Wartsila O E RT Flex60c MIM

Marine Installation Manual
Issue November 2005
Wrtsil Switzerland Ltd PO Box 414 CH-8401 Winterthur Switzerland

2005 Wrtsil Switzerland Ltd, Printed in Switzerland
Tel. +41 52 262 49 22 Fax +41 52 212 49 17 http://www.wartsila.com
This issue of this Marine Installation Manual (MIM) is the third edition covering the
Wrtsil 59RT-flex60C two-stroke marine diesel engines.
This issue supersedes the MIM RT-flex60C, issue October 2003 and
the ESPM RT-flex60C, issue April 2003.
This manual covers the Wrtsil RT-flex60C engines with the following MCR:
Power per cylinder Speed 2360 kW 114 rpm 3210 bhp
Attention is drawn to the following: a) b) c) d) All data are related to engines tuned for compliance with the IMO-2000 regulations. The engine performance data (BSFC, BSEF and tEaT) and other data can be obtained from the winGTD-program. The inclusion of information referring to IMO-2000 regulations. The inclusion of information referring to winGTD (version 2.8) on the CD-ROM, available on request. This CD-ROM also contains the complete manual (MIM).
This Marine Installation Manual is complete within itself, an additional Engine Selection and Project Manual (ESPM) is not required.
25.81.07.40 Issue XI.05 Rev. 0
Wrtsil Switzerland Ltd
List of contents
A
A1 A2 A2.1 A2.2 A2.3
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A1
Primary engine data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Delta Tuning of RT-flex engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Delta Tuning outline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Further aspects of Delta Tuning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A2 A3 A3 A3 A4
B
B1 B2
Engine description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B1
Engine description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine numbering and designation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B1 B4
C
C1 C1.1 C1.2 C1.2.1 C1.2.2 C1.3 C1.4 C1.5 C1.5.1 C2 C2.1 C2.2 C2.3 C2.4 C3 C3.1 C4 C5 C6
General engine data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C1

Engine layout field and load range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Layout field . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rating points R1, R2, R3 and R4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Continuous service rating (CSR=NOR=NCR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Contract maximum continuous rating (CMCR = Rx) . . . . . . . . . . . . . . . . . . . . . . . . . . Load range limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Load range with main-engine driven generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Load range limit with controllable pitch propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Requirements for control system with CPP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Reference conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Design conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ancillary system design parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine performance data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Turbocharger and scavenge air cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Turbocharger and scavenge air cooler selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C1 C1 C1 C2 C2 C2 C3 C4 C5 C6 C6 C6 C6 C6 C7 C8
Auxiliary blower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C10 Electrical power requirement in [kW] . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C10 Pressure and temperature ranges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C10
25.81.07.40 Issue XI.05 Rev. 0
List of contents
C7 C7.1 C7.1.1 C7.1.2 C7.1.3 C7.2 C7.2.1 C7.2.2 C7.2.3 C7.2.4 C7.2.5
Available CD-ROM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Installation of winGTD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . System requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Changes to previous versions of winGTD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Using winGTD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Data input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Output results . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Service conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Saving a project . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
C12 C12 C12 C12 C12 C12 C12 C12 C13 C13 C13
D
D1 D1.1 D1.2 D1.2.1 D1.2.2 D1.2.3 D1.3 D1.3.1 D1.3.2 D1.3.2.1 D1.3.2.2 D1.4 D1.5 D1.5.1 D1.5.2 D1.6 D1.6.1 D1.6.2 D1.7 D1.8 D1.9 D2 D3 D3.1 D3.2 D3.3 D3.4
Engine dynamics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D1
Vibration aspects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D1 External forces and moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D1 Balancing free first order moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2 Balancing free second order moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2 Power related unbalance (PRU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3 Lateral engine vibration (rocking) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D4 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D4 Reduction of lateral vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D5 Engine stays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D5 Electrically driven compensator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D5 Longitudinal engine vibration (pitching) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6 Torsional vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6 Reduction of torsional vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D7 Axial vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D8 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D8 Reduction of axial vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D8 Hull vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D9 External forces and moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10 Summary of countermeasures for dynamic effects . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11 System dynamics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12 Order forms for vibration calculations and simulation . . . . . . . . . . . . . . . . . . . . . . . . . Marine installation Torsional Vibration Calculation . . . . . . . . . . . . . . . . . . . . . . . . . . . . Testbed installation Torsional Vibration Calculation . . . . . . . . . . . . . . . . . . . . . . . . . . . Marine installation Coupled Axial Vibration Calculation . . . . . . . . . . . . . . . . . . . . . . . . Marine installation Bending Vibration & Alignment Calculation . . . . . . . . . . . . . . . . . D12 D13 D14 D15 D16
25.81.07.40 Issue XI.05 Rev. 0
List of contents
E
E1 E1.1 E1.2 E2 E3 E3.1 E3.2
Auxiliary power generation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E1

General information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . System description and layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Waste heat recovery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Power take off (PTO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Arrangements of PTO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PTO power and speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E1
E1
E2
E2 E2
E2
E2
F
F1 F1.1 F1.2 F1.3 F1.3.1 F1.3.2 F1.3.3
Ancillary systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F1
General information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Part-load data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine system data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Questionnaire for engine data (winGTD, see section C7.2) . . . . . . . . . . . . . . . . . . . . Engine system data for central fresh water cooling system (single-stage)
at nominal maximum continuous rating (R1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine system data for central fresh water cooling system (two-stage)
at nominal maximum continuous rating (R1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Piping systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cooling water and pre-heating systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Central fresh water cooling
system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Central fresh water cooling system components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General recommendations for design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cooling water treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fresh water generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pre-heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lubricating oil systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lubricating oil systems for turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Main lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Main lubricating oil system components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cylinder lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lubricating oil maintenance and treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lubricating oil separator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lubricating oil requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lubricating oil drain tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F1
F1
F1
F1
F2
F3
F5 F6
F6
F6
F6
F13
F18
F18
F19
F21
F22
F22
F22
F22
F29
F30
F30
F30
F30
F34
F2 F2.1 F2.2 F2.2.1 F2.2.1.1 F2.2.2 F2.2.2.1 F2.2.3 F2.2.4 F2.3 F2.3.1 F2.3.2 F2.3.3 F2.3.4 F2.3.5 F2.3.6 F2.3.6.1 F2.3.7 F2.3.8
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List of contents
F2.3.9 F2.3.9.1 F2.3.9.2 F2.3.9.3 F2.3.9.4 F2.3.9.5 F2.3.9.6 F2.4 F2.4.1 F2.4.2 F2.4.3 F2.4.3.1 F2.4.3.2 F2.4.3.3 F2.4.4 F2.4.5 F2.4.6 F2.4.7 F2.4.7.1 F2.4.7.2 F2.4.7.3 F2.5 F2.5.1 F2.5.2 F2.5.3 F2.5.4 F2.5.4.1 F2.5.5 F2.6 F2.6.1 F2.7 F2.8 F2.9 F3 F3.1 F3.1.1 F3.2 F4 F4.1 F4.2 F5
Flushing the lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Preparation before flushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flushing external lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flushing within the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Circulation of lubricating oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cylinder oil supply system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel oil systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel oil requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel oil treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Settling tanks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Daily tanks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Centrifugal separators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pressurized fuel oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel oil system on the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Heavy fuel oil system components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flushing the fuel oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Preparation before flushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flushing procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Starting and control air systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . System layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Capacities of air compressor and receiver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Starting and control air system specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Control air system supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General service and working air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Leakage collection system and washing devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Exhaust gas system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Air vents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine-room ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ambient temperature consideration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine air inlet Operating temperatures from 45C to 5C . . . . . . . . . . . . . . . . . . . Scavenge air system arctic conditions at operating temperatures below 5C . . . Air filtration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
F43 F43 F44 F44 F45 F45 F45 F46 F46 F46 F50 F52 F52 F52 F53 F55 F57 F62 F62 F62 F63 F64 F64 F64 F64 F66 F66 F66 F67 F67 F71 F73 F74 F75 F75 F75 F77
Pipe size and flow details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F79 Pipe velocities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F79 Piping symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F80 Engine pipe connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F83
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G
G1 G1.1 G1.2 G1.3 G2 G2.1 G2.2 G2.2.1 G2.2.2 G2.2.3 G2.3 G2.3.1 G2.3.2 G3 G3.1 G3.2 G3.3 G4 G4.1 G4.2 G4.3 G4.4
Engine management systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . G1

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DENIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . WECS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAPEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G1
G3
G3
G3
DENIS-9520 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3
Propulsion control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4
Approved propulsion control systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5
Functions of the propulsion
control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G7
Recommended manoeuvring characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G8
Interface to alarm and monitoring systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G9
General layout operator interface OPI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G9
Alarm sensors and safety functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G11
WECS-9520 flex engine control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . WECS-9520 system layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . WECS-9520 online spare module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . WECS-9520 communication to external systems . . . . . . . . . . . . . . . . . . . . . . . . . . MAPEX Engine Fitness Family . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SIPWA-TP (Piston-ring Wear) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Mapex-PR (Piston-running Reliability) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Mapex-TV / AV (Torsional Vibration / Axial Vibration Detection) . . . . . . . . . . . . . . . . MAPEX-SM (Spare parts and Maintenance) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G15
G15
G15
G15
G18
G19
G21
G23
G24
H
H1 H2 H2.1 H2.2 H2.3 H2.4 H2.4.1 H2.4.2 H3
General installation aspects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H1

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Dimensions and masses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Thermal expansion at the turbocharger expansion joint . . . . . . . . . . . . . . . . . . . . . . . Contents of fluid in the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Space requirements and dismantling heights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Crane requirements: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Piston dismantling heights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Outlines of RT-flex60C engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H1 H2
H2
H5
H6
H6
H6
H6
H9
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H4 H4.1 H4.2 H5 H5.1 H5.2 H5.2.1 H5.2.2 H5.2.2.1 H5.2.2.2 H5.2.2.3 H5.2.3 H5.2.3.1 H5.2.3.2 H5.2.3.3 H5.2.4 H5.2.4.1 H5.2.4.2 H5.2.5 H5.2.6 H5.2.7 H5.2.8 H5.2.9 H5.3 H5.3.1 H6 H6.1 H7 H7.1 H7.2 H7.3 H7.3.1 H8 H8.1 H8.2 H8.2.1 H9 H9.1 H9.2
Platform arrangements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H24 Platform outline views . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H24 Platform details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H36 Engine seating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine seating with epoxy resin chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Thrust sleeve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Drilling of the holes in the tank top plate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Chock thickness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fitted stud . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Drilling of the holes in the tank top plate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Chock thickness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pouring of the epoxy resin chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Conditions before pouring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pouring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tightening the holding-down studs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine foundation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine holding-down studs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine seating side stoppers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Chocking and drilling plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine alignment tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Position of engine alignment tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H37 H37 H37 H37 H37 H37 H37 H37 H38 H38 H38 H38 H38 H38 H38 H39 H39 H41 H45 H51 H57 H58
Engine coupling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H63 Fitting coupling bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H63 Engine earthing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Preventive action . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Earthing slip-rings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Main shaft earthing system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine stays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Stays arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Installation of lateral and longitudinal stays hydraulic and friction types . . . . . . . . H67 H67 H67 H68 H68 H70 H70 H70 H70
Fire protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H73 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H73 CO2 connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H73
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I1 I1.1 I1.1.1 I1.1.2 I1.1.3 I1.1.4 I1.1.5 I1.2 I1.2.1 I1.2.2 I2 I2.1 I2.2 I2.3
Engine emissions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I1
Exhaust gas emissions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IMO-2000 regulations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IMO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Establishment of emission limits for ships . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Regulation regarding NOx emissions of diesel engines . . . . . . . . . . . . . . . . . . . . . . . Date of application of Annex VI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Procedure for certification of engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Measures for compliance with the IMO regulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . Low NOx Tuning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Extended measures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine surface sound pressure level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine exhaust sound pressure level at funnel top . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine structure borne noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I1 I1 I1 I1 I1 I1 I2 I2 I2 I2 I3 I3 I4 I5
J
J1 J2 J3 J4 J5 J5.1 J5.2
Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Standard tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J1 J2
Recommended special tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J40 Special tools, on loan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J44 Storage proposal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J46 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J46 Tool panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J47
K
K1 K2 K3 K4 K5
Spare parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine spare parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K1 K2
Spare parts for flex system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K19 Turbocharger spare parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K22 Mounting and storage proposals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K23
25.81.07.40 Issue XI.05 Rev. 0
List of contents
L
L1 L1.1 L1.2 L1.3 L1.4 L1.4.1 L1.4.2 L1.4.2.1 L1.4.2.2 L1.4.2.3 L1.4.2.4 L1.4.3 L1.4.4 L1.4.5 L1.4.6 L1.4.7 L1.4.7.1 L1.4.7.2 L1.4.7.3 L1.4.7.4 L1.4.7.5 L1.4.7.6 L2 L2.1
Engine dispatch and installation . . . . . . . . . . . . . . . . . . . . . . . . . L1

Dismantling pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L1 Treatment against corrosion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L1 Engine dismantling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L2 Engine dispatch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3 Engine installation and alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4 Removing rust preventing oils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4 Shafting alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4 Shafting alignment calculation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4 Recommendation for the alignment layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5 Service related influences on alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5 Propeller thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6 Installation and assembly of sub-assemblies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6 Installing a complete engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L7 Installing an engine from assembled sub-assemblies . . . . . . . . . . . . . . . . . . . . . . . . . L7 Engine installation with ship on slipway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L7 Final engine alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8 Prerequisites . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8 Engine alignment towards propulsion shaft line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8 Engine alignment towards foundation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8 Alignment check in uncoupled condition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L9 Alignment check in coupled condition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L9 Jack-up test for main bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10 Official shop trial . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L12 Wrtsil trial report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L12
M
M1 M2 M3
Appendix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M1
Reference to other Wrtsil Ltd publications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SI dimensions for internal combustion engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Approximate conversion factors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M1 M2 M3
25.81.07.40 Issue XI.05 Rev. 0
List of figures
Fig. A1 Fig. A2 Fig. A3 Fig. B1 Fig. B2 Fig. B3 Fig. B4 Fig. C1 Fig. C2 Fig. C3 Fig. C4 Fig. C5 Fig. C6 Fig. C7 Fig. C8 Fig. C9 Fig. C10 Fig. C11 Fig. D1 Fig. D2 Fig. D3 Fig. D4 Fig. D5 Fig. D6 Fig. D7 Fig. D8 Fig. D9 Fig. E1 Fig. E2 Fig. F3 Fig. F4 Fig. F5 Fig. F6 Fig. F7 Fig. F8 Fig. F9
Power/speed range of all IMO-2000 regulation compatible RTA and RT-flex engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A1 Comparison of Delta Tuning and Standard Tuning . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3 Delta Tuning area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A4 Comparison of Wrtsil RTA engines and RT-flex engines. . . . . . . . . . . . . . . . . . . . . B1 Wrtsil RT-flex60C cross section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2 Wrtsil RT-flex system, key parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3 Engine numbering and designation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4 Layout field of the Wrtsil RT-flex60C engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C1 Load range limits, with the load diagram of an engine corresponding to a specific rating point Rx . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3 Load range diagram for an engine equipped with a main-engine driven generator, whether it is a shaft generator or a PTO-driven generator . . . . . . . . . . . . . . . . . . . . . C3 Load range diagram for CPP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4 Scavenge air cooler details (rated at R1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C7 Turbocharger and scavenge air cooler selection (ABB TPL type turbochargers) . . C8 Turbocharger and scavenge air cooler selection (MHI MET type turbochargers) . . C9 winGTD: Selection of engine window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C12 winGTD: Main window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C12 winGTD: General technical data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C13 winGTD: Two-stroke engine propulsion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C13 External forces and moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D1 Locating electrically driven compensator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2 Free external mass moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3 External forces and moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D4 General arrangement of lateral stays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D5 General arrangement of friction stays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D5 Vibration damper (Viscous type) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D7 Vibration damper (Geislinger type) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D7 Axial damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D8 Heat recovery, typical system layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E1 Tunnel PTO gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2 Central fresh water cooling system with single-stage SAC and integrated HT circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3 Central fresh water cooling system with single-stage SAC and separate HT circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F4 Central fresh water cooling system with two-stage SAC and integrated HT circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5 Central fresh water cooling system: layout for single-stage scavenge air cooler and integrated HT circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F7 Central fresh water cooling system: layout for single-stage scavenge air cooler and separate HT circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F9 Central fresh water cooling system: layout for two-stage scavenge air cooler and integrated HT circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F11 Central cooling water system expansion tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F15
25.81.07.40 Issue XI.05 Rev. 0
List of figures
Fig. F10 Fig. F11 Fig. F12 Fig. F13 Fig. F14 Fig. F15 Fig. F16 Fig. F17 Fig. F18 Fig. F19 Fig. F20 Fig. F21 Fig. F22 Fig. F23 Fig. F24 Fig. F25 Fig. F26 Fig. F27 Fig. F28 Fig. F29 Fig. F30 Fig. F31 Fig. F32 Fig. F33 Fig. F34 Fig. F35 Fig. F36 Fig. F37 Fig. F38 Fig. F39 Fig. F40 Fig. F41 Fig. F42 Fig. F43 Fig. F44 Fig. F45 Fig. F46 Fig. F47 Fig. F48 Fig. F49 Fig. F50 Fig. F51 Fig. F52
Central cooling water system expansion tank (LT circuit) . . . . . . . . . . . . . . . . . . . . . . Central cooling water system expansion tank (HT circuit) . . . . . . . . . . . . . . . . . . . . . . Fresh water generator installation alternative A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fresh water generator installation alternative B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pre-heating power requirement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lubricating oil system for 1 x ABB TPL77-B and TPL80-B turbochargers . . . . . . . . Lubricating oil system for 2 x ABB TPL77-B turbochargers . . . . . . . . . . . . . . . . . . . . Lubricating oil system on the engine (drawing 1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lubricating oil system on the engine (drawing 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lubricating oil treatment and transfer system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Arrangement of vertical lubricating oil drains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Vertical drain connection details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Layout of vertical oil drains for 5RT-flex60C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Layout of vertical oil drains for 6RT-flex60C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Layout of vertical oil drains for 7RT-flex60C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Layout of vertical oil drains for 8RT-flex60C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Layout of vertical oil drains for 9RT-flex60C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lubricating oil drain tank, vertical oil drains. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flushing the lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Typical viscosity / temperature diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Heavy fuel oil treatment and tank system layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pressurized fuel oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel oil system on the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel oil system mixing unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Filter arrangements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel oil system flushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Starting and control air system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Leakage collection and washing system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Sludge oil trap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Arrangement of automatic water drain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Determination of exhaust pipe diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Estimation of exhaust gas density . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Estimation of exhaust pipe diameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Direct suction of combustion air main and auxiliary engine . . . . . . . . . . . . . . . . . . . Scavenge air system for arctic conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Blow-off effect under arctic conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Air filter size . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Piping symbols 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Piping symbols 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Piping symbols 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pipe connection plan for RT-flex60C engines with 2 x ABB TPL73-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pipe connection plan for RT-flex60C engines with 2 x ABB TPL73-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
F16 F17 F19 F20 F22 F23 F25 F26 F27 F28 F31 F34 F36 F37 F38 F39 F40 F41 F42 F43 F49 F50 F54 F56 F59 F60 F62 F65 F68 F69 F70 F71 F72 F72 F74 F75 F76 F78 F80 F81 F82 F83 F84
25.81.07.40 Issue XI.05 Rev. 0
List of figures
Fig. F53 Fig. F54 Fig. F55 Fig. F56 Fig. F57 Fig. F58 Fig. F59 Fig. F60 Fig. F61 Fig. F62 Fig. F63 Fig. F64 Fig. G1 Fig. G2 Fig. G3 Fig. G4 Fig. G5 Fig. G6 Fig. G7 Fig. G8 Fig. G9 Fig. G10 Fig. H1 Fig. H2 Fig. H3 Fig. H4 Fig. H5 Fig. H6 Fig. H7 Fig. H8
Pipe connection plan for 7RT-flex60C engine with 2 x ABB TPL73-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pipe connection plan for 7RT-flex60C engine with 2 x ABB TPL73-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pipe connection plan for RT-flex60C engines with 2 x MHI MET66SE turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pipe connection plan for RT-flex60C engines with 2 x MHI MET66SE turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pipe connection plan for 8RT-flex60C engine with 2 x MHI MET66SE turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pipe connection plan for 8RT-flex60C engine with 2 x MHI MET66SE turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pipe connection plan for 9RT-flex60C engine with 2 x MHI MET66SE turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pipe connection plan for 9RT-flex60C engine with 2 x MHI MET66SE turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pipe connection details (124) for RT-flex60C engines with 2 x ABB TPL73-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pipe connection details (2545) for RT-flex60C engines with 2 x ABB TPL73-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pipe connection details (124) for RT-flex60C engines with 2 x MHI MET66SE turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pipe connection details (2545) for RT-flex60C engines with 2 x MHI MET66SE turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EMS concept comprising DENIS, WECS and MAPEX modules . . . . . . . . . . . . . . . . RT-flex automation layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DENIS-9520 remote control system layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Recommended manoeuvring characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Integrated/split solution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General system layout of WECS-9520 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SIPWA-TP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAPEX-PR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAPEX-AV / TV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAPEX-communication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Thermal expansion, dimensions X, Y, Z . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Space requirements and dismantling heights for vertical piston lifting . . . . . . . . . . . Space requirements and dismantling heights for vertical piston lifting with double-jib/special crane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . End elevation of Wrtsil 5RT-flex60C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Exhaust side elevation of Wrtsil 5RT-flex60C engine . . . . . . . . . . . . . . . . . . . . . . . Plan view of Wrtsil 5RT-flex60C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . End elevation of Wrtsil 6RT-flex60C engine with 2 x ABB TPL73-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
F85 F86 F87 F88 F89 F90 F91 F92 F93 F94 F95 F96 G1 G2 G6 G8 G10 G17 G20 G22 G23 G24 H2 H5 H7 H8 H9 H10 H11 H12
25.81.07.40 Issue XI.05 Rev. 0
List of figures
Fig. H9 Fig. H10 Fig. H11 Fig. H12 Fig. H13 Fig. H14 Fig. H15 Fig. H16 Fig. H17 Fig. H18 Fig. H19 Fig. H20 Fig. H21 Fig. H22 Fig. H23 Fig. H24 Fig. H25 Fig. H26 Fig. H27 Fig. H28 Fig. H29 Fig. H30 Fig. H31 Fig. H32 Fig. H33 Fig. H34
Exhaust side elevation of Wrtsil 6RT-flex60C engine with 2 x ABB TPL73-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plan view of Wrtsil 6RT-flex60C engine with 2 x ABB TPL73-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . End elevation of Wrtsil 7RT-flex60C engine with 2 x ABB TPL73-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Exhaust side elevation of Wrtsil 7RT-flex60C engine with 2 x ABB TPL73-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plan view of Wrtsil 7RT-flex60C engine with 2 x ABB TPL73-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . End elevation of Wrtsil 8RT-flex60C engine with 2 x ABB TPL73-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Exhaust side elevation of Wrtsil 8RT-flex60C engine with 2 x ABB TPL73-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plan view of Wrtsil 8RT-flex60C engine with 2 x ABB TPL73-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . End elevation of Wrtsil 9RT-flex60C engine with 2 x MHI MET66SE turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Exhaust side elevation of Wrtsil 9RT-flex60C engine with 2 x MHI MET66SE turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plan view of Wrtsil 9RT-flex60C engine with 2 x MHI MET66SE turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . End elevation for 5RT-flex60C engines fitted with 1 x ABB TPL77-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Top view for 5RT-flex60C engines fitted with 1 x ABB TPL77-B turbochargers . . . . End elevation for 6RT-flex60C engines fitted with 2 x ABB TPL73-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Top view for 6RT-flex60C engines fitted with 2 x ABB TPL73-B turbochargers . . . . End elevation for 7RT-flex60C engines fitted with 2 x ABB TPL73-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Top view for 7RT-flex60C engines fitted with 2 x ABB TPL73-B turbochargers . . . . End elevation for 8RT-flex60C engines fitted with 2 x 73-B turbochargers . . . . . . . Top view for 8RT-flex60C engines fitted with 2 x ABB TPL73-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . End elevation for 8RT-flex60C engines fitted with 2 x ABB TPL77-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Top view for 8RT-flex60C engines fitted with 2 x ABB TPL77-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . End elevation for 9RT-flex60C engines fitted with 2 x MHI MET66SE turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Top view for 9RT-flex60C engines fitted with 2 x MHI MET66SE turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine seating and foundation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine seating (foundation) with epoxy resin chocks . . . . . . . . . . . . . . . . . . . . . . . . . Cross section of thrust sleeve with holding-down stud and epoxy resin chocks . . .
H13 H14 H15 H16 H17 H18 H19 H20 H21 H22 H23 H24 H25 H26 H27 H28 H29 H30 H31 H32 H33 H34 H35 H39 H40 H41
25.81.07.40 Issue XI.05 Rev. 0
List of figures
Fig. H35 Fig. H36 Fig. H37 Fig. H38 Fig. H39 Fig. H40 Fig. H41 Fig. H42 Fig. H43 Fig. H44 Fig. H45 Fig. H46 Fig. H47 Fig. H48 Fig. H49 Fig. H50 Fig. H51 Fig. H52 Fig. H53 Fig. H54 Fig. H55 Fig. H56 Fig. H57 Fig. H58 Fig. H59 Fig. H60 Fig. H61 Fig. H62 Fig. H63 Fig. H64 Fig. H65 Fig. I1 Fig. I2 Fig. I3 Fig. I4 Fig. I5 Fig. J1 Fig. J2 Fig. J3 Fig. J4
Cross section of fitted holding-down stud with epoxy resin chocks . . . . . . . . . . . . . . Cross section of normal holding-down stud with epoxy resin chocks . . . . . . . . . . . . Engine holding-down studs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Details of sleeve, sockets, and round nuts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine seating side stoppers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5RT-flex60C engine side stopper arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6RT-flex60C engine side stopper arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7RT-flex60C engine side stopper arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8RT-flex60C engine side stopper arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9RT-flex60C engine side stopper arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5RT-flex60C Cchocking and drilling plan for engine seating with epoxy resin chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6RT-flex60C Cchocking and drilling plan for engine seating with epoxy resin chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7RT-flex60C Cchocking and drilling plan for engine seating with epoxy resin chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8RT-flex60C Cchocking and drilling plan for engine seating with epoxy resin chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9RT-flex60C Cchocking and drilling plan for engine seating with epoxy resin chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Drilling plan details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Alignment with hydraulic jack and wedge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Arrangement with jacking screw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Position of engine alignment tools for 5RT-flex60C. . . . . . . . . . . . . . . . . . . . . . . . . . . . Position of engine alignment tools for 6RT-flex60C. . . . . . . . . . . . . . . . . . . . . . . . . . . . Position of engine alignment tools for 7RT-flex60C. . . . . . . . . . . . . . . . . . . . . . . . . . . . Position of engine alignment tools for 8RT-flex60C . . . . . . . . . . . . . . . . . . . . . . . . . . . Position of engine alignment tools for 9RT-flex60C . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine coupling fitted bolt arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Details of coupling bolt and nut . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine coupling and flywheel casing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Shaft earthing arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Shaft earthing slip-ring arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Shaft earthing with condition monitoring facility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lateral stay details hydraulic type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lateral and longitudinal stay details friction type . . . . . . . . . . . . . . . . . . . . . . . . . . . . Speed dependent maximum average NOx emissions by engines . . . . . . . . . . . . . . . Wrtsil RT-flex60C: compliance with IMO regulations . . . . . . . . . . . . . . . . . . . . . . . . Engine sound pressure level at 1 m distance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine exhaust gas sound pressure level at funnel top . . . . . . . . . . . . . . . . . . . . . . . Structure borne noise level at engine feet vertical . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tool panel storage arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tool panel location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tool panel 1: General tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tool panel 2: for valve seat grinding / control tools . . . . . . . . . . . . . . . . . . . . . . . . . . . .
H41 H42 H43 H44 H45 H46 H47 H48 H49 H50 H51 H52 H53 H54 H55 H56 H57 H57 H58 H59 H60 H61 H62 H64 H65 H66 H68 H68 H69 H71 H72 I1 I2 I3 I4 I5 J46 J47 J48 J49
25.81.07.40 Issue XI.05 Rev. 0
List of figures
Fig. J5 Fig. J6 Fig. J7 Fig. J8 Fig. J9 Fig. J10 Fig. K1 Fig. K2 Fig. K3 Fig. K4 Fig. K5 Fig. K6 Fig. K7 Fig. K8 Fig. K9 Fig. K10 Fig. K11 Fig. K12 Fig. K13 Fig. K14 Fig. K15 Fig. K16 Fig. K17 Fig. K18 Fig. K19 Fig. K20 Fig. L1 Fig. L2 Fig. L3 Fig. L4 Fig. L5 Fig. L6 Fig. L7 Fig. L8 Fig. L9
Tool panel 3: for nozzle dismantling / overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tool panel 4: for cylinder liner / head dismantling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tool panel 5: for piston dismantling / overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tool panel 7: for piston / various tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tool panel 8: Crankcase tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tool panel 9: for gear drive dismantling / control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Main bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Thrust bearing pads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lubrication quill with accumulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cylinder cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel injection valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Starting air valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Exhaust valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Indicator cock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Connecting rod bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Piston . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Piston cooling and crosshead lubricating linkage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Gland box piston rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cylinder lubricating pump and drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Scavenging air receiver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Exhaust system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Securing spare piston and rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Securing spare exhaust valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Securing spare exhaust valve cages without . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Securing spare cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lifting device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Parallelism of driving end (DE) to free end (FE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Top and bottom clearance at main bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Crankshaft: vertical and horizontal deflections at alignment . . . . . . . . . . . . . . . . . . . . Performance curves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Inspection bedplate alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cylinder pressure diagram (Cylinder 1, 2, 3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cylinder pressure diagram (Cylinder 4, 5, 6) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cylinder pressure diagram (Cylinder 7, 8 and 9) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
J50 J51 J52 J53 J54 J55 K2 K3 K4 K5 K6 K7 K8 K9 K10 K11 K12 K13 K14 K15 K16 K17 K24 K24 K25 K26 L3 L8 L9 L11 L15 L23 L24 L25 L26
25.81.07.40 Issue XI.05 Rev. 0
List of tables
Table A1 Table C1 Table C2 Table C3 Table C4 Table C5 Table D1 Table D2 Table D3 Table D4 Table D5 Table D6 Table D7 Table D8 Table E1 Table F1 Table F2 Table F3 Table F4 Table F5 Table F6 Table F7 Table F8 Table F9 Table F10 Table F11 Table F12 Table F13 Table F14 Table F15 Table F16 Table F17 Table F18 Table F19 Table F20 Table G1 Table G2 Table G3 Table G4
Primary engine data of Wrtsil RT-flex60C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Scavenge air cooler parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Turbocharger weights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Number of auxiliary blowers per engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Electrical power consumers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pressure and temperature ranges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . External forces and moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Countermeasures for external mass moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Countermeasures for lateral and longitudinal rocking . . . . . . . . . . . . . . . . . . . . . . . . . Countermeasures for torsional & axial vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Vibration calculation form (ad-t1-tvc-marine-order-form) . . . . . . . . . . . . . . . . . . . . . . . Vibration calculation form (ad-t1-tvc-testbed-order-form) . . . . . . . . . . . . . . . . . . . . . . Vibration calculation form (ad-t1-avc-marine-order-form) . . . . . . . . . . . . . . . . . . . . . . Vibration calculation form (ad-t1-bending&alignment-order-form) . . . . . . . . . . . . . . . PTO power and speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R1 data for central fresh water cooling system with single-stage SAC and integrated HT circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R1 data for central fresh water cooling system with single-stage SAC and separate HT circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R1 data for central fresh water cooling system with two-stage SAC and integrated HT circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Central fresh water cooling system: data to layout for single-stage scavenge air cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Central fresh water cooling system: data to layout for single-stage scavenge air cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Central fresh water cooling system: two-stage scavenge air cooler and integrated HT circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lubricating oil system: referring legend, remarks and data . . . . . . . . . . . . . . . . . . . . . Lubricating oil treatment and transfer system data . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lubricating oils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Number of vertical lubricating oil drains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Minimum inclination angles at which the engine is to remain fully operational . . . . Fuel oil requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Heavy fuel oil treatment and tank system data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pressurized fuel oil system data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel oil system mixing unit: nominal pipe diameters for connections A, B, C . . . . . Air receiver and air compressor capacities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Control air capacities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Leakage collection and washing system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Guidance for air filtration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Recommended fluid velocities and flow rates for pipework . . . . . . . . . . . . . . . . . . . . . Suppliers of remote control systems and electronic speed control systrems . . . . . . Alarm and safety functions of Wrtsil RT-flex60C marine diesel engines . . . . . . . Alarm and safety functions of Wrtsil RT-flex60C marine diesel engines . . . . . . . Alarm and safety functions of Wrtsil RT-flex60C marine diesel engines . . . . . . .
A2 C7 C7 C10 C10 C11 D10 D11 D11 D11 D13 D14 D15 D16 E2 F3 F4 F5 F8 F10 F12 F24 F32 F33 F34 F35 F46 F51 F55 F59 F64 F66 F67 F77 F79 G5 G12 G13 G14
25.81.07.40 Issue XI.05 Rev. 0
List of tables
Table H1 Table H2 Table H3 Table H4 Table H5 Table H6 Table H7 Table H8 Table H9 Table H10 Table H11 Table K1 Table K2 Table K3 Table K4 Table K5 Table K6 Table K7 Table K8 Table K9 Table K10 Table K11 Table L1 Table L2 Table L3 Table L4 Table L5 Table L6 Table L7 Table L8 Table L9 Table L10 Table L11 Table L12 Table L13 Table L14 Table L15 Table L16
Engine dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine mass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Dimensions and masses of main components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Expected thermal expansion figures at turbocharger gas outlet . . . . . . . . . . . . . . . . Fluid quantities in the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tightening pressures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Parts list for engine seating with epoxy resin chocks . . . . . . . . . . . . . . . . . . . . . . . . . . Details and dimensions of epoxy resin chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Number and diameter of holes drilled into top plate . . . . . . . . . . . . . . . . . . . . . . . . . . . Parts list for wedge, hydraulic jack and jacking screw . . . . . . . . . . . . . . . . . . . . . . . . . Recommended quantities of fire extinguishing medium . . . . . . . . . . . . . . . . . . . . . . . Hydraulic pipe to exhaust valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel pipe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Measuring instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Electronic modules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Crank angle sensor unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Sensors, actuators and valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Supply unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Automatic filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rail unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Turbocharger spare parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lifting details for complete RT-flex60C engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Influence of ship draught on static main bearing loads . . . . . . . . . . . . . . . . . . . . . . . . Recommended static main bearing loads for alignment calculation . . . . . . . . . . . . . Calculated pre-sag offsets for reference . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Jack correction factor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Crank web deflection limits for alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Trial report (Specification) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Trial report (Engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Setting table (Sheet A) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Setting table (Sheet A continued) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Setting table (sheet B) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check dimensions (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check dimensions (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check dimensions (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Inspection sheet (Cylinder liner) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Inspection sheet (Bedplate alignment) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
H2 H3 H4 H5 H6 H39 H42 H56 H56 H57 H73 K18 K18 K18 K19 K19 K19 K19 K20 K20 K21 K22 L4 L5 L5 L9 L11 L11 L13 L14 L16 L17 L18 L19 L20 L21 L22 L23
25.81.07.40 Issue XI.05 Rev. 0
Index
A
Address Wrtsil Switzerland, A1 Air filtration, F77 Air flow requirements, F74 Air vent pipe, F14 Air vents, F73 Alarm sensors and safety functions, G11 Aluminium, F48 Ambient temperature consideration, F75 Approved propulsion control systems, G5 Arctic conditions, F75 Ash, F47 Automatic back-flushing lubricating oil filter, F29 Automatic back-flushing fuel oil filter, F60 Automatic temperature control valve, F14 Automation layout, G2 Auxiliary blower, C10 Axial vibration, D8
D
Daily tanks, F52 Delta Tuning, A3 DENIS9520, G3 Design conditions, C6 Dimensions and masses, H2 Duplex filter in the feed system, F61 Dynamic behaviour, D12
E
Earthing slip-rings, H68 ECR manual control panel, G7 Electrical power consumers, C10 Electrically driven auxiliary blowers, C10 Electrically driven compensator, D5 Electronic speed control system, G7 EMS concept, G1 Engine air inlet, F75 Engine alignment tools, H57 Engine data, C6 Engine description, B1 Engine dismantling, L2 Engine dispatch, L3 Engine earthing, H67 Engine installation and alignment, L4 Engine installation with ship on slipway, L7 Engine numbering and description, B4 Engine performance data, C6 Engine pre-heating, F21 Engine seating, H37 Engine spare parts, K2, K19 Engine stays, D5, H70 Engine system data, F1 Engine-room ventilation, F74 Epoxy resin chocks, H37 Exhaust gas emissions, I1 Exhaust gas system, F71 Expansion tank, cylinder cooling, F14 External forces and moments, D1
B
Back-flushing filter after the feed pumps, F61 Barred-speed range, D6
C
Carbon residue, F47 CD-ROM, C12 Central cooler, F13 Central fresh water cooling system components, F13 Centrifugal separators, F52 Change-over duplex filter, F29 Classification society, F18 CMCR, C2 CO2 connections, H73 Compensator, D2 Consideration on engine selection, C1 Contents of fluid in the engine, H6 Continuous service rating, C2 Control air system supply, F66 Conversion factors, M3 Cross section, B2 Cylinder cooling water pump delivery head, F14 Cylinder lubricating oil system, F30
25.81.07.40 Issue XI.05 Rev. 0
Index
F
Final engine alignment, L8 Fire protection, H73 Fitting coupling bolts, H63 Flash point, F48 Flushing the fuel oil system, F62 Flushing the lubricating oil system, F43 Free first order moments, D2 Free second order moments, D2 Fresh water generator, F18 Fresh water pump, F13 Freshwater generator, F19 Fuel oil endheater, F58 Fuel oil feed pump, F57 Fuel oil requirements, F46 Fuel oil system, F46 Fuel oil system mixing unit, F58 Fuel oil system on the engine, F55 Fuel oil treatment, F50
L
Lateral engine vibration (rocking), D4 Layout field, C1 Leakage collection system, F67 Load range limlt with controllable pitch propeller, C4 Load range with main-engine driven generator, C3 Load range limits, C2 Longitudinal engine vibration, D6 Low NOx Tuning, I2 Low- temperature circuit, F13 Lubricating oil cooler, F29 Lubricating oil drain tank, F34, F35 Lubricating oil full flow filters, F29 Lubricating oil high-pressure pump, F29 Lubricating oil low-pressure pump, F29 Lubricating oil maintenance and treatment, F30 Lubricating oil requirements, F30 Lubricating oil separator, F30 Lubricating oil system, F22 Lubricating oil system for turbocharger, F22
G
General service and working air, F66
M
Main bearing oil, F22 Main lubricating oil system, F22 Main lubricating oil system components, F29 Main shaft earthing system, H68 MAPEX-SM, G24 MAPEX Engine Fitness Family, G18 Mounting and storage proposals, K23
H
Heavy fuel oil system components, F57 High- temperature circuit, F14 High-pressure booster pump, F58 HT cooling water pump, F14 Hull vibration, D6, D9
I
Ignition quality, F48 Installation and assembly of sub-assemblies, L6 Installation of winGTD, C12 Installing a complete engine, L7 Installing an engine from assembled sub-units, L7 Interface to alarm and monitoring system, G9 Introduction, C1 Introduction of the engine, A1 ISO Standard 15550, C6 ISO Standard 3046-1, C6
N
Noise, I3 NOx emissions, I1
O
Order forms for vibration calculations and simulation, D12 Outlines of RT-flex60C engines, H9 Overload limit, C2 Overspeed limit, C2
25.81.07.40 Issue XI.05 Rev. 0
Index
P
Part-load data diagram, F1 Pipe connections, F6 Pipe size and flow details, F79 Pipe velocities, F79 Piping symbols, F80 Piping systems, F6 Piston dismantling heights, H6 Pitching (longitudinal engine vibration), D6 Platform arrangements, H24 Pour point, F48 Power related unbalance (PRU), D3 Power take off (PTO), D6 Pressure and temperature ranges, C10 Pressure regulating valve, F57 Pressurized fuel oil system, F53 Primary engine data, A2 Propeller characteristics, C1 PTO arrangements, E2
Separator arrangement, F52 Settling tanks, F52 Shafting alignment, L4 Shafting system, D8 Shop trial, L12 Silicon, F48 Space requirements and dismantling heights, H6 Special tools, available on loan, J1 Spraycoating with rust preventing oil, L1 Standard tools, J1 Starting air compressors, F66 Starting air receivers, F66 Starting and control air system specification, F66 Starting and control air systems, F64 Storage proposal, J1 Sulphur, F47 System dynamics, D12
T
TC and SAC selection, C8 Temperature control, F13 Thermal expansion at TC expansion joint, H5 Thrust sleeve, H37 Tools, J1 Torsional vibration, D6 Trace metals, F47 Treatment against corrosion, L1 Trial report, L12 Turbocharger and scavenge air coolers, C7 Turbocharger spare parts, K22 Turbocharger weights, C7
Q
Questionnaire for engine data, F2
R
Rating points, C1 Recommended special tools, J1 Reduction of axial vibration, D8 Reduction of lateral vibration, D5 Reduction of torsional vibration, D7 Reference conditions, C6 Reference to other documentation, M1 Remote control system, G7 Removing rust preventing oils, L4 Rocking (lateral engine vibration), D4 RT-flex key parts, B3 RT-flex system, B1
U
Using winGTD, C12
V
Vertical drains, F35 Vibration aspects, D1 Viscosity, F47
S
Safety system, G7 Scavenge air cooler, F13 Scavenge air cooler details, C7 Scavenge air system, F75 Sea-water pump, F13 Sea-water strainer, F13 Sediment, F47
W
Waste heat recovery, E2 Water content of the fuel oil, F48 WECS9520, G15 Working air, F66
25.81.07.40 Issue XI.05 Rev. 0
Index
25.81.07.40 Issue XI.05 Rev. 0
Abbreviations
ABB ALM AMS BFO BN BSEF BSFC CCR CCW CMCR CPP CSR cSt DAH DENIS EM ESPM FCM FPP FQS FW GEA HFO HT IMO IND IPDLC ISO kW kWe kWh LAH LAL LCV LI LR LSL LT M MAPEX M1H M1V M2V
ASEA Brown Boveri Alarm Attended machinery space Bunker fuel oil Base Number Brake specific exhaust gas flow Brake specific fuel consumption Conradson carbon Cylinder cooling water Contract maximum continuous rating (Rx) Controllable pitch propeller Continuous service rating (also designated NOR and NCR) centi-Stoke (kinematic viscosity) Differential pressure alarm, high Diesel engine control and optimizing specification Engine margin Engine selection and project manual Flex control module Fixed pitch propeller Fuel quality setting Fresh water Scavenge air cooler (GEA manufacture) Heavy fuel oil High temperature International Maritime Organisation Indication Integrated power-dependent liner cooling International Standard Organisation Kilowatt Kilowatt electrical Kilowatt hour Level alarm, high Level alarm, low Lower calorific value Level indicator Light running margin Level switch, low Low temperature Torque Monitoring and maintenance performance enhancement with expert knowledge External moment 1st order horizontal External moment 1st order vertical External moment 2nd order vertical
MCR MDO mep MET MHI MIM MMI N, n NCR NOR OM OPI PAL P PI ppm PRU PTO RCS RW1
Maximum continuous rating (R1) Marine diesel oil Mean effective pressure Turbocharger (Mitsubishi manufacture) Mitsubishi Heavy Industries Marine installation manual Manmachine interface Speed of rotation Nominal continuous rating Nominal operation rating Operational margin Operator interface Pressure alarm, low Power Pressure indicator Parts per million Power related unbalance Power take off Remote control system Redwood seconds No. 1 (kinematic viscosity) SAC Scavenge air cooler SAE Society of Automotive Engineers S/G Shaft generator SHD Shut down SIB Shipyard interface box SIPWA-TP Sulzer integrated piston-ring wear-detec ting arrangement with trend processing SLD Slow down SM Sea margin SSU Saybolt second universal SW Sea-water TBO Time between overhauls TC Turbocharger TI Temperature indicator TPL Turbocharger (ABB manufacture) tEaT Temperature of exhaust gas after turbine UMS Unattended machinery space VI Viscosity index WCH Wrtsil Switzerland WECS Wrtsil Engine Control System winGTD General Technical Data program M Torque variation
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Abbreviations
25.81.07.40 Issue XI.05 Rev. 0
A.
Introduction
The Wrtsil RT-flex system represents a major step forward in the technology of large diesel engines: Common rail injection fully suitable for heavy fuel oil operation.
Engine power [kW] 100 000 80 000
Engine power [bhp] 120 000 100 000 all other RTA and RT-flex engines 80 000 60 000 RT-flex60C
The Marine Installation Manual (MIM) is for use by project and design personnel. Each chapter con tains detailed information required by design en gineers and naval architects enabling them to op timize plant items and machinery space, and to carry out installation design work. This book is only distributed to persons dealing with this engine.
60 000 50 000 40 000 30 000 20 000
40 000
20 000
10 000 8000 6000 4000 50

F10.5301
10 000 8000 6000 60 70 80 90 100 120 140 160 180 200 Engine speed [bhp]
Fig. A1
Power/speed range of all IMO-2000 regulation compatible RTA and RT-flex engines
This manual provides the information required for the layout of marine propulsion plants. It is not to be considered as a specification. The build specification is subject to the laws of the legislative body of the country of registration and the rules of the classification society selected by the owners. Its content is subject to the understanding that any data and information herein have been prepared with care and to the best of our knowledge. We do not, however, assume any liability with regard to unforeseen variations in accuracy thereof or for any consequences arising therefrom.
Wrtsil Switzerland Ltd PO Box 414 CH-8401 Winterthur, Switzerland Telephone: +41 52 2624922 Telefax: +41 52 2124917 http://www.wartsila.com
A1
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Marine Installation Manual A.
Introduction
A1
Primary engine data

Bore x stroke [mm] Speed [rpm] 114 114 600 x 2 250 91 91
Engine power (MCR)

