large size service personnel.
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Compressor
Heat
Waterinjection
Saturated air70...90C
Water mist catcher
Principle of CASS.
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Crankshaft and bearingsThe latest advances in combustion development require acrank gear which can operate reliably at high cylinderpressures. The crankshaft must be robust and the specificbearing loads kept at a safe level. This is achieved bycareful optimization of crankthrow dimensions and fillets.The specific bearing loads are conservative and thecylinder spacing, which is important for the overall lengthof the engine, is minimized. Besides low bearing loads, theother crucial factor for safe bearing operation is oil filmthickness. Ample oil film thickness in the main bearings isensured by optimal balancing of the rotational masses.
Main features of the crankshaft design:
Clean steel technology minimizes the amount of slagforming elements and guarantees superior materialproperties
Built up from three-pieces: crankshaft, gear and endpiece. Crankshaft itself forged in one piece
Each throw individually fully balanced for safe bearingfunction
Main bearing temperature monitoring
Patented crankpin bearing temperature monitoring
Modest bearing loads thanks to generous bearingdimensions.
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Crankpin bearing temperature monitoring.
Engine foot
Fixing rail
Resilient element
Foundation
Resilient mounting.
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Connecting rodThe three-piece connecting rod is of the marine type,where combustion forces are distributed over a maximumbearing area and the relative movements between matingsurfaces are minimized. The connecting rod is optimizedfor both strength and weight. The shank is fullymachined. The three-piece design reduces the pistonoverhauling height as piston overhauling is possiblewithout touching the big end bearing. The big endbearing can also be inspected without removing thepiston.
Main features of the connecting rod design:
Three-piece marine type design Fully machined shank Hydraulically tightened bolts Strength- and weight-optimized Easy maintenance.
Piston & piston ringsFor years, the outstanding piston concept for highly ratedheavy fuel engines has been a rigid composite piston witha steel crown and nodular cast-iron skirt. More thantwenty years of experience has fine-tuned this concept.When it comes to reliability, there is no real alternativetoday for modern engines with high cylinder pressures andcombustion temperatures.
Wrtsil-patented skirt lubrication is applied tominimize frictional losses and ensure appropriatelubrication of both piston rings and the piston skirt. InWrtsils three-ring concept each ring has a specific task.The rings are dimensioned and profiled for consistentperformance throughout their operating lives.
To avoid carbon deposits in the ring grooves of a heavy
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fuel engine, the pressure balance above and below eachring is crucial. Experience has shown that this effect ismost likely achieved with a three-ring pack. Finally, it iswell known that most frictional losses in a reciprocatingcombustion engine originate from the rings. Thus athree-ring pack is the obvious choice in this respect, too.The piston ring package and ring grooves are optimizedfor long lifetime by special wear-resistant coating andgroove treatment.
Main features of the piston design:
Two-piece composite structure
Steel crown and nodular cast-iron skirt
Two compression rings and one oil scraper ring incombination with pressure lubricated piston skirt givelow friction and high seizure resistance
Optimum temperature of the piston ring groovesprevents cold corrosion.
Cylinder liner andantipolishing ringThe thick high-collar type cylinder liner is designed tohave the stiffness needed to withstand both pretensionforces and combustion pressures with virtually nodeformation. This gives the best cylinder function andensures the tightness of the cylinder head gasket. Itstemperature is controlled by bore cooling of the upperpart of the collar to achieve a low thermal load and toavoid sulphuric acid corrosion. The cooling water isdistributed around the liners with water distribution ringsat the lower end of the collar.
In the upper end the liner is equipped with anantipolishing ring to eliminate bore polishing and reduce
lube oil consumption. Thefunction of this ring is tocalibrate the carbon depositsformed on the piston topland to a thickness smallenough to prevent anycontact between the liner walland the deposits at any pistonposition. The absence of contact between the liner andpiston top land deposits eliminates the risk of borepolishing. Nor can oil be scraped upwards by the piston.This significantly reduces liner wear and keeps the lube oilconsumption stable for long periods of time. The highstrength of the wear-resistant liner materials used for yearsin Wrtsil engines has been further increased to copewith the high combustion pressures expected in the future.
Main features of the cylinder liner design:
Centrifugal casting with high strength and good wearresistance
Bore cooled for optimum wall temperatures
High-collar technology to ensure good cylinder headgasket tightness
Antipolishing ring removes deposits from the piston topland, ensuring proper cylinder function, no borepolishing, stable lube oil consumption and low wear ofthe liner.
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Cylinder headThe cylinder head design features high reliability and easymaintenance. A stiff cone- / box-like design can cope withhigh combustion pressure, and is essential for obtainingboth liner roundness and even contact between theexhaust valves and their seats. Wrtsils vast experiencegained from heavy fuel operation all around the world hascontributed greatly to exhaust valve design anddevelopment.
