Wartsila 38.part1 [PDF]

Zitiervorschau

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Installation

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38

Engine type

Engine number

W38B 24154 - 24159

This manual is intended for the personal use of engine operators and should always be at their disposal. The content of this manual shall neither be copied nor communicated to a third person.

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Audacia

Wärtsilä Italia S.p.A.

Bagnoli della Rosandra, 334 34018 San Dorligo della Valle Trieste - ITALY Tel +39 040 319 5000 Fax (Service) +39 040 319 5674 Fax (Spare parts) +39 040 319 5237 Telex 460274/5 GMI

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¤ Copyright by Wärtsilä Corporation

All rights reserved. No part of this publication may be reproduced or copied in any form or by any means (electronic, mechanical, graphic, photocopying, recording, taping or other information retrieval systems) without the prior written permission of the copyright owner.

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THIS PUBLICATION IS DESIGNED TO PROVIDE AN ACCURATE AND AUTHORITATIVE INFORMATION WITH REGARD TO THE SUBJECT-MATTER COVERED AS WAS AVAILABLE AT THE TIME OF PRINTING. HOWEVER, THE PUBLICATION DEALS WITH COMPLICATED TECHNICAL MATTERS SUITED ONLY FOR SPECIALISTS IN THE AREA, AND THE DESIGN OF THE SUBJECT-PRODUCT IS SUBJECT TO REGULAR IMPROVEMENTS, MODIFICATIONS AND CHANGES. CONSEQUENTLY, THE PUBLISHER AND COPYRIGHT OWNER OF THIS PUBLICATION CAN NOT ACCEPT ANY RESPONSIBILITY OR LIABILITY FOR ANY EVENTUAL ERRORS OR OMISSIONS IN THIS PUBLICATION OR FOR DISCREPANCIES ARISING FROM THE FEATURES OF ANY ACTUAL ITEM IN THE RESPECTIVE PRODUCT BEING DIFFERENT FROM THOSE SHOWN IN THIS PUBLICATION. THE PUBLISHER AND COPYRIGHT HOLDER SHALL UNDER NO CIRCUMSTANCES BE HELD LIABLE FOR ANY FINANCIAL CONSEQUENTIAL DAMAGES OR OTHER LOSS, OR ANY OTHER DAMAGE OR INJURY, SUFFERED BY ANY PARTY MAKING USE OF THIS PUBLICATION OR THE INFORMATION CONTAINED HEREIN.

Service Department

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Wärtsilä Italia S.p.A., Business Unit Service Bagnoli della Rosandra, 334 34018 San Dorligo della Valle Trieste − ITALY

WÄRTSILÄ

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Contact Informations

24h Phone

Nights and weekends, please call mobile phone for service engineer or spare parts

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+39 335 784 1217

DIRECT DIAL NUMBERS

TECHNICAL SERVICE

Fax: +39 040 319 5216

Fax: +39 040 319 5767

North, Central and East Europe

Wärtsilä 64 engines

Phone: +39 040 319 5071

Phone: +39 040 319 5080

Americas

Wärtsilä 38B engines

Phone: +39 040 319 5072

Phone: +39 040 319 5081

Middle East and South Asia

Wärtsilä 26 engines

Phone: +39 040 319 5073

Phone: +39 040 319 5082

Southern Europe and Africa

Sulzer Z engines

Phone: +39 040 319 5074

Phone: +39 040 319 5083

Italy

GMT engines

Phone: +39 040 319 5075

Phone: +39 040 319 5084

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SALES SUPPORT

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Contact Informations

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WÄRTSILÄ

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ÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎ ÏÏÏÏ ÏÏÏÏÏÏÏ ÏÏÏ ÏÏ ÏÏÏ ÏÏÏ Ï ÏÏÏÏ Ï ÏÏÏ ÏÏ ÏÏÏÏÏÏÏÏÏÏ ÏÏ ÏÏÏ Ï ÏÏÏÏÏÏÏÏÏÏÏ ÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎ ÏÏÏ ÏÏÏÏÏÏÏÏÏÏ Ï ÏÏ ÏÏ Ï Ï Ï Ï Ï ÏÏ Ï ÏÏ Ï ÏÏÏÏ ÏÏÏ ÏÏÏÏ Ï ÏÏ ÏÏÏ ÏÏÏÏÏÏÏÏÏÏÏ ÏÏÏÏÏÏÏÏÏ ÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎ ÏÏÏÏÏÏÏÏ ÏÏÏÏÏÏ ÏÏ ÏÏÏÏÏÏ ÏÏ ÏÏ Ï ÏÏ ÏÏÏ Ï ÏÏÏÏ ÏÏ ÏÏ ÏÏ Ï ÏÏÏÏÏ ÏÏ ÏÏÏ ÏÏÏÏÏÏ ÏÏÏÏ ÏÏ ÏÏÏ ÏÏ ÏÏ ÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎ ÏÏÏÏ ÏÏÏ ÏÏÏÏÏÏÏÏÏÏÏ ÏÏÏÏÏÏÏÏÏ Ï Ï ÏÏ Ï Ï ÏÏ ÏÏ Ï Ï Ï ÏÏÏ ÏÏ ÏÏ Ï ÏÏ Ï ÏÏ Ï Ï ÏÏÏÏÏÏ Ï ÏÏ ÏÏÏÏ ÏÏÏÏÏ Ï ÏÏÏ Ï ÏÏ ÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎ ÏÏÏÏÏÏÏ ÏÏÏÏÏÏÏÏÏÏÏ ÏÏÏÏ Ï ÏÏ ÏÏÏ ÏÏ ÏÏÏ Ï ÏÏ ÏÏ ÏÏÏ ÏÏÏÏ ÏÏÏ ÏÏ ÏÏÏÏ ÏÏ Ï ÏÏ ÏÏ Ï ÏÏ ÏÏ ÏÏ Ï ÏÏ ÏÏÏÏÏÏ ÏÏÏÏÏ ÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎ ÏÏ ÏÏÏÏÏÏ ÏÏ ÏÏ ÏÏ Ï Ï ÏÏ ÏÏ ÏÏ ÏÏ ÏÏÏ Ï ÏÏ Ï Ï ÏÏ Ï ÏÏÏÏ Ï Ï ÏÏÏ Ï ÏÏÏ ÏÏ ÏÏÏ ÏÏ ÏÏÏ ÏÏ ÏÏÏ ÏÏ Ï ÏÏÏ ÏÏÏÏÏ ÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎ ÏÏ Ï ÏÏ Ï ÏÏÏ ÏÏ Ï ÏÏ ÏÏ Ï ÏÏ ÏÏ Ï ÏÏÏ ÏÏÏ ÏÏÏ ÏÏ ÏÏÏÏ ÏÏÏ ÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎ ÏÏÏ ÏÏÏÏ ÏÏ ÏÏ Ï Ï ÏÏ Ï ÏÏÏ ÏÏ ÏÏ ÏÏ ÏÏ ÏÏ ÏÏ ÏÏÏ Ï ÏÏ ÏÏ ÏÏ ÏÏ Ï ÏÏÏ ÏÏÏÏÏÏ ÏÏ ÏÏÏ ÏÏÏ ÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎ ÏÏ ÏÏ ÏÏ Ï Ï ÏÏ ÏÏ Ï ÏÏÏÏ Ï Ï ÏÏ Ï Ï Ï Ï Ï ÏÏÏÏ ÏÏ Ï ÏÏ ÏÏ ÏÏ ÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎ Ï ÏÏ ÏÏÏÏÏÏÏ Ï Ï ÏÏÏÏ ÏÏ ÏÏ ÏÏÏÏ ÏÏ ÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎ ÏÏ Ï Ï ÏÏ Ï ÏÏ ÏÏ ÏÏÏÏ ÏÏÏÏ ÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎ ÏÏÏ ÏÏ ÏÏÏÏ ÏÏ ÏÏÏÏ ÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎ ÏÏ ÏÏ ÏÏ ÏÏ Ï ÏÏÏ ÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎ Ï ÏÏ ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ ÏÏ Ï ÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎ Ï ÏÏÏÏ Ï ÏÏ ÏÏ Ï ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ ÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎ Ï Ï ÏÏ ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ ÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎ

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The list of Wärtsilä Network www.wartsila.com web site.