Number of cylinders
5
Power [kW] [bhp] [kW]
R1 11 800 16 050 14 160 19 260 16 520 22 470 18 880 25 680 21 240 28 890
R2 8 250 11 200 9 900 13 440 11 550 15 680 13 200 17 920 14 850 20 160
R3 9 400 12 800 11 280 15 360 13 160 17 920 15 040 20 480 16 920 23 040
R4 8 250 11 200 9 900 13 440 11 550 15 680 13 200 17 920 14 850 20 160
[bhp] [kW]
[bhp] [kW]
[bhp] [kW]
[bhp]
Brake specific fuel consumption (BSFC)

[g/kWh]
100 %
170 125 19.5
164 120 13.7
170 125 19.5
166 122 17.1
[g/bhph] [bar]
mep
Lubricating oil consumption (for fully run-in engines under normal operating conditions)
System oil Cylinder oil Remark: *1) approximately 6 kg/cyl per day 0.9 1.3 g/kWh
*1) This data is for guidance only, it may have to be increased as the actual cylinder lubricating oil consumption in service is dependent on operational factors.
Table A1 Primary engine data of Wrtsil RT-flex60C
All brake specific fuel consumptions (BSFC) are quoted for fuel of lower calorific value 42.7 MJ/kg (10200 kcal/kg). All other reference conditions refer to ISO standard (ISO 3046-1). The figures for BSFC are given with a tolerance of +5 %. The values of power in kilowatt (kW) and fuel con sumption in g/kWh are the standard figures, and discrepancies occur between these and the corre sponding brake horsepower (bhp) values owing to the rounding of numbers.
To determine the power and BSFC figures accu rately in bhp and g/bhph respectively, the standard kW-based figures have to be converted by factor 1.36.
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A2
A.
Introduction
A2 A2.1
Delta Tuning of RT-flex engines Introduction

Due to the trade-off between BSFC and NOx emissions, the associated increase in NOx emissions at part load must then be compensated by a corresponding decrease in the full load NOx emissions. Hence, there is also a slight increase in full load BSFC, in order to maintain compliance of the engine with the IMO NOx regulations. The concept is based on tailoring the firing pres sure and firing ratio for maximum efficiency in the range up to 90% load and then reducing them again towards full load. In this process, the same design-related limitations with respect to these two quantities are applied as in the specification of the standard tuning. The reliability of the engine is by no means im paired by the application of Delta Tuning since all existing limitations to mechanical stresses and thermal load are observed.
With the introduction of the Wrtsil RT-flex en gines, a major step in the development of marine 2-stroke engine was taken. Now Wrtsil is taking this development even further by introducing Delta Tuning for RT-flex engines. Delta Tuning makes it possible to further reduce the specific fuel oil consumption while still comply ing with all existing emission legislation. Although this is achieved only by changing software para meters and without having to modify a single en gine part, Delta Tuning option needs to be speci fied at a very early stage in the project.
A2.2
Delta Tuning outline
In realising Delta Tuning, the flexibility of the RTflex system in terms of free selection of injection and exhaust valve control parameters, specifically variable injection timing (VIT) and variable exhaust closing (VEC) is utilised for reducing the brake spe cific fuel consumption (BSFC) in the part load range below 90% load.
4 3 RT-flex, Standard Tuning RT-flex, Delta Tuning
Reduction of BSFC [g/kWh]
2 1 0 1 2 3 4 5 6 50%
BSFC at R1 [g/kWh]
ISO conditions, tolerance +5%
75%
Load
100%
Fig. A2
Comparison of Delta Tuning and Standard Tuning
A3
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Marine Installation Manual A.
Introduction
A2.3
Further aspects of Delta Tuning

Project specification for RT-flex engines: Although Delta tuning is realised in such a way that it could almost be considered a pushbutton option, its selection has an effect on other aspects of en gine and system design as well. This is why the tuning option to be applied to RTflex engines needs to be specified at a very early stage in the project: The calculations of the torsional and axial vibrations of the installation have to be per formed using the correct data. The layout of the ancillary systems has to be based on the correct specifications. In order to prepare the software for the RT-flex system control, the parameters also have to be known in due time before commissioning of the engine.
Delta Tuning for de-rated engines: For various reasons, the margin against the IMO NOx limit decreases for de-rated engines. Delta Tuning thus holds the highest benefits for engines rated close to R1. With the de-rating, the effect diminishes and, in fact, Delta Tuning is not appli cable in the entire field (see figure A3).
Engine power [% R1]

100
95 90 85 80 75 R3 Delta Tuning area RT-flex60C engines
R1
70 R4 65 70
F10.5124
R2 Engine speed [% R1]
75
80
85
90
95
100
Fig. A3
Delta Tuning area
Data in tables F1 to F3 and data for brake specific fuel consumption (BSFC) in table A1 refer to Stan dard Tuning. Data for Delta Tuning can be obtained from the winGTD (see figure C9).
Effect on engine dynamics: The application of Delta Tuning has an influence on the harmonic gas excitations and, as a conse quence, the torsional and axial vibrations of the in stallation. Hence, the corresponding calculations have to be carried out with the correct data in order to be able to apply appropriate countermeasures, if necessary.
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A4
B.
Engine description
B1
Engine description
Overall sizes of engines Length [m] Height [m] Dry weight [t] 5 cyl. 7.2 9.8 268 9 cyl. 11.4 9.8 480
The Wrtsil RT-flex60C engine is a camshaft-

less low-speed, direct-reversible, two-stroke en gine, fully electronically controlled.
RT-flex60C engines are designed for running on a
wide range of fuels from marine diesel oil (MDO)
to heavy fuel oils (HFO) of different qualities.
Main features: Bore Stroke Number of cylinders Main parameters (R1): Power (MCR) Speed (MCR) Mean effect. press. Mean piston speed
600 mm 2250 mm 5 to 9 2360 kW/cyl 114 rpm 19.5 bar 8.6 m/s
The design of the Wrtsil RT-flex60C includes the well-proven features of the RTA engines like the bore-cooling principle for the pistons, cylinder liners, cylinder covers and exhaust valve seats.
The RT-flex system (figure B3) The classic configuration of fuel injection pumps and valve drives with the camshaft and its gear train is replaced by a compact set of supply pumps in the supply unit and the common rail with the inte grated electronic Wrtsil engine control system WECS-9520.
RT-flex engine
The Wrtsil RT-flex60C is available with five to nine cylinders rated at 2360 kW/cyl to provide a maximum output of 21 240 kW for the nine-cyinder engine (primary engine data on table A1).
RTA engine
Fuel pump
Rail unit
Supply unit Camshaft

Servomotor
Start air distr.
Supply unit
drive
Camshaft drive
WECS-9520 control
(individually located)
F10.5252
Fig. B1
Comparison of Wrtsil RTA engines and RT-flex engines.
B1
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Marine Installation Manual B.
Engine description
All engine key-functions like fuel injection, exhaust valve drives, engine starting and cylinder lubrica tion are fully under electronic control. The timing of the fuel injection, its volumetric and various injec tion patterns are regulated and controlled by the WECS-9520 control system. Engine installation and operation Compared with the RTA engines, the RT-flex has no additional or particular requirements for the en gine installation and shipboard operation. The engine outline dimensions and foundation, the installation, the keyengine parameters, the in tegration into ship automation and other interfaces of the RT-flex are identical with the RTA engines. The major benefits of the RT-flex system are: Adaptation to different operating modes. Adaptation to different fuels. Optimised part-load operation. Optimised fuel consumption. Precise speed regulation, in particular at slow steaming down to 1012% of nominal speed. Smokeless mode for slow steaming. Benefits in terms of operating costs, mainten ance requirement and compliance with emissions regulations. Reduction in engine mass (approx. 2 tons per cylinder for RT-flex60C engines compared with RTA engines with the same bore size).
Remark: Note:
F10.5263
* Direction of rotation: clockwise as standard

(viewed from the propeller towards the engine).
This cross section is considered as general information only
Fig. B2
Wrtsil RT-flex60C cross section
3. Semi-built crankshaft. 4. Main bearing jack bolts for easier assembly and disassembly of white metal shell bearings. 5. Thin-shell white metal bottom-end bearings. 6. Crosshead with crosshead pin and singlepiece white metal large surface bearings lubri cated by a separate high-pressure oil supply for hydrostatic lift off. 7. Rigid cast iron cylinder monoblock.
Common design features of RTA and RT-flex engines: 1. Welded bedplate with integrated thrust bear ings and main bearings designed as large thinshell white metal bearings. 2. Sturdy engine structure with stiff thin-wall box type columns and cast iron cylinder blocks attached to the bedplate by pre-tensioned vertical tie rods.
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B2
B.
Engine description
8. Special grey cast iron cylinder liners with bore cooling and load dependent cylinder lubrication. 9. Bore-cooled cylinder cover of high-grade ma terial with a bolted-on exhaust valve cage con taining a Nimonic 80A exhaust valve. 10. Piston with crown cooled by combined jetshaker oil cooling.
11. Constant-pressure turbocharging system comprising high-efficiency turbochargers and auxiliary blowers for low-load operation. 12. TriboPack designed as a standard feature for excellent piston running and extended TBO up to 3 years.
The RT-flex key parts: 13. Supply unit: High-efficiency fuel pumps feed ing the 1000 bar fuel manifold. 14. Rail unit (Common rail): Both common rail in jection and exhaust valve actuation are con trolled by quick acting solenoid valves (Wrtsil Rail Valve LP-1). 15. Electronic engine control WECS-9520 for monitoring and controlling the key engine functions.
WECS-9520 control
15
Volumetric injection control
14 13
F10.5250
Fig. B3
Wrtsil RT-flex system, key parts supply unit (13), common rail (14), electronic engine control system WECS-9520 (15)
B3
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Marine Installation Manual B.
Engine description
B2
Engine numbering and designation
The engine components are numbered from the driving end to the free end as shown in the figure below.
Numbering of turbochargers
Driving end
1 1 2 3 2 4 3 5 4 6 5 7 6 8 7 9 8
10
Free end
Numbering of cylinders Thrust bearing Numbering of main bearings
Fuel side
Exhaust side
Clockwise rotation
Anti-clockwise rotation
F10.5265
Fig. B4
Engine numbering and designation
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B4
C.
General engine data
C1 C1.1
Engine layout field and load range Layout field

Percentage values are being used so that the same diagram can be applied to various engine models. The scales are logarithmic so that expo nential curves, such as propeller characteristics (cubic power) and mean effective pressure (mep) curves (first power), are straight lines.
The layout field shown in figure C1 is the area of power and engine speed. In this area the contract maximum continuous rating (CMCR) of an RT-flex60C engine can be positioned individually to give the desired combination of propulsive power and rotational speed. Engines within this layout field are tuned for maximum firing pressure and best efficiency.
C1.2
Rating points R1, R2, R3 and R4
The rating points (R1, R2, R3 and R4) for the Wrtsil RT-flex engines are the corner points of the engine layout field (figure C1). The point R1 represents the nominal maximum continuous rating (MCR). It is the maximum power/speed combination which is available for a particular engine. The point R2 defines 100 per cent speed, and 70 percent power of R1. The point R3 defines 80 per cent speed and 80 per cent power of R1. The connection R1R3 is the nominal 100 per cent line of constant mean effective pressure of R1. The point R4 defines 80 per cent speed and 70 per cent power of R1.
The contract maximum continuous rating (Rx) may be freely positioned within the layout field for that engine.
F10.4995
The connection line R2R4 is the line of 70 per cent power between 80 and 100 per cent speed of R1. Rating points Rx can be selected within the entire layout field to meet the requirements of each par ticular project. Such rating points require specific engine adaptations.
Fig. C1
Layout field of the Wrtsil RT-flex60C engine.
The engine speed is given on the horizontal axis and the engine power on the vertical axis of the lay out field. Both are expressed as a percentage (%) of the respective engines nominal R1 parameters.
C1
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Marine Installation Manual C.
General engine data
C1.2.1
Continuous service rating (CSR=NOR=NCR)
Point A represents power and speed of a ship operating at contractual speed in calm seas with a new clean hull and propeller. On the other hand, the same ship at the same speed requires a power/speed combination according to point D, shown in figure C2, under service condition with aged hull and average weather. D is then the CSR-point. For more information, please refer to the Engine Selection and Project Manual (ESPM), chapter B Consideration on engine selection.
Line 3 is the 104 per cent speed limit where an engine can run continuously. For Rx with reduced speed (NCMCR 0.98NMCR) this limit can be extended to 106 per cent, how ever, the specified torsional vibration limits must not be exceeded. Line 4 is the overspeed limit. The overspeed range between 104 (106) and 108 per cent speed is only permissible during sea trials if needed to demonstrate the ships speed at CMCR power with a light running pro peller in the presence of authorized repre sentatives of the engine builder. However, the specified torsional vibration limits must not be exceeded. Line 5 represents the admissible torque limit and reaches from 95 per cent power and speed to 45 per cent power and 70 per cent speed. This represents a curve de fined by the equation:
P 2P 1 N 2N 1
2.45
C1.2.2
Contract maximum continuous rating (CMCR = Rx)
By dividing, in our example, the CSR (point D) by 0.90, the 100 per cent power level is obtained and an operational margin of 10 per cent is provided (see figure C2). The found point Rx, also desig nated as CMCR, can be selected freely within the layout field defined by the four corner points R1, R2, R3 and R4 (see figure C1).
C1.3
Load range limits
Once an engine is optimized at CMCR (Rx), the working range of the engine is limited by the follow ing border lines, refer to figure C2: Line 1 is a constant mep or torque line through CMCR from 100 per cent speed and power down to 95 per cent power and speed. Line 2 is the overload limit. It is a constant mep line reaching from 100 per cent power and 93.8 per cent speed to 110 per cent power and 103.2 per cent speed. The latter one is the point of intersection between the nominal propeller characteristic and 110 per cent power.
When approaching line 5 , the engine will increasingly suffer from lack of scavenge air and its consequences. The area formed by lines 1 , 3 and 5 repre sents the range within which the en gine should be operated. The area li mited by the nominal propeller characteristic, 100 per cent power and line 3 is recommended for continuous operation. The area between the nominal propeller characteristic and line 5 has to be reserved for acceleration, shallow water and normal operational flexibility.
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C2
C.
General engine data
Line 6 is defined by the equation:

P 2P 1 N 2N 1
2.45
C1.4
Load range with main-engine driven generator
through 100 per cent power and 93.8 per cent speed and is the maximum torque limit in transient conditions. The area above line 1 is the overload range. It is only allowed to operate en gines in that range for a maximum dur ation of one hour during sea trials in the presence of authorized representatives of the engine builder. The area between lines 5 and 6 and constant torque line (dark area of fig. C2) should only be used for transient condi tions, i.e. during fast acceleration. This range is called service range with oper ational time limit.
Engine power [%Rx] CMCR (Rx)
110
The load range diagram with main-engine driven generator, whether it is a shaft generator (S/G) mounted on the intermediate shaft or driven through a power take off gear (PTO), is shown by curve c in figure C3. This curve is not parallel to the propeller characteristic without main-engine driven generator due to the addition of a constant generator power over most of the engine load. In the example of figure C3, the main-engine driven generator is assumed to absorb 5 per cent of the nominal engine power. The CMCR-point is, of course, selected by taking into account the max. power of the generator.
Engine power [%Rx]
CMCR (Rx)
100
10% EM/OM
2 1
Engine load range

100 95 90
90 c 85
10% EM/OM B 15% SM
D
5% S/G
B
15% SM 5% LR
Constant torque
80 78.3
73.9
4
A
PTO power
70
3 60 6
50
propeller curve without SM
propeller curve without SM

40 65 70 80 90
103.2
93.8
100
Engine speed [%Rx] EM engine margin OM operational margin
F10.3149
Engine speed [%Rx]
SM sea margin LR light running margin S/G shaft generator
95
100 104 108
EM engine margin OM operational margin

F10.5249
SM sea margin LR light running margin
Fig. C3 Load range diagram for an engine equipped with a main-engine driven generator, whether it is a shaft generator or a PTO-driven generator
Fig. C2 Load range limits, with the load diagram of an en gine corresponding to a specific rating point Rx
C3
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General engine data
C1.5
Load range limit with controllable pitch propeller
For controllable pitch propeller (CPP), the load range limit is defined in figure C4. After starting, the engine is operated at an idle speed of up to 70 per cent of the rated engine speed with zero pitch. From idle running the pitch is to be increased with constant engine speed up to at least point E, the intersection with the line 6 .
5 7 8
Line 6 is the lower load limit between 70 per cent speed and 100 per cent speed, with such a pitch position that at 100 per cent speed a minimum power of 37 per cent is reached, point F. It is de fined by the following equation:
P 2P 1 N 2N 1
3
Along line 8 the power increase from 37 per cent power (point F) to 100 per cent power (CMCR) at 100 per cent speed is the constant speed mode for shaft generator operation, covering electrical sea load with constant frequency. Line 5 is the upper load limit and corresponds to the admissible torque limit as defined in section C1.3 and shown in figure C2. The area formed between 70 per cent speed and 100 per cent speed and between lines 5 and 6 represents the area within which the en gine with CPP has to be operated. Line 7 represents a typical combinator curve for variable speed mode.
F10.5247
Fig. C4
Load range diagram for CPP
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C4
C.
General engine data
Manoeuvring at nominal speed with low or zero pitch is not allowed. Thus installations with mainengine driven generators must be equipped with a frequency converter when electric power is to be provided (e.g. to thrusters) at constant frequency during manoeuvring. Alternatively, power from auxiliary engines may be used for this purpose. For test purposes, the engine may be run at rated speed and low load during a one-time period of 15 minutes on testbed (e.g. NOx measurements) and 30 minutes during dock trials (e.g. shaft-generator adjustment) in the presence of authorized repre sentatives of the engine builder. Further requests must be agreed by WCH.
For manual and/or emergency operation, separate setpoints for speed and pitch are usually provided. At any location allowing such operation, a warning plate must be placed with the following text:
Engine must not be operated continuously with a pitch lower than xx per cent at any engine speed above xx rpm.
These values (xx) are to be defined according to the installation data. The rpm value normally corresponds to 70 per cent of CMCR speed, and the pitch to approximately 60 per cent of the pitch required for rated power. In addition, an alarm has to be provided in either the main-engine safety system or the vessels alarm and monitoring system when the engine is operated for more than 3 minutes in the prohibited operation area. Is the engine operated for more than 5 minutes in the prohibited operation area, the engine speed must be reduced to idle speed (below 70 per cent speed).
C1.5.1
Requirements for control system with CPP
WCH strongly recommends to include CPP control functions into an engine remote control system from an approved supplier (see section G2.2.1). This ensures, among others, that the requirements of the engine builder are strictly followed. The following operating modes shall be included in the control system: Combinator mode 1 Combinator mode for operation without shaft generator. Any combinator curve including a suitable light running margin may be set within the permissible operating area, typically line 7 . Combinator mode 2 Optional mode used in connection with shaft generators. During manoeuvring, the combi nator curve follows line 6 . At sea the engine is operated between point F and 100 per cent power (line 8 ) at constant speed.
C5
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General engine data
C2 C2.1
Engine data Reference conditions C2.3 Ancillary system design parameters
The engine can be operated in the ambient condi tion range between reference conditions and design (tropical) conditions. The engine performance data, like BSFC, BSEF and tEaT and others are based on reference conditions. They are specified in ISO Standard 15550 (core standard) and for marine application in ISO Standard 3046 (satellite standard) as follows: Air temperature before blower 25 C Engine room ambient air temp. 25 C Coolant temp. before SAC 25 C for SW Coolant temp. before SAC 29 C for FW Barometric pressure 1000 mbar Relative air humidity 30 % The reference for the engine room air inlet tem perature is specified in ISO Standard 8861 with 35C, taken from outboard. Note: The lower calorific value (LCV) of the fuel refers to an international marine convention. The specified LCV of 42.7 MJ/kg differs from the ISO Standard which is specified at 42.0 MJ/kg.
The layout of the ancillary systems of the engine is based on the performance of its specified rating point Rx (CMCR). The given design parameters must be considered in the plant design to ensure a proper function of the engine and its ancillary systems. Cylinder water outlet temp. : 85C Oil temperature before engine : 45C Exhaust gas back pressure at rated power (Rx) : 30 mbar
The engine power is independent from ambient conditions. The cylinder water outlet temperature and the oil temperature before engine are systeminternally controlled and have to remain at the specified level.
C2.4
Engine performance data
The calculation of the performance data BSFC, BSEF and tEaT for any engine power will be done with the help of the winGTD program on CD-ROM, which is available on request. If needed we offer a computerized information ser vice to analyze the engines heat balance and determine main system data for any rating point within the engine layout field. For details of this service please refer to section F1.3.1, Questionnaire for engine data. The installation of the winGTD and the hardware specification are explained in section C7.1.
C2.2
Design conditions
The capacities of ancillaries are specified accord ing to ISO Standard 3046-1 (clause 11.4) following the International Association of Classification Societies (IACS) and are defined as design conditions: Air temperature before blower 45 C Engine ambient air temp. 45 C Coolant temp. before SAC 32 C for SW Coolant temp. before SAC 36 C for FW Barometric pressure 1000 mbar Relative air humidity 60 %
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C6
C.
General engine data
C3
Turbocharger and scavenge air cooler

The data can be calculated directly by the winGTD program (see section C7.2). Parameters and de tails of the scavenge air coolers (SAC) are shown in table C1 and figure C5, weights of turbochargers in table C2.
The selections of turbochargers covering the types ABB TPL and MHI MET are shown in figures C6 and C7. The selection of scavenge air coolers fol lows the demand of the selected turbochargers.
Fresh water: Single-stage scavenge air cooler Cooler Design water flow [m3/h] SAC51F SAC53F SAC55F 61 76 98 Design air flow Pressure drop (at design flow) Water [bar] 1.2 1.2 1.2 Air [mbar] 30 30 30 Water content [litres] 300 450 600 Insert Length [mm] 1600 1600 1600 Mass [tonnes] 1.6 1.8 2.2
[kg/h] 61 200 75 600 97 200
Fresh water: Two-stage scavenge air cooler

SAC52F LT/HT SAC54F LT/HT SAC56F LT/HT
61 / 61 76 / 76 98 / 98
61 200 75 600 97 200
0.9 / 0.3 0.9 / 0.3 0.9 / 0.3
30 30 30
225 + 75 337.5 + 112.5 450 + 150
1600 1600 1600
1.6 1.8 2.2
Table C1 Scavenge air cooler parameters
FW single-stage *1)
FW inlet FW inlet (LT)
FW two-stage *2)
FW inlet (HT)
Air flow
The cooling medium is fresh water only.
Air flow
FW outlet Remarks:
FW outlet (LT)
FW outlet (HT)

F10.5262
Fig. C5
Scavenge air cooler details (rated at R1)
Type
ABB
TPL73-B11 TPL73-B12 2.6 MET53SD MET53SE 2.8
Mass [tonnes] Type
MHI (Mitsubishi)
Mass [tonnes]
Table C2 Turbocharger weights
C7
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General engine data
C3.1
Turbocharger and scavenge air cooler selection
The SAC and TC selection for the engines RT-flex60C is given in the layout fields in figures C6 to C7.
Engine power [% R1] 100 95 90 85 R3 80 75 70 R4 65 60 70 R1: 11 800 kW / 114 rpm 75 80 85 90
R1
Engine power [% R1] 100 95
R1
5RT-flex60C
1 x TPL77-B12 1 x SAC55/56 1 x TPL77-B11 1 x SAC55/56
6RT-flex60C
90 85 R3 80 75 70
1 x TPL80-B12 2 x SAC51/52 1 x TPL80-B11 2 x SAC51/52 1 x TPL77-B12 2 x SAC51/52
R2 65 60 70
R4
R2
R1: 14 160 kW / 114 rpm 75 80 85 90
Engine speed [% R1] 95 100
Engine power [% R1] 100 95 90 85 R3 80 75 70 R4 65 60 70 R1: 16 520 kW / 114 rpm 75 80 85 90
R1
Engine power [% R1] 100 95 90
R1
7RT-flex60C
8RT-flex60C
2 x TPL77-B11 2 x SAC53/54 2 x TPL73-B12 2 x SAC53/54 1 x TPL80-B12 2 x SAC53/54
1 x TPL80-B12 2 x SAC53/54
85 R3 80 75 70
R2 65 60 70
R4
R1: 18 880 kW / 114 rpm 75 80 85 90 Engine speed [% R1] 95 100
Engine power [% R1] 100
R1
95 90 85
9RT-flex60C
2 x TPL77-B12 2 x SAC55/56
R3
80 75 70
R4
2 x TPL77-B11 2 x SAC55/56
R2
65
60 70
F10.5161
R1: 21 240 kW / 114 rpm
75
80
85
90
Fig. C6
Turbocharger and scavenge air cooler selection (ABB TPL type turbochargers)
25.81.07.40 Issue XI.05 Rev. 0
C8
C.
General engine data

95
90
85
R3 80
75
70
R4 65
60
70 R1: 11 800 kW / 114 rpm 75 80 85 90
R1
5RT-flex60C
1 x MET66SE 1 x SAC55/56

95
90
85
R3
R1
6RT-flex60C
1 x MET66SEII 2 x SAC51/52 1 x MET66SE 2 x SAC51/52 1 x MET66SD 2 x SAC51/52
1 x MET66SD 1 x SAC55/56
80
75
70
R2 65
60
70
R4
R2

95
90
85
R3 80
75
70
R4 65
60
70 R1: 16 520 kW / 114 rpm 75 80 85 90
R1
R1
7RT-flex60C
1 x MET71SEII 2 x SAC53/54
95
90
85
8RT-flex60C
R3
80
75
70
2 x MET53SEII 2 x SAC53/54
R4 R2
R2 65
60
70

95
90
85
R3 80
75
70
R4 65
60
F10.51621
R1
9RT-flex60C
2 x MET66SD 2 x SAC55/56
R2
70
Fig. C7
Turbocharger and scavenge air cooler selection (MHI MET type turbochargers)
C9
25.81.07.40 Issue XI.05 Rev. 0
General engine data
C4
Auxiliary blower
For manoeuvring and operating at low powers,

electrically driven auxiliary blowers must be used
to provide sufficient combustion air.
Table C3 shows the number of blowers required.
Number of cylinders
Number of auxiliary air blowers required 5 6 7 2 8 9
Table C3 Number of auxiliary blowers per engine
C5
Electrical power requirement in [kW]

Power requirement [kW] referring to numbers of cylinders
5 380 V / 50 Hz 6 2 45 2 53 7 2 55 2 65 3.1 3.7 0.75 6.3 0.1 1.4 1.6 1.8 2.0 2.2 8 2 75 2 88 9 2 75 2 88 2 45 2 53
Electrical power consumers

Auxiliary blowers *1)
Supply voltage
440 V / 60 Hz 380 V / 50 Hz / 1500 rpm
Turning gear
440 V / 60 Hz / 1800 rpm 380/440 V / 50/60 Hz 440 V / 60 Hz 380/440 V / 50/60 Hz 380/440 V / 50/60 Hz 24 V DC acc. to maker specifications
Cylinder lubrication CLU-3 *2) Service oil pump Servo automatic filter *2) WECS-9520 power supply *2) box E85 Propulsion control system Additional monitoring devices (e.g. oil mist detector etc.) Remark:
acc. to maker specifications acc. to maker specifications
*1) Estimated values for electric motor. The actual electric power requirement depends on the size, type and voltage/frequency of the installed electric motor. The output of the installed motor should be at least 10% higher than the maximum power demand at the shaft of the auxiliary blower. Direct starting or Star-Delta starting to be specified when ordering. *2) Two redundant power supplies from different feeder panels required; indicated power for each power supply.
Table C4 Electrical power consumers
C6
Pressure and temperature ranges

obtained by adding the pressure losses in the piping system, filters, coolers, valves, etc., and the vertical level pressure difference between pump suction and pressure gauge to the values in the table on the next page.
Table C5 (on the next page) represents a summary of the required pressure and temperature ranges at continuous service rating (CSR). The gauge pressures are measured about 7 m above the crankshaft centre line. The pump delivery head is
25.81.07.40 Issue XI.05 Rev. 0
C10
C.
General engine data
Medium
System
Location of measurement
Inlet
Gauge pressure Limit values [bar]

Min 3.0 2.0 2.0 3.0 10.0 3.0 4.0 4.0 4.0 1.0 4.0 1.7 1.0 1.3 0.7 7.0 *2) 3.0 Max 5.0 4.0 4.0 5.0 12.0 6.0 5.5 5.5 5.5 5.5 10.0 *3) 5.0 Min 65 80 25 25 65 40 40 40
Temperature Limit values [C]

Max 90 36 36 80 120 50 50 50 80 65 110 120 85 150
max 30 * 1) * 1) max 15
Diff
Cylinder cooling LT circuit (single-stage SAC) LT circuit (two-stage SAC) HT circuit (two-stage SAC)
Outlet each cylinder Inlet Outlet Inlet Outlet Inlet Outlet Supply Servo oil pump inlet Supply Inlet
Fresh water (Scavenge air cooling)
Lubricating oil (high-pressure)
Crosshead bearing oil Servo oil Main bearing oil

Piston cooling oil
Outlet Outlet Supply Inlet casing Supply
Thrust bearing
Torsional Torsional vibration damper (if steel spring damper is used) Lubricating oil (low-pressure) Integrated axial vibration damper (detuner) Turbocharger Turbocharger bearing oil (ABB TPL, on engine lub. oil system) Turbocharger bearing oil Turbocharger (ABB TPL, with separate lub. oil system) Turbocharger bearing oil (MHI MET)
Damp. chamber Inlet Outlet Inlet Outlet Inlet Outlet Inlet Return Air filter / Silencer Ducting and filter New SAC
Booster (supply unit)

Fuel oil
After retaining valve (supply unit) Intake from engine room (pressure drop, max) Intake from outside (pressure drop, max)
max 10 mbar max 20 mbar max 30 mbar max 50 mbar 6.0 25/30 7.5
Scavenge air Cooling (pressure drop)
Fouled SAC Engine inlet

Engine inlet
Starting air
Control air
Air
normal 6.5 6.0 7.5
Air spring air for exhaust valve
Main distributor
normal 6.5 30 mbar 50 mbar
After cylinder
Receiver Exhaust gas Manifold after turbocharger
515 515
Deviation 50
Turbine inlet Design maximum Fouled maximum
Remark:
*1) The water flow has to be within the prescribed limits. *2) At 100 % engine power. *3) At stand-by condition; during commissioning of the fuel oil system the fuel oil pressure is adjusted to 10 bar.
Table C5 Pressure and temperature ranges
C11
25.81.07.40 Issue XI.05 Rev. 0
General engine data
C7 C7.1
Available CD-ROM Installation of winGTD System requirements
C7.1.1
To install winGTD 2.8 we recommend: Microsoft Windows 2000 or later 64 MB of RAM 40 MB of available hard-disk space CD-ROM drive
C7.1.2
Installation
Fig. C8 winGTD: Selection of engine window
Use the following procedure to install winGTD: 1. Insert CD-ROM. 2. Follow the on-screen instructions. When the installation is complete, a message confirms that the installation was successful.
C7.1.3
Changes to previous versions of winGTD
The installed CD-ROM contains only the engine

types presented in this MIM.
Double-click on selected engine type or click the
Select button to access the main window (fig. C9)
and select the particular engine according to the
number of cylinders (eg. Wrtsil 7RT-flex60C).
C7.2.2
Data input
The amendments and how this version differs from previous versions are explained in the file Readme.txt located in the winGTD directory on the CD-ROM.
C7.2 C7.2.1
Using winGTD Start
In the main window (fig. C9) enter the desired power and speed to specify the engine rating. The rating point must be within the rating field. The shaft power can either be expressed in units of kW or bhp. Select Delta Tuning, if desired.
After starting winGTD by double-clicking winGTD icon, click on Start new Project button on Wel come screen and specify desired engine type in appearing window (fig. C8):
Fig. C9
winGTD: Main window
25.81.07.40 Issue XI.05 Rev. 0
C12
C.
General engine data
Further input parameters can be entered in subpanels to be accessed by clicking on tabs Engine Spec. (eg. for turbocharger selection), Cooling, Lub. Oil, Fuel Oil, Starting Air or Exhaust Gas relating to the relevant ancillary systems.
C7.2.3
Output results
Clicking the Start Calculation button (fig. C9) initi ates the calculation with the chosen data to deter mine the temperatures, flows of lubricating oil and cooling water quantities. Firstly the Engine performance data window (fig. C10) is displayed on the screen. To see further results, click the appropriate button in the tool bar or click the Show results menu op tion in the menu bar. To print the results click the button or click the tool bar. export to a ASCII file, both in the button for
Fig. C11 winGTD: Two-stroke engine propulsion
The calculation is carried out with all the relevant design parameters (pump sizes etc.) of the ancil laries set at design conditions.
C7.2.5
Saving a project
To save all data belonging to your project choose Save as... from the File menu. A windows Save as... dialogue box appears. Type a project name (winGTD proposes a threecharacter suffix based on the program you have selected) and choose a directory location for the project. Once you have specified a project name and se lected the desired drive and directory, click the Save button to save your project data.
Fig. C10 winGTD: General technical data
C7.2.4
Service conditions
Click the button Service Conditions in the main window (fig. C9) to access the option window (fig. C11) and enter any ambient condition data deviat ing from design conditions.
C13
25.81.07.40 Issue XI.05 Rev. 0
General engine data
25.81.07.40 Issue XI.05 Rev. 0
C14
D.
Engine dynamics
D1 D1.1
Vibration aspects Introduction

Figure D1 shows the external forces and moments acting on the engine. External forces and moments due to the recipro cating and rotating masses (see table D1): F1V: F1H: F2V: F4V: M1V: M1H: M2V: M4V: resulting first order vertical force. resulting first order horizontal force. resulting second order vertical force. resulting fourth order vertical force. first order vertical mass moment. first order horizontal mass moment. second order vertical mass moment. fourth order vertical mass moment.
As a leading designer and licensor we are con cerned that satisfactory vibration levels are ob tained with our engine installations. The assess ment and reduction of vibration is subject to continuing research. Therefore, we have devel oped extensive computer software, analytical pro cedures and measuring techniques to deal with this subject. For successful design, the vibration behaviour needs to be calculated over the whole operating range of the engine and propulsion system. The following vibration types and their causes are to be considered: External mass forces and moments. Lateral engine vibration. Longitudinal engine vibration. Torsional vibration of the shafting. Axial vibration of the shafting.
All Wrtsil RT-flex60C engines have no free mass forces.
D1.2
External forces and moments
F1V, F2V, F4V
In the design of the Wrtsil RT-flex60C engine free mass forces are eliminated and unbalanced external moments of first, second and fourth order are minimized. However, five- and six-cylinder en gines generate second order unbalanced vertical moments of a magnitude greater than those en countered with higher numbers of cylinders. Depending on the ships design, the moments of fourth order have to be considered too. Under unfavourable conditions, depending on hull structure, type, distribution of cargo and location of the main engine, the unbalanced moments of first, second and fourth order may cause unacceptable vibrations throughout the ship and thus call for countermeasures.
F1H
M1V, M2V, M4V
M1H +
F10.5173
Forces and moments due to reciprocating and rotating masses
Fig. D1
D1
25.81.07.40 Issue XI.05 Rev. 0
Marine Installation Manual D.
Engine dynamics
D1.2.1
Balancing free first order moments

Electrically driven 2nd order compensator F2V
Standard counterweights fitted to the ends of the crankshaft reduce the first order mass moments to acceptable limits. However, in special cases non standard counterweights can be used to reduce either M1V or M1H, if needed.
D1.2.2
Balancing free second order moments
M2V
The second order vertical moment (M2V) is higher on five- and six-cylinder engines compared with 79-cylinder engines; the second order vertical moment being negligible for the 79-cylinder en gines. Since no engine-fitted 2nd order balancer is available, Wrtsil Switzerland Ltd. recommends for five- and six-cylinder engines to install an elec trically driven compensator on the ships structure (figure D2) to reduce the effects of the second order moments to acceptable values. If no experience is available from a sister ship, it is advisable to establish at the design stage, what form the ships vibration will be. Table D1 assists in determining the effect of installing the Wrtsil 5RT-flex60C and 6RT-flex60C engines. However, when the ships vibration pattern is not known at the early stage, an external electrically compensator can be installed later, should disturb ing vibrations occur; provision should be made for this countermeasure. Such a compensator is usually installed in the steering compartment, as shown in figure D2. It is tuned to the engine operating speed and controlled accordingly.
L M2V = F2V L
F10.5218
Fig. D2
Locating electrically driven compensator
Suppliers of electrically driven compensators

Gertsen & Olufsen AS Savsvinget 4 DK-2970 Hrsholm Denmark
Tel. +45 45 76 36 00 Fax +45 45 76 17 79 www.gertsen-olufsen.dk
Nishishiba Electric Co., Ltd Shin Osaka Iida Bldg. 5th Floor 1-5-33, Nishimiyahara, Yodogawa-ku Osaka Tel. +81 6 6397 3461 532-0004 Japan Tel. +81 6 6397 3475 www.nishishiba.co.jp
25.81.07.40 Issue XI.05 Rev. 0
D2
D.
Engine dynamics
D1.2.3
Power related unbalance (PRU)
The so-called Power Related Unbalance (PRU) values can be used to evaluate if there is a risk that free external mass moments of 1st and 2nd order may cause unacceptable hull vibrations, see figure D3. 250 Free external mass moments Power Related Unbalance (PRU) at R1 rating 200
M1V M1H PRU [Nm/kW] M2V PRU = external moment [Nm] = [Nm/kW] engine power [kW] A C B 5RT-flex60C 6RT-flex60C
A-range: B-range: C-range: Free external mass moments
150
No engine-fitted 2nd order balancer available. If reduction of M2v is needed, an external compensator has to be applied.
100
50
0
7RT-flex60C 8RT-flex60C 9RT-flex60C
balancing countermeasure is likely needed. balancing countermeasure is unlikely needed. balancing countermeasure is not relevant.
F10.5245
Fig. D3
The external moments M1 and M2 given in table D1 are related to R1 speed. For other engine speeds, the corresponding external moments are calculated with the following formula: MRx = MR1 (nRx/nR1)2
D3
25.81.07.40 Issue XI.05 Rev. 0
Engine dynamics
D1.3 D1.3.1
Lateral engine vibration (rocking) Introduction

The X-type lateral vibrations are caused by the resulting lateral guide force moment MLX. The driv ing- and free-end side of the engine top vibrate in counterphase. Table D1 gives the values of resulting lateral guide forces and moments of the relevant orders. The amplitudes of the vibrations transmitted to the hull depend on the design of the engine seating, frame stiffness and exhaust pipe connections. As the amplitude of the vibrations cannot be predicted with absolute accuracy, the support to the ships structure and space for installation of lateral stays should be considered in the early design stages of the engine-room structure. Please refer to tables D2 to D4, countermeasures for dynamic effects.
The lateral components of the forces acting on the crosshead induce lateral rocking depending on the number of cylinders and firing order. These forces may be transmitted to the engine-room bottom structure. From there hull resonance or local vibra tions in the engine room may be excited. There are two different modes of lateral engine vibration, the so-called H-type and X-type, please refer to figure D4. The H-type lateral vibrations are characterized by a deformation where the driving and free end side of the engine top vibrate in phase as a result of the lateral guide force FL and the lateral H-type moment. The torque variation (M) is the reaction moment to MLH.
FL resulting guide force MLH resulting lateral H-type moment

F10.5172
MLX
resulting lateral X-type moment
Fig. D4
25.81.07.40 Issue XI.05 Rev. 0
D4
D.
Engine dynamics
D1.3.2
Reduction of lateral vibration
D1.3.2.1 Engine stays

Free end longitudinal
Fitting of lateral stays between the upper platform level and the hull reduces transmitted vibration and lateral rocking (see figures D5 and D6). Two stay types can be considered: Hydraulic stays: installed on the exhaust and on the fuel side of the engine (lateral). Friction stays: installed on the engine exhaust side (lateral).
Hydraulic stays
fuel side exhaust side
lateral
Driving end
F10.5278/2
Fig. D6
General arrangement of friction stays
D1.3.2.2 Electrically driven compensator

Friction stays
If for some reason it is not possible to install lateral stays, an electrically driven compensator can be installed which is able to reduce the lateral engine vibrations and their effect on the ships superstruc ture. It is important to note that only one harmonic excitation can be compensated at a time and in the case of an X-type vibration mode, two compensa tors, one fitted at each end of the engine top are necessary.
F10.5278/1
Fig. D5
General arrangement of lateral stays
For installation data concerning lateral engine stays, please refer to section H8.
D5
25.81.07.40 Issue XI.05 Rev. 0
Engine dynamics
D1.4
Longitudinal engine vibration (pitching)

as a result of this to vibrations in the ships super structure (refer to section D1.6 Axial vibration). In order to prevent this vibration, stiffness of the double-bottom structure should be as high as possible.
In some cases with five-cylinder Wrtsil RT-flex engines, specially those coupled to very stiff inter mediate and propeller shafts, the engine founda tion can be excited at a frequency close to the full load speed range resonance, leading to increased axial (longitudinal) vibration at the engine top and
D1.5 D1.5.1
Torsional vibration Introduction

The amplitudes and frequencies of torsional vibra tion must be calculated at the design stage for every engine installation. The calculation normally requires approval from the relevant classification society and may require verification by measure ment on board ship during sea trials. All data re quired for torsional vibration calculations should be made available to the engine supplier at an early design stage (see section D3 Order forms for vibration calculations).
Torsional vibrations are generated by gas and iner tia forces as well as by the irregularity of the pro peller torque. It does not cause hull vibration (ex cept in very rare cases) and is not perceptible in service, but causes additional dynamic stresses in the shafting. The shafting system comprising crankshaft, pro pulsion shafting, propeller, engine running gear, flexible couplings and power take off (PTO), as any system capable of vibrating, has resonant fre quencies. If any source generates excitation at the resonant frequencies the torsional loads in the system reach maximum values. These torsional loads have to be limited, if possible by design, i.e., optimizing shaft diameters and flywheel inertia. If the resonance still remains dangerous, its frequency range (criti cal speed) has to be passed through rapidly (barred-speed range) provided that the correspon ding limits for this transient condition are not ex ceeded, otherwise other appropriate countermea sures have to be taken.
25.81.07.40 Issue XI.05 Rev. 0
D6
D.
Engine dynamics
D1.5.2
Reduction of torsional vibration

For high energy vibrations, i.e., for higher addi tional torque levels that can occur with five- and six-cylinder engines, a spring damper, with its higher damping effect may have to be considered, please refer to figure D8. This damper has to be supplied with oil from the engines lubricating oil system, and depending on the torsional vibration energy to be absorbed can dissipate up to approxi mately 60 kW energy (depends on number of cyl inders). The oil flow to the damper should be ap proximately 6 to 12 m3/h, but an accurate value will be given after the results of the torsional vibration calculation are known.
Excessive torsional vibration can be reduced, shifted or even avoided by installing a heavy fly wheel at the driving end and/or a tuning wheel at the free end or a torsional vibration damper at the free end of the crankshaft. Such dampers reduce the level of torsional stresses by absorbing a part of their energy. Where low energy torsional vibra tions have to be reduced, a viscous damper, can be installed, please refer to figure D7. In some cases the torsional vibration calculation shows that an additional oil-spray cooling for the viscous damper is needed. In these cases the layout has to be in ac cordance with the recommendations of the damper manufacturer and our design department.
Inertia ring Silicone fluid
Cover
Springs Intermediate pieces
Casing
Lub oil supply
F10.1844
F10.1845
Fig. D7
Vibration damper (Viscous type)
Fig. D8
Vibration damper (Geislinger type)
D7
25.81.07.40 Issue XI.05 Rev. 0
Engine dynamics
D1.6 D1.6.1
Axial vibration Introduction

The integrated axial damper does not affect the ex ternal dimensions of the engine. It is connected to the main lubricating oil circuit. An integrated monitoring system continuously checks the correct operation of the axial damper.
The shafting system formed by the crankshaft and propulsion shafting, is able to vibrate in the axial direction, the basic principle being the same as de scribed in section D1.5 Torsional vibration. The system, made up of masses and elasticities, will feature several resonant frequencies. These will result in axial vibration causing excessive stresses in the crankshaft if no countermeasures are taken. Strong axial vibration of the shafting can also lead to excessive axial (or longitudinal) vibration of the engine, particularly at its upper part. The axial vibrations of installations depend mainly on the dynamical axial system of the crankshaft, the mass of the torsional damper, free-end gear (if any) and flywheel fitted to the crankshaft. Addition ally, there can be a considerable influence of the torsional vibrations to the axial vibrations. This in fluence is called the coupling effect of the torsional vibrations. It is recommended that axial vibration calculations are carried out at the same time as the torsional vibration calculation. In order to consider the coupling effect of the torsional vibrations to the axial vibrations, it is necessary to use a suitable coupled axial vibration calculation method.
D1.6.2
Reduction of axial vibration

F10.0561
In order to limit the influence of the axial excitations and reduce the level of vibration, all RT-flex60C en gines are equipped as standard with an integrated axial damper mounted at the forward end of the crankshaft, please refer to figure D9. The axial damper sufficiently reduces the axial vibrations in the crankshaft to acceptable values. No excessive axial vibrations should occur on either the crankshaft nor the upper part of the engine.
Fig. D9
Axial damper
25.81.07.40 Issue XI.05 Rev. 0
D8
D.
Engine dynamics
D1.7
Hull vibration
The hull and accommodation area are susceptible to vibration caused by the propeller, machinery and sea conditions. Controlling hull vibration is achieved by a number of different means and may require fitting mass moment compensators, lateral stays, torsional damper and axial damper. Avoid ing disturbing hull vibration requires a close co operation between the propeller manufacturer, naval architect, shipyard and engine builder. To en able Wrtsil Switzerland Ltd to provide the most accurate information and advice on protecting the installation and vessel from the effects of plant vibration, please complete the order forms as given in section D3 and send it to the address given.
D9
25.81.07.40 Issue XI.05 Rev. 0
Engine dynamics
D1.8

Number of cylinders Engine power kW 5 11 800 6 14 160 7 16 520 8 18 880 9 21 240
Engine type: Wrtsil RT-flex60C Rating R1: 2360 kW/cyl. at 114 rpm Massmoments / Forces Free forces F1V F1H
F2V
[kN] [kN] [kN] [kN] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm]
0 0 0 0 174 180 2046 12 0 0 0 0 1139 0 0 0 0 88 0 0 139 138 147 45 0 17 136 78 3 0 1 1 1169
0 0 0 0 0 0 1423 94 0 0 0 0 0 811 0 0 0 0 0 14 0 96 266 349 0 0 0 54 66 19 0 0 824
0 0 0 0 98 113 413 267 0 0 0 0 0 0 630 0 0 0 0 0 83 28 291 992 75 10 0 4 7 55 24 0 640
0 0 0 0 343 364 0 109 0 0 0 0 0 0 0 430 0 0 0 0 278 0 373 403 943 0 24 0 7 0 31 1 439
0 0 0 0 363 363 465 135 0 0 0 0 0 0 0 0 258 0 0 0 286 31 461 503 373 590 31 14 0 5 3 4 259
F4V External moments *1)

M1V
M1H M2V M4V Lateral H-moments MLH *2) *3) Order 1 Order 2 Order 3 Order 4 Order 5 Order 6 Order 7 Order 8 Order 9 Order 10 Order 11 Order 12 Lateral X-moments MLX *3) Order 1 Order 2 Order 3 Order 4 Order 5 Order 6 Order 7 Order 8 Order 9 Order 10 Order 11 Order 12 Torque variation (Synthesis value) Remarks:
*1) The external moments M1 and M2 are related to R1 speed. For other engine speeds the corresponding external moments are calculated with the relation: MRx = MR1 (nRx/nR1)2. No engine-fitted 2nd order balancer available. If reduction on M2v is needed, an external compensator has to be applied. *2) The resulting lateral guide force can be calculated as follows: FL = MLH 0.291 [kN].
*3) The values for other engine ratings are available on request.
Crankshaft type: forged. External forces and moments
Table D1
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D10
D.
Engine dynamics
D1.9
Summary of countermeasures for dynamic effects
The following tables indicate where special attention is to be given to dynamic effects and the counter measures required to reduce them. External mass moments
Number of cylinders 5 6 79
Remarks:
2nd order compensator balancing countermeasure is likely needed *1) balancing countermeasure is unlikely needed *1) balancing countermeasure is not relevant
*2) A B C
*1) No engine-fitted 2nd order balancer available.

