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DESING AND FUNCTION

W46

Wrtsil

W46 ENGINE
Wrtsil 46 engine has excellent combustion properties over the entire
load range with a wide variety fuels - from low grade heavy fuels to
Marine diesel oils and natural gas

TERMINOLOG
Y
FREE END
B8
A8
A7
A6
A5
A4
A3
A2
A1

B7

B6

B5

B4

B3

B2
B1

REAR SIDE

MANOUVERING SIDE

FLYWHEEL END

Terminology - Designation of Bearings

0
00

9
10

00-4v

10

Core Values

Real reliability
Low fuel consumption
Low lube oil consumption
Low NOx emissions
Easy and cost-effective installation
Proven flexible mounting technology
Low maintenance cost

Wrtsil 46 Milestones

Development start
Prototype 6L46
First deliveries

Marine
M/S Polaris

6L46/450 rpm
5100 kW = 850 kW/cylinder

Power Plant
St Marten

85
87
88

9R46/514 rpm
8145 kW = 905 kW/cylinder

First 4L46 and 18V46 engines


Integrated air receiver L46
Reversible engine L46
DWI-engine
D-output
Compression ratio 16:1
W50DF-engine
Common Rail engine

90
94
94
98
99
00
01
02

Technical Data Marine engines

Fuel specification

ISO 8271, class F, DMX-DMC, RMA10- RML55

Technical Data Power Plant engines

Wrtsil L46

Wrtsil V46

Engine Block - State of the art technology

Nodular cast iron and closed box design provides rigidity for flexible
mounting
Under slung main bearing cups
All bolts hydraulically tightened
Integrated charge air receiver

Engine Block - State of the art technology


Nodular cast iron and closed box design provides rigidity for flexible
mounting
Under slung main bearing cups
All bolts hydraulically tightened

Engine block - W46

Engine Block - L46

Engine Block - L46

Crankcase Doors with Safety Valves

Number of valves depend on the crankcase volume

DONT USE
AIRGUN
FOR
TIGHTENING

Crankcase breather

END OF THE PIPE TO LEAD


THE DIRTY OIL GROVE
INTO THE HOT BOX

Dry Oil
Sump
CONNECTION FLANGE TO MAIN BEARING GAP
RUNNING-IN FILTER
BY-PASS VALVE
SUMP O-RING SEALING
LIFTING AND LOWERING JACK

DRY OIL SUMP

OIL DISTRIBUTION PIPE

Dry oil sump of low


type

LUBE OIL DISTRIBUTION PIPE

Wet Oil Sump (used in power plant engines)

B
OIL RETURN
FROM
ALTERNATOR

TO
SEPARATOR

FROM
SEPARATOR

OIL INLET

Wet oil sump

Suction pipe of
floating design
Without welded
supports

STRAINER

Wet oil sump


ADDITIONAL SUPPORT IN FREE END

ADJUSTABLE
ORIFICES

FLEXIPLE HOSES ON PIPELINES

Hydraulic Jack

Up

Down

Running-in Filter
LUBE OIL TO THE MAIN BEARING

Maximum 500 operating hours

CONNECTION FLANGE TOWARDS


TO THE MAIN
BEARING CAP

PAPER
CARTRIDGE

BY-PASS VALVE

LUBE OIL FROM LUBE OIL DISTRIBUTION PIPE

Main Bearings - State of the art technology

Reliable Thick-Pad bearing technology


Big crankshaft journals and pin diameters ensure low bearing loads
Low bearing loads allow softer bearing materials
Results in virtually seizure-free bearings
2004-> alternative AlSn bearings

Dismantling/assembling of the main bearing

Dismantling/assembling of the main bearing

CLICK TO CD1
WIEW A

UP

DOWN

Crankshaft W9L46
Crankshaft 9L46
FLYWHEEL

Constant speed = tuning mass


Variable speed = Geislinger
vibration damper

SPLIT GEAR WHEEL

GEISLINGER VIBRATION
DAMPER

Crankshaft - Counterweight Mounting

Location of each counterweight is optimized for optimum balancing

Crankshaft deflection measurement


tool

Crankshaft - torsion vibration damper


W18V46 engines
Geislinger damper at the free end + the balancing mass
Two holes in fly wheel