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companies

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available

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The Wärtsilä Engine Documentation General - Instruction Manual - Spare Parts Catalogue - Service Bulletins - Record Book of engine Parameters - Sub-suppliers Manual

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The Engine documentation has been split up in five binders:

Contents

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The users of the documentation are assumed to be trained operating and maintenance personnel, with an understanding of the construction and use of the engine.

The content of the binders is as follows:

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Instruction Manual x General Description of the engine x Description of main engine parts x Main Data x Description of the various gas-, fluid- and control systems x Operation directives x Maintenance schedule, -tools and -instructions Spare Parts Catalogue x Spare Parts Catalogue (of the engine)

Service Bulletins x Division with separate tabs for filing standard forms and all commercial and technical, product related after sales documents which are mailed customer specific. Record Book of Engine Parameters x Engine Test protocol x Statement of Compliance EIAPP – Technical file x Record forms x General Installation documents

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Sub-suppliers Manual x Documentation as received from Sub-suppliers if not incorporated in another way in the engine documentation.

Wärtsilä Italia S.p.A. Service

Bagnoli della Rosandra, 334 34018 S. Dorligo della Valle Trieste, Italy

Telephone: +39 040 319 5000 Telefax: +39 040 319 5647 Telex: 460274/5 GMI

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Wärtsilä Italia S.p.A. Service

Bagnoli della Rosandra, 334 34018 S. Dorligo della Valle Trieste, Italy

Telephone: +39 040 319 5000 Telefax: +39 040 319 5647 Telex: 460274/5 GMI

Manual Wärtsilä 38

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TABLE OF CONTENTS

0.0.1. 0.0.2.

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0.0. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.0 − 1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Terminology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

0.0 − 2 0.0 − 3

1.0. Main Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.0 − 1 Basic information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.0 − 2 Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.0 − 3 Derating conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.0 − 5 1.0.3.1. Derating limits for ambient conditions . . . . . . . . . . . . . . . . . . . . 1.0 − 5 1.0.3.2. Glycol derating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.0 − 5 1.0.3.3. Restrictions on the application of the derating calculation . . . 1.0 − 6 1.0.3.4. Adjustment of power output for ambient conditions . . . . . . . . 1.0 − 6 1.0.4. Correction of heat balances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.0 − 10 1.0.5. Operating Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.0 − 11

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1.0.1. 1.0.2. 1.0.3.

1.1. Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1 − 1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1.1.1. HFO engines running on distillate fuels* . . . . . . . . . . . . . . . . . . 1.1.2. Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1.2.1. Residual fuel oil quality* . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1.2.2. Crude oil quality* . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1.2.3. Distillate fuel oil quality . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1.2.4. Fuel oil quality before engine . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1.2.5. Fuel conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1.2.6. Avoiding difficulties during operation on HFO* . . . . . . . . . . . . . 1.1.2.7. Comments on fuel characteristics . . . . . . . . . . . . . . . . . . . . . . . 1.1.3. Internal fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1.4. Draining of fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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1.1.1.

1.1 − 2 1.1 − 2 1.1 − 3 1.1 − 3 1.1 − 6 1.1 − 8 1.1 − 11 1.1 − 12 1.1 − 16 1.1 − 17 1.1 − 20 1.1 − 22

1.2. Lubricating Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 − 1 Lubricants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2.1.1. Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2.1.2. Influences on the lubricating oil condition . . . . . . . . . . . . . . . . . 1.2.1.3. Testing of main lubricating oil . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2.1.4. Condemning limits for main lubricating oil . . . . . . . . . . . . . . . . 1.2.1.5. Comments on lubricating oil characteristics . . . . . . . . . . . . . . . 1.2.1.6. Recommendations for refreshing lubricating oil . . . . . . . . . . . . 1.2.2. Internal lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2.2.1. Oil flow lower part of the engine . . . . . . . . . . . . . . . . . . . . . . . . . 1.2.2.2. Upper part of the engine oil flow . . . . . . . . . . . . . . . . . . . . . . . . . 1.2.3. Components of internal system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2.3.1. Lubricating oil pump unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2.3.2. Pre−lubricating oil pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2.3.3. Lubricating oil module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2.3.4. Centrifugal filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2.3.5. Lubricating oil sampling valve . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2.3.6. Crankcase breathing system . . . . . . . . . . . . . . . . . . . . . . . . . . .

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1.2.1.

1.2 − 2 1.2 − 3 1.2 − 5 1.2 − 5 1.2 − 7 1.2 − 8 1.2 − 9 1.2 − 10 1.2 − 12 1.2 − 19 1.2 − 22 1.2 − 22 1.2 − 26 1.2 − 27 1.2 − 44 1.2 − 48 1.2 − 49

1.3. Starting Air System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 − 1 1.3.1.

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3.1.1. Starting air quality . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1.3 − 2 1.3 − 2

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1.3.1.2. Starting air quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 − 2 1.3.2. Internal starting air system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 − 3 1.3.3. Components of starting air system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 − 5 1.3.3.1. Main starting valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 − 5 1.3.3.2. Starting air distributor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 − 6 1.3.3.3. Starting air valve on cylinder head . . . . . . . . . . . . . . . . . . . . . . . 1.3 − 11 1.3.3.4. Starting air pipes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 − 12 1.3.3.5. Pneumatic control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 − 13

1.4. Cooling Water System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4 − 1

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General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cooling water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4.2.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4.2.2. Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4.2.3. Qualities of cooling water additives . . . . . . . . . . . . . . . . . . . . . . 1.4.2.4. Cooling water control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4.3. Internal cooling water system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4.3.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4.3.2. Cooling water flow HT section . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4.3.3. Cooling water flow LT section . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4.4. Components of internal system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4.4.1. Cooling water pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4.4.2. Flexible pipe connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4.5. Maintenance cooling water system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4.5.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4.5.2. Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4.5.3. Cooling water venting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4.5.4. Draining of cooling water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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1.4.1. 1.4.2.

1.4 − 2 1.4 − 2 1.4 − 2 1.4 − 3 1.4 − 4 1.4 − 5 1.4 − 6 1.4 − 6 1.4 − 7 1.4 − 10 1.4 − 11 1.4 − 11 1.4 − 15 1.4 − 17 1.4 − 17 1.4 − 17 1.4 − 17 1.4 − 18

1.5. Charge Air and Exhaust Gas System . . . . . . . . . . . . . . . . . . . . . . . 1.5 − 1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Quality of suction air filtration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Charge air system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5.3.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5.4. Internal system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5.4.1. Charge air cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5.5. Inlet and Exhaust gas module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5.5.1. Compensator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5.5.2. Insulation box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5.5.3. Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5.5.4. Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5.6. Turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5.6.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5.6.2. Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5.6.3. Turbocharger cleaning devices . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5.6.4. Compressor side cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5.6.5. Turbine side cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5.6.6. Compensator by−pass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5.6.7. Exhaust waste gate valve control . . . . . . . . . . . . . . . . . . . . . . . 1.5.6.8. Local indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5.6.9. Remote outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5.6.10. Degraded operating modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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1.5.1. 1.5.2. 1.5.3.

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1.5 − 2 1.5 − 2 1.5 − 3 1.5 − 3 1.5 − 4 1.5 − 5 1.5 − 13 1.5 − 14 1.5 − 15 1.5 − 15 1.5 − 15 1.5 − 16 1.5 − 16 1.5 − 16 1.5 − 16 1.5 − 17 1.5 − 19 1.5 − 23 1.5 − 25 1.5 − 28 1.5 − 28 1.5 − 29

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TABLE OF CONTENTS

1.6.5. 1.6.6. 1.6.7.

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1.6.8.

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1.6.4.