If reduction on M2v is needed, an external compensator has to be applied.
*2) Refer also to figure D3
Table D2 Countermeasures for external mass moments
Lateral and longitudinal rocking

Number of cylinders 5 6 7 8 9
Remarks:
Lateral stays A B C A A
Longitudinal stays B C C C C
A: The countermeasure indicated is needed. B: The countermeasure indicated may be needed and provision for the corresponding
countermeasure is recommended.
C: The countermeasure indicated is not needed.
Table D3 Countermeasures for lateral and longitudinal rocking
Torsional vibration & axial vibration Where installations incorporate PTO arrangements further investigation is required and Wrtsil Switzerland Ltd, Winterthur, should be contacted.
Number of cylinders Torsional vibrations Detailed calculations have to be carried out for every installation, countermeasures to be selected ac cordingly (shaft diameter, critical or barred speed range, flywheel, tuning wheel, damper). Axial vibrations An integrated axial damper is fitted as standard to reduce the axial vibration in the crankshaft. However, the effect of the coupled axial vibration to the propulsion shafting components should be checked by calculation.
59
Table D4 Countermeasures for torsional & axial vibration
D11
25.81.07.40 Issue XI.05 Rev. 0
Engine dynamics
D2
System dynamics
This kind of study should be requested at an early stage in the project if some special specification re garding speed deviation and recovery time, or any special speed and load setting programs have to be fulfilled. Wrtsil Switzerland Ltd would like to assist if you have any questions or problems relating to the dy namics of RT engines. Please describe the situ ation and send or fax the completed relevant order form given in the next section D3. We will provide an answer as soon as possible.
A modern propulsion plant with the RT engine may include a main-engine driven generator. This el ement is connected by clutches, gears, shafts and elastic couplings. Under transient conditions large perturbations, due to changing the operating point, loading or unloading generators, engaging or dis engaging a clutch, cause instantaneous dynamic behaviour which weakens after a certain time (or transient). Usually the transfer from one operating point to another is supervised by a control system in order to allow the plant to adapt safely and rapidly to the new operating point (engine speed control and propeller speed control). Simulation is an opportune method for analysing the dynamic behaviour of a system subject to large perturbations or transient conditions. Mathemat ical models of several system components such as clutches and couplings have been determined and programmed as library blocks to be used with a si mulation program. With this program it is possible to check, for example, if an elastic coupling will be overloaded during engine start, or to optimize a clutch coupling characteristic (engine speed be fore clutching, slipping time, etc.), or to adjust the speed control parameters.
D3
Order forms for vibration calculations and simulation

Minimum required data needed for provisional calculation are highlighted in the forms (tables D5 to D8) as follows:
For system dynamics and vibration analysis, please send or fax a copy of the completed rel evant forms to the following address: Wrtsil Switzerland Ltd Dept. 10189 Engine and System Dynamics PO Box 414 CH-8401 Winterthur Switzerland Fax: +41-52-262 07 25
25.81.07.40 Issue XI.05 Rev. 0
D12
D.
Engine dynamics
D3.1
Marine installation Torsional Vibration Calculation

Name: Order Date: Phone: Order deadline:
Client Information
Project
Project name: Shipyard: Classification society: Hull No.:
Engine
Engine type: Engine power: Rotation: clockwise Y kW anticlockwise N Engine speed: Engine tuning (RT-flex): if yes, in which speed range: Standard rpm DeltaTuning rpm
Barred speed range accepted: Shafting Intermediate shaft diameter: Intermediate shaft length: Intermediate shaft UTS:
mm mm N/mm2
Propeller shaft diameter: Propeller shaft length: Propeller shaft UTS:
mm mm N/mm2
If possible, a drawing or sketch of the propulsion shafting should be enclosed. In case the installation consists of a CP-Propeller, a detailed drawing of the oil-distribution shaft is needed. Propeller Type: Diameter: Mean pitch: Inertia in air: FP CP m m kgm2 Number of blades: Mass: Expanded area blade ratio: Inertia with entr. water*: kgm2 4 5 6 kg
*In case of a CP-Propeller, the inertia in water for full pitch has to be given and if possible, the inertia of the entrained water depending on the pitch to be enclosed. PTO PTO-Gear Type: Manufacturer: Detailed drawings with the gearwheel inertias and gear ratios to be enclosed. PTO-Clutches/Elastic couplings The arrangement and the type of couplings to be enclosed. PTO-Generator Manufacturer: Generator speed: Rated apparent power: Rotor inertia: Frequency control system: No rpm kVA kgm2 Thyristor Service speed range: Rated voltage: Grid frequency: Power factor cos : Constant speed gear rpm V Hz Free end gear (RTA) Tunnel gear Camshaft gear (RTA) Shaft generator
If possible, drawing of generator shaft to be enclosed

Minimum required data needed for provisional calculation.
Table D5
Vibration calculation form (ad-t1-tvc-marine-order-form)
D13
25.81.07.40 Issue XI.05 Rev. 0
Engine dynamics
D3.2
Testbed installation Torsional Vibration Calculation

Client Information
Project
Engine
Engine type: Engine power: Rotation: Flywheel inertia: clockwise kW anticlockwise kgm2 Engine speed: Engine tuning (RT-flex): Front disc inertia: TV damper manufacturer: Details of the dynamic characteristics of TV damper to be enclosed if already known. Standard rpm DeltaTuning kgm2
TV damper type / designation:
Shafting Intermediate shaft diameter: Intermediate shaft UTS: mm N/mm2 Intermediate shaft length: Propeller shaft UTS: mm N/mm2
A drawing or sketch of the propulsion shafting should be enclosed. Water brake Type: Inertia of rotor with entr. water: Elasticity of brake shaft: PTO PTO-Gear Type: Manufacturer: Detailed drawings with the gearwheel inertias and gear ratios to be enclosed. PTO-Clutches/Elastic couplings The arrangement and the type of couplings to be enclosed. PT-Generator Manufacturer: Generator speed: Rotor inertia: rpm kgm2 If possible, drawing of generator shaft to be enclosed
Minimum required data needed for provisional calculation.
Manufacturer: kgm2 Drw.No.:
rad/Nm (between flange and rotor) Free end gear Camshaft gear
Service speed range:
rpm
Rotor mass:
kg
Table D6
Vibration calculation form (ad-t1-tvc-testbed-order-form)
25.81.07.40 Issue XI.05 Rev. 0
D14
D.
Engine dynamics
D3.3
Marine installation Coupled Axial Vibration Calculation

Client Information
Project
Engine
Engine type: Engine power: Rotation: Flywheel inertia: Front disc inertia: clockwise kW anticlockwise kgm2 kgm2 Engine speed: Engine tuning (RT-flex): Flywheel mass: Front disc mass: TV damper manufacturer: Details of the dynamic characteristics of TV damper to be enclosed if already known. Standard rpm DeltaTuning kg kg
Shafting Intermediate shaft diameter: Intermediate shaft length: Intermediate shaft UTS: mm mm N/mm2 Propeller shaft diameter: Propeller shaft length: Propeller shaft UTS: mm mm N/mm2
If possible, a drawing or sketch of the propulsion shafting should be enclosed. In case the installation consists of a CP-Propeller, a detailed drawing of the oil-distribution shaft is needed Propeller Type: Diameter: Mean pitch: Inertia in air: Inertia with entr. water*: FP CP m m kgm2 kgm2 Expanded area blade ratio: Mass in air: Mass with entrained water: kg kg Number of blades: 4 5 6
*In case of a CP-Propeller, the inertia in water for full pitch has to be given and if possible, the inertia of the entrained water depending on the pitch to be enclosed. PTO PTO-Gear Type: Manufacturer: Detailed drawings with the gearwheel inertias and gear ratios to be enclosed. PTO-Clutches/Elastic couplings The arrangement and the type of couplings to be enclosed. PTO-Generator Manufacturer: Generator speed: Rotor inertia: rpm kgm2 If possible, drawing of generator shaft to be enclosed Table D7 Vibration calculation form (ad-t1-avc-marine-order-form) Rotor mass: kg Service speed range: rpm Free end gear (RTA) Tunnel gear Camshaft gear (RTA) Shaft generator
D15
25.81.07.40 Issue XI.05 Rev. 0
Engine dynamics
D3.4
Marine installation Bending Vibration & Alignment Calculation

Client Information
Project
Engine
Engine type: Engine power: Rotation: Flywheel inertia: Front disc inertia: clockwise kW anticlockwise kgm2 kgm2 Engine speed: Engine tuning (RT-flex): Flywheel mass: Front disc mass: TV damper manufacturer: Details of the dynamic characteristics of TV damper to be enclosed if already known. Standard rpm DeltaTuning kg kg
Shafting Intermediate shaft diameter: Intermediate shaft length: Intermediate shaft UTS: mm mm N/mm2 Propeller shaft diameter: Propeller shaft length: Propeller shaft UTS: mm mm N/mm2
A drawing or sketch of the propulsion shafting should be enclosed. In case the installation consists of a CP-Propeller, a detailed drawing of the oil-distribution shaft is needed Propeller Type: Diameter: Mean pitch: Inertia in air: Inertia with entr. water*: PTO PTO-Gear Type: Manufacturer: Detailed drawings with the gearwheel inertias, masses and gear ratios to be enclosed. PTO-Clutches/Elastic couplings The arrangement and the type of couplings to be enclosed. PTO-Generator Manufacturer: Generator speed: Rotor inertia: Shaft bearings Type: Stiffness horizontal: Sterntube stiffn. horiz.: Table D8 N/m N/m Stiffness vertical: Sterntube stiffn. vertical: N/m N/m rpm kgm2 Rotor mass: Kg Service speed range: rpm Free end gear (RTA) FP CP m m kgm2 kgm2 Expanded area blade ratio: Mass in air: Mass with entrained water: Camshaft gear (RTA) kg kg Shaft generator Number of blades: 4 5 6
Tunnel gear
Vibration calculation form (ad-t1-bending&alignment-order-form)
25.81.07.40 Issue XI.05 Rev. 0
D16
E.
Auxiliary power generation
E1 E1.1
General information Introduction

The waste heat option is a practical proposition for high powered engines employed on long voyages. The electrical power required when loading and discharging cannot be met with a main-engine driven generator or with the waste heat recovery system, and for vessels employed on compara tively short voyages the waste heat system is not viable. Stand-by diesel generator sets (Wrtsil GenSets), burning heavy fuel oil or marine diesel oil, available for use in port, when manoeuvring or at anchor, provide the flexibility required when the main engine power cannot be utilised.
This chapter covers a number of auxiliary power arrangements for consideration. However, if your requirements are not fulfilled, please contact our representative or consult Wrtsil Switzerland Ltd, Winterthur, directly. Our aim is to provide flexibility in power management, reduce overall fuel con sumption and maintain uni-fuel operation. The sea load demand for refrigeration com pressors, engine and deck ancillaries, machinery space auxiliaries and hotel load can be met by using a main-engine driven generator, by a steamturbine driven generator utilising waste heat from the engine exhaust gas, or simply by auxiliary gen erator sets.
Exhaust gas econimiser
Ship service steam
Steam turbine
Ship service power
G
Power turbine
G G M/G
Aux. engine Aux. engine Aux. engine Aux. engine
Main engine
G G
F10.5321
Fig. E1
Heat recovery, typical system layout
E1
25.81.07.40 Issue XI.05 Rev. 0
Marine Installation Manual E.
Auxiliary power generation
E1.2
System description and layout
E3.2
PTO power and speed

PTO tunnel gear with generator PTO
Although initial installation costs for a heat recov ery plant are relatively high, these are recovered by fuel savings if maximum use is made of the steam output, i.e., electrical power and domestics, space heating, heating of tank, fuel and water.
Generator speed [rpm]
1000, 1200, 1500, 1800 700
Power [kWe]
1200 1800 *1)
E2
Waste heat recovery

Remark: *1) Higher powers on request
Before any decision can be made about installing a waste heat recovery system (see figure E1) the steam and electrical power available from the ex haust gas is to be established. For more information see chapter J winGTD the General Technical Data.
Table E1
PTO power and speed
Another alternative is a shaft generator.
E3
Power take off (PTO)
Main-engine driven generators are an attractive option when consideration is given to simplicity of operation and low maintenance costs. The gener ator is driven through a tunnel PTO gear with fre quency control provided by thyristor invertors or constant-speed gears. The tunnel gear is mounted at the intermediate propeller shaft. Positioning the PTO gear in that area of the ship depends upon the amount of space available.
E3.1
Arrangements of PTO
Figure E2 illustrates various arrangements for PTO with generator. If your particular requirements are not covered, please do not hesitate to contact our representative or Wrtsil Switzerland Ltd, Winterthur, directly.
T1
T
T2
T
T3
T1T3 Tunnel gear T Thyristor bridge
Controllable-pitch propeller Generator
F10.5231
Fig. E2
Tunnel PTO gear
25.81.07.40 Issue XI.05 Rev. 0
E2
F.
Ancillary systems
F1 F1.1
General information Introduction
Sizing engine ancillary systems, i.e. fresh water cooling, lubricating oil, fuel oil, etc., depends on the contract maximum engine power. If the expected system design is out of the scope of this manual please contact our representative or Wrtsil Switzerland Ltd, Winterthur, directly.
F1.2
Part-load data
The engine part-load data can be determined with the help of the winGTD-program which is enclosed in this manual.
F1.3
Engine system data
The data contained in tables F1 to F3 and are appli cable to the nominal maximum continuous rating (R1) of each five- to nine-cylinder engine. These data refere to engines with the following conditions/features: At design (tropical) conditions. ABB TPL turbochargers. Turbochargers lubricated from the engines lubricating system. This data is sutable for estimating the size of ancil lary equipment. Derating and part-load performance data and data with Delta Tuning can be obtained on request. The WinGTD-program enables all engine and sys tem data at any Rx rating within the engine rating field to be obtained. However, for convenience or final confirmation when optimizing the plant, Wrtsil Switzerland Ltd provide a computerized calculation service. Please complete in full the questionnaire on the next page to enable us to supply the necessary data.
F1
25.81.07.40 Issue XI.05 Rev. 0
Marine Installation Manual F.
Ancillary systems
F1.3.1
Questionnaire for engine data (winGTD, see section C7.2)
In order to obtain computerized engine performance data and optimized ancillary system data, please send completed copy of this questionnaire to: Wrtsil Switzerland Ltd, PO Box 414,
Dept. 10200, CH-8401 Winterthur, Switzerland.
or fax: Fax No. +41 52 262 0707
Client specification
Company:
Name:
Address:
Department:
Country:
Telephone:
Telefax:
Telex:
E-mail:
Date of contact:
Project specification
Project number: Shipowner, country: Shipyard, country: Project manager: Wrtsil representative:
Engine specification
Number of cylinders: PTO: (see PTO options in table E1)
Max. PTO [kW] Constant-speed output: Speed [rpm]: 700 Yes 1000 1200 1200 1800 1500 No (continue to Rating point below)
1800

RT-flex60C
Yes No (continue to Rating point below)
Rating point (CMCR = Rx)
Power: Speed: kW
rpm
Cooling system specification

Central fresh water cooling with single-stage scavenge air cooler and integrated HT circuit Central fresh water cooling with single-stage scavenge air cooler and seperate HT circuit Central fresh water cooling with two-stage scavenge air cooler and integrated HT circuit
Calculations are based on an operating mode according to propeller law and design (tropical) conditions.
25.81.07.40 Issue XI.05 Rev. 0
F2
F.
Ancillary systems
F1.3.2
Engine system data for central fresh water cooling system (single-stage) at nominal maximum continuous rating (R1)
Cooling with integrated HT circuit
Engines equipped with ABB TPL turbochargers

for Mitsubishi MET turbochargers use data from the winGTD program (see section C7.2).
LT
HT circuit Lubricating oil cooler Scavenge air cooler (LT) Central cooler Recirculation
F10.5315
Inlet
Outlet
Fig. F3
Central fresh water cooling system with single-stage SAC and integrated HT circuit
General data Speed 114 rpm
Number of cylinders Engine power Number and type of turbochargers heat dissipation engine in/out heat dissipation cooler in/out mass flow
kW kW m3/h C kW m3/h C kg/h kW m3/h C m3/h C C kW m3/h C m3/h C C kW kg/h C kW
5 11 800 1 x TPL77-B12 1790 105 70.0/85.0 4339 94 36.0/76.0 92134 1053 188 56.4/45.0 91 36.0/46.0 9.7 7183 185 69.7/36.0 315 32.0/52.0 9.2 3004 92794 284 119 25 2.6 70 m3h 188 27 105 185 5.3 3.0 315 30 2.3 70 bar 6.3 7.4 3.0 2.2 6.5 5.0 2.2
6 14 160 1 x TPL80-B12 2137 126 70.0/85.0 5194 113 36.0/76.0 110561 1280 218 56.9/45.0 113 36.0/46.0 9.9 8611 223 69.5/36.0 378 32.0/52.0 9.2 3604 111353 284 137 25 3.0 80 m3/h 218 32 126 223 6.4 3.5 378 30 2.6 80 bar 6.3 7.4 3.0 2.2 6.5 5.0 2.2
7 16 520 1 x TPL80-B12 2525 148 70.0/85.0 6076 132 36.0/76.0 128988 1468 248 57.1/45.0 127 36.0/46.0 10.0 10069 259 69.9/36.0 442 32.0/52.0 9.3 4205 129911 284 155 25 3.4 85 m3/h 248 38 148 259 7.4 4.1 442 30 2.9 85 bar 6.3 7.4 3.0 2.2 6.5 5.0 2.2
8 18 880 2 x TPL77-B11 2821 166 70.0/85.0 6933 150 36.0/76.0 147415 1736 281 57.6/45.0 150 36.0/46.0 10.2 11490 301 69.3/36.0 504 32.0/52.0 9.1 4806 148470 284 171 25 3.8 95 m3/h 281 43 166 301 8.5 4.7 504 30 3.2 95 bar 6.3 7.4 3.0 2.2 6.5 5.0 2.2
9 21 240 2 x TPL77-B12 3185 187 70.0/85.0 7849 170 36.0/76.0 165842 1913 310 57.6/45.0 166 36.0/46.0 10.2 12947 336 69.6/36.0 568 32.0/52.0 9.2 5407 167029 284 190 25 4.2 105 m3/h 310 49 187 336 9.6 5.3 568 30 3.6 105 bar 6.3 7.4 3.0 2.2 6.5 5.0 2.2
Cylinder cooling (HT) Fresh water flow Fresh water temperature Scavenge air cooler (LT) Fresh water flow (LT) Fresh water temperature Scavenge air
Lubricating oil cooler heat dissipation *1) Oil flow *1) Oil temperature cooler in/out Fresh water flow Fresh water temperature cooler in/out Mean log. temperature difference Central cooler Fresh water flow (LT) Fresh water temperature Sea-water flow Sea-water temperature Mean log. temperature difference Exhaust gas Mass flow Temperature after turbine Engine radiation Starting air *3) Bottle (2 units) Air compressor (2 units) at design pressure capacity each capacity each heat dissipation cooler in/out cooler in/out
heat dissipation *2)
bar m3 m3/h
Pump capacities / delivery head *4) Lubricating oil Crosshead lubricating oil High temperature circuit (cylinder cooling) Low temperature circuit Fuel oil booster Fuel oil feed Sea-water
Remark:
*1) *2) *3) *4)
Excluding heat and oil flow for damper and PTO gear.
Available heat for boiler with gas outlet temperature 170C and temperature drop 5C from turbine to boiler.
For 12 starts and refilling time 1 hour, when JRel = 1.3 (see section F2.5).
Pressure difference across pump (final delivery head must be according to the actual piping layout).
Table F1 R1 data for central fresh water cooling system with single-stage SAC and integrated HT circuit
F3
25.81.07.40 Issue XI.05 Rev. 0
Ancillary systems
Cooling with separate HT circuit

HT circuit
Engines equipped with ABB TPL turbochargers

for Mitsubishi MET turbochargers use data from the winGTD program (see section C7.2).
LT
Lubricating oil cooler Scavenge air cooler (LT) Central cooler
Cylinder water cooler
Recirculation
F10.5316
Inlet
Outlet
Fig. F4
Central fresh water cooling system with single-stage SAC and separate HT circuit
Number of cylinders Engine power Number and type of turbochargers heat dissipation cooler in/out cooler in/out
kW kW m3/h C m3/h C C kW m3/h C kW m3/h C kg/h kW m3/h C m3/h C C kW m3/h C m3/h C C kW kg/h C kW
5 11 800 1 x TPL77-B12 1790 105 85.0/70.0 91 46.0/63.0 23.0 1790 105 70.0/85.0 4339 94 36.0/76.0 92134 1053 188 56.4/45.0 91 36.0/46.0 9.7 7183 185 69.6/36.0 315 32.0/52.0 9.2 3004 92794 284 119 25 2.6 70 m3h 188 27 105 185 5.3 3.0 315 30 2.3 70 bar 6.3 7.4 3.0 2.2 6.5 5.0 2.2
6 14 160 1 x TPL80-B12 2137 126 85.0/70.0 111 46.0/62.7 23.1 2137 126 70.0/85.0 5194 113 36.0/76.0 110561 1280 218 56.9/45.0 111 36.0/46.0 9.9 8611 223 69.4/36.0 378 32.0/52.0 9.1 3604 111353 284 137 25 3.0 80 m3/h 218 32 126 223 6.4 3.5 378 30 2.6 80 bar 6.3 7.4 3.0 2.2 6.5 5.0 2.2
7 16 520 1 x TPL80-B12 2525 148 85.0/70.0 127 46.0/63.2 22.9 2525 148 70.0/85.0 6076 132 36.0/76.0 128988 1468 248 57.1/45.0 127 36.0/46.0 10.0 10069 259 69.7/36.0 442 32.0/52.0 9.2 4205 129911 284 155 25 3.4 85 m3/h 248 38 148 259 7.4 4.1 442 30 2.9 85 bar 6.3 7.4 3.0 2.2 6.5 5.0 2.2
8 18 880 2 x TPL77-B11 2821 166 85.0/70.0 150 46.0/62.2 23.4 2821 166 70.0/85.0 6933 150 36.0/76.0 147415 1736 281 57.6/45.0 150 36.0/46.0 10.2 11490 301 69.1/36.0 504 32.0/52.0 9.0 4806 148470 284 171 25 3.8 95 m3/h 281 43 166 301 8.5 4.7 504 30 3.2 95 bar 6.3 7.4 3.0 2.2 6.5 5.0 2.2
9 21 240 2 x TPL77-B12 3185 187 85.0/70.0 166 46.0/62.7 23.2 3185 187 70.0/85.0 7849 170 36.0/76.0 165842 1913 310 57.6/45.0 166 36.0/46.0 10.2 12947 336 69.4/36.0 568 32.0/52.0 9.1 5407 167029 284 190 25 4.2 105 m3/h 310 49 187 336 9.6 5.3 568 30 3.6 105 bar 6.3 7.4 3.0 2.2 6.5 5.0 2.2
Cylinder water cooler (HT) Fresh water flow (HT) Fresh water temperature Fresh water flow (LT) Fresh water temperature (LT) Mean log. temperature difference Cylinder cooling (HT) Fresh water flow Fresh water temperature Scavenge air cooler (LT) Fresh water flow (LT) Fresh water temperature Scavenge air
heat dissipation engine in/out heat dissipation cooler in/out mass flow
bar m3 m3/h
Remark:
*1) *2) *3) *4)
Table F2 R1 data for central fresh water cooling system with single-stage SAC and separate HT circuit
25.81.07.40 Issue XI.05 Rev. 0
F4
F.
Ancillary systems
F1.3.3
Engine system data for central fresh water cooling system (two-stage) at nominal maximum continuous rating (R1)
Cooling with integrated HT circuit
Engine cylinder cooling HT Scavenge air cooler (HT)
Engine equipped with ABB TPL turbochargers

for Mitsubishi turbochargers use data from the winGTD program (see chapter C).
LT
Lubricating oil cooler Scavenge air cooler (LT) Central cooler
Recirculation
F10.1907
Inlet
Outlet
Fig. F5
Central fresh water cooling system with two-stage SAC and integrated HT circuit
Number of cylinders Engine power Number and type of turbochargers heat dissipation engine in/out heat dissipation cooler in/out heat dissipation cooler in/out mass flow
kW kW m3/h C kW m3/h C kW m3/h C kg/h kW m3/h C m3/h C C kW m3/h C m3/h C C kW kg/h C kW
5 11 800 1 x TPL77-B12 1797 106 70.0/85.0 2384 98 70.0/91.5 1945 69 36.0/60.4 92134 1056 188 56.5/45.0 100 36.0/45.1 10.1 7182 169 73.1/36.0 315 32.0/52.0 10.3 3004 92794 284 119 25 2.6 70 m3h 188 27 204 169 5.3 3.0 315 30 2.3 70 bar 6.3 7.4 3.0 2.2 6.5 5.0 2.2
6 14 160 1 x TPL80-B12 2140 126 70.0/85.0 2917 122 70.0/91.1 2272 86 36.0/58.9 110561 1282 218 56.9/45.0 122 36.0/45.1 10.4 8611 208 72.3/36.0 378 32.0/52.0 10.0 3604 111353 284 137 25 3.0 80 m3/h 218 32 248 208 6.4 3.5 378 30 2.6 80 bar 6.3 7.4 3.0 2.2 6.5 5.0 2.2
7 16 520 1 x TPL80-B12 2523 148 70.0/85.0 3500 152 70.0/90.3 2579 108 36.0/56.7 128988 1467 248 57.1/45.0 145 36.0/44.8 10.6 10069 253 70.9/36.0 442 32.0/52.0 9.6 4205 129911 284 155 25 3.4 85 m3/h 248 38 300 253 7.4 4.1 442 30 2.9 85 bar 6.3 7.4 3.0 2.2 6.5 5.0 2.2
8 18 880 2 x TPL77-B11 2837 167 70.0/85.0 3754 152 70.0/91.8 3156 108 36.0/61.3 147415 1743 281 57.6/45.0 159 36.0/45.5 10.5 11490 267 73.6/36.0 504 32.0/52.0 10.4 4806 148470 284 171 25 3.8 95 m3/h 281 43 319 267 8.5 4.7 504 30 3.2 95 bar 6.3 7.4 3.0 2.2 6.5 5.0 2.2
9 21 240 2 x TPL77-B12 3181 187 70.0/85.0 4527 196 70.0/90.4 3328 138 36.0/56.9 165842 1911 310 57.5/45.0 186 36.0/44.9 10.7 12947 324 71.0/36.0 568 32.0/52.0 9.6 5407 167029 284 190 25 4.2 105 m3/h 310 49 383 324 9.6 5.3 568 30 3.6 105 bar 6.3 7.4 3.0 2.2 6.5 5.0 2.2
Cylinder cooling (HT) Fresh water flow Fresh water temperature Scavenge air cooler (HT) Fresh water flow (LT) Fresh water temperature Scavenge air cooler (LT) Fresh water flow (LT) Fresh water temperature Scavenge air
bar m3 m3/h
Remark:
*1) *2) *3) *4)
Table F3 R1 data for central fresh water cooling system with two-stage SAC and integrated HT circuit
F5
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Ancillary systems
F2 F2.1
Piping systems Introduction F2.2.1 Central fresh water cooling system
All pipework systems and fittings are to conform to the requirements laid down by the legislative coun cil of the vessels country of registration and the classification society selected by the owners. They are to be designed and installed to accommodate the quantities, velocities, flow rates and contents identified in this manual, set to work in accordance with the build specification as approved by the classification society and protected at all times from ingress of foreign bodies. All pipework sys tems are to be flushed and proved clean prior to commissioning. Note: The pipe connections on the engine are sup plied with blind mating flanges, except for the turbocharger exhaust gas outlet. Screw con nections are supplied complete.
As standard the cooling medium of the scavenge air cooler(s) of the RT-flex60C is fresh water, this involves the use of a central fresh water cooling system. The central fresh water cooling system comprises low temperature (LT) and high-temperature (HT) circuits. Figures F6 and F7 show both central fresh water cooling systems for single-stage scavenge air cooler. Fresh water cooling systems reduce the amount of sea-water pipework and its attendend problems and provides for improved cooling control. Opti mizing central fresh water cooling results in lower overall running costs when compared with the con ventional sea-water cooling system. As an option a two-stage scavenge air cooler, for further waste recovery, can be provided. With this option the high-temperature stack of the scavenge air cooler is arranged in parallel to the cylinder cooling system. This is the main difference com pared with the central cooling systems shown in figures F6 and F7. For more information please contact Wrtsil Switzerland Ltd, Winterthur.
F2.2
Cooling water and pre-heating systems
The cooling system of the RT-flex60C engine runs on either one of the following standard layouts: Central fresh water cooling system with single-stage scavenge air cooler and inte grated HT circuit, see fig. F6. Central fresh water cooling system with single-stage scavenge air cooler and separate HT circuit, see fig. F7. Central fresh water cooling system with twostage scavenge air cooler and integrated HT circuit, see fig. F8.
25.81.07.40 Issue XI.05 Rev. 0
F6
F.
Ancillary systems

355.566a
Remarks: Note:
Fig. F6
Central fresh water cooling system: layout for single-stage scavenge air cooler and integrated HT circuit
F7
25.81.07.40 Issue XI.05 Rev. 0
Ancillary systems
Remarks:
355.566a
Number of cylinders
Main engine RT-flex60C RT-flex60C (R1)
5 11 800
6 14 160
7 16 520 114
8 18 880
9 21 240
power speed cap. cap. p A B C D
kW rpm m3 m3 bar DN DN DN DN DN DN DN DN DN DN DN
Cooling water expansion tank (HT) Cooling water expansion tank (LT) Pressure drop across the engine Nominal pipe diameter
0.5
0.75
0.75
0.75
1.0
depending on ancillary plants 1.3 200 200 200 125 125 80 125 80 100 40 100 200 200 200 125 125 80 125 80 100 40 100 250 250 200 125 125 100 150 100 125 40 100 250 250 200 150 150 100 150 100 125 40 100 250 250 200 150 150 100 150 100 125 40 100
All pipe diameters are valid for R1-rated engines and laid out for flows given in section F1.3 Engine system data. For pipe diameters if Rx-rated pump capacities are used, please refer to section F4 Pipe size and flow details
E F G H J K L
Table F4
Central fresh water cooling system: data to layout for single-stage scavenge air cooler
25.81.07.40 Issue XI.05 Rev. 0
F8
F.
Ancillary systems

246.863d
Remarks: Note:
Fig. F7
Central fresh water cooling system: layout for single-stage scavenge air cooler and separate HT circuit
F9
25.81.07.40 Issue XI.05 Rev. 0
Ancillary systems
Remarks:
246.863d
Number of cylinders
5 11 800
6 14 160
7 16 520 114
8 18 880
9 21 240
power speed cap. cap. p A B C D E G H J K L
kW rpm m3 m3 bar DN DN DN DN DN DN DN DN DN DN
0.5
0.75
0.75
0.75
1.0
depending on ancillary plants 1.3 200 200 200 125 125 125 80 100 40 100 200 200 200 125 125 125 80 100 40 100 250 250 200 125 125 150 100 125 40 100 250 250 200 150 150 150 100 125 40 100 250 250 200 150 150 150 100 125 40 100
Table F5
Central fresh water cooling system: data to layout for single-stage scavenge air cooler
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F10
F.
Ancillary systems

355.468a
Remarks: Note:
Fig. F8
Central fresh water cooling system: layout for two-stage scavenge air cooler and integrated HT circuit
F11
25.81.07.40 Issue XI.05 Rev. 0
Ancillary systems
Remarks:
355.468a
Number of cylinders
5 11 800
6 14 160
7 16 520 114
8 18 880
9 21 240
power speed cap. cap. p A B C D
kW rpm m3 m3 bar DN DN DN DN DN DN DN DN DN DN DN
0.5
0.75
0.75
0.75
1.0
depending on ancillary plants 1.3 250 250 150 100 125 100 200 100 100 50 125 250 250 200 125 125 125 200 100 100 50 125 250 250 200 125 150 125 200 100 125 50 150 250 250 200 125 150 150 200 100 125 65 150 300 300 200 150 200 150 250 125 125 65 200
E F G H J K L
Table F6
Central fresh water cooling system: two-stage scavenge air cooler and integrated HT circuit
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Ancillary systems
F2.2.1.1
Central fresh water cooling system components

Central cooler (item 007) Cooler type: plate or tubular. Cooling medium: sea-water. Cooled medium: fresh water. Heat dissipation: refer to tables F1F2. Margin for fouling: 10 to 15% to be added. Fresh water flow: refer to tables F1F2. Sea-water flow: refer to tables F1F2. Temperatures: refer to tables F1F2. Fresh water pumps for LT circuit (item 010) Pump type: centrifugal. Pump capacity: refer to tables F1F2. The given capacity of fresh water flow covers the need of the engine only and is to be within a tolerance of 0% to +10%. Delivery head: the final delivery head is determined by the layout of the system and is to ensure that the inlet pressure to the scavenge air coolers is within the range of the summarized data . Scavenge air cooler (item 024) Cooler type: tubular. Cooling medium: fresh water. Cooled medium: scavenge air. Heat dissipation: refer to tables F1F2. fresh water design flow: refer to table C1. Temperatures: refer to tables F1F2.
The following description of the components refers to figure F6 (central fresh water cooling system with single-stage scavenge air cooler). Low-temperature circuit: Sea-water strainer (item 004) Simplex or duplex to be fitted at each sea chest and arranged to enable manual cleaning with out interrupting flow. The strainer perforations are to be sized (not more than 6 mm) to pre vent passage of large particles and debris damaging the pumps and impairing heat transfer across the coolers. Sea-water pump (item 006) Pump type: centrifugal Pump capacity: refer to tables F1F2, the given sea-water flow capacity covers the need of the engine only and is to be within a tolerance of 0 to +10%. Delivery head: the final delivery head is determined by the layout of the system and is to ensure that the inlet pressure to the scavenge air coolers is within the range of the summarized data in table C5. Temperature control (item 008) The central fresh water cooling system is to be capable of maintaining the inlet temperature to the scavenge air cooler at 25C minimum to 36C maximum and for all sea-water tempera tures to a maximum of 32C by recirculation and the use of an automatic temperature control valve.
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High-temperature circuit: Cylinder cooling water pump (item 014) Pump type: centrifugal, with a steep headcurve is to be given preference. As a guide, the minimum advisable curve steepness can be defined as follows: For a pressure increase from 100% to 107%, the pump capacity should not de crease by more than 10%. Pump capacity: refer to tables F1F2. The flow capacity is to be within a toler ance of 10% to +20%. Delivery head: determined by system layout. Pump delivery head (pp) The required delivery head can be calculated
as follows:
System pressure losses (p)
required pressure at the engine inlet (p0)
+ pressure drop between the pump inlet and the engine inlet (dp) constant (h / 10.2)
pp p p0 h / 10.2 + dp [bar]
The system pressure losses (p) are the pressure drop across the system components and pipework and the pressure drop across the engine (see table F5). The pump delivery head (pp) depends on the height of the expan sion tank, the pressure drop between pump outlet and engine inlet (dp), and the required pressure at the engine inlet (p0). The constant is given as the difference in height between the expansion tank and the engine inlet (h) divided by 10.2. In case of a cooling system with two-stage scavenge air cooler, the pump delivery head of HT circuit is determined in the same way as above described.
Expansion tank (item 022) The expansion tank shown in figure F9 is to be fitted at least 3.5 m above the highest engine air vent flange to ensure the required static head is applied to the cylinder cooling water system. It is to be connected by a balance pipe, to replenish system losses, using the shortest route to the cylinder cooling water pump suction, making sure that pipe runs are as straight as possible without sharp bends. The pipe sizes and tank are given in table F5. The cylinder cooling water system air vents are to be routed through the bottom of the ex pansion tank with the open end below the mini mum water level. Automatic temp. control valve (item 012) Electric or electro/pneumatic actuated threeway type (butterfly valves are not adequate) having a linear characteristic. Design pressure: 5 bar Test pressure: refer to the specification laid down by the classification society. Pressure drop across valve: max. 0.5 bar Controller: proportional plus integral (PI); also known as proportional plus reset for steady state error of max. 2C and transient condition error of max. 4C. Temperature sensor: according to the control valve manufac turers specification fitted in the engine outlet pipe. Air vent pipe (item 017) Releases air gas mixtures from the cylinder cooling water through the automatic float vent valve into the cylinder cooling water feed and drain tank. For both central cooling arrangements (single- or two-stage SAC), the high-temperature circuit may also be completely separated from the low-tem perature circuit. In this case the high-temperature circuit has its own cooler with the fresh water from the low-temperature circuit as cooling medium. The necessary data for this arrangement can be obtained from the winGTD program.
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F.
Ancillary systems
Remarks:
362.343
Fig. F9
Central cooling water system expansion tank
F15
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Remarks:
245.419b
Fig. F10 Central cooling water system expansion tank (LT circuit)
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F.
Ancillary systems
Remarks:
362.179
Fig. F11 Central cooling water system expansion tank (HT circuit)
F17
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F2.2.2
General recommendations for design F2.2.2.1 Cooling water treatment
The number of valves in the system is to be kept to a minimum in order to reduce the risk of incorrect setting. Valves are to be locked in the set position and la belled to eliminate incorrect handling. The possibility of manual interference of the cool ing water flow in the various branches of the cylin der cooling water system is to be avoided by instal ling and setting throttling discs at the commissioning stage and not by adjusting the valves. Under normal operation of the cylinder cooling water system the pump delivery head and the total flow rate are to remain constant even when the fresh water generator is started up or shut down. The cylinder cooling water system is to be totally separated from steam systems. Under no circum stances are there to be any possibilities of steam entering the cylinder cooling water system, e.g. via a fresh water generator. The installation of equipment affecting the con trolled temperature of the cylinder cooling water is to be examined carefully before being added. Un controlled increases or decreases in cylinder cool ing water temperature may lead to thermal shock of the engine components and scuffing of the pis tons. Thermal shock is to be avoided and the tem perature gradient of the cooling water when start ing and shutting down additional equipment is not to exceed two degrees per minute at the engine inlet. The design pressure and temperature of all the component pipes, valves, expansion tank, fittings, etc., are to meet the requirements of the classifica tion society.
Correct treatment of the cooling fresh water is es sential for safe engine operation. Only totally de mineralized water or condensate must be used. In the event of an emergency tap water may be used for a limited period but afterwards the entire cylin der cooling water system is to be drained off, flushed, and recharged with demineralized water. Recommended parameters for raw water pH 8 to 10. Hardness 310gH (5.417.9fH) If the values are higher the water is to be softened. Total chlorides and sulphates
max 100 mg/l.
In addition, the water used must be treated with a suitable corrosion inhibitor to prevent corrosive at tack, sludge formation and scale deposits, refer to the chemical supply companies for details. Moni toring the level of the corrosion inhibitor and water softness is very important to prevent down-times due to component failures resulting from corrosion or impaired heat transfer. No internally galvanized steel pipes should be used in connection with treated fresh water, since most corrosion inhibitors have a nitrite base. Nitrites attack the zinc lining of galvanized piping and create sludge.
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Ancillary systems
F2.2.3
Fresh water generator
It is important that the bypass with valve (8) has the same pressure drop as the fresh water generator. This must be open when the fresh water generator is not in operation and closed when the fresh water generator is operating. To avoid wrong manipula tion we recommend to interlock valves 7 and 8. Fig ures F12 and F13 Fresh water generator installa tion alternative provide two systems designed to utilize in A up to 40 per cent of available heat and B up to 85 per cent of available heat. Alternative A Fresh water generators with an evaporator heat requirement not in excess of 40 per cent of the heat available to be dissipated from the cylinder cooling water at full load (CMCR) and only for use at engine loads above 50 per cent, can be con nected in series as shown in figure F12. The throt tling disc (06) serves to correct the water flow rate if the pressure drop in the cooling circuit is less than that in the fresh water generator circuit. It is to be adjusted so that the cylinder cooling water pres sure at the engine inlet is maintained within the pressure range of the summarized data in table C5 when the fresh water generator is started up and shut down.
A fresh water generator, utilizing heat from the cyl inder cooling system to distil sea-water, can be used to meet the demand for washing and potable water. The capacity of the fresh water generator is limited by the amount of heat available which in turn is dependant on the service power rating of the engine. It is important at the design stage to ensure there are sufficient safeguards to protect the main engine from thermal shock when the fresh water generator is started. To reduce such risk, the use of valves, e.g., butterfly valves at the fresh water generator inlet and in the bypass line, which are linked and actuated with a large reduction ratio, will be of advantage. The following installations are given as examples and we recommend that the fresh water generator valves (7 and 8) be operated by progressive servomotors and a warning sign be displayed on the fresh water generator to remind engine-room personnel of the possibilities of ther mal shocking if automatic start up is overridden. WARNING!
Avoid thermal shock to your main engine.
The fresh water generator inlet and outlet
valves to be opened and closed slowly and
progressively.
F10.3246
Fig. F12 Fresh water generator installation alternative A
F19
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Alternative B A fresh water generator with an evaporator heat requirement not in excess of 85 per cent of the heat available to be dissipated from the cylinder cooling water at full load (CMCR), can be connected in series as shown in figure F13. This arrangement requires the provision of an additional automatic temperature control valve (4A) connected in cas cade control with the cylinder cooling water cooler temperature control valve (4B), and controlled by the step controller (9) sensing the outlet cylinder cooling water temperature from the engine. If the engine cylinder cooling water outlet temperature is falling below the set point, the valve (4A) reduces the flow of cylinder cooling water to the fresh water generator to compensate. A part of the cylinder cooling water is then routed directly to the cooling water pumps (2) until the normal temperature is at tained. This means that the fresh water generator can be kept in continuous operation, although the generated fresh water volume decreases due to the reduced flow of hot water to the evaporator.
When the fresh water generator cannot dissipate all the heat in the cylinder cooling water, the valve (4A) is fully opened across connections 1 and 2 and a valve travel limit switch changes the regula tion of the cylinder cooling water temperature to temperature control valve (4B). This in turn passes water to the cylinder cooling water cooler (3) to maintain the engine cylinder water outlet at the re quired temperature. If in this condition the engine cylinder cooling water temperature falls below the set point and the cooler (3) is fully bypassed, the valve (4B) is fully opened across connections 2 and 1 and a valve travel limit switch transfers re gulation of the cylinder cooling water temperature back to temperature control valve (4A). As an alternative to a single step controller (9) two controllers can be installed, one for each valve, making sure that there is a 3C difference in the set point between (4A) and (4B) to avoid both con trollers acting at the same time.
F10.3384
Fig. F13 Fresh water generator installation alternative B
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Ancillary systems
The quantity of fresh water (FW) produced by a single-effect vacuum (flash) evaporator can be estimated for guidance purposes as follows:
FW produced in tday 32 10 3 Q FW
F2.2.4
Pre-heating
where QFW is the available heat in kW from the cyl inder cooling water, estimated from the derating table in section F1.3.2. Example for alternative A 7RT-flex60C R1 specification of 16 520 kW at 114 rpm fitted with central cooling system and single-stage scavenge air cooler. The available heat (from tables F1F2) is 2525 kW. Alternative A utilizes up to 40 per cent of the available heat therefore there is 1010 kW of heat available. Sub stitute this value in the equation: FW produced in t/day = constant available heat
FW minimal produced in tday 32 103 1010
To prevent corrosive liner wear when not in service or during short stays in port, it is important that the main engine is kept warm. Warming-through can be provided by a dedicated heater as shown in fig ure F6 Central fresh water cooling system, using boiler raised steam or hot water from the diesel auxiliaries, or by direct circulation from the diesel auxiliaries. If the main cylinder water pump is to be used to circulate water through the engine during warming up, the heater is to be arranged parallel with the cylinder water system and on / off control provided by a dedicated temperature sensor on the cylinder water outlet from the engine. The flow through the heater is set by throttling discs, and not by valves, to assure flow through the heater. If the requirement is for a separate pre-heating pump, a small unit of 5 % or 10 % of the main pump capacity and an additional non-return valve be tween the cylinder cooling water pump and the heater are to be installed (please compare the va lues of pos 015 in tables F4 to F6). In addition, the pumps are to be electrically interlocked to prevent two pumps running at the same time. Before starting and operating the engine, a tem perature of 60C at the cylinder cooling water outlet of the main engine is recommended. If the engine is to be started below the recommended temperature, engine power is not to exceed 80 per cent of CMCR until the water temperature has re ached 60C. To estimate the heater power capacity required to achieve 60C, the heating-up time and the engine ambient temperature are the most important para meters. They are plotted on the graph shown in fig ure F14 to arrive at the required capacity per cylin der; this figure is multiplied by the number of cylinders to give the total heater capacity required.
FW produced in t/day = 32.3 Example for alternative B 7RT-flex60C R1 specification of 16 520 kW at 114 rpm fitted with central cooling system and single-stage scavenge air cooler. The available heat (from tables F1F2) is 2525 kW. Alternative B utilizes up to 85 per cent of the available heat therefore there is 2146 kW of heat available. Sub stitute this value in the equation: FW produced in t/day = constant available heat
FW minimal produced in tday 32 10
3
2146
FW produced in t/day = 68.7
F21
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120
100
80 Approx. heater capacity [kW/cyl] 60
50
40 30 20 30 20
F2.3 F2.3.1
10 Engine ambient temperature [C]
Lubricating oil systems Introduction
Engine lubrication is achieved using two separate systems, the main lubricating system, including turbochargers, and the cylinder lubricating system.
F2.3.2
Lubricating oil systems for turbochargers
10 8 6 4 3 1 2 3 4 5 6 Heating up time [h] 8
40
50 10 12
F10.4680
Fig. F14 Pre-heating power requirement
Example for 7RT-flex60C Estimated heating-up time: 6 h. Engine ambient temperature: 40 C. Required engine temperature: 60 C. From the graph in figure F14: the approximate amount of heat per cylin der is 11.4 kW. heater capacity required is
7 11.4 kW = 79.8 kW.
If the requirement for warming up is from the cool ing water system of the diesel auxiliaries, it is es sential that the amount of heat available at normal load is sufficient to warm the main engine. If the main and auxiliary engines have a cooling water system which can be cross-connected, it is import ant to ensure that any pressure drop across the main engine, when the cross-connection is made, does not affect the cooling water pressure required by the auxiliaries. If the cooling water systems are separate then a dedicated heat exchanger is re quired to transfer the heat to the main cylinder water system.
The ABB TPL and Mitsubishi MET turbochargers feature journal bearings which are lubricated from the engines lubricating system. As an option, a separate lubricating system (fig ures F16 and F17) which only serves the turbo chargers can be supplied. For more information please contact WCH. For lubricating oil of turbochargers equipped with separate lub. oil systems, the recommendations given by the supplier must be observed.
F2.3.3
Main lubricating oil system
The main lubricating system for the engine lubrica tion, as shown in figure F15, comprises a com bined low- and high-pressure system supplied from the lubricating oil drain tank. The low-pres sure circuit supplies the main bearings, including turbochargers. The high-pressure circuit supplies the crosshead bearings, the connecting rod bottom-end bearings, the hydraulic valve actuators and reversing servo motors. The main bearing oil is also used to cool the piston crown, to lubricate and cool the torsional damper and the axial detuner, to lubricate, if fitted, the elec trical second order balancer and to feed the highpressure circuit. A schematic arrangement of the lubricating oil sys tem on the engine is shown in figures F18 to F19.
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F.
Ancillary systems
Note:
246.851d
Remarks:
Fig. F15 Lubricating oil system
F23
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Remarks:
246.851d
Number of cylinders
Main engine RT-flex60C Lub. oil drain tank *1) (R1)
5 11 800
6 14 160
7 16 520 114
8 18 880
9 21 240
power speed
kW rpm m3 m3 m3 m3 m3/h m3/h DN DN DN DN DN DN DN DN DN
For capacities see figure F28
Cylinder lub. oil storage tank Cylinder lub. oil daily service tank Lubricating oil pump Crosshead lub. oil pump Nominal pipe diameter
cap. cap. cap. cap. A B C
based on a consumption of approx. 0.9 1.3 g/kWh 0.55 0.65 0.75 see tables F1 to see tables F1 to 250 200 125 200 80 40 32 32 65 250 250 125 200 100 40 40 32 80 300 250 125 250 100 40 40 32 80 300 250 125 250 100 40 40 32 80 300 250 125 250 125 40 40 40 80 0.85 0.95
All pipe diameters are valid for R1-rated engines and laid out for flows given in section F1.3 Engine system data. For pipe diameters if Rx-rated pump capacities are used, please refer to section F4 Pipe size and flow details.
D E F G H L
Remarks:
*1) The capacity can be proportionally reduced to actual CMCR. All capacities and given diameters are valid for the engines excl. oil flow for balancers, damper and PTO-gear. The pipe diameters for the lub. oil separator are sized acc. to the effective throughput capacity of the separator and acc. to the manufacturers recommendations for the separator.
Table F7
Lubricating oil system: referring legend, remarks and data
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Ancillary systems