The basic criterion for the exhaust valve design iscorrect temperature. This is achieved by optimized coolingand closed seat ring technology, which ensures longlifetimes for the valves and seats.
The cylinder head design is based on the four-screwconcept developed by Wrtsil and used for many years. Afour-screw cylinder head design also provides all thefreedom needed for designing the inlet and exhaust portswith a minimum of flow losses. The port design has beenoptimized using computational fluid dynamics analysis incombination with full-scale flow measurements.
Main features of the cylinder head design:
Four cylinder head screws only, giving space forflow-efficient ports
Inlet and exhaust gas ports on the same side Height and rigid design ensure even and sufficient
surface pressure on the cylinder head gasket Bore-cooled flame plate for optimum temperature
distribution Two inlet valves and two exhaust gas valves, all with
valve rotators.
Camshaft and valve gearThe engine is available with either traditional mechanicalvalve actuation or variable inlet valve actuation.
The camshaft is built of single cylinder sections withintegrated cams. The camshaft sections are connectedthrough separate bearing journals, which makes it possibleto remove the shaft sections sideways from the camshaftcompartment.
The valve follower is of the roller tappet type, where theroller profile is slightly convex for good load distribution.The valve mechanism includes rocker arms working onyokes guided by pins.
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Closed-type exhaust gas seats for efficient cooling of thevalve seats and valves.
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Both exhaust and inlet valves are equipped with valverotators to ensure safe valve and seat function. Therotation provides for even temperature distribution andwear of the valves, and keeps the sealing surface free fromdeposits.
Main features of the camshaft and valve design:
Each cylinder section of the camshaft is forged in onepiece with integrated cams
Separate bearing journals Valve follower is of the roller tappet type Traditional valve actuation Variable Inlet Valve Closing (VIC) as an option.
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VIC control valveVIC valve
VIC airbleed valve
VIC vent valve
Valv
elif
t
Crank angle
Principle layout of VIC.
VIC on engine.
Variable Inlet valve Closure (VIC), available as an option, offers the
flexibility to apply early inlet valve closure at high load for lowest
NOx levels, while good part-load performance is ensured by
completely removing the advanced inlet valve closure at part load.
The achievable change in valve timing is up to 30 crank angle.
The operating principle is based on a hydraulic device
between the valve tappet and the pushrod. Briefly, the device
can be described as two hydraulic cylinders connected through
two passages. The flow through one passage is controlled by
the position of the tappet, while the other passage is controlled
with a valve. The tappet acts on one of the hydraulic pistons
and the other piston acts on the pushrod. The pushrod can
move only when oil is flowing between the two cylinders. When
the VIC control valve is open, the pushrod follows the tappet
immediately, which results in early valve closure. When the
control valve is closed, the downward movement of the pushrod
is delayed until the piston actuated by the tappet reveals the
passage between the two cylinders. Engine oil is used as the
hydraulic medium.
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Fuel injection systemThe patented Wrtsil multihousing principle ensuresoutstanding safety of the low-pressure fuel system. Thefuel line consists of channels drilled in cast parts, whichare clamped firmly on the engine block. For easy assemblyand disassembly these parts are connected to each otherusing slide connections.
The engine is available with two different fuel injectionsystems: common rail fuel injection and conventional fuelinjection with twin plunger injection pumps. Bothsystems are characterized by high injection pressures forlow smoke emission. Common rail technology enablesoperation at any load without visible smoke.
Housing both the entire low-pressure system and thehigh-pressure system in a fully covered compartmentensures an unbeatable standard of safety.
Common rail technology offers almost unlimitedpossibilities to adjust the fuel injection process to
prevailing engine operating conditions, fuel characteristicsand emission levels. The main components in thecommon rail injection system that are designed especiallyfor the Wrtsil 46F engine are the high-pressure pumps,balance accumulators, control oil pumps and fuelinjection valves. The control oil is engine oil with
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Common Rail fuel injection system.
Common rail architecture.
The patented Multihousing with drilled channels for lowpressure fuel oil.
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additional filtration. The control oil pump is built ontothe engine.
The system high-pressure pumps are camshaft-drivenand amply dimensioned for supplying fuel to twocylinders. Each pump is connected to a fuel accumulatorthat evens out the pressure and feeds two cylinders. Theaccumulators are connected to each other throughdouble-walled pipes, a detail that both guaranteescontinuous even pressure in all accumulators and allowsthe engine to operate with one or two disconnectedhigh-pressure pumps, should this ever be necessary.
From the accumulators fuel is supplied at the requiredpressure into the cylinders through injection valvescontrolled by electro-hydraulic actuators. The individual,and therefore cylinder-specific, control of injection timingand duration is an important feature made possible by thisinjection equipment.