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Speed control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6.3.1. Booster . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel control mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6.4.1. Load indication HP fuel pump . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6.4.2. HP fuel pump connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6.4.3. Fuel rack adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6.4.4. Stop mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6.4.5. Checking linkage between actuator and common fuel control shaft . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6.4.6. Checking actuator stop position . . . . . . . . . . . . . . . . . . . . . . . . . 1.6.4.7. Removing / Mounting the actuator . . . . . . . . . . . . . . . . . . . . . . . Governing system maintenance and trouble shooting . . . . . . . . . . . . . . . Oil mist detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine instrumentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6.7.1. Switches, transmitters and temperature elements . . . . . . . . . 1.6.7.2. Speed sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6.7.3. Electro Static Discharge (ESD) . . . . . . . . . . . . . . . . . . . . . . . . . 1.6.7.4. Welding precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6.7.5. General list of abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6.7.6. List of sensor tags and ISO codes . . . . . . . . . . . . . . . . . . . . . . . WECS Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6.8.1. System description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6.8.2. General application info . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6.8.3. Local user interface description . . . . . . . . . . . . . . . . . . . . . . . . . 1.6.8.4. Instructions for normal operating mode . . . . . . . . . . . . . . . . . . . 1.6.8.5. Instructions degrading operating mode . . . . . . . . . . . . . . . . . . . 1.6.8.6. Failure identification facilities . . . . . . . . . . . . . . . . . . . . . . . . . . .

lu

1.6.1. 1.6.2. 1.6.3.

on

1.6. Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 – 1 1.6 – 1.6 – 1.6 – 1.6 – 1.6 – 1.6 – 1.6 – 1.6 – 1.6 –

1.6 – 1.6 – 1.6 – 1.6 – 1.6 – 1.6 – 1.6 – 1.6 – 1.6 – 1.6 – 1.6 – 1.6 – 1.6 – 1.6 – 1.6 – 1.6 – 1.6 – 1.6 – 1.6 –

2 3 4 5 6 7 7 8 9

11 11 12 13 15 16 17 17 19 20 21 23 25 25 35 36 44 59 63

2.3. Start, Operation and Stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 − 1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3.2.1. Preheating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3.2.2. Putting the engine into operation . . . . . . . . . . . . . . . . . . . . . . . . 2.3.2.3. Local start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3.2.4. Remote or automatic start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3.2.5. Start after a stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3.2.6. Start after overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3.3. Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3.3.2. Loading performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3.3.3. Wärtsilä 38B operating areas . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3.3.4. Engine log sheet (example) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3.3.5. Measurement of cylinder pressure . . . . . . . . . . . . . . . . . . . . . . . 2.3.3.6. Running−in . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3.3.7. Operating Troubles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3.3.8. Emergency operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3.4. Stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

for

2.3.1. 2.3.2.

2.3 − 2 2.3 − 3 2.3 − 3 2.3 − 3 2.3 − 4 2.3 − 6 2.3 − 6 2.3 − 7 2.3 − 10 2.3 − 13 2.3 − 15 2.3 − 16 2.3 − 17 2.3 − 18 2.3 − 19 2.3 − 26 2.3 − 28

2.4. Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 − 1 2.4.1.

Maintenance Schedule . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.4 − 2

xx− 3

Manual Wärtsilä 38

2.4.4.

2.4.5.

2.4.6.

2.4 − 2 2.4 − 2 2.4 − 5 2.4 − 15 2.4 − 15 2.4 − 15 2.4 − 23 2.4 − 30 2.4 − 31 2.4 − 32 2.4 − 34 2.4 − 42 2.4 − 49 2.4 − 59 2.4 − 68 2.4 − 74 2.4 − 74 2.4 − 75 2.4 − 79 2.4 − 81 2.4 − 82 2.4 − 83 2.4 − 84 2.4 − 85 2.4 − 86 2.4 − 88 2.4 − 90 2.4 − 92 2.4 − 92 2.4 − 93 2.4 − 94 2.4 − 97 2.4 − 99 2.4 − 102 2.4 − 105

on

int ern a

lu

2.4.3.

2.4.1.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4.1.2. Rules for inspection and maintenance . . . . . . . . . . . . . . . . . . . 2.4.1.3. Maintenance schedule . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Maintenance Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4.2.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4.2.2. Tool set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4.2.3. Miscellaneous tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4.2.4. Lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4.2.5. Cooling water system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4.2.6. Charge air and exhaust gas system . . . . . . . . . . . . . . . . . . . . . 2.4.2.7. Engine block, main bearing, cylinder liner . . . . . . . . . . . . . . . . 2.4.2.8. Crankshaft, connecting rod, piston . . . . . . . . . . . . . . . . . . . . . . 2.4.2.9. Cylinder head with valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4.2.10. Camshaft and valve drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4.2.11. Injection system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Background information for hydraulic tools and torque spanners . . . . . 2.4.3.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4.3.2. Pneumatic driven hydraulic pump unit . . . . . . . . . . . . . . . . . . . 2.4.3.3. Hydraulic tool set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4.3.4. Hydraulic extractor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4.3.5. Hydraulic hoses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4.3.6. Quick–release coupling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4.3.7. Hydraulic hand pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4.3.8. Safety instructions for hydraulic tools . . . . . . . . . . . . . . . . . . . . 2.4.3.9. Loosening of hydraulically tightened connection . . . . . . . . . . . 2.4.3.10. Tightening of hydraulically tightened connection . . . . . . . . . . . 2.4.3.11. Torque spanner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tightening torque and jack pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4.4.1. Lubricating oil system components . . . . . . . . . . . . . . . . . . . . . . 2.4.4.2. Cooling water system components . . . . . . . . . . . . . . . . . . . . . . 2.4.4.3. Engine block with bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4.4.4. Crankshaft, connecting rod, piston . . . . . . . . . . . . . . . . . . . . . . 2.4.4.5. Cylinder head with valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4.4.6. Camshaft and Valve drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4.4.7. Injection system components . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4.4.8. General table of tightening torques for not specified bolt connections . . . . . . . . . . . . . . . . . . . . . . . . Adjustments and Tolerances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4.5.1. Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4.5.2. Tolerances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Dimensions and masses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

se

2.4.2.

ly

TABLE OF CONTENTS

2.4 − 108 2.4 − 110 2.4 − 110 2.4 − 111 2.4 − 127

2.5. Engine Block with Bearings and Cylinder Liner . . . . . . . . . . . . . 2.5 − 1 Engine block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 − 2 Main bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 − 3 2.5.2.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 − 3 2.5.2.2. Removal of a main bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 − 4 2.5.2.3. Inspection of main bearings and journals . . . . . . . . . . . . . . . . . 2.5 − 9 2.5.2.4. Main bearing assembling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 − 9 2.5.3. Crankshaft axial locating bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 − 16 2.5.3.1. Removal of the ’0’−bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 − 17 2.5.3.2. Inspection of axial thrust rings and thrust collars on the crankshaft. . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 − 18

for

2.5.1. 2.5.2.

xx− 4

2.5.3.3. ’0’−bearing assembling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Camshaft bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5.4.1. Inspection of the camshaft bearing bush . . . . . . . . . . . . . . . . . 2.5.4.2. Removal of the camshaft bearing bush . . . . . . . . . . . . . . . . . . . 2.5.4.3. Mounting the camshaft bearing bush . . . . . . . . . . . . . . . . . . . . 2.5.5. Cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5.5.1. Inspection of the cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5.5.2. Removal of the cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5.5.3. Mounting the cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5.6. Replacing cylinder head stud . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5.7. Crankcase safety valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.5 − 18 2.5 − 19 2.5 − 19 2.5 − 20 2.5 − 21 2.5 − 22 2.5 − 22 2.5 − 23 2.5 − 25 2.5 − 27 2.5 − 28

se

on

2.5.4.

Manual Wärtsilä 38

ly

TABLE OF CONTENTS

2.6. Crankshaft, intermediate (PTO) shaft, connecting rod, piston 2.6 − 1

2.6.2. 2.6.3.

int ern a

2.6.4.

Crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6.1.1. Crankshaft deflections check . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6.1.2. Measurement axial clearance crankshaft thrust bearing . . . . Intermediate (PTO) shaft* . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Connecting rod and piston . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6.3.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6.3.2. Removal and dismantling of piston and connecting rod . . . . . 2.6.3.3. Inspection and maintenance of piston rings and gudgeon pin bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6.3.4. Assembling and mounting of piston and connecting rod . . . . Big end bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6.4.1. Removal of big end bearing after removal of piston and connecting rod . . . . . . . . . . . . . . . 2.6.4.2. Removal of the big end bearing shells without removing piston / connecting rod . . . . . . . . . . . . . . . . . 2.6.4.3. Assembling the big end bearing . . . . . . . . . . . . . . . . . . . . . . . . . Vibration damper crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6.5.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6.5.2. Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6.5.3. Liquid sampling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Turning gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6.6.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6.6.2. Maintenance turning device . . . . . . . . . . . . . . . . . . . . . . . . . . . .

lu

2.6.1.

2.6.5.

2.6.6.

2.6 − 2 2.6 − 2 2.6 − 3 2.6 − 5 2.6 − 6 2.6 − 6 2.6 − 7 2.6 − 13 2.6 − 14 2.6 − 19 2.6 − 19 2.6 − 23 2.6 − 25 2.6 − 28 2.6 − 28 2.6 − 28 2.6 − 29 2.6 − 31 2.6 − 31 2.6 − 32

2.7. Cylinder Head with Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 − 1 Cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7.1.1. Maintenance of the cylinder head . . . . . . . . . . . . . . . . . . . . . . . 2.7.1.2. Removal of the cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7.1.3. Mounting of the cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7.1.4. Centring the cylinder head. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7.2. Adjusting the valve clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7.3. Exhaust and inlet valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7.3.1. Removal of the valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7.3.2. Check and reconditioning of valve disc and valve seat . . . . . 2.7.3.3. Valve seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7.3.4. Valve guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7.3.5. Valves assembling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7.4. Valve rotators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7.4.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7.4.2. Maintenance of the inlet & exhaust valve rotators . . . . . . . . . .

for

2.7.1.

2.7 − 2 2.7 − 3 2.7 − 4 2.7 − 10 2.7 − 12 2.7 − 14 2.7 − 17 2.7 − 18 2.7 − 19 2.7 − 20 2.7 − 24 2.7 − 25 2.7 − 26 2.7 − 26 2.7 − 27

xx− 5

Manual Wärtsilä 38

Indicator cock and safety valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 − 28 Starting air valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 − 29 Fuel injector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 − 29

on

2.7.5. 2.7.6. 2.7.7.

ly

TABLE OF CONTENTS

2.8. Camshaft and Valve Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8 − 1 Camshaft driving gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8.1.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8.1.2. Camshaft gear wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8.1.3. Intermediate gear wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8.1.4. Crankshaft gear wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8.2. Camshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8.2.1. Removal camshaft section / journal . . . . . . . . . . . . . . . . . . . . . . 2.8.2.2. Mounting camshaft section / journal . . . . . . . . . . . . . . . . . . . . . 2.8.3. Valve drive mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8.3.1. Removal of valve drive mechanism . . . . . . . . . . . . . . . . . . . . . . 2.8.3.2. Inspection of valve drive mechanism . . . . . . . . . . . . . . . . . . . . . 2.8.3.3. Mounting valve drive mechanism . . . . . . . . . . . . . . . . . . . . . . . .

lu

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2.8.1.

2.8 − 2 2.8 − 2 2.8 − 4 2.8 − 9 2.8 − 12 2.8 − 13 2.8 − 13 2.8 − 17 2.8 − 18 2.8 − 19 2.8 − 21 2.8 − 22

2.9. Injection System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9 − 1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HP fuel pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9.2.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9.2.2. HP fuel pump maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9.2.3. Removing HP fuel pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9.2.4. HP fuel pump disassembling . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9.2.5. Assembling of the HP fuel pump . . . . . . . . . . . . . . . . . . . . . . . . 2.9.2.6. HP fuel pump adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9.2.7. HP fuel pump mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9.3. Fuel pump drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9.3.1. Disassembling the fuel pump drive . . . . . . . . . . . . . . . . . . . . . . 2.9.3.2. Mounting the fuel pump drive . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9.4. Fuel injector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9.4.1. Removing the fuel injector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9.4.2. Fuel injector maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9.4.3. Testing of fuel injectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9.4.4. Mounting the fuel injector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9.5. HP fuel line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9.5.1. Connection HP fuel line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

int ern a

2.9.1. 2.9.2.

2.9 − 2 2.9 − 2 2.9 − 2 2.9 − 3 2.9 − 4 2.9 − 5 2.9 − 7 2.9 − 8 2.9 − 10 2.9 − 12 2.9 − 12 2.9 − 13 2.9 − 14 2.9 − 15 2.9 − 16 2.9 − 19 2.9 − 21 2.9 − 22 2.9 − 22

3.1. Instruction Drawings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.1 − 1 Internal Systems & Pipes Connections . . . . . . . . . . . . . . . . . . . . . . . . . . . Wiring Diagrams & Configuration Lists . . . . . . . . . . . . . . . . . . . . . . . . . . .

for

3.1.1. 3.1.2.

xx− 6

3.1 − 3 3.1 − 5

Manual Wärtsilä 38

for

0.0 − 4 0.0 − 5 0.0 − 6 0.0 − 7 1.1 − 12 1.1 − 13 1.1 − 18 1.1 − 21 1.1 − 22 1.2 − 12 1.2 − 13 1.2 − 14 1.2 − 15 1.2 − 16 1.2 − 17 1.2 − 18 1.2 − 19 1.2 − 20 1.2 − 21 1.2 − 22 1.2 − 23 1.2 − 25 1.2 − 26 1.2 − 27 1.2 − 28 1.2 − 29 1.2 − 30 1.2 − 31 1.2 − 35 1.2 − 36 1.2 − 37 1.2 − 38 1.2 − 39 1.2 − 40 1.2 − 44 1.2 − 46 1.2 − 48 1.2 − 50 1.3 − 5 1.3 − 6 1.3 − 7 1.3 − 8 1.3 − 10 1.3 − 11 1.3 − 12 1.4 − 7 1.4 − 8 1.4 − 11 1.4 − 12 1.4 − 18 1.5 − 5 1.5 − 6

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on

Engine definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Example of reading the flywheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Designation of main & camshaft bearings . . . . . . . . . . . . . . . . . . . . . . . . Designation of valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Viscosity conversion diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Viscosity temperature diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Nomogram for deriving CCAI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Low pressure fuel pipes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Drain plugs engine fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Running−in filter main bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Oil flow main bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Oil flow connecting rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Oil flow piston . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pump drive oil flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Oil flow gear drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Axial camshaft bearing oil flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Running−in filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Oil flow for drive HP fuel pump/valves and camshaft . . . . . . . . . . . . . . . Oil flow cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lubricating oil pump unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Gearwheel pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pressure control and safety valve unit . . . . . . . . . . . . . . . . . . . . . . . . . . . Pre−lubricating oil pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lubricating oil module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lubricating oil flow through the cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . LT cooling water flow through the cooler . . . . . . . . . . . . . . . . . . . . . . . . . Cooling water flows not through the cooler . . . . . . . . . . . . . . . . . . . . . . . Lubricating oil cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Thermostatic valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Automatic back−flushing filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Automatic back−flushing filter (Filtration phase) . . . . . . . . . . . . . . . . . . . Automatic back−flushing filter (Back flushing phase) . . . . . . . . . . . . . . . Automatic back−flushing filter (Overflow valves) . . . . . . . . . . . . . . . . . . Automatic back−flushing filter (Maintenance) . . . . . . . . . . . . . . . . . . . . . Centrifugal filter on engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Centrifugal filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The Location of the lubricating oil sampling valve . . . . . . . . . . . . . . . . . Crankcase breather and vent pipe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Starting and slow turn sequence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Starting air distributor with drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Starting air distributor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Setting of air distributor disc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pilot air lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Starting air valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Starting air pipe arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cooling water flow to the cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . Location of cooling water thermostatic valves . . . . . . . . . . . . . . . . . . . . . Cooling water pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cooling water pump assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Draining points of the HT and LT cooling water system . . . . . . . . . . . . Charge air cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cooler stack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