W9L46 engines
Mechanical propulsion installations
Geislinger damper at the free end of the crankshaft
Diesel electric installations
Tuning mass at the free end of the crankshaft

Other cylinder configurations


Typically no dampers at the crankshaft

Flywheel

Hydraulically tightened nuts at


flywheel

Vulcan Rato coupling

Flywheel and coupling


Geislinger coupling between engine and generator on W18V46

Turning gear for V-engines

Will activate shut down function if leaver is moved


Manual turning of crank shaft
By electrical motor
By hand

Blocking the starting air to the solenoid starting valve when it is engaged
Position indication to the PLC system

Driving gear of the pumps

W18V46
Geislinger damper at free
end of crankshaft
Driving gear of the pumps

Driving gear of the pumps

Stampings on Flywheel

W18V46 has the alternating firing order (405)


W12V46 and W16V46 have the consecutive firing order (45)

End cover with crankshaft sealing


Crankshaft seal fitted on the end
cover, lip against the crankshaft
Improved sealing

No oil lock
Repair kit available

Cylinder Liner - State of the art technology

Small deformations due to high collar to stroke ratio


Anti-polishing ring eliminates the risk of bore polishing
Designed for optimal temperature distribution
Special grey cast iron for excellent wear resistance and high strength

Anti-Polishing Ring Arrangement

APR doesnt touch to the piston

ANTI-POLISHING
RING

Function of Anti-polishing

SHARP CORNER

Anti-polishing ring design


DEVELOPMENT

ANTI-POLISHING RING HIGH


85MM

14:1

79MM

72,5MM

14:1

16:1

COMPRESSION RATIO

Assembling/Removing of cylinder liner

10-27v-3

Assembling/Removing of cylinder liner

Assembling/Removing of cylinder liner

CLICK TO CD2

Connecting Rod - State of the art technology

Three-piece design
Combustion forces are distributed over a maximum bearing area
Easy maintenance
Low piston overhauling height
Tri-metal big end bearing
Oil groove over whole shell in 6L46 lower half to lower pressure pulses
Maximum ovality 0,1mm

Connecting Rod
COMPRESSION
RATIO

SHIM
THICKNESS

Improved surface quality


scratches not allowed

Tri-metal piston pin bearing


weight point on the outer edge of bushing
SHIM THICKNESS

SHIM

Removing/Dismantling of the Piston

ANTI-POLISHING RING REMOVING TOOL

View A

11-4

Removing/dismantling of the piston


LIFTING POINTS
TO IN-LINE ENGINE

TO V-ENGINE

Lift with care


Pay attention to
the cylinder wall

CLICK TO CD2

11-7

Removing/Dismantling of the Piston

134

500
11-11

11-8

M10

11-10

Removing/Mounting of the Big End Bearing

836004

836027

836007

836006
11
View

View

11-21v

CLICK TO CD2

Gudgeon Pin
OIL TO THE PISTON

OIL FROM
CONNECTING ROD

PLUG

OIL TO THE PISTON

Piston - State of the art


technology

Composite low-friction piston


Design assures efficient cooling and high rigidity
Hardened top ring groove assures long lifetime
Low friction by skirt lubrication
Well distributed oil film eliminates risk of ring scuffing
Cleaner rings and grooves
Tilting movements damped by the oil film

KS-Piston Top assembly

Threads and support surface to be


lubricated by machine oil
Screws to be tightened 100 Nm
Screws to be loosened
Screws to be cross pre tightened 20
Nm
Screws to be cross tightened 90
Test for the right tightness
Screw should not move when
tightening by 75 Nm torque

Mahle-Piston Top assembly


ASSEMBLY INSTRUCTIONS
1.
2.
3.
4.