One safety detail worth mentioning here is that theinjection valve design ensures totally unloaded injectionnozzles between injection periods. This feature eliminatesthe risk of unintended fuel supply into cylinders caused,for example, by incomplete closure of the nozzle needle atthe end of injection.
The traditional twin-pump system, likewise, offers thepossibility to adjust the fuel injection process to prevailingengine operating conditions, fuel characteristics andemission levels.
The big difference is that common rail technologyallows for individual (cylinder-specific) control ofinjection timing and duration and for keeping theinjection pressure at a sufficiently high level over thewhole load range.
Main features of the fuel injection system design:
Common rail fuel injection
Conventional fuel injection with twin plunger injectionpumps as option
Both systems make it possible to adjust the fuelinjection process to prevailing engine operatingconditions.
Even with conventional fuel injection precise controlaccording to the prevailing conditions is possible, thanksto the twin plunger injection pumps. One plungercontrols the quantity of fuel while the other controls theinjection timing.
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quantityplunger
timingplunger
delivery valve
injector
- tappets on cambase circle
- filling of injection pump
- quantity plunger shutsoff spill port
- excessive fuel out tolow pressure side throughfilling port
- both ports areshut off
- delivery valve lifts- start of injection
- spill port opens- excessive fuel out
to low pressure sidethrough spill port
- end of injection
2. 4.1. 3.
Functional sketch of the TWIN pump fuel injection system.
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Turbocharging systemTurbocharger technology has undergone intense designand performance development in recent years, resulting inhigh performance and high reliability. Only the bestavailable charger technology is used on the Wrtsil 46F.The engine is equipped with a one-stage turbochargingsystem that best fulfils the requirements of eachapplication.
The standard is a single-pipe exhaust gas (SPEX)system, with the option of exhaust wastegate or air bypassaccording to the application. The SPEX system is designedto apply the benefits of both pulse charging and constantpressure charging. SPEX is able to utilize the pressurepulses without disturbing the cylinder scavenging. Lubeoil cooled chargers are used with inboard plain bearingslubricated from the engines lube oil system. All thismakes for longer intervals between overhauls and reducedmaintenance.
The charge air receiver is integrated into the engineblock. The two-stage self-supporting charge air coolerconsists of separate HT and LT water sections, whichgives an advantage for heat recovery applications. Thecharge air temperature is controlled by an LT watertemperature control valve (bypass valve). The engine has awater mist catcher as standard, enabling humidification ofthe air for reduced NOx emissions.
Main features of the turbocharging system:
One-stage turbocharging
Oil-cooled turbocharger with plain bearings lubricatedby engine oil
Two-stage charge air cooler
LT water bypass valve for charge air temperaturecontrol
Charge air receiver integrated into the engine block
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Turbocharger.
SPEX.
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Water mist catcher, enabling humidification of the airfor reduced NOx emissions
Air and exhaust waste gate functions for best engineperformance
Single-pipe exhaust gas system (SPEX) optimized foreach cylinder configuration
Cooling systemThe cooling system on the engine is split into two separatecircuits: high-temperature (HT) and a low-temperature(LT). The cylinder liner, the cylinder head and the firststage in the charge air cooler are connected to the HT
circuit. The lubricating oil cooler and the second stage inthe charge air cooler are connected to the LT circuit.
The amount of water passing through the LT stage inthe charge air cooler is controlled by a thermostatic valveto maintain the desired intake air temperature, regardlessof load level or variations in cooling water temperature.Engine-driven pumps and built-on thermostatic valves arestandard. As an option the engine is also available withoutpumps and thermostats.
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Lubricatingoilcooler
Chargeair coolerLT
LTpump
Chargeair coolerHT
Cyl.
HTpump
Heat recovery
Pre-heater
Centralcooler
LTstand-bypump HT
stand-bypump
Principle layout of the cooling system.
Charge air system.
Water pumps.
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Lubricating oil systemThe engine is available either with a complete built-onlube oil system or with the lube oil pump, lube oil filterand lube oil cooler separately installed in the engine room.The oil sump is of the dry type, i.e. a separate system oiltank is needed.
The built-on lube oil system comprises: Engine-driven main lube oil pump (screw type) with
built-in safety valve Pressure regulating valve that keeps the pressure before
the main bearings at a constant level Lubricating oil module including lube oil cooler, full
flow automatic filter and thermostatic valves Special running-in filters before each main bearing,
camshaft line and turbocharger Centrifugal filter for lube oil quality indication On in-line engines the lubricating oil module is always
located at the opposite end to the turbocharger. The lube oil filtration is based on an automatic
back-flushing filter. This requires a minimum ofmaintenance and needs no disposable filter cartridges
Connections for stand-by auxiliaries.
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Automatic filterOil cooler
Oil pump
Cen
trifu
gal
filte
r
System oil tank
Dry oil sump
Electricstand-byoil pump
Electricpre-lubeoil pump
Suctionstrainer
Principle layout of the lubricating system.