246.700a
Remarks:
Fig. F16 Lubricating oil system for 1 x ABB TPL77-B and TPL80-B turbochargers
F25
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Ancillary systems
Remarks:
246.702/246.703
Fig. F17 Lubricating oil system for 2 x ABB TPL77-B turbochargers
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F26
F.
Ancillary systems
F27

27
24
18
361.071/1
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Fig. F18 Lubricating oil system on the engine (drawing 1)
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F28
18
27
24
F.
Note:
361.071/2
Ancillary systems
Fig. F19 Lubricating oil system on the engine (drawing 2)
F.
Ancillary systems
F2.3.4
Main lubricating oil system components
Low-pressure pump (main lub. oil) Positive displacement screw pumps hav ing built-in overpressure relief valves or centrifugal pumps. Pump capacity for positive displacement pump: refer to table F1F3, the given flow rate is to be within a tolerance of 0% to +10% plus the back-flushing flow of the automatic filter, if any. Pump capacity for centrifugal pump: refer to table F1, the given flow rate is to be within a tolerance of 10% to +10% plus the back-flushing flow of the automatic filter, if any. Delivery head: see table F1F3. The final delivery head to be determined is subject to the actual piping layout. Working temperature: 60C. Oil type: SAE30, 50 cSt at working tem perature, maximum viscosity to be al lowed for when sizing the pump motor is 400 cSt. Lubricating oil cooler Oil flow: refer to tables F1F3. Type: plate or tubular. Cooling medium: fresh water or sea-water. Heat dissipation: refer to table F1F3. Margin for fouling: 10% to 15% to be added. Oil visc. at cooler inlet: 50 cSt at 60C . Oil temperature at inlet: approx. 60C. Oil temperature at outlet: 45C. Working pressure oil side: 6 bar. Working pressure water side:
approx. 3 bar .
Cooling water flow: refer to tables F1F3. Cooling water temperature:
Fresh water 36C.
Lubricating oil full flow filters Type: change-over duplex filter designed for in-service cleaning, with differentialpressure gauge and high differential-pres sure alarm contacts. Alternatively: Type: automatic back-flushing filter with differential pressure gauge and high dif ferential-pressure alarm contacts. De signed to clean itself automatically using reverse flow or compressed air tech niques. The drain from the filter is to be sized and fitted to allow free flow into the residue oil tank. The output required by the main lubricating oil pump to back flushing the filter without interrupting the flow is to be taken into account when esti mating the pump capacity. Test pressure: specified by classification society. Working pressure: 6 bar. Working viscosity: 95 cSt, at working tem perature. Oil flow: refer to tables F1F3, main lubri cating oil capacity. Diff. pressure, clean filter: 0.2 bar max. Diff. pressure, dirty filter: 0.6 bar max. Diff. pressure, alarm: 0.8 bar max. Bursting pressure of filter inserts: min. 8 bar (= differential pressure across the filter inserts). Filter material: stainless steel mesh. Mesh size: sphere passing max. 0.05 mm. High-pressure pump (crosshead lub. oil) Pump type: positive displacement screw or gear types having built-in overpressure relief valves. Pump capacity: refer to tables F1F3, the given flow rate is to be within a tolerance of 0% to +10%. Delivery head: see tables F1F3. Working temperature: approx. 45C. Oil type: SAE 30, 95 cSt (at working temperature, maximum vis cosity to be allowed for when sizing the pump motor is 400 cSt).
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F2.3.5
Cylinder lubricating oil system
Cylinder liner lubrication is carried out by a separ ate system included in figure F15 Lubricating oil system, working on the once-through principle using a high-alkaline oil of SAE 50 grade fed to the surface of the liner through hydraulically actuated quills. The oil supply rate is adjustable and metered to suit the age and running condition of the piston rings and liners. The arrangement of daily tank (012) and storage tank (011) shown in figure F15 can be changed by locating the storage tank in place of the daily tank. If this arrangement is preferred, the storage tank is to be located at the same height as a daily tank to provide the necess ary head and be of similar design ensuring a slop ing tank floor. Refer to table A1 Primary engine data for the cylinder lubricating oil consumption and table F7 for tank capacities.
Separation temperature: 9095C Please refer to the manufacturers instruc tions.
F2.3.7
Lubricating oil requirements
The products listed in table F9 Lubricating oils were selected in co-operation with the oil suppliers and are considered the appropriate lubricants in their respective product lines for the application indicated. Wrtsil Switzerland Ltd does not ac cept any liability for the quality of the supplied lubri cating oil or its performance in actual service. In addition to the oils shown in the mentioned list, there are other brands which might be suitable for the use in Wrtsil two-stroke diesel engines. Information concerning such brands may be ob tained on request from Wrtsil Switzerland Ltd, Winterthur. For the Wrtsil RT-flex60C engines which are designed with oil-cooled pistons, the crankcase oils typically used as system oil have the following properties (see also table F9, Lubricating oils): SAE 30. Minimum BN of 5 detergent properties. Load carrying performance of the FZG gear machine method IP 334/90: FZG load stage pass 10 (fail 11). Good thermal stability. Antifoam properties. Good demulsifying performance.
F2.3.6
Lubricating oil maintenance and treatment
It is very important to keep the engine lubricating oil as clean as possible. Water and solid contamin ants held in suspension are to be removed using centrifugal separators operating in bypass to the engine lubricating system as shown in figure F20 Lubricating oil treatment and transfer. Great care and attention has to be paid to the separators and filters to ensure that they work correctly. The separ ators are to be set up as purifiers and to be com pletely isolated from the fuel oil treatment systems, there is to be no possibility of cross-contamination.
F2.3.6.1
Lubricating oil separator
Separator type: self-cleaning purifier Minimum throughput capacity 0.140 CMCR [litres/hour], CMCR in kW Example: 7RT-flex60C with CMCR at R1: 16 520 kW. Minimum throughput capacity 0.140 16 520 = 2312 litres/hour Rated separator capacity: the rated or nominal capacity of the separator is to be according to the recommendations of the separator manu facturer.
The cylinders in the engines are lubricated by a separate system, working on the once-through principle, i.e. fresh lubricating oil is directly fed into the cylinders to provide lubrication for the liners, pistons and piston rings. For normal operating conditions, a high-alkaline marine cylinder oil of the SAE 50 viscosity grade with a minimum kinematic viscosity of 18.5 cSt at 100C is recommended. The alkalinity of the oil is indicated by its Base Number (BN). Note: The Base Number or BN was formerly known as Total Base Number or TBN. Only the name has changed, values remain identical.
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F30
F.
Ancillary systems
Remarks: Note:
360.964
Fig. F20 Lubricating oil treatment and transfer system
F31
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Ancillary systems
360.964
Number of cylinders
Main engine RT-flex60C RT-flex60C
5 11 800
6 14 160
7 16 520 114
8 18 880
9 21 240
power speed cap. cap. cap.
kW rpm m3 m3 m3
Dirty lubricating oil tank *1) Clean lubricatiing oil tank *1) Residue oil tank
Remarks:
16 16
19 19
22 22
26 26
29 29
depending on ships requirement
*1) The capacity can be proportionally reduced to actual CMCR.
Table F8
Lubricating oil treatment and transfer system data
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F.
Ancillary systems
Cylinder oil *1) Oil Supplier BP Castrol Chevron (FAMM, Texaco, Caltex) System oil
HFO with more than 1.5% sulphur recommended oils of BN 7080
Cylinder oil *2)

HFO with less than 1.5% sulphur recommended oils of BN 40
Energol OE-HT 30 CDX 30
Energol CLO 50M Cyltech 80 AW Cyltech 70
Energol CL-DX 405 Cyltech 40 SX
Veritas 800 Marine 30
Taro Special HT 70
Taro Special HT LS 40
ExxonMobil
Mobilgard 300 EXXMAR XA
Mobilgard 570 EXXMAR X 70
Mobilgard L 540
Shell
Melina S Oil 30 Melina Oil 30
Alexia Oil 50
Alexia LS
Total
Atlanta Marine D 3005
Talusia HR 70
Talusia LS 40
Remarks: *1) Between 1.5% and 2.0% sulphur in fuel, also BN 40 can be used without problems. *2) Between 1.0% and 1.5% sulphur in fuel, also BN 70 can be used, but only for a short period with a low feed rate.
Table F9 Lubricating oils
Note The application must be in compliance with the Wrtsil general lubricating oil requirements and recommendations. The supplying oil company un dertakes all responsibility for the performance of the oil in service to the exclusion of any liability of Wrtsil Switzerland Ltd.
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F2.3.8
Lubricating oil drain tank

vertically as shown in figure F21 and F28. There is to maintain adequate drainage under sea condi tions resulting in pitching and rolling. Table F11 gives the minimum angles of inclination at which the engine is to remain fully operational.
The engine is designed to operate with a dry sump, the oil returns from the bearings, flows to the bot tom of the crankcase and through strainers into the lubricating oil drain tank. The drain connections from the crankcase to the drain tank are arranged
L C
220 mm
Driving end
X
Free end
Cylinder 1
Cylinder n
F10.5009
Remarks:
Fig. F21 Arrangement of vertical lubricating oil drains
Vertical lubricating oil drains to drain tank

Number of cylinders Necessary drains 5 2 6 2 7 2 8 2 9 2
Note: The arrangement of lubricating oil drains is to comply with the relevant classification society rules. Table F10 Number of vertical lubricating oil drains
Figures F23 to F28 show the double-bottom ar rangements for the drain tank when vertical drains are fitted and the position of the air vents and exter nal pipe connections. Arrangements for the drain tank with horizontal drains are are available on request.
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Ancillary systems
Classification societies
Main and aux. engines Abbreviations Heel to each side Rolling to each side Ship length [m] Trim by the head Trim by the stern Pitching Emergency sets Abbreviation Heel to each side Rolling to each side Trim Pitching Electrical installation Abbreviation Heel to each side Rolling to each side Trim Pitching
Lloyds Register of Shipping 1995
German Lloyd 1992
Det Norske Veritas
Bureau Veritas 1990
American Bureau of Shipping 1994
Maritime Register of Shipping (Russia) 1990
Polski Rejestr Statkow 1990
RINA 1992
Nippon Kaiji Kyokai 1994
1991
4/1/3/B 100 15 22.5 5 5 7.5
5/1/3.6 15 22.5 100 5 5 >10 0 < 5 < 5
2/1.1/C.1 15 22.5 5 5 7.5
111/1714.3 15 22.5 5 5 7.5
4/1.13 15 22.5 5 5 7.5
VII-1.6 15 22.5 5 5 7.5
VII-1.6 15 22.5 5 5 7.5
C/2.1.5 15 22.5 5 5 7.5
D/1.3 15 22.5 5 5 7.5
7.5
5/1/3.6 22.5 22.5 10 10
2/1.1/C.1 22.5 22.5 10 10
4/1/3/B 100 22.5 22.5 10 10 (1992)
111/1714.3 22.5 22.5 10 10 (1985) 111/18011.72 15 22.5 10
4/1.13 22.5 22.5 10 10
VII1.6 22.5 22.5 10 10
VII-1.6 22.5 22.5 10 10
C/2.1.5 22.5 22.5 10 10
D/1.3 22.5 22.5 10 10
6/2/1.9 15 22.5 5 7.5
2/1.1/C.1 22.5 22.5 10 10
4/4/2/A 101 15 22.5 5 10
4/1.13 22.5 22.5 10 10
XI-2.1.2.2 15 22.5 5 10
XI-2.1.2.2 15 22.5 5 10
D/1.5.4 15 22.5 5 7.5
H/1.1.7 15 22.5 5 7.5
Heel and trim have to be assumed as occuring together
Heel (static) Trim (static) and pitching (dynamic) Rolling (dynamic)
Table F11 Minimum inclination angles at which the engine is to remain fully operational
Figure F22 gives the pipe connection details for vertical drains. The drain tank is to be located beneath the engine and equipped with the following: Depth sounding pipe. Pipe connections for lubricating oil purifiers. Heating coil adjacent to pump suction. Air vents with flame protection.
This is a requirement of class and strict attention is to be paid to this specification. The amount of lubricating oil required for an initial charge of the drain tank is estimated as follows: Initial filling = 1.36 CMCR [litres] CMCR in kW Example: 7RT-flex60C with CMCR at R1: 16 520 kW Initial filling = 1.36 16 520 = 22 467 litres The total tank size is normally 510 per cent greater than the amount of lubricating oil required for an initial filling (see Dimensioning guidelines in figure F28).
All the drain pipes from the crankcase to the drain tank are to be taken as low as possible below the free surface of the oil to prevent aeration and foam ing and remain below the oil surface at all times.
F35
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246.673
Remarks:
Fig. F22 Vertical drain connection details
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F.
Remarks:
5RT-flex60C
Ancillary systems
Driving end
Free end
F37
333.579
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Fig. F23 Layout of vertical oil drains for 5RT-flex60C
Remarks:
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6RT-flex60C
Driving end
Free end
F38 F.
333.579
Ancillary systems
F.
Remarks:
7RT-flex60C
Ancillary systems
Driving end
Free end
F39
333.580
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8RT-flex60C
Driving end
Free end
F40 F.
Remarks:
333.580
Ancillary systems
F.
Remarks:
9RT-flex60C
Ancillary systems
Driving end
Free end
F41
333.194
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Remarks:

333.579; 333.580; 333.194
Fig. F28 Lubricating oil drain tank, vertical oil drains.
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F2.3.9 F2.3.9.1
Flushing the lubricating oil system Introduction

when the engine, pipework, filters, heat ex changers, pumps, valves and other components are flushed and are proved absolutely clear of any dirt by observation and physical inspection. The engine crankcase and lubricating oil drain tank are to be inspected and cleaned by hand to remove all residual build-debris; special attention is to be given to very small loose particles of welding matter such as spelter and slag. The pipes of the entire lubricating oil system on the plant side are to be flushed separately.
A correct manufacturing of the pipes avoids the presence of scales, slag and spelter. It is a fact that the expense for special welding methods, e.g. inert gas welding, is worthwhile when considering the costs of an extensive flushing procedure or the grinding and cleaning work if using normal electric arc welding or welding with electrodes. A thorough cleaning of the pipes before mounting is a must. It is absolutely essential to ensure that the lubricat ing oil systems are clear of all foreign matter before circulating oil through to the engine. A systematic approach is to be adopted prior to commissioning
Low-pressure lubricating oil inlet High-pressure lubricating oil inlet
Temporary flushing filters
By-pass
F10.5291
Fig. F29 Flushing the lubricating oil system
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F2.3.9.2
Preparation before flushing
F2.3.9.3
Flushing external lubricating oil system
1. Led the lubricating oil connections immediate ly before the engine straight back into the lubri cating oil drain tank by means of hoses or pipes, see fig. F29. 2. Immediately before the engine, in the dis charge pipes from the low-pressure and highpressure lubricating oil pumps (fig. F29), install temporary filters with a mesh size (sphere passing) of max. 0.03 mm and equipped with magnetic elements. The surface loading of the temporary filters should be 12 I/cm2h. Alter natively, the plant lubricating oil filters can be used under the condition that the filter inserts are of mesh size of max. 0.03 mm and magnet ic elements are used during flushing. After flushing, the filter inserts are to be replaced by the original ones and the filter housing is to be cleaned. In the final step of flushing, it is advis able to fit filter bag made of cotton or synthetic fabric of mesh size 0.040 to 0.050 mm to the end of the hoses or pipes, in order to facilitate checking the cleanliness of the system. 3. If the engine is supplied to the ship in sub assemblies proceed as follows: Blank off each of the main bearing lubricat ing oil supply pipes at the main bearings in such a way that absolutely no oil can enter the bearing but oil can escape between pipe and blank piece. Blank off each of the crosshead lubrication linkage in that way, that absolutely no oil can enter the bearing but oil can escape between linkage and blank piece. Blank off the oil supply of the axial damper in that way that absolutely no oil can enter the damper but oil can escape between pipe and blank piece. Disconnect respectively blank off all oil supply pipes to the supply unit, rail unit and the gear train.
1. Fill the lubricating oil drain tank with sufficient oil to cover the pump suction and heat it up using temporary immersion heaters or the heating coil of the drain tank to approximately 4060 C. 2. Circulate the oil in the drain tank using the lu bricating oil separators(s) and their pre heater(s) to maintain the flushing temperature to improve oil cleanliness. Operate the separ ators(s) until all the flushing procedures are completed. 3. All system valves are to be fully open. 4. Good ventilation is to be provided to avoid con densation. At the exhaust side, the crankcase round covers are to be removed and on the fuel pump side the crankcase doors must be opened. 5. Flush the system by starting the low- and highpressure lubricating oil pumps, the main and stand-by pumps are to be alternatively oper ated. Before starting the pumps, the oil cooler(s) might be by-passed at the beginning of the flushing procedure. Circulate the oil through the pumps and hose connections back to the drain tank. Observe the suction and discharge pressures carefully. Do not let the pumps run hot. Observe the pressure drop through the filters, too. 6. During the flushing procedure, the pipes are to be periodically tapped to help loosen any foreign matter that may be present. If avail able, vibrators are to be used. All pipes used during the engine operation must be flushed, including by-pass lines and the oil cooler(s). Drain the dirt of all equipments (oil cooler(s), suction filters, etc.) where dirt can accumulate.
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7. Inspect and clean the filters in the lubricating oil system periodically. Flushing is to be continued until filter bags remain clean and no residues can be found in the filters and; no metallic particles adhere to the magnetic filter inserts and no residues are detected in the bottom of the filter housing. When the system proves clean, remove any filter bags and connect the low- and high-pres sure oil supply pipes to the engine.
F2.3.9.5
Circulation of lubricating oil
F2.3.9.4
Flushing within the engine
Only in the case of engines supplied to the ship in sub-assemblies. 1. Start up the low- and high-pressure lubricating oil pumps and flush through the engine for at least another 8 hours. 2. Inspect and clean the filter in the lubricating oil system periodically. 3. Flushing is to be continued until the filters are absolutely clean: No metallic particles adhere to the magnetic
inserts and no residues are detected in the bot tom of the filter housing.
When the lubricating oil system proves clean,
remove all blank pieces and temporary flush ing filters.
Any pipe-connecting piece, which was not
flushed before, must be clean separately.
Drain the oil from the distribution pipe to the
main bearings.
Inspect the inside of the pipes for eventual de posits. If clean, re-fit all oil pipes.
Make sure that all screwed connections are
tight and secured.
Inspect the bottom of the crankcase and clean
it if necessary.
1. Remove the inspection cover of the thrust bearing in main bearing girder #2. 2. Circulate the low- and high-pressure system for approximately two hours under normal op erating pressure and temperature. 3. Observe the oil flow on all bearings, spray nozzles and any other engine component such as dampers for proper oil flow. 4. The turning gear is to be engaged to turn the engine from time to time. Carry out an inspec tion of the crankcase before refitting all the crankcase doors. 5. Check and clean the filters periodically. 6. To flush the by-pass line between the low- and high-pressure system on the engine, the regu lating valve for adjusting the oil pressure to the main bearings must be throttled temporarily. During flushing the by-pass, the high-pressure lubricating oil pump is to be stopped.
F2.3.9.6
Cylinder oil supply system
It is absolutely essential to ensure that the cylinder oil system is clear of all foreign matter before con necting to the engine in order to safeguard the en gine and assure proper operation. The storage and daily service tank are to be in spected and cleaned by hand to remove all resid ual build-debris, special attention is to be given to very small loose particles of welding matter such as spelter and slag. The complete piping, from the storage tank to the engine connection, has to be inspected and cleaned accordingly.
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F2.4 F2.4.1
Fuel oil systems Introduction

tion valves are more stringent in order to assure efficient combustion, minimum wear and clean ex haust gas. Therefore, a fuel oil treatment plant will be necessary to process the fuel oil before it is ad mitted to the engine. Aluminium and silicon in the fuel are an indication of cat-fines. These are the cause of piston ring and cylinder liner wear and must be removed with the separators as much as possible to a rest content of less than 15 ppm. The fuel oil should contain no foreign substances, used lubricating or chemical waste, hazardous to the safety of the ship or detrimental to the engines performance.
A number of systems external to the engine are re quired to maintain heavy fuel oil and marine diesel oil in the quality required for efficient and reliable combustion.
F2.4.2
Fuel oil requirements
Table F12 Fuel oil requirements gives the fuel quality limits for bunkers and recommendations at the engine inlet. The fuel quality needs at the injec
Parameter
Unit
Bunker limit
ISO 8217:1996 class F, RMK55
Test method
*1)
Recommended fuel quality

Bunker max. 1010 max. 730 max. 55.0 max. 15 max. 3.5 max. 0.05 max. 100 max. 50 max. 30 max. 0.10 max. 1.0 min. 60 max. 30 Engine inlet max. 1010 1317 max. 15 max. 3.5 max. 0.05 max. 100 max. 30 max. 15 max. 0.10 max. 0.3 min. 60 max. 30
Density at 15C Kinematic viscosity at 50C at 100C Carbon residue Sulphur Ash Vanadium Sodium Aluminium plus Silicon Total sediment, potential Water Flash point Pour point Remark:
[kg/m3] [mm2/s(cSt)] [m/m (%)] [m/m (%)] [m/m (%)] [mg/kg (ppm)] [mg/kg (ppm)] [mg/kg (ppm)] [m/m (%)] [v/v (%)] [C] [C]
max. 1010 *2) max. 55.0 max. 22 max. 5.0 max. 0.20 max. 600 max. 80 max. 0.10 max. 1.0 min. 60 max. 30
ISO 3675: 1993 ISO 3104: 1994 ISO 10370: 1993 ISO 8754: 1992 ISO 6245: 1993 ISO 14597: 1997 AAS ISO 10478: 1994 ISO 10307: 1993 ISO 3733: 1976 ISO 2719: 1988 ISO 3016: 1994
*1) ISO standards can be obtained from the ISO Central Secretariat, Geneva, Switzerland (www.iso.ch). *2) Limited to max. 991 kg/m3 (ISO-F-RMH55), if the fuel treatment plant cannot remove water from high-density fuel oil.
Table F12 Fuel oil requirements
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Viscosity The maximum admissible viscosity of the fuel that can be used in an installation depends on the heat ing and fuel preparation facilities available. As a guidance, the necessary pre-heating temperature for a given nominal viscosity can be taken from the viscosity/temperature chart in figure F30. The recommended viscosity range of fuel entering the engine is: 1317 mm2/s (cSt) or 6075 sec Redwood. Carbon residue, asphaltenes sediment High levels of carbon residue and asphaltenes im pair the combustion quality of the fuel oil and pro mote increased wear and fouling of engine compo nents. Asphaltenes also have a bearing on the stability of blended fuels and can cause problems of sludge formation in centrifugal separators, filters and on the tank bottom. To minimize compatibility risks, care should be taken to avoid mixing bunkers from different suppliers and sources in storage tanks on board. Care must also be taken when heavy fuel is blended onboard to reduce the vis cosity. Paraffin distillates, when added to a heavy fuel of low stability reserve, can cause the asphal tenes to settle out, resulting in heavy sludge forma tion. As a stability criterion, the test Sediment by Hot Filtration (SHF) can be used. A sediment value of 0.10 per cent should not be exceeded.
Sulphur The alkalinity of the cylinder lubricating oil, i.e. the base number (BN, TBN), should be selected with regard to the sulphur level of the fuel oil. Ash and trace metals Fuel oils with low contents of ash, vanadium and sodium are preferable. These components are detrimental since they tend to promote mechanical wear, high-temperature corrosion and the forma tion of deposits in the turbocharger and on the ex haust valve. Since sodium compounds (oxides, sulphates) de press the melting point of vanadium, which is very corrosive in the liquid phase, the sodium content should be as low as possible. With certain ratios of the vanadium to sodium, the compounds form a eutecticum with a minimum melting point; this should be avoided. The maximum sodium content must not exceed 100 ppm (mg/kg) to avoid fouling of turbocharger components. The effect of high-temperature corrosion and the formation of deposits can be counteracted by ap plication of suitable fuel treatments, known as socalled ash modifiers.
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Aluminium, silicon Aluminium and silicon found in appreciable con centrations in the fuel oil are regarded as an indica tion of the presence of so-called catalytic fines (cat fines). These are particles of hard oxides which cause high abrasive wear to piston rings and cylin der liners. This material is used as a catalyst in cer tain processes in petroleum refining and can find its way into marine fuels. Practical experience has shown that with proper treatment in the fuel separ ator a sum of aluminium and silicon of 80 ppm (mg/kg) can be reduced to less than 15 ppm (mg/kg) which may be considered as just tolerable. Proper treatment means reduced throughput in the separator and a fuel temperature as close as possible to 98C. Water The water content of the fuel oil must be further re duced by careful purification. This is accomplished most effectively by centrifuging and by use of proper draining arrangements on the settling and service tanks. The fuel is often contaminated by sea-water containing sodium. A thorough removal of the water is therefore strongly recommended. A practical guiding value to aim for is 0.2 per cent water content after the separator. To achieve a good separating effect, the through put and the temperature of the fuel must be ad justed in relation to the viscosity. With high-viscos ity fuels, the separating temperature must be increased whereas the throughput must be de creased in relation to the nominal capacity of the separator. For recommended operating data, refer also to the separator instruction manual.
Flash point This is a legal requirement with regard to the fire hazards of petroleum based fuels. Pour point The lowest operating temperature of the fuel should be kept about 510C above the pour point to secure easy pumping. Ignition quality The CCAI (Calculated Carbon Aromaticity Index ISO8217:1996) is a function of viscosity and den sity, and is an indication of the ignition quality for medium and high-speed diesel engines. In low speed engines ignition delay as given by the CCAI is of less importance. There is no rigidly applicable limit for this quantity, but good results have been obtained with commercially available fuels which have CCAI values up to 870.
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F.
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Example:
F10.4779
Fig. F30 Typical viscosity / temperature diagram
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F2.4.3
Fuel oil treatment

Figure F31 Heavy fuel oil treatment and tank layout is a sche matic diagram of a fuel oil treatment plant and the following para graphs are for consideration before designing a system.
Remarks:
246.860b/2
Note:
Fig. F31 Heavy fuel oil treatment and tank system layout
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F.
Ancillary systems
Remarks:

246.860b/3
Number of cylinders
5 11 800
6 14 160
7 16 520 114 acc. to figure F34
8 18 880
9 21 240
power speed cap. cap. cap. cap. cap. A B
kW rpm litre m3 m3 m3 m3 DN DN
Mixing unit Heavy fuel oil settling tank Heavy fuel oil daily tank Marine diesel oil daily tank Sludge tank, approx. 10% from daily tank *1)
Nominal pipe diameter
Remarks:
(0.2 CMCR t1) 103 (0.2 CMCR t1) 103 (0.2 CMCR t2) 103 5 50 40 6 50 40 7 65 40 8 65 50 9 65 50
*1) Capacity depends upon contamination of fuel oil and ship owner requirements. t1: Value in hours for required running time with HFO at CMCR (kW). This value can be reduced to 8 h depending on the operational requirements and efficiency of the fuel oil treatment plant. t2: Value in hours for required running time with MDO at CMCR (kW). This value depends on the operational requirements.
Table F13 Heavy fuel oil treatment and tank system data
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F2.4.3.1
Settling tanks
F2.4.3.3
Centrifugal separators
Gravitational settling of water and sediment from modern heavy fuel oils is an extremely slow pro cess due to the small difference in densities. The settling process is a function of the fuel surface area of the tank to the viscosity, temperature and density difference, heated large surface area tanks enable better separation than heated small sur face area tanks.
F2.4.3.2
Daily tanks
Most of the daily tank design features are similar to the settling tank, having a self-closing sludge cock, level monitoring device and remote closing dis charge valves to the separator(s) and engine sys tems. The daily tank is to be equipped with a drain valve arrangement at its lowest point, an overflow to the overflow tank and recirculating pipework to the settling tank. The recirculation pipe reaches to the lower part of the daily tank to guide water which may be present in the fuel after the separators (eg due to condensation or coil leakage) into the set tling tank. A pipe to the separators should be pro vided to re-clean the fuel in case of dirty water con tamination. This line should be connected just above the drain valve at the daily tank bottom. The fuel is cleaned either from the settling tank to the daily tank or recirculating the daily tank. Ideally when the main engine is operating at CMCR, the fuel oil separator(s) should be able to maintain a flow from the settling tank to the daily tank with a continual overflow back to the settling tank. The sludge cock is to be operated at regular intervals to observe the presence of water, an important in dication to the condition of the separator(s) and heating coils. Diesel oil daily tanks are similar to the heavy oil daily tanks with the exception possibly of tank heat ing, although this may be incorporated for vessels constantly trading in cold climates.
Separator type self-cleaning: It is advisable to use fuel oil separators without gravity discs to meet the process requirements of the marine diesel oil and 730 cSt heavy fuel oils. These separators are self-adjusting and do not re quire gravity discs to be changed for different fuel densities. The manufacturers claim extended periods between overhaul and greatly improved reliability, enabling unattended onboard operation. The minimum effective throughput capacity of the separators required is determined by the following example. The nominal separator capacity and the installation are to comply with the recommenda tions of the separator manufacturer. Throughput capacity = 1.2 CMCR BSFC / 1000 [litres / hour] CMCR in kW Example: 7RT-flex60C with CMCR: 16 520 kW BSFC: 170 g/kWh Throughput = 1.2 16 520 170 / 1000 Throughput = 3370 litres/hour
Separator arrangement Separator without gravity disc: One of the main features of these self-adjust ing separators is that only a single unit is re quired. This unit operates as a combined pu rifier/clarifier. However, as it is usual to install a stand-by separator as a back-up, it is of ad vantage to use this separator to improve the separation result. For the arrangement of the separators, parallel or in series, please refer to the manufacturers instructions.
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Separator with gravity disc: These types are running in series with the fuel being purified in one and clarified in the other, two separators are required. The clarifier im proves the separation result and acts as a safety device in case that the purifier is not properly adjusted. It is important when proces sing heavy fuel oils that strict adherence is made to the separator manufacturers recom mendations. If using these separators it will be advantageous to install an extra separator for marine diesel oil only in order to avoid the changing of gravity discs when switching from HFO to MDO separation.
F2.4.4
Pressurized fuel oil system
The marine diesel oil (MDO) separator capacity can be estimated using the same formula.
Referring to figure F32 and table F14, the fuel from the heated heavy fuel oil daily tank or the unheated diesel oil daily tank passes through the three-way valve (002), filter (003), and is transferred to the mixing unit (006) by the low-pressure feed pump (004). The high-pressure booster pump (007) transfers the fuel through the endheater (008), vis cosimeter (009) and filter (010) to the fuel supply unit (012). Circulation is maintained via pipework back to the mixing unit which equalizes the tem perature between hotter oil returning from the en gine and the cooler oil from the daily tank. The pressure regulating valve (005) controls the deliv ery of the low-pressure feed pump and ensures that the discharge pressure is 1 bar above the evaporation pressure in order to prevent entrained water from flashing off into steam. When the en gine is running on marine diesel oil the steam heaters and viscosimeter are only required prior to changing over to heavy oil or immediately after changing from heavy to diesel when there is still heavy oil in the system.
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Remarks:
Note:
246.860b/1
Fig. F32 Pressurized fuel oil system
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246.860a/3
Number of cylinders
5 11 800
6 14 160
7 16 520 114 acc. to figure F34
8 18 880
9 21 240
power speed cap. A B C D E
kW rpm litre DN DN DN DN DN
Mixing unit
50 40 40 65 50
50 40 50 65 65
65 40 50 80 65
65 50 50 80 65
65 50 50 80 65
Nominal pipe diameter
Table F14 Pressurized fuel oil system data
F2.4.5
Fuel oil system on the engine

When commissioning the fuel system with the en gine at stand-by, the fuel pressure at the injection pump inlet is to be set at 10 bar, to result in a pres sure of minimum 7 bar when the engine is running at 100 per cent load.
Figure F33 is a schematic arrangement of the fuel oil system mounted on the engine. The quantity of fuel oil delivered to the supply pumps (supply unit) by the booster pump installed in the plant is greater than the amount actually required, with the excess fuel being recirculated via the mixing unit, please refer to section F2.4.4 Pressurized fuel oil sys tem.
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Free end
Driving end

361.078
Fig. F33 Fuel oil system on the engine
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F2.4.6
Heavy fuel oil system components

Required system temperature: approx. 145C. Water vapour gauge pressure at 145C pv = 3.2 bar. Pressure losses between feed pump and mix ing unit: p1 = 0.5 bar . Pressure change difference across the pres sure regulating valve: p2 = 0.6 bar. Substituting these values in the formula: Delivery pressure = 3.2 + 1 + 0.5 + 0.6 = 5.3 bar.
Fuel oil feed pump Pump type: positive displacement screw type with built-in overpressure relief valve. Pump capacity: refer to table F1, the given capacity is to be within a tolerance of 0 to +20%. Fuel type: marine diesel oil and heavy fuel oil, up to 730 cSt at 50C. Working temperature: ambient to 90C. Delivery pressure: the delivery pressure is to take into account the system pressure drop and prevent entrained water from flashing off into steam by ensuring the pressure in the mix ing unit is at least 1 bar above the water vapour pressure and not lower than 3 bar. The water vapour pressure is a result of the system tem perature and pressure for a given fuel type. Heavier oils need more heat and higher tem peratures to maintain them at the correct vis cosity than lighter oils, refer to the formula and example below: Delivery gauge pressure
= pv + 1 + p1 + p2 [bar]
Electric motor The electric motor driving the fuel oil feed pumps shall be sized large enough for the power absorbed by the pump at maximum pressure head (difference between inlet and outlet pressure), maximum fuel oil viscosity (600 cSt) and the required flow.
Pressure regulating valve The pressure regulating valve maintains the inlet pressure to the booster system practically constant irrespective of the actual amount of fuel consumed by the main engine and auxili aries. It should have a flat steady state char acteristic across the fuel oil recirculation flow range. Valve type: self- or pilot-operated which senses the upstream pressure to be main tained through an external line. It is to be pneu matically or direct hydraulically actuated with an additional manual control for emergency operation. When using a pneumatic type, use a combined spring type to close the valve in case of air supply failure. Fuel oil viscosity: 100 cSt, at working temp. (HFO 730 cSt at 50C). Maximum capacity: refer to feed pump capac ity in table F1.
where: pv = water vapour gauge pressure at the re quired system temperature [bar] (see vis cosity/temperature diagram fig. F30). = maximum pressure losses between the feed pumps and the mixing unit [bar]. = maximum pressure change difference across the pressure regulating valve of the feed system between minimum and maximum flow. Refer to Pressure regulating valve next.
p1 p 2
Example HFO of 730 cSt at 50C
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Minimum capacity: approximately 20% of that of the feed pump. Service pressure: max. 10 bar. Pressure setting range: 26 bar . Inlet pressure change: 0.8 bar, between 20% and 100% flow (upstream pres sure build-up over the valve capacity; between the minimum and maximum flow capacity). Working temperature: ambient to 90C.
Fuel oil endheater Heater type: steam, electric or thermal oil, tubular or plate type heat exchanger suitable for heavy oils to 730 cSt at 50C. Flow rate: refer to table F14. Working pressure: max. 12 bar, pulsating on fuel oil side. Working temperature: ambient up to 150C, outlet temperature on fuel oil side. Heating capacity [kW]: = 0.75 106 CMCR BSFC (T1 T2). Consumption of saturated steam at 7 bar gauge pressure [kg/h]: = 1.32 106 CMCR BSFC (T1 T2). where: BSFC is the brake specific fuel consumption at the contract maximum continuous rating (CMCR). T1 is the temperature of the fuel oil at the vis cosimeter. T2 is the temperature of the fuel oil from the daily tank. Example: 7RT-flex60C with CMCR at R1: 16 520 kW at 114 rpm, BSFC of 170 g/kWh, using 730 cSt fuel, at a system temperature of 145C (T1), assuming the heavy fuel oil daily tank is kept at a steady temperature of 65C (T2). Heater capacity required: = 0.75 106 16 520 170 (145 65) = 169 kW. Consumption of saturated steam at 7 bar gauge pressure: = 1.32 106 16 520 170 (145 65) = 297 kg/h.
Mixing unit Due to the small amount of fuel consumed there is only need of a small mixing unit. It is recommended that the tank contains no more than approx. 100 litres. This is to avoid the change over from HFO to MDO or visa versa taking too long. The mixing unit equalizes the temperature be tween the hotter fuel oil returning from the en gine and the cooler fuel oil from the day tank, particularly when changing over from heavy fuel oil to marine diesel oil and vice versa. Type: cylindrical steel fabricated pressure vessel as shown in figure F34. Capacity: see figure F34. Dimensions: see figure F34. Service pressure: 10 bar. Test pressure: according to the classification society. Working temperature: ambient up to 150C. High-pressure booster pump Pump type: positive displacement screw type with built-in overpressure relief valve. Pump capacity: refer to table F1, the given flow rate is to be within an allowable tolerance of 0 to +20%. Inlet pressure up to 6 bar. Delivery head: see tables F1F3 final delivery pressure according to the actual piping layout. Working temperature: ambient up to 150C. Electric motor (booster pump)
Refer to the remarks for lectric motor for the feed
pumps (anterior page).
The viscosimeter monitors the fuel viscosity prior to the supply unit and transmits signals to the heater controls to maintain this viscosity by regu lating the fuel temperature after the endheater.
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Ancillary systems
246.320a
Remarks:
Fig. F34 Fuel oil system mixing unit
Number of cylinders A
Nominal pipe diameter diameter
5 65 40 50
6 65 50 65
7 80 50 65
8 80 50 65
9 80 50 65
DN DN DN
B C
Table F15 Fuel oil system mixing unit: nominal pipe diameters for connections A, B, C
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Fuel oil filter A mesh size of maximum 34 microns (sphere pas sing mesh) is the absolute minimum requirement for the fuel oil filter. This specified filtration grade conforms to a high reliability and optimal cleaning efficiency of the centrifugal separators (see the note on the next page). Arrangement before the supply unit Figure F35 A: High temperature (booster circuit). This filter is extremely important to protect the sup ply unit and is to be installed as close as possible to the inlet of the supply unit. The absolute mini mum requirements are met by using either one of the following filters: duplex filter or automatic backflushing filter. Filter type:
Change-over duplex (full flow)
Heatable designed for in-service cleaning, fitted with differential pressure gauge and high differential-pressure alarm contacts. or Automatic back-flushing filter Heated, with differential pressure gauge and differential pressure alarm contacts. Designed for automatic in-service cleaning, continuous or discontinuous back-flushing, using filtered fuel oil or compressed air techniques. Further specifications/properties of the filters: Working viscosity: 1317 cSt. Flow rate: booster pump capacity, refer to tables F1F3. The given capacities cover the needs of the engine only. If an automatic back-flushing filter type is in stalled, the feed and booster pump capacities must be increased by the quantity needed for the back-flushing of the filter. Service pressure: max. 12 bar at filter inlet. Test pressure: specified by classification society. Permitted differential pressure at 17 cSt: clean filter: max. 0.2 bar, dirty filter: 0.6 bar, alarm setting: max. 0.8 bar. Minimum bursting pressure of filter insert: max. 8 bar differential across filter. Working temperature: ambient up to 150C. Mesh size: max. 0.034 mm, sphere passing mesh. Filter insert material: stainless steel mesh (CrNiMo).
A) Arrangement before the supply unit
B) Arrangement in the feed system
245.346
Automatic back-flushing filter or duplex filter
Duplex filter
Automatic back-flushing filter
Fig. F35 Filter arrangements
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Arrangement in the feed system Figure F35 B: If the requirement is for an automatic back-flushing filter, it is best to fit it on the low-tem perature side in the discharge from the feed pumps. Locating the filter at this point reduces the risk of clogging due to asphaltene coagulation. Back-flushing filter Working viscosity: 100 cSt, for HFO of 730 cSt at 50C. Flow rate: feed pump capacity, refer to tables F1F3. The given capacities cover the needs of the engine only. The feed pump capacity must be increased by the quantity needed for the back-flushing of the filter. Service pressure at filter inlet, after feed pumps: 10 bar. Test pressure: specified by classification society. Permitted differential pressure at 100 cSt: clean filter: max. 0.2 bar, dirty filter: 0.6 bar, alarm setting: max. 0.8 bar. Minimum bursting pressure of filter insert: max. 8 bar differential across filter. Working temperature: ambient up to 90C. Mesh size: max. 0.034 mm, sphere passing mesh. Filter insert material: stainless steel mesh (CrNiMo). Duplex filter The installation of the automatic back-flushing filter in the low-temperature side does not re place the need for a duplex filter fitted immedi ately before the supply unit. The same technical data as specified for the arrangement before the supply unit are ap plied. The filter mesh size (sphere passing) in this case is max. 0.06 mm.
Note: Cat fines may, for various reasons, be present in the fuel when entering the engine. Excessive pis ton ring and cylinder liner wear on all cylinders is often caused by cat fines in the fuel oil. It is obvious that other exposed parts e.g. fuel pumps, fuel in jection valves, piston rod and piston rod stuffing boxes will be also damaged if a high content of cat fines is present in the fuel oil. The use of an automatic self-cleaning filter with a mesh size of 10 microns installed on the low-tem perature side of the pressurized fuel oil system will additionally protect the engine from serious dam ages by removing cat fines which may have passed through the separator(s). This filter will also indicate changes in the separator efficiency and/or in the fuel quality. Such an additional investment should especially be considered where, due to the ships trading route, the risk of bunkering fuel with a high cat fines content is prevalent.
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F2.4.7 F2.4.7.1
Flushing the fuel oil system Introduction

The pipes of the entire fuel oil system on the plant side are to be flushed separately.
A correct manufacturing of the pipes avoids the presence of scales, slag and spelter. It is a fact that the expense for special welding methods, e.g. inert gas welding, is worthwhile when considering the costs of an extensive flushing procedure or the grinding and cleaning work if using normal electric arc welding or welding with electrodes. A thorough cleaning of the pipes before mounting is a must. It is absolutely essential to ensure that the fuel oil systems are clear of all foreign matter before circu lating fuel oil through to the engine. A systematic approach is to be adopted prior to commissioning when the tanks, pipework, filters, endheaters, pumps, valves and other components are flushed and proved clear by observation and physical in spection. All fuel oil tanks are to be inspected and cleaned by hand to remove all residuals build-de bris; special attention is to be paid to very small loose particles of welding matter such as spelter and slag.
From daily tank
F2.4.7.2
Preparation before flushing
1. By-pass the fuel oil connections immediately before the supply unit by means of temporary hoses or pipes as shown in figure F36. 2. Install in the by-pass line a temporary filter with a mesh size (sphere passing mesh) of max. 0.03 mm and equipped with magnetic el ements. Alternatively, the plant fuel oil duplex filter, if available, can be used under the condition that the filter inserts are of mesh size (sphere pas sing mesh) of max. 0.03 mm. After flushing the filter, inserts are to be replaced by the original ones and the filter housing to be cleaned.
To daily tank
Supply unit By-pass with temporary flushing filter