Threads and support surface of nut to be lubricated by Machine oil


Screws to be tightened 10 Nm
Nuts to be cross pre tightened 60 Nm
Nuts to be cross tightened 120

ASSEMBLY INSTRUCTIONS FOR NEW SREWS AND NUTS

Kolben Smith wave type of piston crown cooling gallery


IMO ID NUMBER

IMO ID NUMBER

Connecting Rod with Piston

OIL FLOW TO THE PISTON

CLICK TO CD1

Piston Rings - State of the art technology

Low friction three-ring set


Special wear resistant coating for compression rings
Geometry optimized for maximum sealing and pressure balance
The first ring has both sides chromium coated
Different gap between the first and the second ring

Wrtsil 46 Piston Ring Set


Designs:
Standard set:
1. ring: C103 + revision letter + m/y
2. ring: C 109 + revision letter + m/y
3. ring: C 83 + revision letter + m/y

running surface cr-ceramic on


all rings
top ring flanks cr-coated
scraper ring radial
pressure:1N/mm2

SPECIAL CHROMIUM

Cylinder Head - State of the art technology


Rigid box design for even contact pressure
Four fixing bolts for easy maintenance
No valve cages leads to improved reliability and optimized flow
characteristics
Water cooled exhaust valve seat rings
Valve rotators on both exhaust and inlet vales

Cylinder Head with Valves

Cylinder Head development


Previous

(Year 2000)

Marine engine
Marine and power plant engine

Pilot valve
Power plant engine

Valve house cover

Old

New

O-ringgrooveatthecap

Inlet and Exhaust clamp


Four piece clamp connected together with three bolts
Important to tighten the bolts to stated torque in steps
Use heat resistant paste in the clamp and the bolts

Cylinder Head Equipment

Gasket ring for cylinder cover


Material:
stainless steel

4920.5

SIX
SPIGOTS

12 0

4
87

0.

12

Valve guide

Evaluate possible corrosion


Measure the wear from sliding surfaces

Removing the Cylinder Head


Hydraulic tightening pressure 450 bar
X
B

A:

41

View X:

A
C

12

12

832001
12-3

12-5

861143

834045

860170

12-4

Dismantling of the Valves

AIRIN
EXHOUT

40

00-3

CLICK TO CD2

Fitting/Removing the Seat Rings

34

34

33

31

32

31

12-14

For fitting

Head +60 C
Seat ring -18C-24C
One O-ring
Use Wrtsil standard lubricants

12-19

Pressure
test

Test pressure 10 bar

Puller for central sleeve

Turning device for cylinder head

CLICK TO CD1

Safety valve
Opening pressure 275bar
Marked with opening pressure as well as running lot number and year
Mild steel sealing casket material towards to the cylinder head

PLUG
COMRESSION SRING

SPINDEL

HOUSING

Exhaust Valve

Valves 160m and 170mm


Fully Nimonic 80A-valve up to cotters
Top part of the valve is harder material
Cr-coating on stem of the valve
In LFO and Gas installations valve has Stellite-armoured seat
I

II
N im o n ic
v a lv e d is c d ia m . 1 6 0

S te llit

III
N im o n ic
v a lv e d is c d ia m . 1 7 0

S T E L L IT

160

30 degrees
160

170

Exhaust Valve for 16:1 compression ratio engines


All W46 engines specified for HFO operation with compression ratio16:1
Connection rod shim thickness 17 mm
(Compression plate)

Valve disk is 2mm thinner

I n le t v a lv e

E x h a u s t v a lv e
I
S te llit

II
N im o n ic 1 6 0

III
N im o n ic 1 7 0

( Y ) m in im u m

1 3 m m

1 2 .5 m m

1 2 .5 m m

1 3 m m

( Y ) n o m in a l

1 4 .5 m m
1 3 3 m m

1 4 m m
1 4 0 m m

1 4 m m
1 3 3 .5 m m

1 4 .5 m m
1 3 1 .5 m m

2 m m

2 m m

2 m m

2 m m

S e a tf a c e in n e r d ia m e t e r
( X ) m in im u m
( Z ) m a x im u m

Exhaust and Inlet Valves/Seat Rings

COOLED EXHAUST GAS


VALVE SEAT RING

Inlet Valve
Cr-coating on stem of the
valve
Stellite-coat armoured disc

20 degrees

Contact Area with new Valves and Seats

Note! Both contacts areas must be in inner edge of seat rings

Exhaust gas seat ring


Only one O-ring
Assembly

Seat -18-25C
Cylinder head +50...+60C
Locking with Loctite 620 locking fluid to bore
Use only one O-ring
Use Wrtsil standard 337.0014 based lubricant
lubricant to bore
0,5, 1, 1,5 and 2mm oversize
Dry and clean seat ring surfaces before assembly
Fit as fast as possible

Over size exhaust gas seat ring

Four over size seat rings


0,5, 1, 1,5 and 2mm

Usedwithexhaustvalve

IandII

III

Seatangleandtolerances

manualchapter12.