int ern a

Fig. 0.0 − 1 Fig. 0.0 − 2 Fig. 0.0 − 3 Fig. 0.0 − 4 Fig. 1.1 – 1 Fig. 1.1 – 2 Fig. 1.1 – 3 Fig. 1.1 – 4 Fig. 1.1 – 5 Fig. 1.2 − 1 Fig. 1.2 − 2 Fig. 1.2 − 3 Fig. 1.2 − 4 Fig. 1.2 − 5 Fig. 1.2 − 6 Fig. 1.2 − 7 Fig. 1.2 − 8 Fig. 1.2 − 9 Fig. 1.2 − 10 Fig. 1.2 − 11 Fig. 1.2 − 12 Fig. 1.2 − 13 Fig. 1.2 − 14 Fig. 1.2 − 15 Fig. 1.2 − 16 Fig. 1.2 − 17 Fig. 1.2 − 18 Fig. 1.2 − 19 Fig. 1.2 − 20 Fig. 1.2 − 21 Fig. 1.2 − 22 Fig. 1.2 − 23 Fig. 1.2 − 24 Fig. 1.2 − 25 Fig. 1.2 − 26 Fig. 1.2 − 27 Fig. 1.2 − 28 Fig. 1.2 − 29 Fig. 1.3 − 1 Fig. 1.3 − 2 Fig. 1.3 − 3 Fig. 1.3 − 4 Fig. 1.3 − 5 Fig. 1.3 − 6 Fig. 1.3 − 7 Fig. 1.4 − 1 Fig. 1.4 − 2 Fig. 1.4 − 3 Fig. 1.4 − 4 Fig. 1.4 − 5 Fig. 1.5 − 1 Fig. 1.5 − 2

ly

LIST OF FIGURES

xx− 7

for xx− 8

1.5 − 8 1.5 − 9 1.5 − 9 1.5 − 13 1.5 − 13 1.5 − 14 1.5 − 18 1.5 − 20 1.5 − 21 1.5 − 21 1.5 − 23 1.5 − 23 1.5 − 25 1.5 − 26 1.5 − 27 1.6 – 5 1.6 – 6 1.6 – 7 1.6 – 7 1.6 – 8 1.6 – 9 1.6 – 10 1.6 – 15 1.6 – 17 1.6 – 18 1.6 – 25 1.6 – 33 1.6 – 35 1.6 – 37 1.6 – 38 1.6 – 40 1.6 – 41 1.6 – 41 1.6 – 42 1.6 – 42 1.6 – 43 1.6 – 63 2.3 − 4 2.3 − 6 2.3 − 14 2.3 − 14 2.3 − 18 2.3 − 28 2.3 − 29 2.4 − 76 2.4 − 78 2.4 − 80 2.4 − 80 2.4 − 81 2.4 − 83 2.4 − 83 2.4 − 84

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Front view charge air cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Loosening the cooler stack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Removal of cooler stack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Exhaust gas system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fixation of exhaust section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Gas flow in Compensator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Compressor cleaning device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Turbine washing system layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Position of valves before and after cleaning procedure on L engines . Position of valves during cleaning procedure on L engines . . . . . . . . . Gas flow in compensator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . By−pass pipe compensator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Block Diagram Exhaust WasteGate Valve Control . . . . . . . . . . . . . . . . . Position of wastegate valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Waste−gate valve assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Actuator / drive / booster . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel control mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Load indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HP fuel pump connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pre−clearance levers to HP fuel pump . . . . . . . . . . . . . . . . . . . . . . . . . . . Local start and stop unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Emergency stop device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Oil mist detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Speed sensor at the turning gear wheel . . . . . . . . . . . . . . . . . . . . . . . . . Speed sensors at camshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Structure of WECS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Principle diagram speed control system . . . . . . . . . . . . . . . . . . . . . . . . . Signal block diagram of WECS 7000 in overall system . . . . . . . . . . . . . Front−end cabinet overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Local display unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Example view of main page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Example view of history page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Example view of Start Blocks & Pressures page . . . . . . . . . . . . . . . . . . Example view of Menu page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . View of control switches for local engine operation . . . . . . . . . . . . . . . . View of panel meters for digital indications . . . . . . . . . . . . . . . . . . . . . . . System layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Local control panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Local control stand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DE (Marine), gradual load increase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Maximum sudden power increase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Running−in diagram (n = constant 600 rpm) . . . . . . . . . . . . . . . . . . . . . . Local stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Manual stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Diagram of pneumatically driven hydraulic pump unit . . . . . . . . . . . . . . Pneumatic driven hydraulic pump and jacks . . . . . . . . . . . . . . . . . . . . . . Single hydrauli jack cross section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Twin hydraulic jack cross section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Hydraulic jack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H.P. quick−release coupling (example) . . . . . . . . . . . . . . . . . . . . . . . . . . Dust caps H.P. quick−release coupling (example) . . . . . . . . . . . . . . . . . Hydraulic hand pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

int ern a

Fig. 1.5 − 3 Fig. 1.5 − 4 Fig. 1.5 − 5 Fig. 1.5 − 6 Fig. 1.5 − 7 Fig. 1.5 − 8 Fig. 1.5 − 9 Fig. 1.5 − 10 Fig. 1.5 − 11 Fig. 1.5 − 12 Fig. 1.5 − 13 Fig. 1.5 − 14 Fig. 1.5 − 15 Fig. 1.5 − 16 Fig. 1.5 − 17 Fig. 1.6 − 1 Fig. 1.6 − 2 Fig. 1.6 − 3 Fig. 1.6 − 4 Fig. 1.6 − 5 Fig. 1.6 − 6 Fig. 1.6 − 7 Fig. 1.6 − 8 Fig. 1.6 − 9 Fig. 1.6 − 10 Fig. 1.6 − 11 Fig. 1.6 − 12 Fig. 1.6 − 13 Fig. 1.6 − 14 Fig. 1.6 − 15 Fig. 1.6 − 16 Fig. 1.6 − 17 Fig. 1.6 − 18 Fig. 1.6 − 19 Fig. 1.6 − 20 Fig. 1.6 − 21 Fig. 1.6 − 22 Fig. 2.3 − 1 Fig. 2.3 − 2 Fig. 2.3 − 3 Fig. 2.3 − 4 Fig. 2.3 − 5 Fig. 2.3 − 6 Fig. 2.3 − 7 Fig. 2.4 − 1 Fig. 2.4 − 2 Fig. 2.4 − 3 Fig. 2.4 − 4 Fig. 2.4 − 5 Fig. 2.4 − 6 Fig. 2.4 − 7 Fig. 2.4 − 8

LIST OF FIGURES

ly

Manual Wärtsilä 38

Manual Wärtsilä 38

for

2.4 − 91 2.4 − 92 2.4 − 93 2.4 − 94 2.4 − 95 2.4 − 96 2.4 − 97 2.4 − 98 2.4 − 99 2.4 − 100 2.4 − 100 2.4 − 101 2.4 − 102 2.4 − 103 2.4 − 104 2.4 − 105 2.4 − 106 2.4 − 107 2.4 − 112 2.4 − 113 2.4 − 117 2.4 − 119 2.4 − 120 2.4 − 120 2.4 − 121 2.4 − 122 2.4 − 124 2.4 − 125 2.4 − 126 2.4 − 126 2.4 − 127 2.4 − 128 2.4 − 128 2.5 − 2 2.5 − 4 2.5 − 5 2.5 − 7 2.5 − 8 2.5 − 9 2.5 − 10 2.5 − 16 2.5 − 19 2.5 − 20 2.5 − 21 2.5 − 22 2.5 − 23 2.5 − 24 2.5 − 24 2.5 − 25 2.5 − 26 2.5 − 27 2.5 − 29