Lubricating oil system.
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Automation systemThe Wrtsil 46F engine is equipped with a scaleableembedded control system that can cover a wide range ofengine applications. Reliability and serviceability were themain cornerstones of this systems design.
The on-engine electronics are designed to match theharsh environment on a large diesel engine, while alsoallowing fault tracing and maintenance on board withcommonly available tools. A non-repairable harness designis not used. The system is designed for use with commonmarine type cables. For fault tracing all connections pointsin the systems are easily accessible, and replacing theelectronics is easy.
The automation system is based on a number of hardwaremodules:
Engine Safety Module (ESM) handles engine safetyfunctions in a partly redundant hardwareimplementation
Local Control Panel (LCP) collects the local engineinstrumentation as well as local control functions fore.g. engine start and stop
Main Control Module (MCM) handles the speedcontrol and overall engine functionality
Input Output Modules (IOM) take care ofmeasurements of the engine instrumentation
Cylinder Control Modules (CCM) independentlyhandle the electronic fuel injection control.The architecture is based on CAN (controller area
network) communication between the modules, andEthernet communication to external automation systems.The system also internally implements redundancy onselected systems and components.
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The following illustration describes the control systemfor the 46F common rail engine, with the EFIC controlby the CCM modules, speed/load and main enginecontrol by the MCM controller, and engine safetyhandled by the ESM module.
As the engine is also available with conventional dieselinjection equipment on request, the system can also be
scaled to match systems where only the fundamentalengine safety is handled by the ESM module and thespeed/load control is handled by the MCM module.Other measurements are taken out to external automationsystems. On request, an engine with conventional dieselinjection can also be supplied with a fully embeddedcontrol system.
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LCP(Local control panel)
MCM(Speed controller)
ESM(Engine safety module)
CCM(Cylinder control module)
IOM
(Input outputmodule)
MCM(additional I/O)
Ethernet toexternalsystems
MCM(Speed controller)
ESM(Engine safety module)
Hardwired measurementsto external systems
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Main technical dataMarine engines, In-line engineCylinder bore: 460 mmPiston stroke: 580mmSpeed: 600 rpmMean effective pressure: 25.9 barPiston speed: 11.6 m/sOutput/cylinder: 1250 kWFuel specification:Fuel oil 730 cSt/50 C
ISO 8217, category ISO-F-RMG-RMK 55
Rated Power: Propulsion engines
Cylinderconfiguration
kW* BHP*
6L46F 7500 10200
7L46F 8750 11900
8L46F 10000 13600
9L46F 11250 15300
*At flywheel
Principal engine dimensions (mm) and weights (tonnes)**
Cylinderconfiguration
A B C Weight (dry)
6L46F 8300 2830 4850 97
7L46F 9120 2830 4850 113
8L46F 10000 3080 5100 124
9L46F 10820 3180 5100 140
** Subject to revision without notice
A = Total lengthB = Total breadthC = Total height (from the bottom of the oil sump to the exhaust gas outlet)
MaintenanceDuring design and development the engine manufactureremphasizes the necessity for easy maintenance byincluding tooling and easy access in the basic design andby providing easy-to-understand instructions.
The Wrtsil 46F maintenance principle is substantiatedby the following:
A cylinder head with four fixing studs and simultaneoushydraulic tightening of all four studs
A hydraulic jack for overhaul of the main bearing Uniform one-cylinder camshaft pieces Slip-on fittings wherever possible Exhaust gas system insulation using easy-to remove
panels on an engine-mounted frame The three-piece connecting rod allows inspection of the
big end bearing without removal of the piston, andpiston overhaul without dismantling the big endbearing
Weight-optimized and user-friendly maintenance tools
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Wrtsil CorporationP.O.Box 196FIN-00531 Helsinki
Tel: +358 10 709 0000Fax: +358 10 709 5700
Wrtsil is The Ship Power Supplier for builders, owners and operators
of vessels and offshore installations. We are the only company with a
global service network to take complete care of customers ship
machinery at every lifecycle stage.
Wrtsil is a leading provider of power plants, operation and lifetime
care services in decentralized power generation.
The Wrtsil Group includes Imatra Steel, which specializes in special
engineering steels.
For more information visit www.wartsila.com
WRTSIL is a registered trademark. Copyright 2004 Wrtsil Corporation.
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Technology reviewDesign philosophy 4Engine performance 5CASS 6Engine block 6Crankshaft and bearings 7Connecting rod 8Piston & piston rings 8Cylinder liner and antipolishing ring 9Cylinder head 10Camshaft and valve gear 10Fuel injection system 12Turbocharging system 14Cooling system 15Lubrication oil system 16Automation system 17Maintenance 19Main technical data 19