Outerseatdiameter,nominal
Outerseatdiameter,maximum

manualchapter12.

1600/0.2mm

1730.1mm

164mm

177mm

Inlet valve seat ring

Old

Contact area

New

Contact area

Camshaft Drive

Camshaft Driving Gears


No guiding pin between bigger and smaller intermediate gear

Camshaft - State of the art


technology

Uniform one cylinder camshaft pieces for the complete engine range
Easy maintenance
Cam/roller optimized for even contact pressures
Fully machined surfaces

Camshaf
t

Valve Tappet

COTTERS

Tappet for Injection Pump

Ball washers
High quality bolts

USED IN W46C2 ENGINES WITH


40 mm FUEL PUMP PLUNGERS

Locking for tappet adjusting

Locking plate to pump


tappet
Spring
With 40 mm fuel injection
pumps

Camshaft torsional Vibration Dampers


CONSTANT SPEED
ENGINE
6L46
A
B
C
8L46

VARIABLE SPEED

A
B
C

ASK1949

ASK1949
ASK1949
ASK1949

A
B
C

ASK1949
ASK1949

ASK1949
ASK1949

A
B
C

ASK1949
ASK1949

ASK1949
ASK1949

16V46

A
B
C

ASK1949
ASK1949
ASK1949

D49/1
D49/1
D49/1

18V46

A
B
C

C63/6.5 15U
C63/6.5 15U
C63/6.5 15U

9L46

12V46

ASK 1949
VISCOUS HASSE & VREDE DAMPER
D49/1
GEISLINGER DAMPER
C63/6.5 15U GEISLINGER FLEXIBLE COUPLING

Fuel Injection- and Valve timing

46

TDC

46

50

22

TDC

50

44

40

TDC

10 53

53

26

44

BDC

BDC

BDC

(1995)

(1996)

Compression ratio
16:1
(2001)

Injection pump cam profile to 16:1


timing
14:1

16:1

Removing/mounting of
camshaft

Fuel System - State of the art


technology
Components in a Hot Box provide maximum safety and high pre-heating
temperature
Outside fuel pipes carefully shielded
All leakage's collected to a closed system
Sealed-off compartment between pump and tappet

Injection Pump - State of the art


technology

Distortion-free mono-element
Constant pressure relief valve
Sealed-off compartment between pump and tappet
Interchangeable pumps

Turbo charging System - State of the art technology

Application optimized, SPEX or pulse system


SPEX combines the advantages of both pulse and constant pressure
charging
Ejector effect provides high efficiency at partial load
Even exhaust gas temperatures
Designed for high pressure rations and thermal expansions

Exhaust pipe supports

Support plates 4x2,5mm


Stainless steel plates

Exhaust gas bellows

Long design 160mm


Allowable movements from fitted
length
Axial15mm
Radial 1,4mm

W18V46 Charge air receiver


Charge air resonator inside of receiver
Damping charge air pulses
18V46C2 engines

Assembling of Charge Air cooler/ V-engine

Air cooler and water trap


arrangement

HT

LT

L/Water Separator After Charge Air Cooler

HT-WATER INLET

WATER
SEPARATOR

Charge air cooler


Pressure different
measurement over charge
air cooler
Portable charge air cooler
differential pressure gauge

TWO FAST COUPLINGS

Charge air cooler pressure different meter

High accuracy, electronic pressure meter


Dust and waterproof to IP67 (BS EN 60529, IEC529) standards
Selectable pressure units, PSI, mbar, inH2O, inHg, mmHg, torr, KPa,
cmH2O, Kgcm-2
Twin inputs for gauge or differential pressure measurement
Adjustable zero value
Maximum, minimum pressure and hold function
Selectable auto switch off

Waste-gate and By-pass arrangement

All surfaces must be < 220C (SOLAS)

Waste-gate and By-pass arrangement


Waste gate (WG)
Charge air waste gate for SCR
Exhaust WG reduce the maximum firing pressure and turbo charger
speed
Against too cold suction air in Power Plant installations
By pass (PB)
Always in CPP installations
<60% load for smoke reduction in DG installations

Control Mechanism/ V-engine

Mechanical Over speed Trip Device

A -A
B

Governor Drive