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Torque spanner − extension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lubricating oil pump assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cooling water pump gear wheel assembly . . . . . . . . . . . . . . . . . . . . . . . Main bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cylinder liner clamp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Explosion cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Big end bearing and counter weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Exhaust connection cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Starting valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cylinder head upper side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Camshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Actuator drive shaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Starting air distrubutor drive on camshaft . . . . . . . . . . . . . . . . . . . . . . . . High pressure fuel injector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Injector, HP fuel pipe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HP fuel pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Gear wheel train . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Measuring the cylinder liner bore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Measuring the big end bore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Valve stem and valve disc burning in wear . . . . . . . . . . . . . . . . . . . . . . . Inlet valve and valve seat in cylinder head . . . . . . . . . . . . . . . . . . . . . . . Exhaust valve and valve seat in cylinder head . . . . . . . . . . . . . . . . . . . . Driving gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Governor drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Valve drive mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel pump bracket . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Nozzle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HP fuel pump adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Charge air cooler inserts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine block (view free−end side) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Position bearing temperature sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . Positioning jack on side stud . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Positioning the main bearing jacks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Bearing shell driver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Inserting main bearing shell . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pushing the upper main bearing shell into position . . . . . . . . . . . . . . . . Crankshaft axial locating bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Camshaft and axial bearing assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . Connect the hoses to the pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ’0’−bearing bush in engine block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Liner in engine block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Liner lifting device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lifting the cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Centre of gravity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Measuring the cylinder liner bore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Marks on cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Replacing cylinder head stud . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Crankcase safety valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

int ern a

Fig. 2.4 − 9 Fig. 2.4 − 10 Fig. 2.4 − 11 Fig. 2.4 − 12 Fig. 2.4 − 13 Fig. 2.4 − 14 Fig. 2.4 − 15 Fig. 2.4 − 16 Fig. 2.4 − 17 Fig. 2.4 − 18 Fig. 2.4 − 19 Fig. 2.4 − 20 Fig. 2.4 − 21 Fig. 2.4 − 22 Fig. 2.4 − 23 Fig. 2.4 − 24 Fig. 2.4 − 25 Fig. 2.4 − 26 Fig. 2.4 − 27 Fig. 2.4 − 28 Fig. 2.4 − 29 Fig. 2.4 − 30 Fig. 2.4 − 31 Fig. 2.4 − 32 Fig. 2.4 − 33 Fig. 2.4 − 34 Fig. 2.4 − 35 Fig. 2.4 − 36 Fig. 2.4 − 37 Fig. 2.4 − 38 Fig. 2.4 − 39 Fig. 2.4 − 40 Fig. 2.4 − 41 Fig. 2.5 − 1 Fig. 2.5 − 2 Fig. 2.5 − 3 Fig. 2.5 − 4 Fig. 2.5 − 5 Fig. 2.5 − 6 Fig. 2.5 − 7 Fig. 2.5 − 8 Fig. 2.5 − 9 Fig. 2.5 − 10 Fig. 2.5 − 11 Fig. 2.5 − 12 Fig. 2.5 − 13 Fig. 2.5 − 14 Fig. 2.5 − 15 Fig. 2.5 − 16 Fig. 2.5 − 17 Fig. 2.5 − 18 Fig. 2.5 − 19

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LIST OF FIGURES

xx− 9

LIST OF FIGURES

2.6 − 3 2.6 − 5 2.6 − 6 2.6 − 7 2.6 − 8 2.6 − 8 2.6 − 9 2.6 − 10 2.6 − 11 2.6 − 11 2.6 − 12 2.6 − 12 2.6 − 14 2.6 − 15 2.6 − 16 2.6 − 17 2.6 − 20 2.6 − 20 2.6 − 21 2.6 − 22 2.6 − 23 2.6 − 24 2.6 − 24 2.6 − 25 2.6 − 29 2.6 − 31 2.7 − 2 2.7 − 3 2.7 − 4 2.7 − 5 2.7 − 7 2.7 − 8 2.7 − 9 2.7 − 9 2.7 − 13 2.7 − 15 2.7 − 17 2.7 − 18 2.7 − 19 2.7 − 20 2.7 − 21 2.7 − 23 2.7 − 24 2.7 − 25 2.7 − 27 2.7 − 28 2.8 − 2 2.8 − 3 2.8 − 4 2.8 − 5 2.8 − 6 2.8 − 6

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Fig. 2.6 − 1 Taking crankshaft deflection readings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. 2.6 − 2 PTO shaft arrangement at free end. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. 2.6 − 3 Connecting rod and piston assembling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. 2.6 − 4 Removal of anti−bore polishing ring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. 2.6 − 5 Hydraulic tool connecting rod studs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. 2.6 − 6 Connection of the hydraulic tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. 2.6 − 7 Hoisting tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. 2.6 − 8 Fitting the protecting device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. 2.6 − 9 Hoisting the piston . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. 2.6 − 10 Piston with fixating tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. 2.6 − 11 Removal of the retainer spring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. 2.6 − 12 Removal of gudgeon pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. 2.6 − 13 Marks on piston and connecting rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. 2.6 − 14 Moving the connecting rod into the piston . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. 2.6 − 15 Piston on connecting rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. 2.6 − 16 Lowering the piston and connecting rod into the cylinder liner . . . . . . . . . . Fig. 2.6 − 17 Hydraulic tool big end bearing studs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. 2.6 − 18 Connection HP hoses big end bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. 2.6 − 19 Frame and support big end bearing caps . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. 2.6 − 20 Carriers of the big end bearing caps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. 2.6 − 21 Mount piston support . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. 2.6 − 22 Fit hydraulic tightening tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. 2.6 − 23 Positioning device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. 2.6 − 24 The big end . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. 2.6 − 25 Liquid sampling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. 2.6 − 26 Electrically driven turning device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. 2.7 – 1 Cross section cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. 2.7 – 2 Tilting frame cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. 2.7 – 3 Removal of the hot−box panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. 2.7 – 4 Removal of cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. 2.7 – 5 Loosening the cylinder head nuts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. 2.7 – 6 Lifting the cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. 2.7 – 7 Cylinder head on liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. 2.7 – 8 Protecting ring for cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. 2.7 – 9 Centring tool usage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. 2.7 – 10 Valve clearance adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. 2.7 – 11 Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. 2.7 – 12 Removal of valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. 2.7 – 13 Blueing test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. 2.7 – 14 Removing the exhaust valve seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. 2.7 – 15 Removing inlet valve seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. 2.7 – 16 Mounting valve seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. 2.7 – 17 Extracting the valve guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. 2.7 – 18 Valve guide detail . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. 2.7 – 19 Valves rotators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. 2.7 – 20 Indicator cock / safety valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. 2.8 − 1 Gearwheel drive camshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. 2.8 − 2 Camshaft section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. 2.8 − 3 Axial bearing camshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. 2.8 − 4 Removal of camshaft end journal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. 2.8 − 5 Position of jack bolt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. 2.8 − 6 Position of pillar bolt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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Manual Wärtsilä 38

xx− 10

Manual Wärtsilä 38

for

2.8 − 7 2.8 − 9 2.8 − 10 2.8 − 10 2.8 − 11 2.8 − 12 2.8 − 13 2.8 − 14 2.8 − 15 2.8 − 15 2.8 − 16 2.8 − 17 2.8 − 18 2.8 − 19 2.8 − 20 2.8 − 20 2.9 − 3 2.9 − 4 2.9 − 5 2.9 − 6 2.9 − 9 2.9 − 10 2.9 − 12 2.9 − 14 2.9 − 15 2.9 − 16 2.9 − 17 2.9 − 17 2.9 − 19 2.9 − 22