32
31
F10.5290
Fig. F36 Fuel oil system flushing
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F2.4.7.3
Flushing procedure
4. During the flushing procedure, the pipes are to be periodically tapped to help loosen any foreign matter that may be present. If avail able, vibrators are to be used. All pipes used during the engine operation must be flushed, including by-pass lines. Inspect and clean all filters in the fuel oil sys tem periodically. Drain the dirt of all equipments (mixing unit, endheater, etc.) where dirt can accumulate. Flushing is to be continued until absolutely no residues can be found in the filters: No metallic particles adhere to the magnetic in serts and no residues are detected in the bottom of the filter housing. When the fuel oil system proves clean, the tempor ary flushing equipment can be removed and the engine connected to the fuel oil system.
1. Fill the daily tank with sufficient marine diesel oil (MDO). 2. Circulate the MDO in the daily tank using the separator(s) and pre-heater(s) to maintain the cleanliness and the MDO temperature at ap proximately 30C. Operate the separator(s) until the flushing procedure is completed. 3. Circulate the MDO through the whole fuel oil system back to the daily tank by running the feed and booster pump. Both pumps (feed and booster pump) must be in operation to ensure a correct fuel oil circula tion through the whole fuel oil system. As the capacity of the booster pump(s) is higher than the one of the feed pump(s), part of the fuel re turns, via the mixing tank, directly to the booster pump. The fuel must circulate freely in the return pipe to the daily tank and from the feed pump to the mixing unit. The main and stand-by pumps are to be alter natively operated. Observe the suction and discharge pressure carefully; do not let run the pumps hot. Observe the pressure drop through the filters too.
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F2.5 F2.5.1
Starting and control air systems Introduction

The air receiver and compressor capacities of table F16 refer to a relative inertia, (JRel = 1.3). For other values than 1.3, the air receiver and com pressor capacities have to be calculated with the winGTD program. It provides the capacity of the air compressor and receiver for relative inertia values (JRel). Table F16 outlines the basic requirements for a system similar to figure F37 Starting and control air system for maximum engine rating. The enclosed CD-ROM with the winGTD program enables to optimise the capacities of the com pressors and air receivers for the contract maxi mum continuous rating (CMCR).
Compressed air is required for engine starting, en gine control, exhaust valve air springs, washing plant for the scavenge air coolers and general services.
F2.5.2
System layout
The starting and control air system shown in fig ure F37 is valid for five- to nine-cylinder engines and comprises two air compressors, two air re ceivers and systems of pipework and valves con nected to the engine starting air manifold.
F2.5.3
Capacities of air compressor and receiver
The capacity of the air compressor and receiver depends on the total inertia (JTot) of the rotating parts of the propulsion system too. Total inertia = engine inertia + shafting and pro peller inertia => (JTot) = (JEng) + (JS+P). Propeller inertia includes the part of entrained water. Engine inertia (JEng) see table F16. Relative inertia JRel = JTot / JEng.
Starting air
Number of starts requested by the classi fication societies for reversible engines
Pressure range
Air receivers
12 *1) Max. air pressure 25 [bar] 30 [bar]
Air compressors
12 *1) Free air delivery at 25 [bar] 30 [bar]
JEng *2)
No. of cylinders 5 6 7 8 9 Remark:
Number x volume [m3] 2 x 2.6 2 x 3.0 2 x 3.4 2 x 3.8 2 x 4.2 2 x 2.3 2 x 2.6 2 x 2.9 2 x 3.2 2 x 3.6
Number x capacity [Nm3/h] 2 x 70 2 x 80 2 x 85 2 x 95 2 x 105 2 x 70 2 x 80 2 x 85 2 x 95 2 x 105
[kgm2] 54 500 62 700 72 200 82 900 92 200
*1) 12 consecutive starts of the main engine, alternating between ahead and astern.
*2) Data given for engines without damper and front disc on crankshaft but including smallest flywheel.
Table F16 Air receiver and air compressor capacities
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004
001
003
003
005
Remarks:
002
002

246.859
Fig. F37 Starting and control air system
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F2.5.4
Starting and control air system specification
F2.5.5
General service and working air
Starting air compressors Type: water cooled two stage with intercooler and oil / water separator. The discharge air temperature is not to exceed 90C and the air supply to the compressors is to be as clean as possible without oil vapour. Capacity: refer to table F16. Delivery gauge pressure: 30 or 25 bar. Starting air receivers Type: fabricated steel pressure vessels having domed ends and integral pipe fittings for isolat ing valves, automatic drain valves, pressure reading instruments and pressure relief valves. Capacity: refer to table F16. Working gauge pressure: 30 or 25 bar.
General service and working air for driving air pow ered tools and assisting in the cleaning of scav enge air coolers is provided by the reducing valve (item 005, figure F37). The valve is to reduce 25 or 30 bar to 8 bar. Consumers other than engine start ing and control are to be taken into account when final selection of compressor capacity and pipe di mensions is to be made.
F2.5.4.1
Control air system supply
The control air can be supplied from the combined system as shown in figure F37 or from a separate instrument air supply providing clean and dry air at 78 bar pressure.
(Capacity Nm3/h)
Number of cylinders 5 up to 6 7 8 9
Control system
21.0 21.0 21.0 21.0 21.0 12.0 14.4 16.8 19.2 21.6 33.0 35.4 37.8 40.2 42.6
Exhaust valve air spring Total
Table F17 Control air capacities
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F2.6 F2.6.1
Leakage collection system and washing devices Introduction

sludge oil trap is shown in figure F39. The dirty oil from the piston rod stuffing box, which consists of waste system oil, cylinder oil, metallic particles and small amounts of combustion products, is led di rectly to the sludge tank. Condensate from scav enge air is formed when the vessel is operating in a humid climate and is to be continually drained from the scavenge air receiver to avoid excessive piston ring and liner wear. As a guide, the largest amount of this condensate which is to be dealt with under extremely humid conditions is indicated on the system layout data (table F18).
Figure F38 Leakage collection and washing sys tem layout is suitable for the whole engine series, with the same pipe sizes independent of the number of cylinders. Dirty oil collected from the pis ton underside is led under pressure of approxi mately 2.8 bar to the sludge oil trap (002) and then to the sludge oil tank (004). The purpose of the sludge oil trap is to retain the large amount of solid parts which may be contained in the dirty oil and to reduce the pressure by means of an orifice or throt tling disc (003) fitted at its outlet so that the sludge oil tank (004) is under atmospheric pressure. The

246.854f
Remarks:

Table F18 Leakage collection and washing system
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246.854f
Fig. F38 Leakage collection and washing system
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Remarks:
245.946f
Fig. F39 Sludge oil trap
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Engine exhaust uptakes can be drained automatically using a system as shown in figure F40.
F10.1959
Fig. F40 Arrangement of automatic water drain
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F2.7
Exhaust gas system

pipe diameter, figure F42 Estimation of exhaust gas density and figure F43 Estimation of exhaust pipe diameter are given as an example only:
To optimize the exhaust gas systems, please refer to the following calculations. The calculations based on figure F41 Determination of exhaust
F10.4061
Fig. F41 Determination of exhaust pipe diameter
Example: Estimation of exhaust gas pipe diameters for Wrtsil 7RT-flex60C with CMCR at R1 or R1+ and specified for design (tropical) conditions: Power (R1) = 16 520 kW Speed (R1) = 114 rpm Recommended gas velocities: Pipe A: WA = 40 m/s Pipe B: WB = 25 m/s Pipe C: WC = 35 m/s 1) Exhaust gas mass flow: (acc. to tables F1F3) 129 911 kg/h 2) Exhaust gas temperature: (acc. to tables F1F3) 284 C
3) Exhaust gas density (assumed back pressure on turbine outlet p = 30 mbar (figure F42):
EXH 0.643 kgm 3
4) Number of turbochargers (according to figure C6): nTC = 1
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pEXH [kg/m3]
0.740
0.720
0.700
0.680
0.660
0.640
0.620
0.600
0.580
p [mbar]
30 20 10 0 220 230 240 250 260 270 280 290 300 310 320 330 340 350 360
0.560
0.540
F10.4682
tEaT [C]
Fig. F42 Estimation of exhaust gas density
qV [m3/h]
600 000 500 000 450 000 400 000 350 000 300 000 250 000 200 000 180 000 160 000 140 000 120 000 100 000 90 000 80 000 70 000 60 000 500
F10.4683
50
40
30
20
10
w [m/sec]
600
700 800 900 1000 dA

(nTC = 2)
1200 1400 dA dC
(nTC= 1)
dB
2000
2500
3000
4000
dpipe [mm]
Fig. F43 Estimation of exhaust pipe diameters
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5) Exhaust gas volume flow: Pipe A:

q VA qm EXH n TC 129 911 0.643 1 202 038 m 3h
6) Exhaust pipe diameters: Pipe diameters are (approx. according to figure F43): dA = 930 mm dB = 1680 mm dC = 1430 mm or calculated:
d pipe 18.81
6) Exhaust pipe diameter: Pipe diameter is (approx. according to

figure F43):
dA = 1320 mm or calculated:
d pipe 18.81
wq
wq
[mm]
pipe
[mm]
pipe
7) Select the calculated or the next larger diameter available, for example: dA = 1400 mm
7) Select the calculated or the next larger diameter available, for example: dA = 1000 mm dB = 1700 mm dC = 1500 mm Check the back pressure drop of the whole ex haust gas system (not to exceed 30 mbar).
Calculation with 2 turbochargers: 4) Number of turbochargers (according to figure C6): nTC = 2 5) Exhaust gas volume flow: Pipe A:
q VA
EXH
F2.8
101 019 m 3h
Air vents
qm n TC
129 911 0.643 2
Pipes B and C:
qm q VB q VC 129 911 202 038 m 3h 0.643 EXH
The air vent pipes of the ancillary systems must be fully functional at all inclination angles of the ship at which the engine must be operational. This is normally achieved if the vent pipes have a continu ous, uninterrupted inclination of 5 per cent mini mum. Such an arrangement enables the vapour to separate into its air and fluid components, dis charging the air to atmosphere and returning the fluid to its source.
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F2.9
Engine-room ventilation
in diesel engined ships; Design requirements and
basis of calculations.
Based on ISO 8861, the radiated heat, required air
flow and power for the layout of the engine-room
ventilation can be obtained from the winGTD pro gram, see section C7.
The final layout of the engine-room ventilation is,
however, at the discretion of the shipyard.
The engine-room ventilation is to conform to the requirements specified by the legislative council of the vessels country of registration and the classification society selected by the ship owners. Calculation methods for the air flow required for combustion and air flow required to keep the machinery spaces cool are given in the international standard ISO 8861 Shipbuilding Engine-room ventilation
Figure F44 is a typical arrangement for direct suction of combustion air.
F10.3677
Fig. F44 Direct suction of combustion air main and auxiliary engine
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F3 F3.1
Ambient temperature consideration Engine air inlet Operating tem peratures from 45C to 5C
To avoid the need of a more expensive combustion air preheater, a system has been developed that enables the engine to operate directly with cold air from outside. If the air inlet temperature drops below 5C, the air density in the cylinders increases to such an extent that the maximum permissible cylinder pressure is exceeded. This can be compensated by blowing off a certain mass of the scavenge air through a blow-off device as shown in figure F45.
Engine
Turbocharger Air intake casing
Scavenge air cooler
Due to the high compression ratio, the diesel engine RT-flex60C does not require any special measures, such as pre-heating the air at low tem peratures, even when operating on heavy fuel oil at part load, idling and starting up. The only condi tion which must be fulfilled is that the water inlet temperature to the scavenge air cooler must not be lower than 25C. This means that: When combustion air is drawn directly from the engine room, no pre-heating of the combustion air is necessary. When the combustion air is ducted in from outside the engine room and the air suc tion temperature does not fall below 5C, no measures have to be taken.
Air filter
Blow-off valves
F10.1964
Fig. F45 Scavenge air system for arctic conditions
The central fresh water cooling system permits the recovery of the engines dissipated heat and main tains the required scavenge air temperature after the scavenge air cooler by recirculating part of the warm water through the low-temperature system.
F3.1.1
Scavenge air system arctic conditions at operating tem peratures below 5C
Under arctic conditions the ambient air tempera tures can meet levels below 50C. If the combus tion air is drawn directly from outside, these en gines may operate over a wide range of ambient air temperatures between arctic condition and tropical (design) condition (45C).
There are up to three blow-off valves fitted on the scavenge air receiver. In the event that the air inlet temperature to the turbocharger is below +5C the first blow-off valve vents. For each actuated blowoff valve, a higher suction air temperature is simu lated by reducing the scavenge air pressure and thus the air density. The second blow-off valve vents automatically as required to maintain the de sired relationship between scavenge and firing pressures. Figure F46 shows the effect of the blowoff valves to the air flow, the exhaust gas tempera ture after turbine and the firing pressure.
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Two blow-off One blow-off Blow-off valves closed normal operation valves open valve open
m [kg/kwh] 0.6 0.4 0.2

0
Specific air consumption t [C] 0
20
40
60
p [bar] 10
5
0
Exhaust gas temp.
Firing pressure
50 40 30 20 10 0 10 20 30 40 [C] Suction air temperature

F10.1965
Fig. F46 Blow-off effect under arctic conditions
Control of the blow-off valves is effected by means of a signal generated by the temperature sensors in the inlet piping. Care is to be taken that no foreign particles in the form of ice gain access to the turbocharger compressor in any way, because they could lead to its destruction. Reduction of the pipes cross sectional area by snow is also to be prevented. The scavenge air cooling water inlet tempera ture is to be maintained at a minimum of 25C. This means that the scavenge air cooling water will have to be pre-heated in the case of low power operation. The required heat is obtained from the lubricating oil cooler and the engine cylinder cooling.
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F3.2
Air filtration
Marine installations have seldom had special air filters installed until now. Stationary plants on the other hand, very often have air filters fitted to pro tect the diesel engine. The installation of a filtration unit for the air supply to the diesel engines and general machinery spaces on vessels regularly transporting dustcreating cargoes such as iron ore and bauxite, is highly recommended. The following table F19 and figure F47 show how the various types of filter are to be applied.
In the air supply to the machinery spaces has a high dust content in excess of 0.5 mg/m3 which can be the case on ships trading in coastal waters and desert areas or transporting dust-creating cargoes, there is a higher risk of increased wear to the piston rings and cylinder liners. The normal air filters fitted to the turbochargers are intended mainly as silencers and not to protect the engine against dust. The necessity for the installation of a dust filter and the choice of filter type depends mainly on the con centration and composition of the dust in the suc tion air. Where the suction air is expected to have a dust content of 0.5 mg/m3 or more, the engine must be protected by filtering this air before it enters the en gine, e.g., on coastal vessels or vessels frequent ing ports having high atmospheric dust or sand content.
Atmospheric dust concentration

Normal Most frequent particle sizes Normal shipboard requirement Short period < 5 % of running time, < 0.5 mg/m3
Alternatives necessary for very special circumstances frequently to permanently 0.5 mg/m3 Oil wetted or roller screen filter Oil wetted or panel filter permanently > 0.5 mg/m3 Inertial separator and oil wetted filter Inertial separator and oil wetted filter
> 5 m
Standard turbocharger filter sufficient Standard turbocharger filter sufficient the vast majority of installations
< 5 m
Valid for
These may likely apply to only a very few extreme cases. For example: ships carrying bauxite or similar dusty cargoes or ships routinely trading along desert coasts.
Table F19 Guidance for air filtration
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Filter surface [m2] 70
Oil wetted and panel filters in series
Panel filter 60
Oil wetted filter 50
40
Required filtration area for pressure drop < 20 mbar Roller screen filter 30
20
16
12
10
Inertial separator
6
Installed engine power 50
[MW]
6
F10.5257
10
12
16
20
25
30
40
7RT-flex60C: PR1 = 16.52 MW
Fig. F47 Air filter size
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F4 F4.1
Pipe size and flow details Pipe velocities

figures to those stated may be acceptable when short piping runs, water properties and ambient temperature, are taken into consideration.
Lubricating oil mild steel Marine diesel oil mild steel
suction 0.9 2.6 1.0 4.5 1.1 7.8 1.2 14.5 1.3 23.5 1.4 40 1.5 66 1.5 95
The velocities given in table F20 are for guidance only. They have been selected with due regard to friction losses and corrosion. Increased velocity
Medium
Nominal pipe didi ameter
Pipe ma terial
Sea-water steel galvanized
Fresh water mild steel
Heavy fuel oil

mild steel
pumpside
[m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h]
suction 1.0 2.9 1.2 5.4 1.3 9.2 1.5 18 1.6 29 1.8 51 2.0 88 2.2 140 2.3 260 2.6 294 2.5 442 2.7 477 2.6 662 2.8 713 2.6 900 2.8 970 2.6 1176 2.8 1267 2.6 1489 2.9 1660 2.6 1838 2.9 2050
delivery 1.4 4.1 1.6 7.2 1.8 12.5 2.0 24 2.1 38 2.2 62 2.3 102 2.4 153 2.5 283
suction 1.5 4.3 1.7 7.7 1.9 13.5 2.1 25 2.2 40 2.3 65 2.4 106 2.5 159 2.6 294
delivery 1.5 4.3 1.7 7.7 1.9 13.5 2.1 25 2.2 40 2.3 65 2.5 110 2.6 165 2.7 305
suction 0.6 1.7 0.7 3.2 0.8 5.7 0.8 9.6 0.9 16.5 0.9 26 1.1 49 1.3 83 1.3 147
delivery 1.0 2.9 1.2 5.4 1.4 10 1.5 18 1.6 29 1.6 45 1.7 75 1.8 115 1.8 204
delivery 1.1 3.2 1.2 5.4 1.3 9.2 1.4 16.5 1.5 27 1.6 45 1.7 75 1.8 115
suction 0.5 1.4 0.5 2.3 0.5 3.5 0.6 7.2 0.6 11 0.7 20 0.8 35 0.9 57
delivery 0.6 1.7 0.7 3.2 0.8 5.7 0.9 11 1.0 18 1.2 34 1.4 62 1.6 108
32 40 50 65 80 100 125 150 200 Aluminium brass 250 Aluminium brass 300 Aluminium brass 350 Aluminium brass 400 Aluminium brass 450 Aluminium brass 500 Aluminium brass
2.6 460
2.7 477
2.7 477
1.3 230
1.9 336
2.6 662
2.7 687
2.7 687
1.3 331
1.9 484
2.6 900
2.7 935
2.7 935
1.4 485
2 693
2.6 1222
2.7 1222
2.7 1222
1.4 633
2 905
2.7 1546
2.7 1546
2.7 1546
1.4 802
2 1145
2.7 1909
2.7 1909
2.7 1909
1.5 1060
2.1 1484
Note: The velocities given in the above table are guidance figures only. National standards can also be applied. Table F20 Recommended fluid velocities and flow rates for pipework
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F4.2
Piping symbols
F10.1910
Fig. F48 Piping symbols 1
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F10.1911
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F5
Engine pipe connections

The drawings of other combinations (number of cylinders, number and type of turbochargers) are available on request.
The following selection of the pipe connection plans doesnt cover all available executions of the RT-flex60C engines.
View to driving end
Remarks:
340.706c ISO
Fig. F51 Pipe connection plan for RT-flex60C engines with 2 x ABB TPL73-B turbochargers
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View to free end
Remarks:
Piping on the engine:
340.706c ISO
Fig. F52 Pipe connection plan for RT-flex60C engines with 2 x ABB TPL73-B turbochargers
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F.
Ancillary systems
View to exhaust side
Driving end
Free end
Remarks:
340.706c ISO
Fig. F53 Pipe connection plan for 7RT-flex60C engine with 2 x ABB TPL73-B turbochargers
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View to fuel side
Free end
Driving end
340.706c ISO
Fig. F54 Pipe connection plan for 7RT-flex60C engine with 2 x ABB TPL73-B turbochargers
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View to driving end
Remarks:
332.394d/337.736b JIS
Fig. F55 Pipe connection plan for RT-flex60C engines with 2 x MHI MET66SE turbochargers
F87
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Ancillary systems
View to free end
Remarks:
332.394d/337.736b JIS
Fig. F56 Pipe connection plan for RT-flex60C engines with 2 x MHI MET66SE turbochargers
25.81.07.40 Issue XI.05 Rev. 0
F88
F.
Ancillary systems
Driving end
Free end
Remarks:
337.736b JIS
Fig. F57 Pipe connection plan for 8RT-flex60C engine with 2 x MHI MET66SE turbochargers
F89
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Ancillary systems
View to fuel side
337.736b JIS
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F90
F.
Ancillary systems
Driving end
Free end
Remarks:
332.394d JIS
F91
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Ancillary systems
View to fuel side
332.394d JIS
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F92
F.
Ancillary systems
F93
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Fig. F61 Pipe connection details (124) for RT-flex60C engines with 2 x ABB TPL73-B turbochargers
340.707c ISO
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F94

F.
Remarks:
340.707c ISO
Ancillary systems
Fig. F62 Pipe connection details (2545) for RT-flex60C engines with 2 x ABB TPL73-B turbochargers
F.
Ancillary systems
F95
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Fig. F63 Pipe connection details (124) for RT-flex60C engines with 2 x MHI MET66SE turbochargers
332.393d JIS
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F96
Remarks:
F.
332.393d JIS
Ancillary systems
Fig. F64 Pipe connection details (2545) for RT-flex60C engines with 2 x MHI MET66SE turbochargers
G.
Engine management systems
G1
Introduction
All those systems provide data bus connection to the ship automation to make specific data avail able wherever required and facilitate installation. Complete ship automation systems provided by one of the leading suppliers approved by Wrtsil Switzerland offer the degree of integration de manded in modern shipbuilding while being per fectly adapted to the engines requirements. Applying a single supplier strategy for the entire ship automation shows many other advantages in terms of full responsibility, ease in operation and maintenance.
Developments in engine management systems (EMS) at Wrtsil Switzerland Ltd are focussed on the latest trends in ship automation that tends to al ways higher integration levels. The standard electrical interface, designated DENIS-9520 (Diesel Engine CoNtrol and optImiz ing Specification), assures a perfect match with approved remote control systems, while the WECS-9520 (Wrtsil Engine Control System) takes care of all RT-flex specific control functions. Computer based tools under the designation of the product family MAPEX (Monitoring and mAinten ance Performance Enhancement with eXpert knowledge) enable ship-owners and operators to improve the operating economy of their diesel engines.
Remote Control
Alarm System
Safety System
Optimizing Functions
Engine Control
Engine Fitness Systems
Engine Operation Support
Spares & Maintenance Management Support & Tools
DENIS Family DENIS-1 DENIS-5 DENIS-6 DENIS-9520 RT-flex WECS-9520
MAPEX Engine Fitness Family

Operation Manual Service Bulletin Code Book MAPEX-SM Engine Parts Dataset CBM
SIPWA-TP MAPEX-PR MAPEX-TV MAPEX-AV
Maintenance Service Video Agreement
F10.4893
Fig. G1
EMS concept comprising DENIS, WECS and MAPEX modules
G1
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Marine Installation Manual G.
RT-flex automation layout

Propulsion Control System
DENIS-9520 remote control specification
Alarm signals Alarms Slow-downs
Alarm and Monitoring System
Independent sub-systems:
Telegraph system
Electronic speed control system
Remote control system
Command orders from RCS/spd ctrl.
CANopen to ECR manual control
Feedback signals from WECS
Signals for alarm and slow-down
2 x PCS Bus CANopen or Modbus
Connector for service access
Safety system
ECR Manual control panel
Alarm and slow-down signals
2 x AMS Bus Modbus
CANopen for service access
DE N I S - 9 5 2 0
E n g i n e
CANopen to LCP
S p e c i f i c a t i o n
E10, E15, E20, E28 Control terminal boxes Sensors and actuators
E90 E25 Local control panel Local indications WECS shipyard interface box
E110, E120, E130 Alarm terminal boxes Alarm sensors
Electric motor Starter units
WECS-9520
WECS sensors and actuators
RT-flex diesel engine

F10.5322
Fig. G2
RT-flex automation layout
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G2
Signals for alarm/indication
WECS alarm signals
Signals for control
Signals for safety
Signals for alarm
Indications
G.
G1.1
DENIS
G2 G2.1
DENIS-9520 General
The DENIS family contains specifications for the engine management systems of all modern types of Wrtsil two-stroke marine diesel engines. The diesel engine interface specification applicable for all current types of RT-flex engines is DENIS-9520.
G1.2
WECS
The concept of DENIS-9520 meets the require ments of increased flexibility and higher integration in modern ship automation and provides the fol lowing advantages for ship-owners, shipyards and engine builders: Clear interface definition The well defined and documented interface re sults in a clear separation of the responsibi lities between engine builder and automation supplier. It allows that authorised suppliers adapt their systems to Wrtsil RT-flex engines with re duced engineering effort. The clear signal exchange simplifies trouble shooting. Approved propulsion control systems Propulsion control systems including remote control, speed control, safety and telegraph systems are available from suppliers ap proved by Wrtsil Switzerland Ltd. This cooperation ensures that these systems fully comply with the specifications of the engine designer. Easy integration in ship management system Providing data bus communication between WECS, the propulsion control and the vessels alarm and monitoring system facilitates an easy integration of the various systems. The existing manmachine interface (MMI) of the vessels automation can therefore handle also the additional MMI functions attributed to the WECS. Ship automation from one supplier Integrated solution Automation suppliers approved by Wrtsil Switzerland Ltd can handle all ship board au tomation tasks. Complete automation sys tems from one supplier show advantages like easier engineering, standardisation, easier operation, less training, fewer spare parts, etc.
Under the designation of WECS-9520 Wrtsil Switzerland provides a computerised control sys tem for all RT-flex functions. As such it is a compo nent of the RT-flex system and includes all necess ary interfaces to the engine as well as to the remote control and electronic speed control system. With the same well proven engine control functions like the previous WECS-9500 it enhances the in tegration into the ship management system by pro viding data bus communication to all external sys tems.
G1.3
MAPEX
The products of the MAPEX family are designed to improve the engines efficiency through better management and planning and save money by making available the knowledge of our engine management specialists. For the further description of the MAPEX products please refer to section G4.
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The WECS-9520 is well suited to support this integrated automation concept by providing redundant data bus lines that deliver all neces sary information for propulsion control, alarm / monitoring system and manmachine inter face. The MMI of the WECS-9520 can provide additional features when using such an inte grated solution. Ship automation from different suppliers Split solution In the case that propulsion control and alarm / monitoring systems are from different suppli ers the WECS-9520 supports also such a split solution by providing two separate redundant data bus lines one each for propulsion control and alarm / monitoring system. MMI functions are then also split within propulsion control and alarm / monitoring system.
gine built control components are reduced to a minimum. Instrumentation is based on the conventional RTA engine with RT-flex-specific components added. DENIS remote control specification This file contains the detailed functional speci fication of the remote control system. The intellectual property on this remote control specification remains with Wrtsil Switzer land Ltd. Therefore this file is licensed to Wrtsil Switzerland Ltds remote control part ners only. These companies offer systems, built completely according to the engine de signers specifications, tested and approved by Wrtsil Switzerland Ltd.
G2.2
Propulsion control system
DENIS-9520 describes the signal interface be tween the RT-flex engine including its flex engine control system (WECS) and the ship automation. The DENIS specification does not include any hardware. It summarises all the data exchanged and defines the control functions required by the engine. The DENIS specification is presented in two sets of documents: DENIS engine specification This file contains the specification of the signal interface on the engine and is made access ible to engine builders and shipyards. It con sists basically of the control diagram of the en gine, the signal list including a minimum of functional requirements and gives all informa tion related to the electrical wiring on the en gine. It lists also the necessary alarm and dis play functions to be realised in the vessels alarm and monitoring system. The DENIS-9520 engine specification covers the engine-built components for control, alarm and indication. With the replacement of previous camshaftcontrolled function by the WECS-9520, the en
The propulsion control system is divided into the following sub-systems: Remote control system. Safety system. Electronic speed control system. Telegraph system.
Safety system and telegraph system work inde pendently and are fully operative even with the re mote control system out of order.
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G4
G.
G2.2.1
Approved propulsion control systems

trol and safety systems for their Wrtsil RT-flex engines with each of the following leading marine automation suppliers:
Remote Control System Electronic Speed Control System
Wrtsil Switzerland Ltd has an agreement concerning the development, production, sales and servicing of remote control, electronic speed conSupplier / Company
Kongsberg Marine Kongsberg Maritime AS P.O. Box 1009 N-3191 Horten Norway Nabtesco Corporation Nabtesco corp., Control Systems Division 2-2-21 Isogami dori Chuo-ku Kobe Tel. +81-78 251 8109 Japan Fax +81-78 251 8090 SAM Electronics GmbH / Lyngs Marine SAM Electronics GmbH Behringstrasse 120 D-22763 Hamburg Germany Lyngs Marine AS 2, Lyngs All DK-2970 Hrsholm Denmark
AutoChief C20
Tel. +47-330 41 436 Fax +47-330 42 250
DGS C20
M-800-III
MG-800 FLEX
Tel. +49-40 88 25 0 Fax +49-40 88 25 4116
DMS2100i
EGS2000RTf
Tel. +45 45 16 62 00 Fax +45 45 16 62 62
Table G1 Suppliers of remote control systems and electronic speed control systrems
Modern remote control systems consist of elec tronic modules and operator panels for display and order input for engine control room and bridge. The different items normally communicate via serial bus connections. The engine signals described in the DENIS-9520 specification are usually con nected via the terminal boxes on the engine to the electronic modules placed in the engine control room. These electronic modules are in most cases built to be located either inside the ECR console or in a separate cabinet to be located in the ECR. The op erator panels are to be inserted in the ECR con soles surface. Kongsberg Maritime has designed the electronic modules of the AutoChief C20 propulsion control system in a way that they can be mounted directly
on the main engine. In this case the electronic modules for remote control, safety and speed con trol system are located in the same boxes used as terminal boxes for any other propulsion control system. This facilitates to commission and test the com plete propulsion control system already at the en gine makers testbed. The wiring at the shipyard is then limited to a few power cables and bus commu nication wires whereas the conventional arrange ment requires more cables between the terminal boxes on the engine and the electronic modules of the remote control system in the engine control room. These boxes with the electronic modules are part of the propulsion control system scope of supply and shall be delivered to the engine builder for mounting on the engine.
G5
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Remote control system
Bridge wing (option)
Bridge
Bridge wing (option)
Control room
Remote control, Safety and Electronic speed control
Ship alarm system
Engine room
WECS-9520 flex engine control system
Local panel
RT-flex engine
F10.5065
Fig. G3
DENIS-9520 remote control system layout
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G6
G.
G2.2.2 Functions of the propulsion control system

Approved propulsion control systems comprise the following independent sub-systems: Remote control system Main functions: Start, stop, reversing. Cylinder pre-/post-lubrication. Automatic slow turning. Auxiliary blower control. Control transfer. Speed setting. Automatic speed programme. Load-dependent cylinder lubrication CLU-3.
Electronic speed control system Keeps engine speed at the set point given by the remote control system. Sends fuel command to the WECS-9520. Limits fuel amount in function of charge air and measured speed for proper engine protection.
Wrtsil Switzerland has always requested that re mote control systems and speed control systems of the same supplier are applied, in order to avoid compatibility problems and increased engineering efforts. Traditionally the electronic speed control system was considered as a part of the main engine and was therefore usually delivered together with the engine. With the introduction of WECS-9520 and DENIS-9520, the electronic speed control system is assigned to the propulsion control system and therefore shall be delivered together with the corresponding remote control system and further components of the propulsion control package by the party responsible for the complete propulsion control system, i.e. in most cases the shipyard. The details regarding system layout, mechanical dimensions of components as well as the informa tion regarding electrical connections has to be taken from the technical documentation of the re spective supplier. Safety system Main functions: Emergency stop functions. Overspeed protection. Automatic shut-down functions. Automatic slow-down functions.
Indications:
The remote control system is delivered with control
panels for local, control room and bridge control,
including all necessary order input elements and
indications e.g. push buttons/switches and indica tion lamps or alternatively a respective display.
The following instruments for remote indication in the control room are specified in the DENIS-9520 standard as a minimum: Starting air pressure. Engine speed. Revolution counter. Running hour counter. Load indicator. Turbocharger speed. Scavenge air pressure in air receiver.
The following instruments for remote indication on the bridge are specified in the DENIS-9520 stan dard as a minimum: Starting air pressure. Engine speed.
Telegraph system Order communication between different con trol locations.
In addition to those indications, common for RTA and RT-flex engines, the remote control system applied to the RT-flex engine includes display of the most important values of the flex engine control system (WECS) like fuel pressure, servo oil pres sure etc.
ECR manual control panel A manual control panel delivered together with the propulsion control system and fitted in the ECR console allows to operate the engine manually and
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independently from the remote control system. The functions of the ECR manual control are equal to the control function on the local control panel at the engine side. Local manual control Local manual control of the engine is performed from a control panel located on the engine. This panel includes elements for manual order input
and indication for safety system, telegraph system and WECS-9520. The local control box with the local manual control panel is included in the package delivered by ap proved remote control system suppliers. Options Bridge wing control. Order recorder.
G2.2.3
Recommended manoeuvring characteristics
Recommended values for the manoeuvring positions are given in figure G4.
F10.1972
Fig. G4
Recommended manoeuvring characteristics
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G8
G.
G2.3
Interface to alarm and monitoring systems

have to be delivered to the engine builder for mounting to the engine and connection of the sen sors. Commissioning and testing of the complete set of alarm signals already at the engine makers testbed is thus facilitated and the wiring at the ship yard is limited to a few power cables and bus com munication. Split solution Propulsion control system and alarm / monitoring system from different suppliers: The propulsion control system is connected through one redundant bus line (CANopen or Modbus, depending on automation maker) to the WECS. For the separate alarm and monitoring system an additional redundant Modbus connection is avail able. Also the operator interface is then split in this case: Changing of parameters accessible to the op erator and display of parameters relevant for the engine operation is included in the remote control system. The alarm / monitoring system has to include: Display of some flex system indications, like e.g. fuel pressure, servo oil pressure etc. Display of the flex system alarms provided by the WECS. WCH provides modbus lists specifying the dis play values and alarm conditions as part of the DENIS engine specification. Requirements for any alarm and monitoring sys tem to be applied in a split solution: Possibility to read values from a redundant Modbus line according to standard Modbus RTU protocol. Ability to display analogue flex system values (typically 20 values) and add alarm values pro vided from WECS to the standard alarm list (100200 alarms depending on engine type and number of cylinders).
G2.3.1 General layout operator inter face OPI

On a conventional RTA engine, hardwired signals from alarm sensors mounted to the engine had to be connected to the vessels alarm and monitoring system. On a RT-flex engine, basically the same alarm sen sors are available. Additional sensors with hardwired connection are fitted to monitor RT-flex spe cific circuits of the engine. In addition to that, the flex engine control system (WECS) provides alarm values and analogue indi cations via data bus connection to the ships alarm and monitoring system as part of the operator in terface of the RT-flex engine. Connection from the WECS-9520 to the engine automation can be made in two ways (refer to fig ure G5). Integrated solution Propulsion control system and alarm / monitoring system from same supplier: This allows to connect both propulsion control sys tem and alarm / monitoring system through one re dundant bus line only (CANopen or Modbus, de pending on automation maker) to the WECS-9520. With this integrated solution an extended pres entation of relevant parameters is possible as well as a comfortable access to changeable user para meters taking full profit of the graphical user inter face functions available in the alarm and monitor ing system. A further step in integration is possible when using a DataChief C20 alarm and monitoring system of Kongsberg Maritime. In this case also all the con ventional sensors and the additional flex sensors can be connected via data bus lines. The design al lows that the data acquisition units are mounted di rectly on the engine in the same boxes used as ter minal boxes for any other alarm and monitoring system. These boxes which are part of the alarm and moni toring system usually provided by the shipyard
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Integrated solution Propulsion Control and Alarm and Monitoring System from same suppliers
Sensors and actuators for control
E10 E20 E25

2 x CANopen or Modbus
WECS-9520
E90
Flex sensors for alarm Standard sensors for alarm
E130
E110 E120
Integrated solution Propulsion Control and Alarm and Monitoring System from Kongsberg
E10 E20 E25
2 x CANopen
WECS-9520
E90
E130

2 x CANopen
E110 E120.1 E120.2
Split solution Propulsion Control and Alarm and Monitoring System from different suppliers
E10 E20 E25

2 x CANopen or Modbus
WECS-9520
E90
2 x Modbus
E130
E110 E120
F10.5323
Fig. G5
Integrated/split solution
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G10
G.
G2.3.2
Alarm sensors and safety functions

The exact extent of delivery of alarm and safety sensors has to cover the requirements of the re spective classification society, Wrtsil Switzer land Ltd, the shipyard and the owner. The sensors delivered with the engine are basi cally connected to terminal boxes mounted on the engine. Signal processing has to be performed in a separate alarm and monitoring system usually provided by the shipyard.
The classification societies require different alarm and safety functions, depending on the class of the vessel and its degree of automation. These requirements are listed together with a set of sensors defined by Wrtsil Switzerland Ltd in tables G2 to G4 Alarm and safety functions of Wrtsil RT-flex60C marine diesel engines. The time delays for the slow-down and shut-down functions given in tables G2 to G4 are maximum values. They may be reduced at any time accord ing to operational requirements. When decreasing the values for the slow-down delay times, the delay times for the respective shut-down functions are to be adjusted accordingly. The delay values are not to be increased without written consent of Wrtsil Switzerland Ltd. Included in the standard scope of supply are the minimum of safety sensors as required by WCH for attended machinery space (AMS). If the option of unattended machinery space (UMS) has been se lected the respective sensors according to Wrtsil Switzerland Ltds requirement have to be added. There are also some additional sensors de fined for the monitoring of flex system specific en gine circuits.
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Alarm and safety functions for RT-flex60C engines

Function Physical unit Level Medium Location Signal No.
Values
max. allowable time delay [sec.]
min. WCH requirements add. to AMS for UMS
Request of classification societies for UMS IACS ABS MRS BV GL KR LR PRS

A A A B B
Setting
Cylinder cooling water
Pressure Engine inlet
PT1101A
ALM SLD
L L L L H H L L H L L H H L L L L L
3.0 bar 2.8 bar 2.5 bar 65 C 90 C 95 C 2.0 bar 25 C 70 C 3.0 bar 2.5 bar 120 C 125 C 2.0 bar 25 C 60 C 4.0 bar 3.8 bar 3.3 bar 50 C 55 C 10 bar *2) 9 bar *2) 3.0 bar 6.0 bar no flow max. 65 C 65 C 70 C 85 C 65 C 65 C
0 60 60 0 0 60 0 0 0 0 60 0 60 0 0 0 0 60 10 0 60 0 60 0 0 0 0 0 0 0 60 60 0 0 0 60 0 A A B B A A B B A A B B A A B B A A B B A A B B A A B B A A B B A A B B A A B B A A A A A A A A A A
PS1101S Temp. Engine inlet Outlet each cylinder Scavenge air cooling water fresh water, single-stage *1) Scavenge air cooling water fresh water, two-stage *1) HT-circuit Temp. Outlet cooler Pressure Inlet cooler Temp. Inlet cooler Outlet cooler Pressure Inlet cooler TE1111A
SHD ALM
TE112129A ALM SLD PT1361A ALM
TE137172A ALM TE138182A ALM PT1301A ALM SLD TE133132A ALM SLD
Pressure Inlet cooler *1) LT-circuit Temp. Inlet cooler Outlet cooler Main bearing oil Pressure Supply
PT1361A
ALM
TE137172A ALM TE138182A ALM PT2001A ALM SLD PS2002S
SHD LL ALM SLD H H L L L H L F H H H H H H H H H F
Temp.
Supply
TE2011A
Crosshead bearing oil
Pressure Supply
PT2021A
ALM SLD
Servo oil
Pressure Pump inlet
PT2051A
ALM ALM
Flow Failure Oil leakage monitoring Level Thrust/Main bearing oil Thrust bearing oil Temp.
Pump inlet
FS206164A ALM ALM ALM
Automat. filter XS2053A Supply unit Outlet Outlet LS2055A
TE210111A ALM TE2121A ALM SLD TS2121S SHD
Crank bearing oil Crosshead bearing oil Oil mist concentration
Temp. Temp. Concen tration Failure
Outlet Outlet Crankcase
TE220109A ALM TE230109A ALM AS2401A AS2401S ALM SLD ALM
Detection unit
XS2411A
Table G2 Alarm and safety functions of Wrtsil RT-flex60C marine diesel engines
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add. flex signals
for AMS
RINA
CCS
DNV
NK
G.