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Removal of the camshaft gear wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tool for intermediate gear wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Intermediate gear wheel section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Removal of intermediate gear wheel shaft . . . . . . . . . . . . . . . . . . . . . . . Mount shaft intermediate gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Crankshaft gear wheel assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Securing fuel tappet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tappet securing plate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Position of pillar bolt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Removal of camshaft section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Removal of camshaft journal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tightening camshaft section / journal . . . . . . . . . . . . . . . . . . . . . . . . . . . . Valve drive mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Valve lifting gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Push rod assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tappet guide block assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HP fuel pump and drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Removing the HP fuel pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tool dis/assembling HP Fuel pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HP Fuel pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Injection timing deviation graph . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HP fuel pump drive adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel pump drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cylinder head with injector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel injector assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Extracting the fuel injector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel injector cross section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Protecting the nozzle tip . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Testing fuel injectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HP fuel pipe connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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Fig. 2.8 − 7 Fig. 2.8 − 8 Fig. 2.8 − 9 Fig. 2.8 − 10 Fig. 2.8 − 11 Fig. 2.8 − 12 Fig. 2.8 − 13 Fig. 2.8 − 14 Fig. 2.8 − 15 Fig. 2.8 − 16 Fig. 2.8 − 17 Fig. 2.8 − 18 Fig. 2.8 − 19 Fig. 2.8 − 20 Fig. 2.8 − 21 Fig. 2.8 − 22 Fig. 2.9 − 1 Fig. 2.9 − 2 Fig. 2.9 − 3 Fig. 2.9 − 4 Fig. 2.9 − 5 Fig. 2.9 − 6 Fig. 2.9 − 7 Fig. 2.9 − 8 Fig. 2.9 − 9 Fig. 2.9 − 10 Fig. 2.9 − 11 Fig. 2.9 − 12 Fig. 2.9 − 13 Fig. 2.9 − 14

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LIST OF FIGURES

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LIST OF FIGURES

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Manual Wärtsilä 38

xx− 12

Manual Wärtsilä 38

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0.0. General

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General

0.0 − 1

Manual Wärtsilä 38

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Introduction

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0.0.1.

General

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The purpose of this manual is to give the user a guide for operation and maintenance on the engine. Basic general knowledge hasn’t been entered. The manual is part of the documentation supplied with the engine. Before starting or while performing any job could happen you have questions which the manual gives no answers to, in this case do not take any unnecessary risks and contact the Service department of Wärtsilä Corporation or your local Wärtsilä Service network.

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Wärtsilä Corporation reserves the right to minor alterations and improvements due to engine development without being obliged to enter the corresponding changes in this manual. The diesel engine will be supplied as agreed upon in the sales documents. No claim can be made on the basis of this instruction manual as there are some components described herein that are not included in every delivery. The operation and/or maintenance work described in this manual must only be carried out by trained technicians specialised in diesel engines.

int ern a

Be sure everyone who works with the engine has this manual available and understands the contents. Ensure all equipment and tools for maintenance purposes are in good order. Use only genuine parts to ensure the best efficiency, reliability and life time of the engine and its components. Modifications as to the settings may only be made after written approval from Wärtsilä Corporation. Settings altering may effect the warranty.

for

During the warranty period of the engine the owner is obliged to follow strictly the instructions for operation and maintenance outlined in this manual.

0.0 − 2

Manual Wärtsilä 38

Terminology General about terminology

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0.0.2.

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General

The most important term used in this instruction manual are defined as follows: 1

Manoeuvring (Operating) side

2

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The longitudinal side of the engine where the operating devices are located (start and stop, instrument panels, speed governor, ...). Rear (Non−operating) side

The longitudinal side opposite to the manouvering side. 3

Driving end

4

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The end of the engine where the flywheel is located. Free end

The end opposite the driving end. Designation of cylinders

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According to ISO recommendation 932 and DIN 6256 the designation of cylinders begins at the driving end. In a V−engine the cylinders in the left bank, seen from the driving end, are termed A1, A2, etc., and in the right bank B1, B2, etc. (See fig. 0.0 − 1 ). Designation of engine sides and ends 1

Manoeuvring side and ends

Details located on the manoeuvring side may be marked with
M" and correspondly
B" for the back one of the engine (B−bank on a V−engine) (see also fig. 0.0 − 1 ). 2

Clockwise rotating engine

An engine which has a clockwise rotating crankshaft when looking from the driving end. 3

Counter−Clockwise rotating engine

An engine which has a counter−clockwise rotating crankshaft when looking from the driving end. 4

Bottom dead center (BDC)

It is the bottom turning point of the piston in the cylinder, where the piston speed is zero. 5

Top dead center (TDC)

It is the top turning point of the piston in the cylinder, where the piston speed is zero. During a complete working cycle, consisting of two crankshaft revolutions in a four−stroke engine, the piston reaches the TDC twice.

0.0 − 3

Manual Wärtsilä 38

ly

General

on

1. Top dead center at scavenging

For the first time, the piston reaches the TDC when the exhaust stroke of the previous working cycle ends and the suction stroke of the following one begins. Exhaust valves as well as inlet valves are somewhat open and then the scavenging phase takes place. If the crankshaft is turned back and forth from this TDC both exhaust and inlet valves will move, a fact which indicates that the cranckshaft is near the position which is called TDC at scavenging.

se

2. Top dead center at firing

lu

For the second time, the piston reaches the TDC when, within the same cycle, the compression stroke comes to the end and the working one is going to begin. Slightly before this TDC the fuel injection take place (on an engine in operation) and therefore this TDC can be defined as TDC at firing. In this case all the valves are closed and do not move if the crankshaft is turned back and forth from this TDC. When watching the camshaft and the injection pump it is possible to note that the tappet roller is on the lifting side of the fuel cam.

B6

A5

int ern a

A6

65

Free end

43

A4

B5

A3

B4 A2

21

Manoeuvring side

for

Fig. 0.0 − 1 Engine definitions

0.0 − 4

Driving end

B3 A1

B2

B1

Manual Wärtsilä 38

ly

General

for

int ern a

lu

se

on

Marks on the flywheel Markings on the circumference of the flywheel indicate the TDC for each cylinder. From 15° before till 15° after each TDC the circumference of the flywheel is divided into sections of 5°. Where two TDC’s are indicated at the same mark, one cylinder is in TDC at firing and the other in TDC at scavenging. The indicator (1) is provided with a scale per degree, starting at 5° before TDC till 5° after TDC. For the firing order see chapter 1.0.

CW

1

CCW

Fig. 0.0 − 2 Example of reading the flywheel

0.0 − 5

Manual Wärtsilä 38

ly

General

on

Designation of bearings

Main bearings The flywheel bearing is No. 0, the first standard main bearing is No. 1, the second No. 2 etc.

se

Thrust bearings The thrust bearing rails are located at the flywheel side. the outer rails close to the flywheel are marked with 00 and the inner rails with 0.

lu

Camshaft bearing Camshaft bearings are designated in the same sequence as the main bearings and the thrust bearing bushings are designated, the outer one 00 and the inner one 0. Intermediate shaft (Power Take Off) bearing The PTO bearing, for the additional power take off shaft on the engine, is located on the pump cover at free end.

int ern a

Intermediate (camshaft) gear wheel bearings The bearings located directly behind the flywheel are designated as 00 and the inner bearings as 0.

n+1

n

n−1

4

3

2

for

n = number of cylinders on each bank

Fig. 0.0 − 3 Designation of main & camshaft bearings

0.0 − 6

1

0

Manual Wärtsilä 38

ly

General

AIR IN

on

Designation of valves

C

A&B

INLET VALVES

C&D

EXHAUST VALVES

for

int ern a

B

D

lu

A

se

EXHAUST OUT

Fig. 0.0 − 4 Designation of valves

0.0 − 7

General

ly

Manual Wärtsilä 38

for

int ern a

lu

se

on

−o−o−o−o−o−

0.0 − 8

Manual Wärtsilä 38

for

int ern a

lu

se

on

1.0. Main Data

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Main Data

1.0 − 1

1.0.1.

Basic information

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Main Data

on

Manual Wärtsilä 38

In the Configuration Structure for Wärtsilä 38B engines the following applications are identified: Main engine, Fixed Pitch Propeller

2. Marine:

Main engine, Continuous Pitch Propeller.