Values
min. WCH requirements add. to AMS for UMS
Request of classification societies for UMS IACS ABS MRS BV GL KR LR PRS

D C
Setting
Piston cooling oil
Temp.
Outlet each cylinder
TE250109A ALM SLD
H H L H L L L L L H H L L L H H H H H H L L L L L L L L D H L H H H H L L H D H D H H H H
80 C 85 C no flow 0.4 bar no flow no flow 1.0 bar 0.8 bar 0.6 bar 110 C 120 C 0.7 bar 0.6 bar 0.4 bar 85 C 95 C 80 C 85 C 60 C 65 C 1.0 bar 1.7 bar 1.7 bar no flow no flow no flow no flow min. 15 C 17 cST 12 cST max. max. max. max. 7 bar 60120C 515 C 50 C 530 C 70 C 515 C 530 C 480 C 500 C
0 60 15 15 5 60 5 0 60 5 60 5 0 60 0 60 0 60 0 60 60 30 60 30 60 30 0 0 0 0 0 0 0 0 0 0 60 60 0 60 0 60 H C C C C C C C E F C E F G H C C E F G C D D D D D D D D D D D
Flow
Inlet each cyl. FS252129S SHD
Diff.press. Inlet each cyl. PS254149S SHD Flow Outlet each cylinder *4) ALM SLD ALM SLD
Turbocharger bearing oil
Pressure Inlet each TC PT261112A *7) *8)
ABB TPL Temp. *7)
Inlet each TC PS261112S SHD Outlet TC TE260102A ALM SLD ALM SLD
Pressure Inlet each TC PT261112A
MHI MET Temp.
Inlet each TC PS261112S SHD Outlet TC TE260102A ALM SLD
Temp. additional requirement when separate oil supply
Inlet TC ABB TPL Inlet TC MHI MET
TE2621A
ALM SLD
TE2621A
ALM SLD
Geislinger damper oil Axial damper (detuner) oil
Pressure Casing inlet Pressure
PT2711A
ALM ALM ALM
aft side PT2721A Damp. chamber fore side PT2722A
Cylinder lubricating oil
Flow
Cylinder inlet
FS310109A ALM FS3100S SLD
*3) Flow
Cylinder inlet
FE310109A ALM SLD
Level Fuel oil Temp.
LS3125A
ALM
TE343136A ALM ALM ALM LS3426A LS3441A LS3444A LS3446A PT3421A TE3411A ALM ALM ALM ALM ALM ALM
Viscosity Before supply unit Leakage Level Supply unit Pr. ctrl. valve Rail unit ICU/Fuel pipe Pressure Before supply unit *9) Temp. Exhaust gas Temp. After each cylinder
TT370109A ALM ALM SLD SLD
Before each turbocharger After each turbocharger
TT372122A ALM SLD TT373132A ALM SLD
G13
add. flex signals
for AMS
25.81.07.40 Issue XI.05 Rev. 0
RINA
CCS
DNV
NK

Values
min. WCH requirements add. to AMSfor UMS
Request of classification societies for UMS IACS ABS MRS BV GL KR LR PRS RINA
I K
Setting
CCS
DNV
Scavenge air
Temp.
After each cooler *6)
TE4031A
ALM ALM SLD
L H H H H H H L L H L L
25 C 50 C 60 C 80 C 120 C max. max. min 12.0 bar 7.5 bar 5.5 bar 5.0 bar 4.5 bar max. 6.0 bar 5.5 bar 5.0 bar 110 %
0 0 60 0 60 0 60 0 0 0 0 60 0 0 0 0 0 0
for AMS
add. flex signals
I I I K K K
Temp.
Each piston underside Water separ ator
TE408189A ALM SLD LS4071A ALM SLD LS4072A ALM ALM ALM ALM SLD PS4341S
Condensation water *5)
Level
Starting air Air spring air
Pressure Engine inlet Pressure Distributor
PT4301C PT4341A
SHD LL ALM ALM ALM ALM H L L L F F H
Leakage oil Level Control air normal supply
Exh.valve air
LS4351A PT4401A PT4411A PT4421A
Pressure Engine inlet
stand-by supply Pressure Engine inlet Pressure Engine inlet Fuel actuator Failure Pwr. fail Supply unit
XS504647A ALM ALM SHD
WECS-9520 control system Engine
Pwr. sup. box XS5056A Crankshaft ST511112S
Overspeed Speed
Classification societies: IACS International Association of Classification Societies ABS American Bureau of Shipping BV Bureau Veritas CCS Chinese Classification Society DNV Det Norske Veritas GL Germanischer Lloyd KR Korean Register LR Lloyds Register MRS Maritime Register of Shipping (Russia) NK Nippon Kaiji Kyokai PRS Polski Rejestr Statkow RINA Registro Italiano Navale Signals for two-stage scavenge air cooling, Geislinger damper, PTO coupling, electric speed control and turbocharger vibration apply only if respective equipment is used. Function: ALM: alarm SLD: slow down SHD: shut down Level: D: deviation F: failure H: high HH: very high L: low LL: very low
*1) Only one of these cooling systems is necessary at a time for an engine. *2) ALM & SLD are suppressed below part-load. *3) Signals FE310109A and LS3125A for cylinder lubrication type VOGEL, signals FS310109A and FS3100S for cylinder lubrication type JENSEN. *4) For technical reasons, WCH uses FS2521-29S and PS2541-49S at the piston cooling oil inlet for flow monitoring instead. FS25xxS and PS25xxS are combined to one binary input to the safety system. WCH strongly requests shut down for piston cooling no flow! *5) Alternatively, low temperature alarm or condensation water high level alarm. *6) For water separators made from plastic material the sensor must be placed right after the separator. *7) The indicated setting values are valid for TC lubrication by main bearing oil system. For TC lubrication by separate lubrication system the following values apply: Pressure: ALM 1.3 bar, SLD 1.1 bar, SHD 0.9 bar. Temperature: ALM 120 C, SLD 130 C. *8) The indicated alarm and slow-down values and the values indicated in *7) are mini mum settings allowed by the TC maker. In order to achieve an earlier warning, the ALM and SLD values may be increased up to 0.4 bar below the minimum effective pressure measured within the entire engine operation range. The final ALM/SLD set ting shall be determined during commissioning / sea trial of the vessel. *9) ALM value depending on fuel viscosity.
Request of classification societies for UMS: Request Recommendation AMS Attended machinery space UMS Unattended machinery space
A or B C or D E or F G or H I or K
are requested alternatively are requested alternatively are requested alternatively are requested alternatively are requested alternatively
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G14
NK
G.
G3 G3.1
WECS-9520 flex engine control system WECS-9520 system layout

When installing an new FCM-20 into a WECS-9520 it will be automatically detected as a new module and receive all necessary application data from the other modules of the WECS-9520. As the download of the respective data may take some time WCH has found an ultimate arrange ment to provide immediate functioning of an FCM-20 after replacement: The online spare mod ule FCM-20. An additional FCM-20 numbered #00 is always fitted in the shipyard interface box E90 ready to be used as spare with all application data already loaded. In case that a FCM-20 needs to be replaced this FCM20 #00 spare is taken as spare and allows full functionality immediately after re placement. An additional FCM-20 from the stock is then to be placed in the E90 as new online spare module. This module will download all necessary data from the other modules within a certain time without compromising engine operation.
WECS-9520 covers RT-flex functions related to the engine as a whole (e.g. common rail pressure control, servo oil pressure control) as well as the cylinder specific RT-flex functions (e.g. control of volumetric injection, exhaust valve and start valves). The WECS-9520 consists of the following compo nents (refer to figure G6): 1 control box E95.n per cylinder, including one FCM-20 each, perfoming cylinder control and common control functions. 1 shipyard interface box (SIB) E90 providing all external connections. E90 includes one FCM-20 online spare module. 1 Power supply box E85
For the RT-flex60C the control of the servo oil pumps is provided in an additional control box E87. The control boxes E95.n and the shipyard inter face box E90 are incorporated in the rail unit. The power supply boxes E85 and the servo oil control box E87 are supplied loose for mounting in the en gine room.
G3.3
WECS-9520 communication to external systems
With WECS-9520, direct hard wired connection to external systems is limited to a minimum. WECS-9520 provides data bus connections to propulsion control system and ship alarm / moni toring system. It also provides data bus connection to the local manual control panel on the engine and to the ECR manual control panel of the RT-flex en gine. With the WECS-9520 the manmachine interface (MMI) also referred to as operator interface (OPI) of the main engine and the WECS-9520 engine control system is integrated in the ship automation in either the integrated or split solution an de scribed in section G2.3.1.
G3.2
WECS-9520 online spare module
With WECS-9520 WCH introduces an unique fea ture for automatic loading application software and parameter settings when replacing a flex control module (FCM-20). This includes the mounting of a so called online spare module in the shipyard in terface box E90. With the automatic software loading procedure built into the WECS-9520 it is possible to replace any FCM-20 by any spare module available on board without prior downloading of any data.
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In the standard configuration the WECS-9520 pro vides the following external connections: 2 redundant CANopen lines intended for the connection of the remote control system. 2 redundant Modbus lines as an alternative connection of the remote control system. 2 redundant Modbus connections for the ships alarm and monitoring system in the split solution. 1 CANopen line for connection of the local manual control panel. 1 CANopen line for connection of the ECR manual control panel. 1 CAN bus connection to a plug on the backup panel of the remote control system foreseen for the connection of a notebook of a service engineer.
SAM Electronic / Lyngs Marine Integrated solution Propulsion control system DMS2100i and alarm / monitoring system UMS2100: Connection of two Modbus lines only. The pro pulsion control system with remote control, safety system and electronic speed control system is connected directly to the Modbus lines while the data to the alarm and monitor ing system is routed through the propulsion control system. Split solution Propulsion control system DMS2100i with an alarm and monitoring system of any other maker: The propulsion control system with remote control, safety system and electronic speed control system is connected to the two redun dant Modbus lines provided for remote control. The alarm and monitoring system is to be con nected to the additionally provided two redun dant Modbus lines.
The use of the bus connection on the WECS-9520 with the different approved system makers is as follows: Kongsberg Maritime Integrated solution Propulsion control system AutoChief C20 and alarm / monitoring system DataChief C20: Connection of two CANopen lines only. The propulsion control system with remote control, safety system and electronic speed control system is connected directly to the CANopen lines while the data to the alarm and monitor ing system is routed through CAN couplers from the same two CANopen lines. Split solution Propulsion control system AutoChief C20 with an alarm and monitoring system of any other maker: The propulsion control system with remote control, safety system and electronic speed control system is connected to the two redun dant CANopen lines. The alarm and monitoring system is to be con nected to the additionally provided two redun dant Modbus lines.
Nabtesco Split solution Nabtesco propulsion control system M-800-III with an alarm and monitoring system of any other maker: The propulsion control system with remote control, safety system and electronic speed control system is connected to the two redun dant CANopen lines provided for remote con trol. The alarm and monitoring system is to be con nected to the additionally provided two redun dant Modbus lines.
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G16
G.
Drawing available on request.
General system layout of WECS-9520
G17
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Fig. G6
General system layout of WECS-9520
G4
MAPEX Engine Fitness Family

The MAPEX Engine Fitness Family currently com prises six systems: SIPWA-TP, MAPEX-PR, MAPEX-TV / AV and MAPEX-SM. Further members of the MAPEX Engine Fitness Family are also envisaged. In each case special emphasis has been placed on user friendliness and ease of installation. For further information regarding products of the MAPEX Engine Fitness Family contact your WCH sales representative.
An intelligent engine management system also needs to include functions such as the monitoring of specific engine parameters, analysing data, and managing maintenance and spare parts purchas ing activities. Many of these functions involve spe cific and complex engine knowledge and are most appropriately handled directly by the engine de signer. Wrtsil Switzerland Ltd provides a full range of equipment for carrying out these functions, called the MAPEX Engine Fitness Family. MAPEX, or Monitoring and mAintenance Performance En hancement with eXpert knowledge, encompasses the following principles: Improved engine performance through re duced down time. Monitoring of critical engine data, and intelli gent analysis of that data. Advanced planning of maintenance work. Management support for spare parts and for maintenance. Access on board ship to the knowledge of experts. Full support of data storage and transmission by floppy disc and by satellite communication. Reduced costs and improved efficiency.
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G.
G4.1
SIPWA-TP (Piston-ring Wear)

Customer benefit of SIPWA-TP Supplied with this information you are able to per form your maintenance based on the actual condi tion of your piston-rings, i.e. condition based main tenance, in case to extend TBO of your piston overhauls. Thanks to the SIPWA-TP alarming system you are able to detect an abnormal piston-ring wear with out opening the engine and enforce early countermeasures. Each single SIPWA-TP piston-ring is checked by ultra sonic means to supply you with the best possi ble quality. The newly developed SIPWA-TP Sensor 96 is also compatible to all old installations, but more reliable and available at lower costs. SIPWA-TP allows you to monitor the condition of the piston-rings on-line. SIPWA-TP Reduces your operating and maintenance costs. Helps to keep your vessel on schedule. Monitors piston-ring wear on-line and allows a trend processing. Displays the rotation of your piston-rings. Enables you to extend the TBO of your piston overhauls. Allows condition based maintenance. Is your round-the-clock watchful eye. Gives the best protection of your engine, in combination with MAPEX-PR, Allows adjustment of cylinder lubricating oil to the optimum level.
The Sulzer Integrated Piston-ring Wear-detecting Arrangement with Trend Processing is a powerful tool for online monitoring the piston-ring wear and rotation on Wrtsil large-bore two stroke engines. With the newly developed Sensor 96, SIPWA-TP is avoiding all the shortcomings of the past design: No electrical plug. The measuring coil is shifted away from the hot cylinder liner running surface. Easy installation procedure. Compatible to all Wrtsil RT-flex and RTA engines.
The new sensor delivers more stable measuring signals and all electrical contacts are fully pro tected in casting resin. The contact between con verter and adapter is made through an electromag netic contact surface, the patent is still pending. The SIPWA-TP Sensor 96 is located in each cylin der liner just above the scavenge air port in order to measure the width of the triangular-shaped brass insert in the SIPWA-TP piston-ring. The re duction in the width of this triangular section direct ly corresponds to the wear of the piston-ring. The following data are monitored and graphically displayed over periods of 400, 1000 and 3000 en gine running hours: Average piston-ring wear. Piston-ring segment wear. Piston-ring wear distribution. Piston-ring rotation.
All this data (incl. rpm) are continuously stored for the entire engine lifetime.
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Demo-Plant Average Ring Wear SIPWA-TP
Demo-Plant Ring Rotation SIPWA-TP
F10.3614
Fig. G7
SIPWA-TP
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G.
G4.2
Mapex-PR (Piston-running Reliability)

Customers benefit of MAPEX-PR Thanks to the MAPEX-PR alarming system you are able to detect an abnormal behaviour of the piston-running without opening the engine. So you can save your engine from major damage and therefore increase the availability of your vessels main propulsion system. Thanks to the compatibility with SIPWA-TP, you can install both systems on your engine, using the same electronic unit and the same software. Together with SIPWA-TP you get a powerful tool to rely on the condition of piston-rings and liner. MAPEX-PR is the tool to check the piston-running behaviour. MAPEX-PR Alarms if the liner wall temperature shows high piston-ring friction. Works ideally together with SIPWA-TP for kee ping piston-running behaviour under control. Checks the hot spots of the diesel engine. Is an on-line display for piston-ring and nozzle performance. Is capable to detect malfunctions such as blow by and adhesive wear. Informs if thermal overload should occur on the cylinder liner. Is your round-the-clock watchful eye.
MAPEX-PR continuously monitors the piston-run ning behaviour on large-bore Wrtsil two-stroke diesel engines with an alarm if adverse conditions should appear. It complements SIPWA-TP by pro viding a shorter response and alarm function. For example, an alarm is signalled if, among other criteria, the local temperature on the liner is abnor mally high due to piston-ring scuffing or inad equate ring sealing. The measured data are stored in an electronic unit and can be viewed on a personal computer. Pre ferably an industrial-PC installed in a ideally suited cabinet. All data and charts can be printed and co pied to floppy discs or other media. The following data are monitored over periods of 1, 4.5, 24 or 400 engine running hours and displayed graphically: Liner wall temperature (two sensor per cylinder). Cylinder cooling water temperature inlet and outlet. Scavenge air temperature after each cooler. Engine speed. Engine load indicator position. Alarms.
The following alarms can be connected to the ships alarm system to inform the engineers about any unexpected situation: High-High alarm for: High friction on one or both side of the cylinder liner. High alarms for: Deviation of temperature of one cylinder. Average temperature of the engine. Cooling water fluctuation. Scavenge air temperature. System alarm for: System failure.
Together with the normal Manual, Wrtsil Switzerland Ltd delivers also a digital version, which will be installed together with the software MAPEX-PR / SIPWA-TP.
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Demo-Plant LWT Graphic Display MAPEX-PR
Demo-Plant Sat Cwt Load Speed MAPEX-PR
F10.3615
Fig. G8
MAPEX-PR
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G.
G4.3
Mapex-TV / AV (Torsional Vibration / Axial Vibration Detection)

There is a quick reference guide in English fixed on the system cover. This gives you the possibility to handle the most used functions without looking into the manual. Nevertheless, we will deliver a full manual either in English, German or French. You have also the possibility to use an already used engine-speed pickup or install a separate pickup for MAPEX-TV. The signal for MAPEX-AV is always produced by an inductive proximity sensor. The size of the MAPEX-TV / AV system per engine is about 32 cm x 40 cm x 16 cm (12.6 in x 15.8 in x 6.3 in). It can be installed everywhere in your con trol or engine room as long as the ambient tem perature is not higher than 50C and the humidity does not exceed 95%, but it should not be installed directly on your engine. MAPEX-TV / AV is the tool to keep an eye on your engine vibrations. MAPEX-TV / AV Prevents your engine from major damage due to unacceptable high torsional or axial vibrations. Is easy to handle due to a quick reference guide, which is directly fixed on the system cover. Perfectly suited for propulsion systems with PTO gears.
MAPEX-TV continuously calculates the amplitude of the 1st and 2nd order of torsional vibrations of your engine. MAPEX-AV permanently measures the absolute value of axial vibrations of your engine. MAPEX-TV Detects misfiring. Measures torsional vibrations. Prevents you from wrong alarms during rough sea or when manoeuvring. MAPEX-AV Measures axial vibrations of two-stroke engines. With MAPEX-TV / AV you are alarmed in case of any irregularities and you can observe the results of all measurements on your panel in detail. The alarm values can be dependent on the load or on the engine speed. There are two alarm levels. The HH-level is used, if the torsional or axial vibra tions reach a limit, that demands sudden activities to prevent your engine from major damages. The H-level can be used as an information, e. g. if a mis firing occurred on your engine, but the torsional vibrations are still in a safe range. There is a certain delay of these alarms, which is also adjustable.
F10.4913
Fig. G9
MAPEX-AV / TV
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G4.4
MAPEX-SM (Spare parts and Maintenance)

By installing MAPEX-SM at the head office as well as on board ship, the owner can centralize requisi tioning and purchasing operations for the entire fleet on a single system. This also allows planning of major maintenance work and recording of main tenance histories for each vessel. Statistical fea tures provide an overview of fleet maintenance and purchasing, and assist in corporate strategic planning. MAPEX-SM is modular, so that it can be installed in phases if desired, beginning with the head office and later expanding to include vessels as the shipowners budget permits.
Satcom
MAPEX-SM is an advanced management tool for the administration and planning of Spare parts and Maintenance. It comes complete with the original Wrtsil Switzerland Ltd data for the shipowners specific engines. The system is user friendly and operates on windows compatible computers. Fea tures include purchasing of engine spare parts, in ventory control, statistical reporting, issuing of work orders, maintenance history recording, and much more.
Ship
Wrtsil Switzerland
DATABASE
MAINTENANCE TRANSFER Export to NSD Import
MAPEX-SM
Ship owners Headquarter
MAPEX-SM
PC
Modem
Modem
PC
F10.5179
Fig. G10 MAPEX-communication
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G24
H.
General installation aspects
H1
Introduction
The purpose of this chapter is to provide informa tion to assist planning and installation of the engine. It is for guidance only and does not supersede current instructions. If there are de tails of engine installation not covered by this manual please contact Wrtsil Switzerland Ltd, Winterthur, directly or our representative.
H1
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Marine Installation Manual H.
H2 H2.1
Dimensions and masses Engine

Deck beam X = depending on crane height
X
F1 D
F2 F3
R P
M K L A
F10.5270
N I B A
Fig. H1
Engine dimensions
Number of cylinders
Dimensions in mm with a tolerance of approx. 10 mm
5
A A B C D E F1 F2 G I K L M N O P R 6213 6638
6
7253 7678
7
8293 8718 3700 1300 8520 4100 10350 10500 1955 573 425 1292 1040 761 3500 2580 750
8
9333 9758
9
10373 10798
Remarks: F1: F2: F3: E: M: R
Min. height to crane hook for vertical removal. Min. height to deck beam for vertical removal using a double-jib (special) crane. Min. height to deck beam for tilted piston removal using a double-jib (special) crane. In any case, vertical removal should be preferred. Ask WCH before selecting tilted piston removal. Dimension, when engine fitted with ABB TPL73-B. Other turbochargers cause other dimensions. Cylinder distance. Housing with crank angle sensor; space for removal included.
Table H1 Engine dimensions
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H2
H.
The following table gives the net engine and com ponent masses calculated according to nominal di mensions including turbochargers and scavenge air coolers, piping and platforms but without oil and
water. The masses are specified for engines with rating R1 according to figure C6 Turbocharger and scavenge air cooler selection.
Number of cylinders Net engine mass without oil/water [tonnes]

Remark:
5 268
6 322
7 377
8 428
9 480
Mass: calculated according to nominal dimensions of drawings, including turbocharger and SAC, piping and platforms
Table H2 Engine mass
H3
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Main components
Bedplate including bearing girders
length and mass arre approximate

length mass length [m] [t] [m] [t] [m] [t] [m] [t] [m] [t] [m] [t] [m] [t] [m] [t] [m] [t] [m] [t] [m] [t] [m] [t] [m] [t] [m] [t] [m] [m] [t] [t]
Number of cylinders
5 6.20 41.65 6.96 60.87 3.28 16.64 6 7.25 46.76 8.00 71.32 2.52 14.96 7 8.28 51.90 9.04 81.76 2.88 16.08 8 9.33 57.07 10.08 92.19 3.57 16.97 9 10.73 63.29 11.12 102.65 3.50 16.89
Crankshaft
mass mass, min.
Flywheel
mass, max. length
Engine frame, complete (mono block)
mass length
7.37 0.41
Tie rod
mass length
Cylinder block, complete with studs
mass height
33
39
45 3 2.61 5.98 2.008 3.22 2.132 1.050 1.993 3.283 1.452 7.78 11.2 1.587 0.822
51
57
Cylinder liner Cylinder cover, complete incl. starting and fuel valve and incl. upper ring of water guide jacket Connecting rod, complete
mass height mass length mass length
Crosshead, complete with guide shoes
mass length
Piston, complete with rod Scavenge air receiver, complete with valves and vovers Exhaust valve, complete
mass length mass height mass length
8.56 11.75
9.6 15.32
6.84 7.73
7.88 8.82
8.93 9.83
9.96 10.92
11.00 12.02
Rail unit
mass length
Supply unit
height mass
Platforms Remark:
mass
For engine dimensions and masses see tables H1 and H2. For turbocharger and scavenge air cooler masses see tables C1 and C2.
Table H3 Dimensions and masses of main components
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H4
H.
H2.2
Thermal expansion at the turbocharger expansion joint

X a) a)
Before expansion pieces, enabling connections between the engine and external engine services, are to be made it is important to take into account the thermal expansion of the engine. The expan sions are defined as follows (see also fig. H2): Transverse expansion (X) Distance from crankshaft centerline to the centre of gas outlet flange. Vertical expansion (Y) Distance from bottom edge of the bedplate to the centre of gas outlet flange. Longitudinal expansion (Z) Distance from engine bedplate aft edge to the centre of gas outlet flange.
Z a) Gas outlet flange

F10.5266
Fig. H2
Thermal expansion, dimensions X, Y, Z
Table H4 shows the figures of the expected ther mal expansion from ambient temperature (T = 20 C) to service temperature.
Cylinder No. Turbocharger type Turbocharger location Distance X [mm] Thermal expansion x [mm] Distance Y [mm] Thermal expansion y [mm] Distance Z [mm] Thermal exansion z [mm]
Remark:
5 (TC No 1) on request on request on request
7 (TC No 2) 2903 1.2 6770 2.7 5337 2.1
9 (TC No 2) 3063 1.2 7138 2.9 8190 3.3
1 TPL77-B12 1 TPL80-B12 2 TPL73-B12 2 TPL77-B11 2 TPL77-B12
For details of engine pipe connections refer to section F5.
Table H4 Expected thermal expansion figures at turbocharger gas outlet
H5
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H2.3
Contents of fluid in the engine
Quantities referring to numbers of cylinders

System fluid
Cylinder cooling water Lubricating oil Fresh water in scav enge air cooler(s) *2) Total of water and oil in engine *1) [kg] [kg] [kg] [kg]
5
1140 1180 610 2930
6
1450 1350 620 3420
7
1650 1700 920 4270
8
1900 1900 920 4720
9
2150 2100 1220 5470
Remark: *1) The above quantities include engine piping. *2) The given fresh water content is approximate and depends also on the installed cooler type: see also table C1. The engine is supplied with scavenge air cooling water pipes.
Table H5 Fluid quantities in the engine
H2.4 H2.4.1

Space requirements and dismantling heights Crane requirements:

An overhead travelling crane, of 3.0 metric tonnes minimum, is to be provided for nor mal engine maintenance. The crane is to conform to the require ments of the classification society.
H2.4.2
Piston dismantling heights
As a general guide Wrtsil Switzerland Ltd rec ommend a two-speed hoist with pendent control, being able to select high or low speed, i.e., high 6.0 m/minute, and low 0.61.5 m/minute.
Figure H3 shows the dismantling height for vertical piston lifting. Figure H4 shows the possibility of re ducing the standard piston dismantling height by using a double-jib/special crane. These dimen sions are for guidance only and may vary depend ing on the crane dimension, handling tools and dis mantling tolerances. This dimensions are absolutely not binding. However, please contact Wrtsil Switzerland Ltd Winterthur or any of its representatives if these va lues cannot be maintained, or more detailed in formation is required.
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H6
H.
H7
114.726c/1
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Fig. H3
Space requirements and dismantling heights for vertical piston lifting
114.726c/2

Fig. H4
Space requirements and dismantling heights for vertical piston lifting with double-jib/special crane
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H8 H.
Note:
Remarks:
H.
H3
Outlines of RT-flex60C engines

This selection of outlines doesnt cover all vari ations of the RT-flex60C. The drawings of other combinations (number of cylinders, number and type of turbochargers) are available on request.
The following engine outline illustrations are produced to scale. They represent engine arrange ments with ABB TPL and MHI MET turbochargrers.
Drawing available on request
Fig. H5
End elevation of Wrtsil 5RT-flex60C
H9
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Fig. H6
Exhaust side elevation of Wrtsil 5RT-flex60C engine
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H10
H.
Fig. H7
Plan view of Wrtsil 5RT-flex60C
H11
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325.930b
Fig. H8
End elevation of Wrtsil 6RT-flex60C engine with 2 ABB TPL73-B turbochargers
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H12
H.
325.930b
Fig. H9
Exhaust side elevation of Wrtsil 6RT-flex60C engine with 2 ABB TPL73-B turbochargers
H13
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H.
325.930b
Fig. H10 Plan view of Wrtsil 6RT-flex60C engine with 2 ABB TPL73-B turbochargers
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H14
H.
114.428e
Fig. H11 End elevation of Wrtsil 7RT-flex60C engine with 2 ABB TPL73-B turbochargers
H15
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114.428e
Fig. H12 Exhaust side elevation of Wrtsil 7RT-flex60C engine with 2 ABB TPL73-B turbochargers
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H16
H.
114.428e
H17
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113.369b
Fig. H14 End elevation of Wrtsil 8RT-flex60C engine with 2 ABB TPL73-B turbochargers
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H18
H.
113.369b
Fig. H15 Exhaust side elevation of Wrtsil 8RT-flex60C engine with 2 ABB TPL73-B turbochargers
H19
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113.369b
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H20
H.
332.392a
Fig. H17 End elevation of Wrtsil 9RT-flex60C engine with 2 MHI MET66SE turbochargers
H21
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332.392a
Fig. H18 Exhaust side elevation of Wrtsil 9RT-flex60C engine with 2 MHI MET66SE turbochargers
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H22
H.
332.392a
Fig. H19 Plan view of Wrtsil 9RT-flex60C engine with 2 MHI MET66SE turbochargers
H23
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H4
Platform arrangements
The drawings of other combinations (number of cylinders, number and type of turbochargers) and detail drawings are available on request.
The following platform outline illustrations represent engine arrangements with ABB TPL and MHI MET turbochargrers. This selection of outlines doesnt cover all variations of the RT-flex60C engines.
H4.1
Platform outline views
Drawing on request
Fig. H20 End elevation for 5RT-flex60C engines fitted with 1 x ABB TPL77-B turbochargers
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H24
H.
Fig. H21 Top view for 5RT-flex60C engines fitted with 1 x ABB TPL77-B turbochargers
H25
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View to driving end
Upper platform
Lower platform
331.299
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H26
H.
Fuel side
Driving end
Exhaust side
331.299
H27
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Free end
View to driving end
Upper platform
Lower platform
114.533c
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H28
H.
Fuel side
Driving end
Exhaust side
114.533c
H29
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Free end
View to driving end
Upper platform
Lower platform
113.370c
Fig. H26 End elevation for 8RT-flex60C engines fitted with 2 x 73-B turbochargers
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H30
H.
Fuel side
Driving end
Exhaust side
113.370c
H31
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Free end
View to driving end
Upper platform
Lower platform
114.398c
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H32
H.
Fuel side
Driving end
Exhaust side
114.398c
H33
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Free end
View to driving end
Upper platform
Lower platform
332.365a
Fig. H30 End elevation for 9RT-flex60C engines fitted with 2 x MHI MET66SE turbochargers
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H34
H.
Fuel side
Driving end
Exhaust side
332.365a
Fig. H31 Top view for 9RT-flex60C engines fitted with 2 x MHI MET66SE turbochargers
H35
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Free end
H4.2
Platform details
Drawings of platform details on request
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H36
H.
H5 H5.1
Engine seating Introduction

terial as used for the chocks. The engine holdingdown stud is inserted in the sleeve and tightened in the same way as the normal studs. This hydrauli cally tightened holding-down stud is of the same design, except for the length, as the normal holding-down stud used to fasten the engine to the tank top. Drilling and reaming of the holes in the engine bedplate is carried out by the engine manufacturer. The thrust sleeves with the final tolerance and the holding-down studs are supplied by the shipyard.
The engine seating is integral with the double-bot tom structure and is to be of sufficient strength to support the weight of the engine, transmit the pro peller thrust, withstand external couples and stresses related to propeller and engine resonance. The longitudinal beams situated under the engine are to extend forward of the engine-room bulkhead by at least half the length of the engine and aft as far as possible. The maximum allowable rake for these engines is 3 to the horizontal. Before any engine seating work can be performed make sure that the engine is aligned with the intermediate propeller shaft as described in section L1.4.
H5.2.2.2 Drilling of the holes in the tank top plate

The holes for the thrust sleeves must be drilled or flame-cut in the tank top plate before setting the engine in position. These holes are prepared while observing the dimensions given on the draw ing Chocking and drilling plan for engine seat ing with epoxy resin chocks. The holes for the normal holding-down studs can be drilled or flamecut either before or after setting the engine in position.
H5.2
Engine seating with epoxy resin chocks Introduction
H5.2.1
Apart from the normal, conventional engine holding-down studs used to fasten the engine to the tank top plate, a different design is to be applied for the propeller thrust transmission. The pro peller thrust is transmitted from the engine thrust bearing to the bedplate and to the tank top plate which is part of the ships structure by means of the a) thrust sleeves or b) fitted studs located adjacent to the engine thrust bearing.
H5.2.2.3 Chock thickness

Since the chock thickness cannot be precisely de termined before engine alignment is finalized, the standard design of the holding-down stud, thrust sleeve and conical washer allows for the applica tion of chock thicknesses from 30 up to 50 mm. To avoid additional machining of the sleeve to adjust its length, the conical washer is provided with a larger bore compared to the sleeves external di ameter. The sleeve can protrude beyond the top plate more or less, the space in the washer allows for this variable. At the project stage, if chock thick nesses are foreseen to be more than 50 mm or less than 30 mm, the length of the thrust sleeve and its corresponding holding-down stud as well as the length of the normal holding-down stud must be adapted accordingly. Please note: In any case, if the minimum thickness is less than 30 mm, the epoxy resin supplier must be consulted.
H5.2.2
Thrust sleeve
H5.2.2.1 Fitting
The thrust sleeve is fitted in the bottom plate of the engine bedplate and cast in the tank top plate. The diameter of the flame-cut or drilled hole for the thrust sleeve in the tank top is larger than the dia meter of the sleeve to allow engine alignment with out remachining of the hole. The sleeve in the tank top plate hole is then fixed with epoxy resin ma
H37
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H5.2.3
Fitted stud
H5.2.4
Pouring of the epoxy resin chocks
H5.2.3.1 Fitting H5.2.4.1 Conditions before pouring

The fitted stud is fitted in the bottom plate of the en gine bedplate, the epoxy resin chock and the tank top plate. The holes in the bedplate and the top plate are reamed together when the engine is com pletely aligned. The fitted stud is then inserted and the chocks are poured. The engine bedplate is de livered with pre-drilled holes. The fitted studs with the final tolerance and the holding-down studs are supplied by the shipyard. Engine fully aligned. All side stoppers welded in place, wedges not fitted. When using thrust sleeves (see figure H34): Thrust sleeves and their accompanying holding-down studs inserted into the correspon ding holes with the nuts slightly tightened by hand. The conical washers and the sponge rubber sealings fixed correctly under the tank top plate. Contact surface washer/top plate smeared with gasket sealant. When using fitted studs (see figure H35): Fitted studs inserted in the corresponding holes and slightly tightened by hand. The coni cal washers fixed correctly under the tank top plate. For normal holding-down studs (see figure H36): Sponge rubber plugs or similar inserted into bedplate where normal studs are applied.
H5.2.3.2 Drilling of the holes in the tank top plate

The holes in the tank top plate for the fitted studs are to be pre-drilled when the engine is placed in position. Then drill out and ream the pre-drilled holes in the bedplate together with the holes in the tank top plate to the foreseen final diameter. The holes for the normal studs are drilled with the same diameter as those in the bedplate.
H5.2.3.3 Chock thickness

Since the chock thickness cannot be precisely de termined before the engine alignment is finalised, the standard design of the fitted stud allows for the application of chock thicknesses from 30 up to 50 mm. At the project stage, if chock thicknesses are foreseen to be more than 50 mm or less than 30 mm, the length of the fitted stud and also of the normal holding-down stud must be adapted ac cordingly. Please note: In any case, if the mini mum thickness is less than 30 mm, the epoxy resin supplier must be consulted.
H5.2.4.2 Pouring
Pouring of the epoxy resin chocks together with its preparatory work must be carried out either by ex perts of the epoxy resin manufacturers or by their representatives. Their instructions must be strictly observed. In particular, no yard work on the engine foundation may proceed before completion of the curing period of the epoxy resin chocks. The filler material for the thrust sleeve holes is identical to that used for the chocks. The following epoxy resin materials have been approved by Wrtsil for the chocking of Wrtsil two-stroke diesel engines: Epocast 36, HA Springer. Chockfast Resin Type PR610TCF (Chockfast Orange). EPY, Marine Service, Szczecin.
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H38
H.
H5.2.5
Tightening the holding-down studs

All engine holding-down studs are tightened by means of a hydraulic pre-tensioning jack. The tightening procedure begins at the driving end and continues alternating from side to side in the direction of the engine free end. After tightening all engine holding-down studs, fit the side stopper wedges.
The instructions of the epoxy resin manufacturers or their representatives concerning the curing period must be strictly observed before any work on the engine foundation may proceed. On completion of the curing period the supporting devices, i.e. jacking screws, jacking wedges, etc., must be removed before the holding-down studs are tightened.
Pre-tension force per stud Fv [kN] *1) 650 Remark:
Hydraulic tightening pressure p [bar] 1500
Code number of hydraulic pre-tensioning jack *2)
94145
*1) Including an efficiency loss during tightening process. *2) The hydraulic pre-tensioning jack is part of the engine builders tool kit (refer to section J2).
Table H6 Tightening pressures
H5.2.6
Engine foundation
Notes: For section A-A refer to Fig. H33.

For section B-B refer to Fig. H45 up to Fig. H49.
For view on C-C and D-D refer to Fig. H34 and Fig. H36.
246.668b
Fig. H32 Engine seating and foundation
H39
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AA
Remarks: Note:
246.659c
5 cyl 6 cyl 7 cyl 8 cyl 9 cyl
aprox. h 850 910 890 980 1000
Fig. H33 Engine seating (foundation) with epoxy resin chocks
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H40
H.
H5.2.7
Engine holding-down studs

Note:
246.674d
Fig. H34 Cross section of thrust sleeve with holding-down stud and epoxy resin chocks
Note:
2146.675c
Fig. H35 Cross section of fitted holding-down stud with epoxy resin chocks
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Note:
246.674d
Fig. H36 Cross section of normal holding-down stud with epoxy resin chocks
Number of cylinders Position 001 002 003 004 005 006 007 008 009 010 011 Description Round nut M64 x 6 Sleeve Elastic bolt M64 x 900 Fitted stud Conical socket Conical socket Spherical round nut M64 Elastic bolt M64 x 850 Damming plate Sponge rubber sealing Sponge rubber plug
9 Remarks 44 10
These parts cover a standardized chock thickness of 30 mm up to 50 mm.
Execution with thrust sleeves 26 6 6 6 20 26 20 32 8 8 8 24 32 24 36 8 8 8 28 36 28 40 10 10 10 30 40 30 10 34 44 34 44 10 10
Execution with fitted studs 26 6 26 26 20 32 8 32 32 24 36 8 36 36 28 40 10 40 40 30 44 44 34
for chock geometry see figures H45 to H49 6 20 8 24 8 28 10 30 10 34 20 24 28 30 34
Material and design determined by shipship yard
Table H7 Parts list for engine seating with epoxy resin chocks
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H42
H.
Pos. Description Length L 003 Elastic bolt M64 900 mm 008 Elastic bolt M64 850 mm
246.902/903
004
Fitted stud M64 x 850

Sharp edges removed 0.2 x 45
246.415b
Material for all parts: 34CrMo4
Note:
Fig. H37 Engine holding-down studs
H43
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H.
001
Round nut M64 x 6

007
Spherical round nut M64 x 6

326.463
326.466
002
Sleeve
246.678b
005
Conical socket
006
Conical socket
246.416
246.417
Note:
Material for all parts: 34CrMo4
Fig. H38 Details of sleeve, sockets, and round nuts
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H44
H.
H5.2.8
Engine seating side stoppers
Note: For the arrangement and number of side stoppers refer to figures H40 through H44.
246.446
Number of cylinders 5 6 7 8 9
Number of side stoppers 6 6 8 8 10
Fig. H39 Engine seating side stoppers
H45
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Execution with welded side stoppers
Free end
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H46
Fig. H40 5RT-flex60C engine side stopper arrangement
5RT-flex60C
Driving end
246.680c
H.
Free end
H47
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6RT-flex60C
Driving end
246.680c
Free end
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H48
7RT-flex60C
Driving end
246.680c
H.
Free end
H49
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8RT-flex60C
Driving end
246.680c
Free end
9RT-flex60C
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H50
Driving end
331.613a
H.
H5.2.9
5RT-flex60C
Plan view BB, refer to Fig. H32.
Chocking and drilling plan
Driving end
Free end
H51
Note:
246.677d
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Fig. H45 5RT-flex60C Cchocking and drilling plan for engine seating with epoxy resin chocks
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6RT-flex60C
Driving end
Free end
H52 H.
Note:
246.677d
H.
7RT-flex60C
Driving end
Free end
H53
Note:
246.677d
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8RT-flex60C
Driving end
Free end
H54 H.
Note:
246.677d
H.
9RT-flex60C
Driving end
Free end
H55
Note:
331.584a
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Dimensions of epoxy resin chocks *1) Number of cylinders Max. permanent mean surface pressure of chock *2) (N/mm2) 5 6 7 8 9 Remark:
4.5
Total chock length
Total net chocking area (cm2) 44687 54107 61548 68061 73503
Required quantity of epoxy resin material *3) min.

3)
(mm) 2 x 4480 2 x 5430 2 x 6170 2 x 6820 2 x 7690
max. 224 272 309 342 370
135 164 (dm186 206 223
*1) For the layout is taken into consideration: A max. permissible static load of 0.7 N/m2. Engine mass (incl. net engine mass, vibration damper, flywheel, water, and oil). Engine holding-down studs fully tightened according to fitting instructions. *2) The max. permissible mean surface pressure of the epoxy resin chocks has to be determined by the shipyard in accordance with the classification society/rules. *3) Referring to a standardized chock thickness of 30 up to 50 mm. For alignment without using jacking screws the required quantity of epoxy resin increases by approx. 1%.
Table H8 Details and dimensions of epoxy resin chocks
Number of cylinders
Total number of holes
Execution with thrust sleeves (see Fig. H50) No. 6 8 8 10 10 A (mm) 106 106 106 106 106 +3 0 +3 0 +3 0 +3 0 +3 0 No. 20 24 28 30 34 B (mm) 742 742 742 742 742 No. 6 8 8 10 10
Execution with fitted studs (see Fig. H50) A (mm) 62 62 62 62 62 pre-drilled for 65H7 pre-drilled for 65H7 pre-drilled for 65H7 pre-drilled for 65H7 pre-drilled for 65H7 No. 20 24 28 30 34 B (mm) 742 742 742 742 742
5 6 7 8 9
26 32 36 40 44
Table H9 Number and diameter of holes drilled into top plate
246.677d
Fig. H50 Drilling plan details
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H56
H.
H5.3
Engine alignment tools

Section MM
Arrangement for final alignment with wedge
Section LL
Arrangement for pre-alignment with hydraulic jack
01
02
246.682d
Fig. H51 Alignment with hydraulic jack and wedge
Position 01 02 03
Description Supporting wedge Hydraulic jack Jacking screw M56x4x500
5 cylinders 14 4 14
6 cylinders 16 6 16
7 cylinders 18 6 18
8 cylinders 20 8 20
9 cylinders 22 10 22
Table H10 Parts list for wedge, hydraulic jack and jacking screw
Section KK
03
331.699
Fig. H52 Arrangement with jacking screw
H57
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H5.3.1
Position of engine alignment tools
Alignment using wedge and hydraulic jack
Driving end
M
246.682d
Hydraulic jack
Note: For cross section LL and MM see Fig. H51.
Alignment using jacking screw
Driving end
K
246.679c
Position of jacking screw M56x4x500
Note: For cross section KK refer to Fig. H52.
Fig. H53 Position of engine alignment tools for 5RT-flex60C.
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H58
Free end
Free end
H.
Driving end
M
246.682d
Hydraulic jack
Driving end
K
246.679c
H59
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Free end
Free end
Driving end
M
246.682d
Hydraulic jack
Driving end
K
246.679c
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H60
Free end
Free end
H.
Driving end
M
246.682d
Hydraulic jack
Driving end
K
246.679c
Fig. H56 Position of engine alignment tools for 8RT-flex60C
H61
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Free end
Free end
Driving end
331.657a
Hydraulic jack
K
331.699
Fig. H57 Position of engine alignment tools for 9RT-flex60C
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H62
Free end
Free end
H.
H6
Engine coupling
To tighten the coupling bolts it is important to work methodically, taking up the threads on opposite bolts to hand tight followed by sequential torque tightening. Mark each bolt head in turn, 1, 2, 3, etc., and tighten opposite nuts in turn to an angle of 55 making sure the bolt head is securely held and un able to rotate with the nut. Castellated nuts are to be locked according to the requirements of class with either locking wire or split pins. Use feeler gauges during the tightening process to ensure the coupling faces are properly mated with no clearance.
Figure H58 gives a dimensioned cross-section of the engine coupling showing the arrangement of the fitted bolts. Details of bolts and nuts and the quantity are given in figure H59.
H6.1
Fitting coupling bolts
Drilling and reaming of the engine and shaft coup lings is to be carried out using a computer numeri cally controlled drilling machine or accurately centred jig and great care is to be taken in matching and machining mating flanges together. Fitted bolt hole tolerances are to be H7 and fitted bolts are to be available for inserting in the holes on comple tion of reaming. Each fitted bolt is to be stamped with its position in the coupling with the same mark stamped adjacent to the hole. In the event of pitch circle error leading to misalign ment of bolt holes it is important to remedy the situ ation by joint cylindrical reaming an oversize hole and fitting an individually machined fitted bolt. Fitted bolts are to locate with a slight interference fit but not requiring heavy hammer blows. If there is any doubt that a fitted bolt is too slack or too tight refer to the classification society surveyor and a representative of the engine builder.
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View B 57 cylinder
View B 89 cylinder
283.928a
Fig. H58 Engine coupling fitted bolt arrangement
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H64
H.

Material: 34CrMo4, heat-treated , Rm 800950 N/mm2 Material: C45E, normalized, Rm 590720 N/mm2
H65
Quantity of bolts
57 cylinder engines 89 cylinder engines
10 bolts 12 bolts
283.928a
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Fig. H59 Details of coupling bolt and nut
357.316
Fig. H60 Engine coupling and flywheel casing.
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H66
H.
H7 H7.1
Engine earthing Introduction

On vessels with star-wound alternators the neutral is considered to be earth and electrical devices are protected by automatic fuses. Ensure instrument wiring meets the building and classification society specifications and is shielded and isolated to pre vent induced signal errors and short circuits. In cer tain cases large items of machinery are isolated from their foundations and couplings are isolated to prevent current flow, e.g., when electric motors are connected to a common gear box. Retrospective fitting of earthing devices is not un common but due consideration is to be given at the design stage to adequate shielding of control equipment and earthing protection where tracking and leakage currents are expected. Magnetic in duction and polarisation are to be avoided and de gaussing equipment incorporated if there is likely to be a problem.
Electric current flows when a potential difference exists between two materials. The creation of a po tential difference is associated with thermoelec tric by the application of heat, tribo-electric be tween interactive surfaces, electrochemical when an electrolytic solution exists and electromagnetic induction when a conducting material passes through a magnetic field. Tracking or leakage cur rents are created in machinery by any of the above means and if they are not adequately directed to earth, can result in component failures, in some case fires and interference with control and moni toring instrumentation.
H7.2
Preventive action
Earthing brushes in contact with slip-rings and the chassis bonded by braided copper wire are com mon forms of protecting electric machines. Where operating loads and voltages are comparatively low then the supply is isolated from the machine by an isolating transformer, often the case with hand held power tools. The build specification dictates the earthing procedure to be followed and the classification society is to approve the final installation.
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H7.3 H7.3.1
Earthing slip-rings Main shaft earthing system

Wrtsil recommend installing a shaft earthing de vice on the intermediate shafting as illustrated in figure H62.
Figures H61 and H62 show a typical shaft earthing system. The slip-ring (1) is supplied as matched halves to suit the shaft and secured by two tension bands (2) using clamps (12). The slip-ring mating faces are finished flush and butt jointed with solder. The brushes (4) are housed in the twin holder (3) clamped to a stainless steel spindle (6) and there is a monitoring brush (11) in a single holder (10) clamped to an insulated spindle (9). Both spindles are attached to the mounting bracket (8). The elec tric cables are connected as shown in figure H63 with the optional voltmeter. This instrument is at the discretion of the owner but it is useful to ob serve that the potential to earth does not rise above 100 mV. Differing combinations of conducting material are available for the construction of the slip-rings how ever, alloys with a high silver content are found to be efficient and hard wearing.
F10.4354
Fig. H61 Shaft earthing arrangement
F10.4355
Fig. H62 Shaft earthing slip-ring arrangement
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H68
H.
F10.4356
Fig. H63 Shaft earthing with condition monitoring facility
H69
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H8 H8.1
Engine stays Introduction H8.2 H8.2.1 Stays arrangement Installation of lateral and longi tudinal stays hydraulic and friction types
Ship vibrations and engine rocking caused by the engine behaviour (as covered in chapter D Engine dynamics) are reduced by fitting longitudinal and lateral stays. The five-cylinder engines are liable to strong crankshaft axial vibrations throughout the full load speed range, leading to excessive axial and longitudinal vibration at the engine top. Lateral components of forces acting on the crossheads re sult in pulsating lateral forces and side to side or lateral rocking of the engine. This lateral rocking may be transmitted through the engine-room bot tom structure to excite localized vibration or hull resonance. Fitting stays between the engine and the hull re duces the engine vibrations and the vibration transmission to the ships structure. In some installations with five-cylinder engines, es pecially those coupled to very stiff intermediate and propeller shafts, the engine foundation can be excited at a frequency close to the full load speed range resonance. This leads to increased axial (longitudinal) vibrations at the engine top and as a result, to vibrations in the ships structure. See chapter D Engine dynamics.
Lateral stays are either of the hydraulic or friction type. Hydraulic lateral stays are installed, two by two, on the engine exhaust and fuel pump side. When using lateral friction stays, two stays are in stalled on the engine exhaust side. Two longitudinal stays of the friction type are in stalled on engine free-end, if necessary. The arrangement of the longitudinal friction stays is available on request. Table D3 Countermeasures for lateral and longi tudinal rocking in chapter D indicates in which cases the installation of lateral and longitudinal stays are to be considered.
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H70
H.
Free end
Notes:

with external bladder accumulator
with integrated bladder accumulator
Driving end
Engine side
Ship side
333.207
Fig. H64 Lateral stay details hydraulic type
H71
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Free end
Driving end
Notes:
332.519
Fig. H65 Lateral and longitudinal stay details friction type
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H72
H.
H9 H9.1
Fire protection Introduction

Steam as an alternative fire extinguishing medium is permissible for the scavenge air spaces of the piston underside but may cause corrosion if countermeasures are not taken immediately after its use. These countermeasures comprise: Opening scavenge spaces and removing oil and carbon deposits. Drying all unpainted surfaces and applying rust protection (i.e. lubricating oil).
The scavenge air receiver and under-piston spaces are provided with fire extinguishing points comprising screwed connections for the selected fire extinguishing medium to be approved by the classification society.
H9.2
CO2 connections
Table H11 gives the recommended quantity of 45 kg bottles of CO2 for each engine. The final arrangement of the fire extinguishing sys tem is to be submitted for approval to the relevant classification society, where such protection is re quired. Different extinguishing agents can be considered for fire fighting purposes. Their selection is made either by shipbuilder or shipowner in compliance with the rules of the classification society involved.
Note: Steam is not suitable for crankcase fire extin guishing as it may result in damage to vital parts such as the crankshaft. If steam is used for the scavenge spaces at piston underside, a water trap is recommended to be installed at each entry to the engine and assurance ob tained that steam shut-off valves are tight when not in use.
Extinguishing medium
Piston underside at bottom dead centre including common section of cylinder Volume [m3/cyl.] Mass [kg/cyl.] 22
Recommended total number of fire extinguishing bottles Bottle Size [kg] 45 referring to number of cylinders 5 3 6 3 7 4 8 4 9 4
Carbon dioxide
Table H11 Recommended quantities of fire extinguishing medium
H73
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H74
I.
Engine emissions
I1 I1.1 I1.1.1
Exhaust gas emissions IMO-2000 regulations IMO

20 25
bsNO x [g/kWh]
The International Maritime Organisation (IMO) is the specialized agency of the United Nations (UN) dealing with technical aspects of shipping. For more information see http://www.imo.org.
15
I1.1.2
Establishment of emission limits for ships
10
In 1973 an agreement on the International Con vention for the Prevention of Pollution from ships was reached. It was modified in 1978 and is now known as MARPOL 73/78. Annex VI to Marpol 73/78 contains regulations limiting the allowed air pollution produced by ships. In this new annex, re gulations have been introduced to reduce or pro hibit certain types of emissions from ships. One of these regulations prescribes the maximum allow able emissions of nitrogen oxides (NOx) by en gines installed on ships. This regulation is the only one being of direct concern for propulsion engine design.
0 0
F10.3278
100 200 300 400 500 600 700 800 900 1000 Engine speed [rpm]
Fig. I1
Speed dependent maximum average NOx emissions by engines
I1.1.4
Date of application of Annex VI
I1.1.3
Regulation regarding NOx emissions of diesel engines
The following speed-dependent curve in figure I1 shows the maximum allowable average emissions when running with marine diesel oil (MDO). The emission value for an engine is calculated ac cording to the Technical Code which is part of An nex VI and is almost identical to ISO 8178. As this is an average value it does not imply that the en gine emits nitrogen oxides (NOx) below the given limit over the whole load range.
During the Conference of Parties to MARPOL 73/78 in September 1997 the Annex VI was adopted and its ratification criteria have been met by May 18, 2004; thus defining its entry into force date as May 19, 2005. Irrespective of this actual date of entry into force, the regulations on NOx emissions are applicable (with exceptions stated in the regulations) to all en gines with a power output of more than 130 kW which are installed on ships constructed on or after 1st January 2000. The date of construction is the date of keel laying of the ship. Engines in older ships do not need to be certified unless they are subjected to major modifications which would sig nificantly alter their NOx emission characteristics.
I1
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I.
Engine emissions
I1.1.5
Procedure for certification of engines
Engine power [% R1] 100 95 90 85 80 75 R3 Low NOx Tuning
R1
The compliance of an engine with IMO emission li mits usually has to be proven by emission measurements during the shop trial. If it can be shown that the subject engine has exactly the same design as an already certified engine, a socalled parent engine, no testing is required. The certification will be surveyed by the administrations or delegated organisation.
RT-flex60C engines
I1.2
Measures for compliance with the IMO regulation
70 R4 65 70
F10.5124
R2 Engine speed [% R1]
75
80
85
90
95
100
In the whole rating field of the Wrtsil RT-flex60C the IMO regulation is fulfilled by the use of the Low NOx Tuning concept as shown in figure I2.
Fig. I2
Wrtsil RT-flex60C: compliance with IMO regulations
I1.2.1
Low NOx Tuning
Low NOx Tuning includes well tested measures, which lead to lowest disadvantage in engine costs and fuel consumption maintaining todays high en gine reliability.
I1.2.2
Extended measures
Only Delta Tuning (see figure A3) requires the ap plication of extended measures. For further in formation please do not hesitate to contact one of our offices.
Note: Further engine developments and field experience will aim at reducing the area of extended measures.
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I2
I.
Engine emissions
I2
Engine noise
and gas inlet of turbocharger) should be equipped with the standard insulation, and the turbocharger with the standard intake silencer.
It is very important to protect the ships crew/pass engers from the effects of machinery space noise. Therefore the scavenge air ducts and the exhaust duct system (both expansion joints of gas outlet
I2.1
Engine surface sound pressure level

measured noise level will normally be about 35 dB(A) higher than the average noise level of the engine.
Overall average LpA in dB(A)
130
Figure I3 shows the average air borne noise level, measured at 1m distance and at nominal MCR. Near to the turbocharger (air intake) the maximum
Lp [dB] 130
120
120
110
110
100
100
9RT-flex60C 5RT-flex60C 9RT-flex60C 5RT-flex60C
90
80
80
70
70
60
20 30 40 50 NR60
50 31.5 125 250 500 1k 2k 4k 8k Octave band centre frequency in [Hz] Average values Lp in dB in comparison with ISOs NR-curves and overall average values LpA in dB(A), at nominal MCR under free field conditions. 63
F10.5280
Fig. I3
Engine sound pressure level at 1 m distance
I3
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Marine Installation Manual I.
Engine emissions
I2.2
Engine exhaust sound pressure level at funnel top

Depending on the actual noise level allowed on the bridge wing which is normally maximum 6070 dB(A) a simple flow silencer of the absorption type may be necessary and placed after the exhaust gas boiler. The silencer is dimensioned for a gas velocity of approximately 35 m/s with a pressure loss of approx. 2 mbar at specified MCR.
The sound pressure level from the engine exhaust gas system without boiler and silencer given in figure I4 is related to: a distance of of one metre from the edge of the exhaust gas pipe opening (uptake) an angle of 30 to the gas flow direction nominal MCR Each doubling of the distances reduces the noise level for about 6dB.
Lp [dB] 140
Overall average LpA in dB(A)
130
130
120
120
9RT-flex60C
110 5RT-flex60C
110
100
100
90
80
80
9RT-flex60C
5RT-flex60C
70
70
60
20 30 40 50 NR60
50 31.5 63 125 250 500 1k 2k 4k Octave band centre frequency in [Hz]

8k
F10.5281
Average values Lp in dB in comparison with ISOs NR-curves and overall average values LpA in dB(A), at nominal MCR; at 1m distance from the edge of the exhaust gas pipe opening at an angle of 30 to the gas flow. Exhaust gas system without boiler and silencer.
Engine exhaust gas sound pressure level at funnel top
Fig. I4
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I4
I.
Engine emissions
I2.3
Engine structure borne noise

The sound pressure levels in the accommodations can be estimated with the aid of standard empirical formulas and the vibration velocity levels given in figure I5.
The vibrational energy is propagated via engine structure, bedplate flanges and engine foundation to the ships structure which starts to vibrate, and thus emits noise.
Lv, re 5E-8 m/s [d/B] 100
90
80
70
60
50
9RT-flex60C 5RT-flex60C
40
30
31.5
63
125
250
500
1k
2k
4k
8k
16k
Octave band centre frequency in [Hz]

F10.5282
Structure borne noise level Lv in dB at nominal MCR.

Structure borne noise level at engine feet vertical
Fig. I5
I5
25.81.07.40 Issue XI.05 Rev. 0
Marine Installation Manual I.
Engine emissions
25.81.07.40 Issue XI.05 Rev. 0
I6
J.
Tools
J1
Introduction
Chapter J is organised as follows: Standard tools (J2) Tools and devices required for routine main tenance operations on the engine. Recommended special tools (J3) Additional tools recommended by Wrtsil Switzerland Ltd, which will allow certain main tenance operations to be carried out more effi ciently than with the use of standard tools. Special tools, available on loan (J4) Initially loaned for transportation and erection of the engine. They are returned to the engine manufacturer after completion of engine erec tion. Storage proposal (J5) Examples of tool panel arrangements and convenient locations for mounting the panels adjacent to the engine.
This chapter illustrates tools available for the run ning and maintenance of the main engine. It ident ifies their individual masses and dimensions to as sist in the design and layout of the engine-room workshop and tool storage facilities. The tools may not be part of the engine supply but they may be purchased separately and certain items may be removed or added depending on the requirements of the shipyard or operator. There fore, we recommend a check is made of the extent of delivery before starting the detail design of work shop and storage spaces. Please also note that the tools may differ from the illustrations in this book depending on the source of supply.
J1
25.81.07.40 Issue XI.05 Rev. 0
J.
Tools
J2
Standard tools
12 x
Open-end ring spanners Code No.: Mass:

Location: Purpose: Size: 1 2 of each across flats (AF): 36, 41, 46, 50, 55, 60
93.7461
4x
Open-end spanners Code No.:

Location: Purpose: Size:
Mass:
93.7462
1 each across flats (AF): 65, 70, 85, 110
16 x
Impact ring spanners Code No.:

Mass:
1 AF 27, 30, 32, 36, 41, 46, 50, 55, 60, 65, 70, 75, 85, 95, 110, 135
93.7464
11 x
Allen wrenches Code No.:

Mass:
93.7465
AF 5, 6, 8, 10, 12, 14, 17, 19, 22, 24, 27
3x
Right angle screwdrivers Code No.: Mass:

Location: Purpose: Size: 1 of each size:
b = 10 mm b = 12 mm b = 25 mm
93.7466
25.81.07.40 Issue XI.05 Rev. 0
J2
J.
Tools
12 x
Rods Code No.:

Mass:
1
for pre-tensioning jacks
3 of each diameter 6 mm
9.5 mm 14 mm 19 mm
000.379/93
6x
Eye bolts Code No.:

Location: Purpose: Size: 1

M12 x 125
Mass:
000.378/93
7x
Hexagon plug spanners Mass: Code No.:

Location: Purpose: Size: AF 11, 12, 14, 17, 19, 22, 27
000.377/93
3x
Snap ring tongs Code No.:

Location: Purpose: Size: 1 1 of each type
Mass:
C8 C19 C40
000.376/93
J3
25.81.07.40 Issue XI.05 Rev. 0
J.
Tools
3x
Snap ring tongs Code No.:

Location: Purpose: Size: 1 1 of each type
Mass:
A10 A19 A40
000.375/93
68 x
Eye bolts Code No.:

Location: Purpose: Size: 8 of each size: 4 of each size:
Mass:
M10, M12, M16, M20, M24, M30, M36, M42 M48
000.374/93
10 x
Grip screws Code No.:

Location: Purpose: Size: 1 2 of each size:
Mass:
000.372/93
M4x150, M5x150, M6x150, M8x150, M10x150
7x
Pullers Code No.:

Mass:
1 for taper and cylindrical dowels and pins 1 of each size: M4, M5, M6, M8, M10, M12, M20
000.371/93
1x
High pressure grease gun Code No.: Mass:

Location: Purpose: for lubricating grease nipples on fuel injection pump regulating linkage Size:
000.370/93
25.81.07.40 Issue XI.05 Rev. 0
J4
J.
Tools
1x
Torque wrench Code No.:
Mass:
005.657/99
Location:
Purpose: (range of adjustment 140620 Nm)
with open end spanner inserts
Size: AF 41, 46, 55
1x
Torque wrench 3/8 Code No.:

Mass:
010.229/02
(range of adjustment 225 Nm)

Adapter piece 3/81/2
1x

Location: Size:
Mass:
010.230/02
1x

Location: Size:
Mass:

with extension tube
adapter piece 3/41/2
shell type ratchet 3/43/4
including a tool box
010.231/02
1x 1x 1x
Socket wrench insert 3/4

Size: each across flats (AF): 41, 46, 50
010.232/02
Adapter piece 3/81/4 Allen wrench

Size: across flats (AF): 3
010.233/02
1x
Tool box Code No.:

Mass:
(with an universal set of hex head drivers)

1/
2
000.368/93
1x
Universal set of hexagon head drivers 1/2 Mass: Code No.:

Location: Size:
each across flats (AF): 4, 5, 6, 8, 10, 12, 14, 17, 19
000.367/93
J5
25.81.07.40 Issue XI.05 Rev. 0
J.
Tools
b 1x Testing device Code No.:

Location: Purpose: Parts:
Mass:
for pneumatic elements a) Air pump b) Pressure gauge 04 bar c) Pressure gauge 06 bar d) Pressure gauge 016 bar e) HP hose f) Setting tool g) Measuring connection M12x1 h) Measuring connection M14x1
002.552/98
Spur-geared chain block Code No.: Mass:

Location: Purpose: Remark: 1 unit for 56 cylinder engines 2 units for 79 cylinder engines capacitiy 3000 kg: supply unit on exhaust side capacity 5000 kg: supply unit on fuel side
000.774/99
1x
Rail Code No.: 94090

Location: Purpose:
Mass: X
Size:
for removal and fitting of the main bearing cover, shells and guide shoes including: 2 special screws M24x125 2 pins 1 chain block X = 1235 mm
009.935/02
25.81.07.40 Issue XI.05 Rev. 0
J6
J.
Tools
2 x
Holders Code No.: 94091

Mass:
for removal of the main bearing cover no. 1 X = 588 mm

009.936/02
1 x
Lifting support Code No.: 94092

Mass: X
009.937/02
for double pre-tensioning jacks 94114 X = 920 mm
1 x
Retaining device Code No.: 94097
Mass:
Location: Purpose: for holding the connecting rod during removal of the crosshead pin Size: X = 390 mm
009.938/02
1 x
Inside micrometer Code No.: 94101
Mass:
000.366/93
Location: A Purpose: (with case)

Size: Measuring range 501010 mm
1 x
Extension Code No.: 94101a

Location: A Purpose:
Size: Length 240 mm
Mass:
000.365/93
J7
25.81.07.40 Issue XI.05 Rev. 0
J.
Tools
1x
Device Code No.: 94111

Mass: X
for removal and fitting of the main bearing cover X = 773 mm
009.939/02
1x
Socket wrench Code No.: 94112

Location: Purpose: Size: for device 94111 X = 1059 mm (3-part)
Mass:
009.940/02
2x
B for tensioning the studs to the main bearing X = 382 mm (including metal box)
Double pre-tensioning jacks Code No.: 94114 Mass:
009.941/02
1 x
Lifting tool Code No.: 94116

Mass:
for removal and fitting of the

main bearing shell X = 258 mm
X
009.942/02
25.81.07.40 Issue XI.05 Rev. 0
J8
J.
Tools
X 1 x Roller support Code No.: 94117

Mass:
for removal and fitting of the main bearing X = 115 mm

009.943/02
1 x
Turning-out device Code No.: 94118
Mass:
Location: 8 Purpose: for removal and fitting of the main bearing shells Size: X = 256 mm
010.930/03
1 x
Lifting yoke Code No.: 94119
Mass:
Location: 8 Purpose: for removal and fitting of the main bearing shells Size: X = 230 mm
X
002.786/98
1 x
Wire rope Code No.: 94120

Mass:
8
for removal and fitting of the
main bearing cover and main bearing shells
X = 1356 mm
X
005.932/00
1 x
Lifting eye bolt Code No.: 94120a

Mass:
8
for removal and fitting of
main bearing cover
with collar nut M24
005.933/00
J9
25.81.07.40 Issue XI.05 Rev. 0
J.
Tools
1 x
Feeler gauge Code No.: 94121

Mass:
for removal and fitting the main bearing cover X = 1046 mm with shackles
009.945/02
1 x

Location: Purpose: Size: A

Mass:
000.361/93
1 x
Special feeler gauge Code No.: 94123

for main bearing
X = 625
Mass:
000.395/93
1 x
Allen wrench Code No.: 94128

Mass:
A
for allen screw to main bearing
X = 680
X
004.220/99
1 x
Hexagon screwdriver Code No.: 94129

Mass: X
004.220/99
for screws to turning-out device 94118 X = 160 mm
25.81.07.40 Issue XI.05 Rev. 0
J10
J.
Tools
1x
Cleaning tool Code No.: 94130

Mass:
for cleaning the main bearing bore X = 270 mm
X
004.220/99
1x
Support Code No.: 94141

Mass:
Floor for the removal of the main bearing shells X = 900 mm
X
009.946/02
X 2x Working platforms Code No.: 94142

Mass: approx. 55 kg
(consisting of two grids each) X = 765 mm
009.947/02
2x
Working supports Code No.: 94143

Location: Purpose: Size: X = 600715 mm
Mass: X
009.323/01
J11
25.81.07.40 Issue XI.05 Rev. 0
J.
Tools
1x
Pre-tensioning jack Code No.: 94145

Mass:
B for foundation bolts and engine stays, X = 155 mm (including a metal box)
009.948/02
1x
Turning-out device Code No.: 94155
Mass:
Location: 8 Purpose: for the removal of thrust bearing pads (with 1-part gear wheel) Size: X = 210 mm (with screws, M24x140)
96.7521
1x
Turning-out device Code No.: 94155a
Mass:
Location: 8 Purpose: for the removal of thrust bearing pads (with 2-part gear wheel) Size: X = 210 mm (with screws, M24x60)
96.7676
2x
Pre-tensioning jacks Code No.: 94180

Mass:
B for tie rods X = 260 mm (including metal box)
009.949/02
25.81.07.40 Issue XI.05 Rev. 0
J12
J.
Tools
1x
Mass: appr. 115 kg X
012.579/04
Location: Purpose: for fitting and transporting a cylinder liner Consisting of:
1 x
Lifting gear Code No.: 94202
Size: X = 245 mm
94202d 94202
2 x
Distance pieces Code No.: 94202d

with 8 screws M12x40 and nuts
94206
2x
Suspension straps Code No.: 94206 Special screws M48 Code No.: 94207
for scrwing the straps 94206 to the cylinder liner
X
003.972/96
Size:
X = 250 mm, with 2 screws each
2 x
94207
4x
Location: Purpose: for removal and fitting of the antipolishing ring Size: X = 121 mm (with screws M16x20)
005.928/00
1x
Hydraulic tensioning device Code No.: 94215 Mass:

Location: Purpose: Size: a b c Size: B
for tensioning the cylinder cover studs
8 pre-tensioning jacks *1)
2 high-pressure hoses, 900 mm long
suspension device
X = 910 mm
X1 = 200 mm
009.950/02
*1) are also used for tensioning and

loosening studs of bottom end bearing
X1
M16 b
009.951/02
Suspension straps Code No.: 94208
Mass:
J13
25.81.07.40 Issue XI.05 Rev. 0
J.
Tools
1x
Cylinder pressure measuring tool (indicator) Code No.: 94219 Mass:

Location: Size: B
X = 165 mm
(including a wooden box)
012.243/04
1x
Measuring gauge Code No.: 94225

Location: Purpose:
Mass:
Size:
for measuring cylinder liner bore

(accessory for inside micrometer,
tool No 94101)
X = 2600 mm
000.419/93
1x

Mass:
000.418/93
A for checking bearing clearances 10 leafs, each 600 mm in length
2x

Mass:
B
for exhaust valve cage
X = 210 mm
009.952/02
25.81.07.40 Issue XI.05 Rev. 0
J14
J.
Tools
2x
Retaining screws Code No.: 94259

Location: Purpose: Size: for exhaust valve X = 85 mm
X Mass:
008.760/00
1x
Valve seat fitting and extracting device Code No.: 94261 Mass:

X = 570 mm
X
000.415/93
1x
Valve protector Code No.: 94262
Mass:
Location: W Purpose: (only to be applied for transporting a complete exhaust valve) Size: X = 514 mm
X
000.414/93
J15
25.81.07.40 Issue XI.05 Rev. 0
J.
Tools
1x
Suspension device Code No.: 94265

Location: Purpose: Size: a
Mass:
W+4 for cylinder cover and exhaust valve cage X = 750 mm X = 243 mm (2 special eye nuts)
a
003.971/96
X 1x Socket wrench Code No.: 94268

Location: Purpose: Size: X = 250 mm
Mass:
009.953/02
1x

Mass: X
003.294/00
4 for overhauling the injection valve seat in the cylinder cover X = 344 mm
25.81.07.40 Issue XI.05 Rev. 0
J16
J.
Tools
1x
Protection cap Code No.: 94271

Mass: X
001.092/97 009.764/02
for injection valve 1 piece each nozzle X = 85 mm
1x
Test bench Code No.: 94272

Location: Purpose:
Mass:
Size:
W for setting and testing of injection valves releaf valves (on intermediate fuel accumulator) X = 2030 mm
J17
25.81.07.40 Issue XI.05 Rev. 0
J.
Tools
1x
Valve seat grinding machine, complete Code No.: 94278 Mass: 148.8 kg
Location: Purpose: Size: W for the reconditioning of the exhaust valve seats (with pneumatic drive)
004.010/96
1x
Milling cutter Code No.: 94278c

Location: Purpose:
Mass:
for cleaning pilot receiving cone in the valve guide bush
000.491/93
25.81.07.40 Issue XI.05 Rev. 0
J18
J.
Tools
1x
Gauge Code No.: 94279
Mass: X
Location: 2 Purpose: for checking wear and burn scar on the

exhaust valve seat
Size: X 184 mm
002.563/98
1x
Rotation device Code No.: 94290
Mass: approx. 437 kg
Location: W Purpose: for valve cage (to be used on fitting, dismantling and grinding operations) Size: X = 1300 mm
003.968/96
1x
Gauge Code No.: 94292
Mass:
Location: 2 Purpose: for checking wear on disc of the exhaust valve spindle Size: X = 190 mm
004.772/98
1x
Crank web deflection checking set Code No.: 94305 Mass:


X = 364 mm
(including wooden box)
000.412/93
J19
25.81.07.40 Issue XI.05 Rev. 0
J.
Tools
1x
Steel rope Code No.: 94309
Mass:
Location: Purpose: for removal of 2-part cylinder of the axial damper (only for engines with integrated axial damper) Size: X = 5000 mm (with 2 shackles)
010.136/02
X 1x Roller support Code No.: 94310 Mass:
Location: Purpose: for assembling and dismantling 2-part cylinder (only for engines with integrated axial damper) Size: X = 290 mm
009.954/022
2x
Mass:
Location: B Purpose: for tensioning connecting rod studs to top end bearing Size: X = 132 mm including a metal box
009.955/02
4x
Retaining pins Code No.: 94323
Mass: X
000.409/93
Location: 9 Purpose: to prop up crosshead guide shoes when removing or fitting aconnecting rod or a crosshead Size: X = 85 mm
25.81.07.40 Issue XI.05 Rev. 0
J20
J.
Tools
94324a 1x Cover and lifting plate Code No.: 94324

Location: Purpose: Size: Including: to the crosshead X = 317 mm 2 shackles 6.5 t
Mass:
94324
1x 2x
Hook Code No.: 94324a

009.956/02
Bases Code No.: 94324b

Purpose: Size: for operation with piston rod removed X = 328 mm
94324b X
009.957/02
1x

Location: Purpose: Size: Including:
Mass:
for removal and fitting of the guide shoes X = 1235 mm 2 pins, 2 screws M24x100
009.958/02
1x
Mass:
Location: Purpose: for removal and fitting of the bearing shells

to the bottom end bearing
Size: X = 780 mm Including: 2 shackles, 2 screws M8x20 mm
009.959/02
J21
25.81.07.40 Issue XI.05 Rev. 0
J.
Tools
1x
Lifting device Code No.: 94327
Mass:
Location: Purpose: for removal of the guide shoes Size: X = 890 mm Including: 2 screws M20x50, 4 screws M8x20 mm
1x
Pin Code No.: 94327a
94327a
009.960/02
2x
Roller supports Code No.: 94331

Mass: approx. 43 kg
for removal and fitting of a connecting rod X = 1375
009.961/02
1x
Carrying roller
Code No.: 94332
Location: Purpose: Size: Including:
Mass:
for removal and fitting of a connecting rod X = 810 mm 1 eye bolt M30
X
009.962/02
25.81.07.40 Issue XI.05 Rev. 0
J22
J.
Tools
1x

Location: Purpose:
Mass:
2x
Holders Code No.: 94333a

Size:
94333b Mass:
X = 83 mm with 4 allen screws M16x90
2x
Suspension chains Code No.: 94333b

Size: X1 = 405 mm
Mass: 94333a Mass:

009.963/02
4x
Eyebolts M24 Code No.: 94333c
1x
Piston ring expander Code No.: 94338

Location: Purpose: Size: 5 X = 324 mm
Mass:
003.522/00
2x

Mass:
B for piston rod screw connection X = 100 mm including a metal box
009.964/02
J23
25.81.07.40 Issue XI.05 Rev. 0
94333c
X1
to the piston for the removal of the top end bearing cover and compression shim Consisting of:
94333c
J.
Tools
1x
Piston suspension device Code No.: 94341 Mass:

Location: Purpose: Size: W

X = 505 mm
for crane with big hook
X
009.965/02
1x
Piston suspension device Code No.: 94341a Mass:
Location: W
Purpose: Size: X = 555 mm
for crane with small hook
94341c 94341b
2x
Distance plates Code No.: 94341b Distance plates Code No.: 94341c
X
013.012/05
4x
1x
Insertion funnel Code No.: 94342

Mass:
4
for fitting the pistons
X = 812 mm
2 Holders, Y = 350 mm
2 screws M16x30
2 screws M42x60
005.923/00
2x
Distance holders Code No.: 94345

Mass:
4
for removal and fitting of piston rod gland and piston
X = 500 mm
009.967/02
25.81.07.40 Issue XI.05 Rev. 0
J24
J.
Tools
1x
5

X = 62 mm
000.402/93
2x
Gauges Code No.: 94345c

Mass: X
5 for fitting scraper rings X = 307 mm
009.968/02
1x
Cover plate Code No.: 94345d

X Mass:
for covering bore of piston rod gland in cyl. block (when piston and gland are removed) X = 530 mm
000.400/93
2x
Fitting tools Code No.: 94345e
Mass: X
004.284/98
Location: Purpose: for tension of the tension spring to the piston rod gland Size: X = 160
6x
Distance pieces Code No.: 94345f
X Mass:
Location: Purpose: for fitting of the rings to the upper gland group Size: X = 320 mm 2 pieces each 8, 11 and 13 mm
005.655/99
J25
25.81.07.40 Issue XI.05 Rev. 0
Clamp ring Code No.: 94345b
Mass:
J.
Tools
1x
Threading tap M20 Code No.: 94348

Mass: X
000.398/93
5 for cleaning carbon deposits in threaded holes of the piston crown X = 140 mm
1x

Mass:
UP for supporting piston and removal of piston rod gland X = 1040 mm
X
009.969/02
2x
Jacking screws Code No.: 94363

Mass: X
5 for separating piston crown from piston skirt X = 50 mm, M24
009.971/02
2x
Jacking screws Code No.: 94364

Mass: X
5 for separating piston skirt from piston rod X = 50 mm, M16
009.970/02
25.81.07.40 Issue XI.05 Rev. 0
J26
J.
Tools
1x
Template Code No.: 94366

X Mass:
5 for shape of top of piston crown X = 652 mm
009.972/02
1x
Template Code No.: 94366a
Mass:
Location: 5 Purpose: for shape of top of piston crown (for use with piston in situ) Size: X = 659 mm
009.973/02
1x
Location: Purpose:
for examining, removal and fitting of the top end bearing Consisting of:
009.974/02
1x
Lower holder Code No.: 94370a

Size: X = 232 mm
with 2 setscrews M16x50, 1 screw M30x65
1x
Pressure block Code No.: 94370b
Size: X = 375 mm
009.975/02
c, d
1x
Long backing pipe Code No.: 94370c
Size: X = 760 mm
009.976/02
1x
Short backing pipe Code No.: 94370d
Size: X = 470 mm
1x
Size:
X = 336 mm with 1 screw M20x35

009.977/02
J27
25.81.07.40 Issue XI.05 Rev. 0
Upper holder Code No.: 94370e
a Mass:
J.
Tools
1x
Lower stay Code No.: 94370f

Size: X = 789 mm with 1 screw M20x35
009.978/02
g 1x Upper stay Code No.: 94370g

Size: X = 82 mm
X
009.979/02
1x
Holder Code No.: 94370h

Size: X = 150 mm with 2 screws M16x80 and 1 screw M12x55
h
009.980/02
1x
Hydraulic ram 111 kN (10 t) Code No.: 94370i

with shut-off valve
009.981/02
25.81.07.40 Issue XI.05 Rev. 0
J28
J.
Tools
3x
Adjusting devices Code No.: 94410

Location: Purpose:
Mass:
Size:
5 for alignment of intermediate wheel for alignment of compensating shafts to the integrated balancer (if engine is equipped with) (bearing at driving end) X = 207 mm
3x
Adjusting devices Code No.: 94410a

Location: Purpose:
X Mass:
010.235/02
Size:
5
for alignment of intermediate wheel
for alignment of compensating shafts
to the integrated balancer (if engine is equipped with)
(bearing at free end)
X = 332 mm
1x
Tightening device Code No.: 94412
Mass:
Location: Purpose: for 2-part gear wheel on crankshaft

(supplied only for engine equipped with
2-part gear wheel on crankshaft)
Size: X = 722 mm Consisting of:
1x 2x 2 x 1 x 1 x 1 x
Extension with holder Code No.: 94412a Impact ring spanners Code No.: 94412b Holding plates Code No.: 94412c Hydraulic ram with forked piece Code No.: 94412d Retaining wrench Code No.: 94412e Pipe Code No.: 94412f
94412f 94412c 94412a
94412d
94412e 94412b
009.982/02
1 x
Mass: X
Location: Purpose: for cutting out and cutting in of the fuel pump (1 unit per fuel pump) Size: X = 220 mm
008.761/00
J29
25.81.07.40 Issue XI.05 Rev. 0
J.
Tools
1x
Fitting and dismantling device Code No.: 94551 Mass:

Location: Purpose: for removal and fitting of the guide pin to the fuel pump Size: X = 255 mm
008.762/00
1x
Cover Code No.: 94552

Mass:
for removal and fitting of a fuel pump

X = 58 mm
with allen screws M12
X
010.421/02
1x
Mass: X
010.533/02
Location: Purpose: for removal and fitting of a fuel pump on exhaust side Size: X = 1552 mm with screws M16x45 and nuts
6x
Spacers Code No.: 94555

Mass:
for cutting out of individual fuel pumps X = 72 mm
008.764/01
1x
Checking device Code No.: 94556

Mass:
for plunger position X = 130 mm

008.765/01
25.81.07.40 Issue XI.05 Rev. 0
J30
J.
Tools
1x
Guide bar Code No.: 94575

Mass: X
008.766/00
for removal and fitting of the camshaft of the supply unit X = 2000 mm
2x
Screws Code No.: 94576

Mass: X
008.452/00
for removal and fitting of the camshaft

of the supply unit
X = 380 mm, M16
X 2x Pre-tensioning jacks Code No.: 94577

Mass:
for tensioning the waisted bolts of the supply unit X = 77 mm
009.983/02
1x
Supporting device Code No.: 94578

Consisting of:
Mass:
1x
Supporting plate Code No.: 94578a

Size: X = 845 mm (with 4 screws M16x50)
X
010.694/03
1x
Supporting angle Code No.: 94578b

Size: X = 915 mm or 965 mm (depending on design) with 8 screws M16x30
009.985/02
J31
25.81.07.40 Issue XI.05 Rev. 0
J.
Tools
X 1 x Removal and fitting tool Code No.: 94579 Mass:

Location:
Purpose: for camshaft bearing shells
Consisting of:
009.986/02
1 x
Supporting device Code No.: 94579a
Mass:
with holding plates and 2 screws

Size: X = 325 mm
1 x
Centring ring Code No.: 94579b

Size: X = 312 mm
009.987/02
Mass:
1 x
Threaded rod Code No.: 94579c
Mass: X
with centring piece and 2 nuts

Size: X = 750 mm, M30
009.988/02
1x
Flexible hose Code No.: 94583

Mass: X
for presure build-up in fuel rail during commissioning X = 1500 mm
012.703/05
2x
Screw plugs Code No.: 94585

Location: Purpose: Size: for fuel rail X = 101 mm
Mass: X
009.989/02
25.81.07.40 Issue XI.05 Rev. 0
J32
J.
Tools
4x

Mass: X
for servo oil rail and return X = 119 mm
009.990/02
2x

Mass: X
009.991/02
for control oil outlet X = 83 mm
2x

Location: Purpose: Size: for control oil inlet X = 120 mm
Mass:
009.992/02
1x
Eye nut Code No.: 94589

Mass: X
for lifting the injection control unit

X = 109 mm, M33x1
009.993/02
J33
25.81.07.40 Issue XI.05 Rev. 0
J.
Tools
1x
Special tool Code No.: 94590

Mass: X
for pressure transmitter in the fuel rail X = 130 mm
009.994/02
1x
Dismantling device Code No.: 94651
Mass:
Location: Purpose: for for auxiliary blower consisting of:
009.995/02
1x 2x
Trolley Code No.: 94651c Centring studs Code No.: 94652

Purpose: Size:
Mass: Mass: X
000.427/93
for removing and fitting flange motor on the auxiliary blower X = 340 mm

Purpose: 1x 1x Purpose: 2x 1x
Mass:
in case of turbocharger breakdown engine with 1 ABB TPL73-B Cover to gas inlet housing and gas connection X = 510 mm Cover to air connection diffusor X = 540 mm in case of turbocharger breakdown engine with 1 MHI MET66 Cover to gas inlet housing and gas connection X = 580 mm Cover to air connection diffusor X = 665 mm
000.487/93
25.81.07.40 Issue XI.05 Rev. 0
J34
J.
Tools
1x

Location: Purpose: Size: Purpose: Size:
Mass:
for scavenge air cooler, SAC 53/54

X = 640 mm
with 6 screws M20x80
for scavenge air cooler, SAC 55/56
X = 740 mm
with 6 screws M20x85
X
013.045/05
1x
Suspension Code No.: 94662
Mass:
Location:
Purpose:
Size: X = 1327 mm
with 2 screws M10x25, 8 screws M10x90
X
013.011/05
1x
X = 340 mm with 4 screws and nuts M10x35 2 crews M10x25

009.998/02
1x

Mass:
for water separator

X = 350 mm
Support
Code No.: 94662a
Mass:
009.999/02
J35
25.81.07.40 Issue XI.05 Rev. 0
J.
Tools
1x
Cradle Code No.: 94674
Mass:
Location: Purpose: for scavenge air cooler Size: X = 1430 mm, for SAC53/54 X = 1630 mm, for SAC55/56
010.000/02
1x
Blank flange Code No.: 94831
Mass:
Location: 7 Purpose: for blanking off the starting air pipe

during emergency operation
Size: X = 200 mm
004.017/96
1x
Regrinding device Code No.: 94834
Mass:
Location: Purpose: for hydraulic piping of the exhaust valve

for radius of 100 mm
Size: X = 70 mm
008.769/00
25.81.07.40 Issue XI.05 Rev. 0
J36
J.
Tools
1x
Regrinding device Code No.: 94834a
Mass:
Location: Purpose: for servo oil piping

for radius of 35 mm
Size: X = 60 mm
000.468/93
1x
Regrinding device Code No.: 94872
Mass:
Location: Purpose: for fuel pressure piping for radius of 25 mm Size: X = 50 mm
1x
Regrinding device Code No.: 94872a
Mass:
Location: Purpose: for fuel pressure piping

for radius of 35 mm
Size: X = 60 mm
000.468/93
1x
Spring balance Code No.: 94923
Mass:
Location: Purpose: for tensioning the toothed belt of the crank angle sensor Size: X = 430 mm
008.770/00
J37
25.81.07.40 Issue XI.05 Rev. 0
J.
Tools
1x
Hook spanner Code No.: 94924

Mass:
for crank angle sensor X = 205 mm

008.771/00
1x
Hook spanner Code No.: 94925

Purpose: Size:
Mass:
for crank angle sensor X = 242 mm
25.81.07.40 Issue XI.05 Rev. 0
J38
J.
Tools
Jacks and pumps for removal and fitting Mass: Code No.:
Location: B
94931
1 x
HP oil pump
Code No.: 94931
working pressure max. 2800 bar
010.001/02
94934 1 x Connection block

Code No.: 94934
005.956/00
2 x
Hydraulic distributors with pressure gauge

Code No.: 94934a
94934a
010.242/02
2x
Connecting pieces
Code No.: 94934b
010.002/02
94934b X
4 x
HP hoses 2600 bar

Code No.: 94935
with closing valves and coupling sockets

Size: X = 2130 mm
94935
005.954/00
2x
Hydraulic jacks 500 kN (50t)

Code No.: 94936
94942
94936
1 x
Hydraulic unit
Code No.: 94942
working pressure max. 3000 bar
005.952/00
005.951/00
94950
1 x
Hydraulic jack 230 kN (23t)

Code No.: 94950
for removal and fitting of bearing shells

to supply unit
010.003/02
J39
25.81.07.40 Issue XI.05 Rev. 0
J.
Tools
J3
Recommended special tools
2x
Supporting beams Code No.: 94203

X Mass:
for jacking out a cylinder liner X = 400 mm

002.551/98
1x
Valve grinding device complete Code No.: 94291 Mass: 557 kg

Location: Purpose: Size: W

003.989/96
25.81.07.40 Issue XI.05 Rev. 0
J40
J.
Tools
1x
W for removing a possibly built-up wear ridge at top of cylinder liner running surface X = approx 600 mm
X
000.463/93
Grinding device Code No.: 94299
Mass:
1x
Tool cupboard Code No.: 94300

Location: Purpose: Size: W X = 1120 mm
Mass: X
000.500/93
1x
Connecting flange Code No.: 94336

Mass: X
for pre-lubrication of crosshead and bottom end bearing X = 140 mm
000.462/93
J41
25.81.07.40 Issue XI.05 Rev. 0
J.
Tools
1x
Dismantling device Code No.: 94344
Mass:
Location: Purpose: for removal of the piston rod gland

downwards
Size: X = 812 mm
003.988/96
1x
Pressure testing device Code No.: 94349 Mass:

for piston
X = 300 mm
010.005/02
1x
Device Code No.: 94350a

Mass:
for supporting the piston

X = 1040 mm
010.006/02
1x
Metal box Code No.: 94481

Location: Purpose:
Mass:
for storage of spare filter cartridges
012.235/04
25.81.07.40 Issue XI.05 Rev. 0
J42
J.
Tools
1x
Spur-geared chain block Code No.: 94650 Mass:

Location: Purpose: for removing and fitting the electric motor to the auxiliary blower Size: carrying capacity 1000 kg
000.460/93
1x

Mass:
in case of turbocharger breakdown: to air inlet casing with suction pipe X = 480 mm for ABB TPL73-B X = 665 mm for MHI MET66
000.487/93
2x
Lifting lugs Code No.: 94811
Mass:
Location: Purpose: for removal and fitting expansion piece to exhaust valve cage Size: X = 338 mm
(with 2 shakles)
000.471/93
1x
Hydraulic jack 230 kN (23 t) Code No.: 94950 Mass:

Location: Purpose: additionally required for jacking out a cylinder liner
010.003/02
J43
25.81.07.40 Issue XI.05 Rev. 0
J.
Tools
J4
Special tools, on loan
1x
Measuring apparatus Code No.: 94105
Mass: X
Location: Purpose: for levelling the bedplate consisting of: 4 supports, 4 weights with wire 1 measuring underlay
Size: X = 1250 mm
Mass:
Location: Purpose: to upper threads of tie rods, when fitting a cylinder jacket Size: X = 125 mm
M20
4x
Thread protectors Code No.: 94174
004.063/96
1x
Thread protector Code No.: 94177

X Mass:
to lower thread of tie rod X = 100 mm
000.458/93
1x
for insulation tubes X = approx. 706 mm
001.608/97
25.81.07.40 Issue XI.05 Rev. 0
J44
Fitting device Code No.: 94211
Mass:
J.
Tools
1x
Extractor Code No.: 94212

Mass:
for insulation tubes X = approx. 890 mm
X
001.608/97 008.773/00
1x
Alignment tool Code No.: 94922

Mass:
for the crank angle sensor X = 172 mm
J45
25.81.07.40 Issue XI.05 Rev. 0
J.
Tools
J5 J5.1
Storage proposal Introduction
The following proposals are a guide and intended to assist the shipyard in deciding where and how to locate the main-engine tools. The quantity and actual layout of the tool panels may have to be agreed between the shipyard and the ship owner and their location depends on the design and lay out of the engine room, however tool panels should be easily accessible, located in clean, well venti lated and dry areas with the tools protected against rust. It is advisable to create tool inventories to en able engine-room staff to keep a proper check of the condition and location of the tools. The extent of the supplies and services is deter mined exclusively by the relevant supply contract. The figure shown on the right is an artists impres sion of a convenient solution to storing tool panels.
F10.5093
Fig. J1
Tool panel storage arrangement
25.81.07.40 Issue XI.05 Rev. 0
J46
J.
Tools
J5.2
Tool panels
Tool cabinet
3
Nozzle test room
Valve rotating device
Hydraulic store
Workshop space (W)
Upper platform (UP)
Lower
platform (LP)
Floor (F)
Panel Panel Panel Panel Panel Panel Panel Panel
1 2 3 4 5 7 8
9
General tools Valve seat grinding / control tools Nozzle dismantling / overhaul Cylinder liner / head dismantling Piston dismantling / overhaul Piston / various tools
Crankcase tools
Gear drive dismantling / control Tool cabinet Hydraulic tools and fittings
A B
F10.5288
Fig. J2
Tool panel location
J47
25.81.07.40 Issue XI.05 Rev. 0
J.
Tools
Panel 1 (typical)
Design number and arrangement of panels

for general tools in the workshop according to
shipbuilders / owners practice.
(Not available from Wrtsil Switzerland Ltd)
F10.3389
Fig. J3
Tool panel 1: General tools
25.81.07.40 Issue XI.05 Rev. 0
J48
J.
Tools
Panel 2
94259 Outline drawings and code numbers of tools. 94279
94292
Z X
X: approx. 900 mm Y: approx. 450 mm Z: approx. 140 mm
F10.5095
Fig. J4
Tool panel 2: for valve seat grinding / control tools
J49
25.81.07.40 Issue XI.05 Rev. 0
J.
Tools
Panel 3
Spanners Outline drawings and code numbers of tools.
Z X
F10.5096
Fig. J5
Tool panel 3: for nozzle dismantling / overhaul
25.81.07.40 Issue XI.05 Rev. 0
J50
Y
J.
Tools
Panel 4
94345 Outline drawings and code numbers of tools. 94265 94342
94265 94811
94270
F10.5097
Fig. J6
Tool panel 4: for cylinder liner / head dismantling
J51
25.81.07.40 Issue XI.05 Rev. 0
J.
Tools
Panel 5
94338
94363 94348 94364 Outline drawings and code numbers of tools.
94410
94345b
94345c

F10.5108
Fig. J7
Tool panel 5: for piston dismantling / overhaul
25.81.07.40 Issue XI.05 Rev. 0
J52
J.
Tools
Panel 7
94831
Outline
drawings
and code
numbers of tools.

F10.5100
Fig. J8
Tool panel 7: for piston / various tools
J53
25.81.07.40 Issue XI.05 Rev. 0
J.
Tools
Panel 8
94155
94155a Outline drawings and code numbers of tools.
94118 94120
94119
Z X
F10.5101
Fig. J9
Tool panel 8: Crankcase tools
25.81.07.40 Issue XI.05 Rev. 0
J54
Y
J.
Tools
Panel 9
94323 Outline drawings and code numbers of tools. 94325
Z X
F10.5102
Fig. J10 Tool panel 9: for gear drive dismantling / control
J55
25.81.07.40 Issue XI.05 Rev. 0
J.
Tools
25.81.07.40 Issue XI.05 Rev. 0
J56
K.
Spare parts
K1
Introduction
This chapter illustrates spare parts required for running and maintenance of the main engine and turbocharger. This enables the designer to calcu late the total additional mass to be carried and the illustrations are an aid to designing the storage facilities. For details of the spare parts required for the auxiliary and ancillary equipment refer to manufacturers literature. The spare parts may not be part of the engine sup ply but they may be ordered separately and certain items may be deleted or added depending on the requirements of the shipyard or operator. There fore we recommend that the extent of delivery is determined before designing the storage facilities. The spare parts are taken from the list of spare parts. The recommendation by Wrtsil Switzer land is based on 20 000 hours of operation.
K1
25.81.07.40 Issue XI.05 Rev. 0
Marine Installation Manual K.
Spare parts
K2
Engine spare parts
Parts needed to comply with the classification societies requirement of class and enable routine mainten ance and repair work to be carried out by the engine-room staff.
NF 11161 NF 11162
NF 11160
NF 11340 NF 11341
F10.4966
Code No.
NF 11160 NF 11161 NF 11162 NF 11340 NF 11341
Description
Main bearing cover Elastic bolt Round nut Main bearing shell, upper half Main bearing shell, lower half
Min. required by IACS add. recommended by WCH, indicated in [ ] N = number of cylinders

0 4 4 1 1
Mass [kg]
39 41
Size [mm]
766 x 383 x 220 766 x 383 x 220
Fig. K1
Main bearing
25.81.07.40 Issue XI.05 Rev. 0
K2
K.
Spare parts
Clockwise rotating engine

ahead ahead
NF 12241
NF 12241
Counter-clockwise rotating engine

ahead ahead
009.369/02
NF 12242
NF 12242
Code No.
NF 12241 or
NF 12242
Description
Thrust pads
(set of 8 pads per thrust bearing) Depending on direction of rotation

1 set
Mass [kg]
Size [mm]
8 x 35
260 x 342
Fig. K2
Thrust bearing pads
K3
25.81.07.40 Issue XI.05 Rev. 0
Spare parts
NF 21241
NF 21245
010.677/03
Code No.
Description
Cylinder liner with antipolishing ring (without joint ring and O-rings) Filling piece Round rubber rings, seamless Insulation bandage, complete Water guide jacket

1 [1] 1 [1/3N] 1 [1, for 30000 hrs] set
Mass [kg]
2967
Size [mm]
940 x 2610
NF 21241 NF 21245 NF 21270 NF 21290 NF 21300
Fig. K3
Cylinder liner
25.81.07.40 Issue XI.05 Rev. 0
K4
K.
Spare parts
NF 21355
NF 21368 NF 21450 NF 21451
NF 21355
NF 21390
NF 21390
NF 21292
009.845/02
Code No.
Description
Cylinder lubricating quill with accumulator, complete for one cylinder
Diaphragm for accumulator, complete for one
cylinder
Gasket for lubricating quill, complete for one
cylinder
O-ring Progressive block distributor Piston distributor for exhaust valve shaft

12 12 [12] 24 [24] 24 [2] [1]
Mass [kg]
4
Size [mm]
129 x 202 x 100
NF 21355 NF 21368 NF 21390 NF 21292

NF 21450 NF 21451
Fig. K4
Lubrication quill with accumulator
K5
25.81.07.40 Issue XI.05 Rev. 0
Spare parts
NF 27100
009.870/02
NF 21110
NF 21109 NF 27155
Code No.
NF 27100 NF 27155 NF 21109 NF 21110
Description
Cylinder cover, complete (without valves) 2 O-rings Elastic stud for cylinder cover Nut for elastic stud

1 [2N] sets 4 4
Mass [kg]
1789
Size [mm]
1022 x 1022 x 390
Fig. K5
Cylinder cover
25.81.07.40 Issue XI.05 Rev. 0
K6
K.
Spare parts
NF 27200
NF 27202
NF 27242
NF 27244
009.864/02
Code No.
Description
Fuel injection valve, complete (3 per cyl.) Dowel pin for nozzle holder Nozzle body with needle for one engine (1 per valve) Nozzle tip Small parts (1 compression ring, 1 tappet, 1 O-ring)

2N+3 N N N [6N] N [6N ] sets
Mass [kg]
12.4
Size [mm]
393
NF 27200 NF 27202 NF 27242 NF 27244 NF 27250
Fig. K6
Fuel injection valve
K7
25.81.07.40 Issue XI.05 Rev. 0
Spare parts
NF 27280
009.865/02
Code No.
NF 27280 NF 27350
Description
Starting air valve, complete Small parts (4 piston rings, 8 O-rings, 1 joint ring)

2 [2] sets
Mass [kg]
42.2
Size [mm]
395
Fig. K7
Starting air valve
25.81.07.40 Issue XI.05 Rev. 0
K8
K.
Spare parts
NF 27500
NF 27650
NF 27600
009.596/02
NF 27516
Code No.
Description
Exhaust valve, complete (with valve drive) (Applies for GL) Exhaust valve, complete (without valve drive) (Does not apply for GL) Valve seat Valve spindle with rotation wing Small parts to valve drive (joint rings, piston rings, tap washers, O-rings) Small parts to exhaust valve (O-rings, joint ring, piston ring,washers, distance ring, rod joint ring)

2 3 [1, for 30000 hrs] [1, for 30000 hrs] 1 [2] sets
Mass [kg]
842 70
Size [mm]
1652
NF 27500 NF 27650 NF 27516 NF 27600 NF 27660
NF 27670
[1] set
Fig. K8
Exhaust valve
K9
25.81.07.40 Issue XI.05 Rev. 0
Spare parts
NF 27460
NF 27468 NF 27461
NF 27469
012.793/05
Code No.
NF 27460 NF 27461 NF 27468 NF 27469
Description
Indicator valve, complete Indicator valve (cock) Joint ring Joint ring

2 [1/2N] [1/2N] [1/2N]
Mass [kg]

Size [mm]

Fig. K9
Indicator cock
25.81.07.40 Issue XI.05 Rev. 0
K10
K.
Spare parts
NF 33004 NF 33002
NF 33120
NF 33066 NF 33150 NF 33065
NF 33100 NF 33101
F10.4987
Code No.
NF 33002 NF 33004 NF 33065 NF 33066 NF 33100 NF 33101 NF 33120 NF 33150
Description
Elastic stud for top-end bearing Round nut for elastic stud, top-end bearing Elastic stud for bottom-end bearing Round nut for elastic stud, bottom-end bear. Shell for bottom-end bearing, upper half Shell for bottom-end bearing lower half Bearing cover for top-end bearing, white metal lined Bearing shell, lower half, for top-end bearing

4 4 2 2 1 1 1 1
Mass [kg]
5.8 1.5 52 52 207 55
Size [mm]

Fig. K10 Connecting rod bearings
K11
25.81.07.40 Issue XI.05 Rev. 0
Spare parts
NF 34060
NF 34420
NF 34421
NF 34095
NF 34000
009.455/02
Code No.
Description
Piston, complete with head, skirt, piston rod, studs and nuts (without piston rings)
Piston head Piston skirt O-rings, locking plates, tap washers Piston rings

1
[1, for 30000 hrs] [1, for 30000 hrs] [1] set 2 [1N] 6 [3N]
Mass [kg]
1452
403
64

Size [mm]
600 x 3283
600 x 30
599 x 140

NF 34000
NF 34060
NF 34095
NF 34260
NF 34420 and
NF 34421
Fig. K11 Piston
25.81.07.40 Issue XI.05 Rev. 0
K12
K.
Spare parts
NF 36145
F10.4993
Code No.
Description
Articulated levers with bush and pin (complete) without support and connection pipe

1 set
Mass [kg]
Size [mm]
NF 36145
118
Fig. K12 Piston cooling and crosshead lubricating linkage
K13
25.81.07.40 Issue XI.05 Rev. 0
Spare parts
NF 23106 NF 23100 NF 23106 NF 23107 NF 23108 NF 23107 NF 23108 NF 23109 NF 23110 NF 23109 NF 23110 NF 23109 NF 23110 NF 23109 NF 23110
NF 23111
NF 23118
NF 23120
NF 23119
NF 23112
009.850/02
Code No.
Description
Piston-rod gland box, complete incl. casing in 2 parts Tension springs (set for 1 gland) Scraper rings in 4 parts (set for 1 gland) Scraper rings in 3 parts (set for 1 gland) Joint rings in 4 parts (set for 1 gland)

1 [1/2N] sets [N] sets [N] sets [N] sets [N] sets [N] sets
Mass [kg]
107
Size [mm]
520 x 520 x 307
NF 23100 NF 23111 NF 23112 NF 23106 NF 23110 NF 23107 NF 23108 NF 23118 NF 23119 NF 23120
O-rings (set for 1 gland)
Fig. K13 Gland box piston rod
25.81.07.40 Issue XI.05 Rev. 0
K14
K.
Spare parts
F10.5002
Code No.
Description
Spare parts for cylinder lubrication pump (incl. driving electro motor and gear)

1 set [acc. to manufacturer]
Mass [kg]
121171
Size [mm]
NF 96350
Fig. K14 Cylinder lubricating pump and drive
K15
25.81.07.40 Issue XI.05 Rev. 0
Spare parts
NF 64218
NF 64219
F10.5012
Code No.
NF 64218 and NF 64219 Flap Flap
Description

2 [2] 1 [1]
Mass [kg]
Size [mm]
Fig. K15 Scavenging air receiver
25.81.07.40 Issue XI.05 Rev. 0
K16
K.
Spare parts
NF 81016
NF 65090 NF 65096
F10.5014
Code No.
NF 81016 NF 65090 NF 65096
Description
Expansion piece after exhaust valve Expansion piece before turbocharger for ABB TPL73-B Expansion piece before turbocharger for MHI MET66SE

1 for GL only 1 for GL only 1 for GL only
Mass [kg]

Size [mm]

Fig. K16 Exhaust system
K17
25.81.07.40 Issue XI.05 Rev. 0
Spare parts
Code No.
NF 84650 NF 84662
Description
Hydraulic pipe with housing and gasket O-ring

1 [4, for 10000 hrs]
Mass [kg]

Size [mm]

Table K1 Hydraulic pipe to exhaust valve
Code No.
Description
High pressure pipe to injection valve (one of each length with couplings and claws)

1 set
Mass [kg]
Size [mm]
NF 87395
Table K2 Fuel pipe
Code No.
Description
Thermometers and pressure gauges, one of each type

[1] set
Mass [kg]
Size [mm]
NF 96340
Table K3 Measuring instruments
25.81.07.40 Issue XI.05 Rev. 0
K18
K.
Spare parts
K3
Spare parts for flex system
Code No.
Description
Spare parts for engine control system to DENIS-9520 Spare parts for alarm system to DENIS-9520

[1] set [1] set
Mass [kg]

Size [mm]

NF 96315 NF 96330
Table K4 Engine control system
Code No.
NF 93605
Description
Flex control module FCM-20 Power supply 24V DC/20A

1 [1, for 10000 hrs]
Mass [kg]

Size [mm]

Table K5 Electronic modules
Code No.
NF 92260 NF 92265 NF 92231 NF 92241 NF 92243 NF 92252
Description
Shaft encoder drive, complete Crank angle sensor incl. securing plate Elastic screw Lever with parallel pin Compression spring Fixing screw

1 [1, for 10000 hrs] 1 1 2 1
Mass [kg]

Size [mm]

Table K6 Crank angle sensor unit
Code No.
NF 56015 NF 55630 NF 55754 NF 46282 NF 27210 NF 55751 NF 58025
Description
Pressure transmitter 250 bar Pressure transmitter 1200 bar Pre-control valve (rail valve) Proximity sensor PNP 5/2-solenoid valve for starting air valve Control piston for position sensor (fuel) Fuel pump actuator

1 1 [4, for 10000 hrs] 1 1 [1, for 10000 hrs] [1, for 10000 hrs]
Mass [kg]

Size [mm]

Table K7 Sensors, actuators and valves
K19
25.81.07.40 Issue XI.05 Rev. 0
Spare parts
Code No.
NF 55516 NF 55518 NF 55542 NF 87525 NF 87516 or NF 87514 NF 84517 NF 87545 NF 87595 NF 84580 NF 84581 NF 84582 or NF 84625 NF 84626 NF 84627 NF 84628 NF 84471 and NF 84473 or NF 84615 NF 55507 NF 55511 NF 55551 NF 55552 NF 87519 NF 87514 and NF 87515 NF 55605
Description
Pinion to pump drive servo oil Shaft Drive bush to supply unit Relief valve for intermediate fuel accumulator Shut-off valve Relief valve distributor block Fuel pressure pipe to accumulator High pressure fuel pipe compl. (SU to RU) with couplings

[1, for 10000 hrs] [1, for 10000 hrs] 1 1 1 1 1 1 set 1 1 1
Mass [kg]

Size [mm]

Flexible hose
1 1 1 1 1 1 1 [1, for 10000 hrs] [1, for 10000 hrs] [1, for 10000 hrs] pair [1, for 10000 hrs] set [1, for 10000 hrs] [1]
High pressure pip compl., servo oil (SU to RU) with couplings for 57 cyl. engines or for 89 cyl. engines Camshaft (4 pumps) Camshaft (6 pumps) Bearing to bush housing Camshaft bearing Valve body Flange
[1] Set of O-rings and sealing rings 1 set
Table K8 Supply unit
Code No.
NF 84460 NF 84462 Filter inserts set of O-ring
Description

[2, for 10000 hrs] [1, for 10000 hrs] set
Mass [kg]

Size [mm]

Table K9 Automatic filter
25.81.07.40 Issue XI.05 Rev. 0
K20
K.
Spare parts
Code No.
NF 55909 NF 55931 NF 55916 and NF 55920 NF 55691 NF 55713 NF 55714 NF 55750 NF 55765 NF 55751 NF 55870 NF 55871 NF 55872 NF 55817 NF 55806 NF 55892 NF 55620 NF 56038 and NF 56034 NF 56120 NF 56170
Description
Valve (shut down valve) 3/2-way solenoid valve (common start) Pipes (HP piping to SHD valve) Pressure control valve (fuel) Joint disc Elastic screw (set of 4) Injection control unit (complete) O-rings for injection control unit Sensor (control piston position sensor) Control oil pump, rail unit (complete) Pressure relief valve (control oil) Pressure control valve 80 bar Back-up ring with O-ring (control oil) Cone non-return valve Non-return valve (control oil) Double non-return valve (starting fuel) Ball valve Exhaust valve drive (complete) O-rings for exhaust valve drive

1 [1, for 10000 hrs] 1 set 1 2 1 set 1 [2, for 10000 hrs] sets [1, for 10000 hrs] [1, for 10000 hrs] 1 1 8 [1, for 10000 hrs] [1, for 10000 hrs] [1, for 10000 hrs] [1, for 10000 hrs] 1 [1, for 10000 hrs] [1, for 10000 hrs] set
Mass [kg]

Size [mm]

Table K10 Rail unit
K21
25.81.07.40 Issue XI.05 Rev. 0
Spare parts
K4
Turbocharger spare parts

ment. Bearing assemblies must only be removed from metal containers when they are actually re quired. All turbocharger spare parts used, are to be re placed, to ensure the spares kit is complete.
Turbocharger spare parts are to be suitably pro tected against corrosion and contained within their own spare parts box. Bearing assemblies are supplied packed in sealed metal containers to protect them from the environ-
Code No.
Description
Set of spare parts (according to turbocharger maunfacturer) Locking device (incl. in turbocharger supply/tool) Blanking device (incl. in WCH standard tool set)
Min. required by IACS add. recommended by WCH, indicated in [ ] Z = number of cylinders

1 set 1 1
Mass [kg]

Size [mm]

Table K11 Turbocharger spare parts
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K22
K.
Spare parts
K5
Mounting and storage proposals

All components are to be protected against cor rosion as follows: Large components should be treated with Val voline Tectyl 506 or a suitable equivalent. Smaller components, with the exception of electronic equipment, can be wrapped in a cor rosive-protective paper i.e., Vapour Phase Inhibitor. Note: When using corrosive-protective paper, care must be taken not to tear the paper as the pro tective qualities of the paper will be lost. White metal and bearing surfaces should be protected with Emballit alum or a suitable equivalent. Electronic components should be vacuum packed in Alfo sheets using 1000 g of a suit able drying agent for each cubic metre con tent.
Examples of ways to secure and protect spare parts safely and allow ease of access by the engine-room staff are given below with pictorial examples in figures K17 to K20. The size and weight of each component is to be noted prior to storage, to ensure that the safest and most space-efficient method is adopted. All components are to be mounted within easy access of the engine, ensuring machinery space walkways are kept clear. Large components are to be mounted below suitable overhead lifting gear. The weights of large components are to be painted on, or, adjacent to the component. Suitable lifting eyes and shackles are to be provided. All components must be firmly secured to pre vent any movement. Metal to metal contact is to be avoided during storage of any component. All open ports, adapters, pipes, etc., are to be sealed to prevent the ingress of foreign par ticles. Any provisions for mounting spare parts on the engine should be fully utilised.
K23
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Spare parts
F10.2800
F10.2801
Fig. K17 Securing spare piston and rod
Fig. K18 Securing spare exhaust valves
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K24
K.
Spare parts
F10.2802
Fig. K19 Securing spare exhaust valve cages without hydraulic actuator
K25
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Spare parts
F10.2803
Fig. K20 Securing spare cylinder liner
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K26
L.
Engine dispatch and installation
L1
Dismantling pattern
After that, the crossheads and main bearings are to be lubricated, please refer to the maintenance manual, group 3 Connecting rod and connecting rod bearing. Spraycoating with rust preventing oil
Engines are transported as complete or part as semblies and protected against corrosion by rust preventing oils, vapour phase inhibitor papers (VPI) and wooden crates lined with jute reinforced bituminous paper.
L1.1
Treatment against corrosion
Engine interior For engines to be transported as complete assem blies we recommend for internal surfaces the use of rust preventing oils as listed below. It is not necessary to remove them before the engine goes into operation. Valvoline Tectyl 873. Shell Ensis Engine Oil SAE 40/30. Exxon Rust-Ban 623. Mobil Mobilarma 524. Caltex / Chevron Preservative Oil SAE 30.
Internal parts not sufficiently covered by the rust preventing oil during circulation are to be spray coated. These include the fuel pump pushrods, springs, plungers, rollers and cams, piston rods above, inside and below the stuffing box, scavenge valves and dry parts of the cylinder liners. The liners can be accessed and sprayed through the scavenge ports. Pipework All open ended pipework is to be sealed by plugs or blank flanges to eliminate ingress of foreign bodies and circulation of air. Turbocharger in place
For the transport of complete engines, dehumi difiers are to be enclosed in the scavenge space and the crankcase. Engine exterior One coat of Valvoline Tectyl 506 or similar product to be applied to all machined parts not protected by paint. It is to guarantee protection for at least six months from the effects of weather and remain in tact until shortly before the engine goes into operation. Bearing and cylinder lubricating oil systems On completion of the engine shop trial the main and cylinder lubricating oil systems are to be drained completely and refilled with Valvoline Tec tyl 873 or similar product and circulated for at least an hour with the engine being slowly rotated by the turning gear. At the same time, the cylinder lubrica tors must be rotated as well.
Drain the turbine and compressor end oil and spraycoat the bearings while turning the rotor by hand. Fit blank flanges to the air inlet and gas outlet sides. Cylinder cooling water system During engine shop trials, usually a cooling water treated with corrosion inhibitors is used. Cor rosion-protective inhibitors are only effective as long as the correctly treated water is in contact with the metal surface to be protected. Once the cooling water has been drained off, further treatment against corrosive attack is absolutely essential. Therefore a suitable corrosion protection has to be carried out by applying rust preventing oil as men tioned in section L1.1 under Engine interior
L1
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Marine Installation Manual L.
An alternative may be the admixture of a so-called soluble oil to the cooling water to protect the en gine cooling water system. The concentration must be maintained at levels between 0.5 to 0.8 per cent by volume. On completion of the trials and prior to shipping, the circulating cooling water through the engine cooling water system is to be maintained at a pH value between 7 and 9 and the soluble oil inhibitor level increased to 1 per cent by volume. The cylinder temperature is not to exceed 90C and circulation is to continue for at least three hours allowing time for the soluble oil inhibitor to coat the internal surfaces. We recommend using the following soluble oil inhi bitors: BP Castrol Chevron Exxon / Esso Mobil Shell Texaco Fedaro Solvex WT3 Soluble Oil T1 Kutwell 40 Mobilmet 120 Dromus BX Soluble Oil C, CX
L1.2
Engine dismantling
Engines transported as part assemblies are to be systematically disassembled and cleaned using dry cloths. Each item is to be clearly identified with paint ball pen, similar indelible marker ink, or fig ure and letter stamps and protected from damage by careful crating and corrosion protected by rust preventing oils or paper. Refer to section L1. It is very important that bearings and running gear are clearly marked cylinder by cylinder to ensure correct reassembly and eliminate the possibility of parts from one cylinder unit being fitted to another by mistake. Refer to section B2 of this manual for details of the engine numbering. Use a paint brush to apply highly viscous rust pre venting oil to the piston and connecting rods, crosshead guides, gear wheels, camshaft and rollers. Air powered spray guns to be used only if the air is absolutely free of water. Crankshaft and crosshead pins are to be protected with an anti-corrosive coating of Tectyl 506 or simi lar product.
For long time conservation of engines please ask for the specification from the engine manufacturer or Wrtsil Switzerland Ltd.
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L2
L.
L1.3
Engine dispatch
Engines transported as complete assemblies are lifted using special eye-nuts attached to the tie rods. Figure L1 below shows the lifting configuration and details of the lifting nut.
6.5m
430
250
140
Lifting points
Max. 50 t
M90x6
F10.4452
Table L1 shows the total weights and which tie rods are to be used for all RT-flex60C engines.
332.392a
Fig. L1
Lifting device
L3
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Number of cylinders Lifting points at cylinder numbers Number of tie rods required for lifting *1) Engine weight in tonnes [t]
Remark:
5 1, 5 8 268
6 1, 5 8 322
7 1, 2, 5, 6 12 377
8 2, 3, 6, 7 12 428
9 2, 3, 7, 8 12 480
*1) Based on equal load (max. xx t) on each nut with fully tightened tie rods.
Table L1
Lifting details for complete RT-flex60C engines
L1.4
Engine installation and alignment L1.4.2 L1.4.2.1 Shafting alignment Shafting alignment calculation
The alignment and chocking of the engine should be carried out in accordance with our recommen dations and is subject to test and inspection by the relevant classification society. Each stage of the engine mounting is to be checked by qualified per sonnel and measurements cross-checked with the design figures. The responsible parties (e. g. ship yard) are to advise the representative of the engine builder or Wrtsil Switzerland Ltd directly in the event of any discrepancies. Engines may be installed as complete units or as sembled from sub-assemblies in the vessel, which may be afloat, in dry dock, or on the slipway. The engine alignment can be done with either jack ing screws or wedges.
Before proceeding with the engine alignment (sec tion L1.4.7), the shaftline has to be finally aligned according to the values given by the shafting align ment calculation. This provides the required values for the propul sion shaft and engine alignment in the ship: Vertical bearing offsets. Gap and sag values. Static bearing loads. Calculation model
L1.4.1
Removing rust preventing oils
Rust preventing oils applied to the internal parts of an assembled engine do not contain thickening ag ents of wax or bitumen. These oils have similar properties as the engine lubricating oils, will wash off easily and mix without causing harm to the en gine or its systems. Rust preventing oils of the wax-type applied to ex posed surfaces of the engine components do con tain thickening agents of wax or bitumen forming an anti-corrosion coating when applied, which has to be washed off using a proprietary Cold Cleaner. It is not sufficient to use gas oil, kerosene or white spirit on its own as solvents; they are to be mixed with 2 to 3 parts of a Cold Cleaner such as Magnusol, Agitol or Emultan.
Besides the data of the shaftline, the applied cal culation model should include the following fea tures to calculate the bearing loads of the engine: Full crankshaft model with own mass, includ ing masses of running gear and gearwheel. Stiffness of the main bearings. Flywheel mass: The actual flywheel mass has to be added at aftermost node of crankshaft model. The engine data, as well as a computer program, are available from the engine builder or Wrtsil Switzerland Ltd.
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L4
L.
Alignment calculation conditions The general boundary conditions during final en gine alignment are: Ship at light draught (partial propeller submer sion) or in dock (no propeller submersion). Propeller, intermediate shaft(s) and engine coupled. No propeller thrust. Engine cold. No temporary supports engaged. As above mentioned, the final alignment is usually done at very light draught or in dry-dock. The ship draught influence on the bearing load as shown in table L2 needs to be considered in the alignment calculation to get an alignment which is within the limits of table L3.
To ensure that the main bearing loads are within the limits in service conditions, it is left to the re sponsible parties (e.g. ship yard) to decide: Either to apply the static main bearing loads recommended in Table L3, or to adapt the static main bearing loads at alignment according to their experience. For instance special cases (e.g. VLCCs) may re quire higher loads on main bearing #2 leading to lower load on main bearing #1 at alignment. In such cases please contact Wrtsil Switzerland Ltd.
main bearing #1 (aftmost) Change from LIGHT to FULL draught Increase
main bearing #2 Decrease
main bearing #3 Decrease
Table L2
Influence of ship draught on static main bearing loads
main bearing #1 (aftmost) Recommended static main bearing loads [kN] min. 20
main bearing #2 120 to 280
main bearing #3 min. 20
Table L3
Recommended static main bearing loads for alignment calculation
L1.4.2.2
Recommendation for the align ment layout
Draught related ship hull bending Experience show that the draught related ship hull bending is the most important factor influencing the static main engine bearing loads. Increase of ship draught leads to ship hull bending below the shaft line up to engine free end. This re sults generally to an increased downward load on crankshaft aft end flange and shifts the static load from main bearing #2 to aftermost main bearing #1. The change of vertical offsets for the shaft and main bearings depends on ship draught and de sign. No general rule to estimate this change is available.
With large distance between propulsion shaft bearings the bearing static load is increased and the load variation is reduced. We recommend to aim for large bearing distances in ship hull and pro pulsion shaft design.
L1.4.2.3
Service related influences on alignment
The calculation at service conditions is required by some classification societies. It helps estimating the service related changes of static bearing loads in service.
L5
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Engine service temperature The vertical thermal expansion of engine due to the temperature difference between the alignment and service conditions results to a shift of the static load from main bearing #2 to the aftermost main bearing #1. The increase of the engine main bearing height due to the temperature difference compared with the shaftline bearings can be estimated as follows:
hmb = hfound C 11.5 (tes tref) [mm] 106
L1.4.2.4
Propeller thrust
The propeller thrust transmitted to the engine thrust bearing induces a reaction force which is ec centric to the crankshaft centre line and thus creat ing a moment proportional to the propeller thrust. The eccentricity value belongs to the data deliv ered by the engine builder. Calculations with maximum propeller thrust result in low or zero load for the aftermost main bearing #1 at alignment condition (i.e. ship hull deformation not considered). The thermal rise of engine main bearings is not sufficient to avoid this substantial load reduction at main bearing #1. However, this is acceptable because the draught related ship hull bending which is involved until the full propeller thrust is available would have shifted the static load from main bearing #2 to main bearing #1.
where: hmb [mm] Increase of engine main-bearing height from alignment to service condition
hfound [mm] Main bearing foundation height hfound C [] 1300 mm Correction factor 0.3 to 0.5 (according to shipyards ex perience) engine service temperature 55 C Reference temperature for founda tion and ship hull around the engine at alignment condition
L1.4.3
Installation and assembly of sub-assemblies
tes [C] tes [C] tref [C]
Example for Wrtsil 59RTflex60C engines: tref = 20C

hmb = 1300 0.4 11.5 (55 20) 106
When the engine seating has been approved, the bedplate is lowered onto blocks placed between the chocking points. The thickness of the blocks depends on the final alignment of the engine. Engine bedplates comprise fabricated sections with drilled holes to allow the passing of the holding-down bolts and tapped holes for the jacking screws for engine alignment. Proceed with preliminary alignment of bedplate using one of the method mentioned in section L1.4 to position the engine coupling flange to the inter mediate shaft coupling flange. Ensure that the gap between both flanges is close to the calculated fig ures and that both flanges are exactly parallel on the horizontal plane (max. deviation 0.05 mm). In the vertical plane, the engine coupling flange is to be set 0.4 to 0.6 mm higher than the calculated figures. Place bearing caps in position, install turning gear and check that crankshaft deflections are as recorded on the Check dimensions sheet (see tables L12 to L14).
hmb
= 0.21 mm
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L6
L.
To check bedplate level in longitudinal and diag onal direction a taut-wire measuring device will be provided by the engine builder. Compare the read ings with those recorded at the works. Optical de vices or lasers can also be used. All final dimensions are to be witnessed by the representatives of the engine builder and the classification society and are to be recorded on ap propriate log sheets. Crankshaft deflections at this stage are to correspond with the values recorded at works. Secure temporarily the bedplate against unexpected movement. Continue engine assembly by mounting the col umns, cylinder blocks, running gear and scavenge air receiver but ensure that the bearing caps are loose before tensioning the tie rods. Make periodic checks of the crankshaft deflections to observe and correct any possible engine distor tions. Careful adjustments of the wedges or of the jacking screws is necessary to re-establish the preliminary alignment setting. Once the engine as sembly is completed, the final alignment and chocking are carried out with the vessel afloat. (Refer to section L1.4.7).
The engine is to be lowered onto blocks placed be tween the chocking points. The alignment tools are to be clean and ready for use. Set the blocks so that the engine is slightly higher than the final position, because less effort is required to lower the engine than to raise it for alignment. For movements in the horizontal plane, both in lat eral or longitudinal directions, the shipyard is to construct appropriate anchor points for the use of hydraulic jacks. Such movements have to be car ried out with great care to avoid stresses and dis tortions to the bedplate. Regular crankshaft deflec tion readings have to be taken to observe the effects and any noticed deviations have to be recti fied immediately (see section L1.4.7 for the final engine alignment).
L1.4.5
Installing an engine from as sembled sub-assemblies
Sub-assemblies of the engine may be assembled ashore prior to installation in the ship. One such as sembly may comprise bedplate, main and thrust bearings, crankshaft, turning gear, and flywheel. The placing on blocks and alignment to shafting is analogue to the description in section L1.4.3.
L1.4.4
Installing a complete engine L1.4.6 Engine installation with ship on slipway
In the event that the engine is shipped in part deliv eries and assembled at the shipyard prior to in stallation in the vessel, the shipyard is to undertake the assembly work in accordance with the require ments of a representative of the engine builder and the classification society. The engine mounting is to be carried out systematically and measurement readings taken and recorded on appropriate log sheets, and to be compared for correctness with the data of the Check Dimensions sheet (see tables L12 to L14) completed after test run in the works of manufacturer. Strict attention is to be paid to the removal of anti-corrosion coatings and the subsequent application of rust preventing oil where required. For lifting details of the engine refer to L1.3.
Installing complete or partially assembled engines into ships under construction on an inclined slipway is possible when careful attention is paid to the following: 1. Suspending large components to take ac count of the incline. 2. Tie rods to be centred and exactly perpendicu lar to the bedplate before tightening. 3. Fit temporary side, fore and aft arresters to prevent the engine moving during launching. 4. Attach additional temporary stays at the upper platform level to steady the engine during launching.
L7
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L1.4.7 L1.4.7.1
Final engine alignment Prerequisites
L1.4.7.2
Engine alignment towards propulsion shaft line
The final goals of engine alignment are: Optimised crankshaft deflections. Static loads of the main bearings within the re quired limits for service. Before proceeding with the final engine alignment, the following conditions are provided: Engine erection is completed. Major ship hull manufacture is completed. Propulsion shaft line is finally aligned (see sec tion L1.4.2). The following influences affecting the alignment should be considered: Actual ship draught. Heavy load shifts (e.g. ballasting, bunkering) are to be avoided during alignment. Uneven temperature distribution (e.g. direct sunshine) influences alignment measure ments.
The crankshaft drive end flange is aligned in rela tion to foremost intermediate shaft flange by gap & sag, according to engine and shaft alignment cal culation. Gap tolerance: 0.10 mm. Sag tolerance: +0.15/0.05 mm (+0.05 mm for subsequent epoxy resin shrinkage in cluded).
L1.4.7.3
Engine alignment towards foundation
Engine alignment towards engine foundation is verified by measurements of: crank web deflections (see table L6). bedplate top surface. Longitudinal twist The engine driving end has to be parallel to free end. The relevant measurements refer to the outer corners of machined bedplate top surface (fig. L2). The tolerance for parallelism hBPc(max.) is 0.25 mm and includes a measuring tolerance of 0.1 mm.
h BPc (max.)
FE
h BPc (max.)
twisted engine DE
F10..5289
straight engine
Fig. L2
Parallelism of driving end (DE) to free end (FE)
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L8
L.
Sideways bend The sideways bend (around a vertical axis) is veri fied by measuring the horizontal crank web deflec tion. The tolerances for horizontal crank web deflec tions are given in table L6.
Up/downward bend (hog / sag) Short engines (58 cylinders), should be aligned straight or just slightly pre-sagged (see table L4), therefore a pre-sag of 0.0 mm (tolerance to 0.2 mm) is recommended. long engines (9cylinders and more) should be aligned pre-sagged. Recommended values are provided in table L4. The sag curve is verified by the shape of bedplate top surface by measuring the heights of bedplate along port and starboard side. The measurement of the actual sag curve can be done either by op tical tools or by piano wire.
Calculated pre-sag offsets for reference Absolute values related to straight base line
RT-flex60C RT-flex60C
Pre-sag (tol.: 0.10)
Vertical offsets in [mm] at main bearing mb #2 0 0 0 0 0 mb #3 0.06 0.06 0.05 0.04 0.12 mb #4 0.10 0.09 0.08 0.08 0.21 mb #5 0.10 0.10 0.10 0.09 0.27 mb #6 0.06 0.09 0.10 0.10 0.30 mb #7 0 0.06 0.08 0.09 0.30 0 0.05 0.08 0.28 0 0.04 0.21 0 0.12 0 mb #8 mb #9 mb #10 mb #11
5 cyl 6 cyl 7 cyl 8 cyl 9 cyl
0.10 0.10 0.10 0.10 0.30
Table L4
Calculated pre-sag offsets for reference
L1.4.7.4
Alignment check in uncoupled condition
L1.4.7.5
Alignment check in coupled condition
The following has to be checked and recorded: Gap & sag towards forward intermediate shaft flange. All crank web deflections (for reference). Bedplate top surface (optional, can be measured in coupled condition too). If the recorded values are found to be in excess of the given tolerance limits and cannot be improved, forward actual data records to the engine builder or Wrtsil Switzerland Ltd. directly for assistance. If the recorded values are within the given toler ance limits, proceed with coupling the engine to propulsion shaft line and subsequent steps.
top clearance
no bottom clearance
F10.2165
Fig. L3
Top and bottom clearance at main bearings
L9
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Pre-requisites: Propulsion shaft line coupled to the engine All temporary supports removed. The following items have to be checked and recorded: No bottom clearance in engine main bear ings (check by feeler gauge at least the aftermost bearings; see figure L3). Record all crank web deflections. Perform jack-up tests of all accessible propul sion shaft line bearings and the 3 aftermost en gine main bearings. This jack-up test can be omitted in case: The shipyard has accumulated sufficient experience on the relevant ship type. Jack-up test of the 3 aftermost engine main bearings is specified during sea trial. If the experience of the responsible party deviates from the above mentioned or in case that the re corded values are found to be in excess of the given limits and cannot be improved, please con tact engine builder or Wrtsil Switzerland Ltd for assistance and include actual data records.
L1.4.7.6
Jack-up test for main bearings
The jack-up tests for engine main bearings are per formed in accordance with those for propulsion shaft line bearings. A hydraulic jack (approx. 1000 kN capacity) is placed next to the bearing which load is to be deter mined: Below the flywheel to jack-up for aftmost main bearing #1. Below adjacent cranks to main bearing #2 and main bearing #3 respectively to jack those. A dial gauge is placed on top of the shaft or crank to measure the vertical lift of crank shaft in relation to bearing housing. The jack-up test should be performed in steps of 1525bar (2030kN). The jack load is determined by plotting the curve composed of jack-pressures (or loads) and related vertical lifts. The longitudinal offset between main bearing centre and jack/dial gauge position is compen sated by a jack correction factor provided by align ment calculation: Fmb = Fjack jcf If not available the following jack correction factors can be used: Fmb#1 = Fjack(flywheel) 1.3 Fmb(#2#3) = Fjack(crank) 1.0 Main bearing load = jack load jack correction factor. The jack / dial gauge positions and correction fac tors apply for the main bearings are indicated in table L5.
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L10
L.
main bearing #1 Jack and dial gauge position Jack correction factor at flywheel 1.3
main bearing #2 to #11 at adjacent crank (close to relevant main bearing) 1.0
Table L5
Jack correction factor
vertical amax.(vert.)
horizontal amax.(hor.) foremost cylinder (No. 9)

all cylinders (No. 1 to 9)
(+)
()
inner cylinders (No. 2 to 8)
aftmost cylinder (No. 1)
no external load 0.15
no external load *1) +0.15 0.30
0.15 Remark: *1)
+0.15 0.20
0.06
External load attached to crankshaft fwd end flange can be: torsional vibration damper tuning disk free end PTO
Table L6
Crank web deflection limits for alignment
The crank web deflections are measured according to figure L4.

Vertical alignment a = aTDC aBDC
a BDC
D/2
a TDC
Horizontal alignment
a = a 90 before TDC a 90 after TD
F10.3486
a 90 before TDC
Crankshaft: vertical and horizontal deflections at alignment
a 90 after TDC
Fig. L4
L11
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L2
Official shop trial
L2.1
Wrtsil trial report
The official shop trial, carried out at the engine builders factory, enables the purchaser and classi fication society to witness engine performance over full load range when driving a dynamometer. Technical data relating to the engine performance together with mechanical settings, running clear ances and alignment dimensions are recorded and used as basis for all future re-assembly work, for check measurements during later engine inspec tions and may facilitate the prompt and correct identification of engine disturbances. The technical data is recorded on official log sheets and endorsed by each of the parties. For your con venience, you will find a copy of the trial report sheets on the following pages.
The Wrtsil trial report consist of the follow ing items: Trial report Specifications. Trial report. Power diagram (will be supplied by the engine builder). Performance curves. Settling table Sheet A (2 sheets). Settling table Sheet B. Check dimensions (3 sheets). Inspection sheet Cylinder liner diameters (calibration). Inspection sheet Bedplate alignment (wire readings). Cylinder pressure diagrams (3 sheets).
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L12
L.
Trial Report
Specifications:
Engine type: RT-flex60C Nominal power: . . . . . . . . . kW Left / right hand engine running: anticlockwise at . . . . . . . . . rpm; mep: . . . . . . . . . . . bar
Cyl. bore: 680 mm;
Piston stroke: 2720 mm
Engine No.: . . . . . . . . . . . . . ; Order No.: . . . . . . . . . . . . . Installation: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Engine builder: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Purchaser: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Brake type: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Power calculation: Ps [kW] = . . . . . . . . . . . F( Turbocharger: Type Specification: Fuel oil: ................. ) N [rpm] ..................................
..................................
. . . . . . . . . . . . . nmax = . . . . . . . . . . . . . . . . . . . . . . . . rpm;
..............................
Serial No. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tmax =
Grade . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . low. cal. val.: . . . . . . . . . . . . . . . . . kJ/kg

C . . . . . . . . . . . . . . . Viscosity at 40C: . . . . . . . . . . . . . . mm2/S g/ml Density at 15 Viscosity at 20C: . . . . . . . . . . . . . . mm2/S Bearing oil: ........... ........... ........... Cylinder oil: ........... ........... ........... Special tests: Turbine oil: .......... .......... .......... Governor oil: .................. . . . . . . . . . . . . . . . . . . g/ml . . . . . . . . . . . . . . . . . . mm2/S
Lubrication: Grade: Density at 15C: Density at 40C: Speed drop: Overspeed: Press. safety device:
power dropped from 100% to 0%: load indicator position dropped from
. . . . to . . . . . . . . engine speed increased from . . . . rpm to . . . . rpm; n = . . . . . . rpm = . . . . . . % safety device stops the engine at . . . . . . . rpm = . . . . . % of nominal speed (Governor speed setting pressure for slow down = 3 bar)
Set points for:

Pressure Slow down delayed Fuel cut off delayed Minimum speed: Starting tests: [bar] [sec] [sec]
Main bear ing oil
Crosshead bearing oil
Cylinder cool ing water
Piston coolant
Valve air spring
governor speed setting pressure: . . . . . . . bar
load indicator position: . . . . . . . . .
engine running with . . . . . . rpm = . . . . . % of nominal speed ahead-astern, starting air pressure drops during . . . . . . consecutive starts from
. . . . bar to . . . . . bar air bottle capacity: . . . . . . . . m 3 Continuation sheets: For the classification society(ies): Place and date of trial: No . . . . . . . . . . . . . . No . . . . . . . . . . . . . . No . . . . . . . . . . . . . . No . . . . . . . . . . . . . .
No . . . . . . . . . . . . . .
No . . . . . . . . . . . . . . No . . . . . . . . . . . . . . No . . . . . . . . . . . . . . No . . . . . . . . . . . . . .
No . . . . . . . . . . . . . . Table L7 .................................... ..............................
.................................... For Wrtsil Switzerland Ltd:
Sheet No.:
End . . . . . . . . . . . . . . . . . . . . . . . . . .
.................................... .................................... For the purchaser ..............................
..............................
Start . . . . . . . . . . . . . . . . . . . . . . . . . .
Trial report (Specification)
L13
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Table L8
Trial report (Engine)
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L14
L.
F10.2166
Fig. L5
Performance curves
L15
25.81.07.40 Issue XI.05 Rev. 0
Table L9
Setting table (Sheet A)
25.81.07.40 Issue XI.05 Rev. 0
L16
L.
T10.5036
Table L10 Setting table (Sheet A continued)
L17
25.81.07.40 Issue XI.05 Rev. 0
Setting table
(Sheet B)
Manufacturer:
RT-flex60C
Engine No:
Starting air pilot valve:
Cyl. number Ahead Astern Ahead Astern
Opens before TDC
Closes after TDC
Turbocharger: No:
Manufacturer: Specification:
Type:
Lubricating int./ext. Oil filter, manufacturer:
Mesh size:
Air cooler:
Manufacturer: Type: No:
Auxiliary blower:
Manufacturer: Number off:
Type: Impeller diameter: Type: Hz Voltage: V Power: kW mm
Electric motor:
Manufacturer: Frequency:
Power take off (PTO generator: Manufacturer: Type: Serial No: Remarks: Type: Nominal voltage: Nominal speed: V rpm
Inspector: Table L11 Setting table (sheet B)
No:
25.81.07.40 Issue XI.05 Rev. 0
L18
L.
F10.2169
Table L12 Check dimensions (1)
L19
25.81.07.40 Issue XI.05 Rev. 0
F10.4397
25.81.07.40 Issue XI.05 Rev. 0
L20
L.
F10.2849
L21
25.81.07.40 Issue XI.05 Rev. 0
Table L15 Inspection sheet (Cylinder liner)
F10.2850
25.81.07.40 Issue XI.05 Rev. 0
L22
L.
Inspection sheet
Bedplate alignment
Engine type:................................................. Code:...........................................................
Order No:.................................................
Engine No:.................................................
Piano wire dia. 0.3 mm
Weight 7kp
Weight 7kp
171.205
Fig. L6
Inspection bedplate alignment
Measuring position on exhaust side Bedplate with crankshaft Engine completed Measuring position on fuel pump side Bedplate with crankshaft Engine completed Measuring position diagonal Bedplate with crankshaft Measuring position diagonal Bedplate with crankshaft
A1
A2
A3
A4
A5
A6
A7
A8
A9
A10
B1
B2
B3
B4
B5
B6
B7
B8
B9
B10
D1
D2
D3
D4
D5
D6
D7
D8
D9
D10
E1
E2
E3
E4
E5
E6
E7
E8
E9
E10
Table L16 Inspection sheet (Bedplate alignment)
L23
25.81.07.40 Issue XI.05 Rev. 0
F10.2174
Fig. L7
Cylinder pressure diagram (Cylinder 1, 2, 3)
25.81.07.40 Issue XI.05 Rev. 0
L24
L.
F10.2175
Fig. L8
Cylinder pressure diagram (Cylinder 4, 5, 6)
L25
25.81.07.40 Issue XI.05 Rev. 0
Cylinder 7
Cylinder 8
Cylinder 9
F10.2175
Fig. L9
Cylinder pressure diagram (Cylinder 7, 8 and 9)
25.81.07.40 Issue XI.05 Rev. 0
L26
M.
Appendix
M1
Reference to other Wrtsil Ltd publications
For further publications please visit our homepage http:/www.wartsila.com or contact your local Wrtsil representative or contact Wrtsil Switzerland Ltd PO Box 414 CH-8401 Winterthur, Switzerland Telephone: +41 52 262 4922 Telefax: +41 52 212 4917
M1
25.81.07.40 Issue XI.05 Rev. 0
M.
Appendix
M2
SI dimensions for internal combustion engines

Definition Length Area Volume Mass Density Section modulus Second moment of area Moment of inertia (radius) Angle Time Frequency Velocity Rotational frequency Acceleration Angular velocity Angular acceleration Mass flow rate Volume flow rate Momentum Angular momentum Force Pressure Stress Modulus of elasticity Energy, work, quantity of heat Power Torque moment of force Dynamic viscosity Kinematic viscosity Surface tension Temperature Temperature interval Linear expansion coefficient Heat capacity, entropy Specific heat capacity Thermal conductivity Coefficient of heat transfer Net calorific value Total LIN noise pressure level Total A noise pressure level Average spatial noise level over octave band Voltage Current Brake specific fuel consumption SIUnits m, mm, m m2, mm2, cm2 m3, dm3, I, cm3 kg, t, g kg/m3, g/cm3, kg/dm3 m3 m4 kgm2
rad,
Symbol
I,L A V m
Other units
Z, W Ia, Ip I, J
, , , ,
t f, v v, c, w, u N, n a

s, d, h, min Hz, 1/s m/s, km/h 1/s, 1/min m/s2 rad/s rad/s2 kg/s m3/s Nm Nsm N, MN, kN N/m2, bar, mbar N/m2, N/mm2 N/m2, N/mm2 J, MJ, kJ, kWh W, kW, MW Nm Ns/m2 m2/s N/m K, C K, C 1/K J/K J/(kgK) W/(mK) W/(m2K) J/kg, J/m3 dB dB dB V A kg/J, kg/(kWh), g/(kWh)
T10.3544
Kn rpm
qm qv p L F p
,
E W, E, A, Q P M, T
, T, , t,
cSt, RW1
T, , ... C, S c
K e L(LIN)TOT L(A)TOT LOKT U I BSFC
25.81.07.40 Issue XI.05 Rev. 0
M2
M.
Appendix
M3
Approximate conversion factors

= = = = = 25.4 mm 304.8 mm 914.4 mm 1609.3 m 1853 m Force 1 lbf (pound force) Pressure 1 psi (lb/sq in) = 4.45 N
Length 1 in 1 ft 1 yd 1 statute mile 1 nautical mile Mass 1 oz 1 lb 1 long ton 1 short ton 1 tonne
= 12 in = 3 feet = 1760 yds = 6080 feet
6.899 kPa (0.0689 bar)
= 16 oz
= = = = =
0.0283 kg 0.4536 kg 1016.1 kg 907.2 kg 1000 kg
Velocity 1 mph 1 knot Acceleration 1 mphps Temperature 1 C Energy 1 BTU 1 kcal
= =
1.609 km/h 1.853 km/h
0.447 m/s2
Area 1 in2 1 ft2 1 yd2 1 acre 1 sq mile (of land) 640 acres Volume 1 in3 1 ft3 1 yd3 Volume (fluids) 1 Imp. pint 1 U.S. pint 1 Imp. quart 1 U.S. quart 1 Imp. gal 1 U.S. gal 1 Imp. barrel = 36 Imp. gal 1 barrel petroleum = 42 US. gal
= = = = =
6.45 929 cm2 0.836 m2 4047 m2 2.59 km2
cm2
0.55 (F -32)
= =
1.06 kJ 4.186 kJ
= = =
16.4 cm3 0.0283 m3 0.7645 m3
Power
1 kW 1 kW = = 1.36 bhp 860 kcal/h
= = = = = = = =
0.568 l 0.473 l 1.136 l 0.946 l 4.546 l 3.785 l 163.66 l 158.98 l
M3
25.81.07.40 Issue XI.05 Rev. 0
M.
Appendix
25.81.07.40 Issue XI.05 Rev. 0
M4

Wartsila O E RT Flex60c MIM

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Marine Installation Manual

Issue November 2005

Wrtsil Switzerland Ltd PO Box 414 CH-8401 Winterthur Switzerland

Tel. +41 52 262 49 22 Fax +41 52 212 49 17 http://www.wartsila.com

25.81.07.40 Issue XI.05 Rev. 0

Wrtsil Switzerland Ltd

Marine Installation Manual

General engine data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C1

Wrtsil Switzerland Ltd

25.81.07.40 Issue XI.05 Rev. 0

Marine Installation Manual

25.81.07.40 Issue XI.05 Rev. 0

Wrtsil Switzerland Ltd

Marine Installation Manual

Auxiliary power generation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E1

Wrtsil Switzerland Ltd

25.81.07.40 Issue XI.05 Rev. 0

Marine Installation Manual

25.81.07.40 Issue XI.05 Rev. 0

Wrtsil Switzerland Ltd

Marine Installation Manual

Engine management systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . G1

General installation aspects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H1

Wrtsil Switzerland Ltd

25.81.07.40 Issue XI.05 Rev. 0

Marine Installation Manual

25.81.07.40 Issue XI.05 Rev. 0

Wrtsil Switzerland Ltd

Marine Installation Manual

Wrtsil Switzerland Ltd

25.81.07.40 Issue XI.05 Rev. 0

Marine Installation Manual

Engine dispatch and installation . . . . . . . . . . . . . . . . . . . . . . . . . L1

25.81.07.40 Issue XI.05 Rev. 0

Wrtsil Switzerland Ltd

Marine Installation Manual

Wrtsil Switzerland Ltd

25.81.07.40 Issue XI.05 Rev. 0

Marine Installation Manual

25.81.07.40 Issue XI.05 Rev. 0

Wrtsil Switzerland Ltd

Marine Installation Manual

Wrtsil Switzerland Ltd

25.81.07.40 Issue XI.05 Rev. 0

Marine Installation Manual

25.81.07.40 Issue XI.05 Rev. 0

Wrtsil Switzerland Ltd

Marine Installation Manual

Wrtsil Switzerland Ltd

25.81.07.40 Issue XI.05 Rev. 0

Marine Installation Manual

25.81.07.40 Issue XI.05 Rev. 0

Wrtsil Switzerland Ltd

Marine Installation Manual

Wrtsil Switzerland Ltd

25.81.07.40 Issue XI.05 Rev. 0

Marine Installation Manual

25.81.07.40 Issue XI.05 Rev. 0

Wrtsil Switzerland Ltd

Marine Installation Manual

Wrtsil Switzerland Ltd

25.81.07.40 Issue XI.05 Rev. 0