3. Marine:

Main engine, Diesel Electric Propulsion

4. Power Plant:

Power Plant Base Load

se

1. Marine:

Engine types:

12V38B

8L38B

16V38B

lu

6L38B 9L38B Cylinder bore Stroke

18V38B

380mm

475mm

6/8/9/12/16/18

int ern a

Number of cylinders

Direction of rotation

Clockwise

Counter Clockwise

Firing order 6L38B

1−4−2−6−3−5

1−5−3−6−2−4

Firing order 8L38B

1−3−2−5−8−6−7−4

1−4−7−6−8−5−2−3

Firing order 9L38B

1−7−4−2−8−6−3−9−5

1−5−9−3−6−8−2−4−7

Firing order 12V38B 50° consecutive

A1−B1−A3−B3−A5−B5 A6−B6−A4−B4−A2−B2

A1−B2−A2−B4−A4−B6 A6−B5−A5−B3−A3−B1

Firing order 16V38B 50° consecutive

A1−B1−A3−B3−A2−B2 A5−B5−A8−B8−A6−B6 A7−B7−A4−B4

A1−B4−A4−B7−A7−B6 A6−B8−A8−B5−A5−B2 A2−B3−A3−B1

Firing order 18V38B 410° alternate

A1−B8−A7−B6−A4−B3 A2−B9−A8−B5−A6−B1 A3−B7−A9−B4−A5−B2

A1−B2−A5−B4−A9−B7 A3−B1−A6−B5−A8−B9 A2−B3−A4−B6−A7−B8

for

The Wärtsilä 38B diesel engine is a 4–stroke, medium speed, turbocharged and intercooled engine with direct fuel injection.

1.0 − 2

Manual Wärtsilä 38

Output

on

1.0.2.

ly

Main Data

Engine output according to engine rating plate Fywheel Output 100%

kW/Cyl.

Marine:

725

FPP Power Plant: BL

675

rpm

[600]

Charge air coolant temperature

oC

38

Suction air temperature

oC

45

lu

Rated Engine speed

675

se

DE, CPP.

Engine output according to ISO 3046−1 : 1995(E) kW/ Cyl.

Same as table above

Rated Engine speed

rpm

[600]

for

int ern a

Fywheel Output 100%

ISO 3046 substitute reference conditions Marine engines

Ambient air pressure

kPa

100

Site altitude above sea level

m

0

Suction air temperature

oC

45

Charge air coolant temperature

oC

38

Total exhaust gas back pressure

kPa

3

Total suction air pressure loss

kPa

1

Continuous Power and Prime Power engines

Ambient air pressure

kPa

100

Suction air temperature

oC

35

Charge air coolant temperature

oC

45

kPa

5

Sum of suction air losses and exhaust gas back pressures

1.0 − 3

Manual Wärtsilä 38

ly

The full output of the engine is available at the ISO substitute reference conditions. No compensation (uprating) is allowed for operating conditions better than the ISO substitute reference conditions. For derating data see section 1.0.3.

on

Note!

Main Data

Fuel limiter settings Marine:

110 % for governing purposes only

CPP, FPP

100 %

Power Plant: BL

se

DE

100 % no overload is allowed

lu

Continuous power base load

int ern a

Continuous power is defined in ISO 8528−1 as the power that a generating set is capable to deliver continuously for an unlimited number of hours per year, between stated maintenance intervals and under the stated ambient conditions, if the maintenance has been carried out as prescribed by the manufacturer.

Torsional vibration barred operational conditions rpm

none

Speed range to be restricted during misfiring for continuous running

rpm

none

Barred speed and load ranges: The zone where the load caused by torsional vibrations exeed the permissible values for continuous operation. Misfiring: see section 2.3.3.8.3

for

Note!

Barred speed/load range during normal operation

1.0 − 4

Manual Wärtsilä 38

Derating conditions 1.0.3.1.

on

1.0.3.

ly

Main Data

Derating limits for ambient conditions

The derating is according to ISO 3046−1:1995(E) applying: hm = 0.90.

Glycol derating

lu

1.0.3.2.

se

The rated output of the engine is available at the rated substitute reference conditions. No compensation (upgrading) is allowed for ambient conditions better than substitute.

Maximum allowable glycol−% in water is 50 %. In case glycol is applied in cooling system the capacity of the lubricating oil cooler on the engine and all external heat exchangers has to be designed for the specified glycol−%.

int ern a

1 If glycol is applied in winter season only, there is no derating for glycol; anyway the settings of the thermostatic valves have to be changed during winter time. while changing from the cold season to the warm one the clycol cooling water has to be replaced by fresh water. HT water system

Control temperature for the HT water after the engine: Dt HT water with glycol: −2°C/10% glycol (85°C at 50% glycol instead of 93°C at 0%). LT water system

Control temperature for the LT water: Dt LT water with glycol: −1°C/10% glycol.

for

Note!

As soon as there is no risk of below 0°C temperatures the glycol cooling water must be replaced by fresh water immediately.

2 If the glycol is used also during summer time, then derating will be applicable. For certain applications where glycol−water is used as cooling media in the HT &/or LT − cooling system derating is 0,5%/10%.

1.0 − 5

Manual Wärtsilä 38

Restrictions on the application of the derating calculation

on

1.0.3.3.

ly

Main Data

Adjustment of power output for ambient conditions

lu

1.0.3.4.

se

Modifications to the engine may be required when the calculated power adjustment factor " a" trepasses the value of 0,95. In such a case the derated output of the engine is subjected to the confirmation of the Technology Department of Wärtsilä Italia S.p.A. by means of the
Performance Request Sheet".

The adjusted output for site conditions is calculated by means of the following formula: Px + a

Pra

int ern a


Px" is the adjusted power output under site conditions;
Pra" is the power output under substitute reference conditions;
a" is the power adjustment factor.
a" must be calculated by means of the following formula and parameters: a + Ktot * 0, 7

Ktot + K1

(1 * Ktot) K2

K3

ǒ1ń0, 9 * 1Ǔ K4

Derating due to the suction air temperature
tx" (°C) Marine: tx v 15

K1 + 1 ) 0, 004

(tx * 15)

15 t tx v 45

K1 + 1

45 t tx

K1 + ƪ(273 ) 45)ń(273 ) tx)ƫ

for

Continuous power and Prime Power engines:

1.0 − 6

tx v 15

K1 + 1 ) 0, 004

15 t tx v 35

K1 + 1

(tx * 15)

1,2

Manual Wärtsilä 38

Emergency Genset (LTP):

1,2

on

K1 + ƪ(273 ) 35)ń(273 ) tx)ƫ

35 t tx

tx v 15

K1 + 1 ) 0, 004

(tx * 15)

15 t tx v 25

K1 + 1

25 t tx

K1 + ƪ(273 ) 25)ń(273 ) tx)ƫ

1,2

se

Note!

ly

Main Data

For suction air temperature below − 5 C heating of suction air and/or special requirements may be required.

Marine: tcx v 38

K2 + 1

K2 + (273 ) 38)ń(273 ) tcx)

int ern a

38 t tcx

lu

Derating due to the charge air coolant temperature
tcx" (°C)

Continuous power and Prime Power engines: tcx v 45

K2 + 1

45 t tcx

K2 + (273 ) 45)ń(273 ) tcx)

Emergency Genset (LTP):

for

Note!

tcx v 35

K2 + 1

35 t tcx

K2 + (273 ) 35)ń(273 ) tcx)

The dew point shall be calculated for the specific site conditions. The minimum charge air temperature shall be above the dew point in order to avoid condensation occurs in charge air cooler.

1.0 − 7

Manual Wärtsilä 38

on

ly

Main Data

Derating due to ambient air pressure
pair" (kPa) Marine:

Under the assumption that the ambient air pressure for marine applications is equal to the barometric pressure,
K3"

se

K3 + 1

Continuous power and Prime Power engines & Emergency Genset (LTP):

pair u 100

K3 + ǒ pairń100 Ǔ

0,7

lu

pair v 100

K3 + 1

Derating due to the total exhaust gas back pressure
Dpex" (kPa)

int ern a

Marine:

Note!

Dpex v 3

K4 + 1

Dpex u 3

K4 + ƪ103ń(100 ) Dpex)ƫ

1,5

For total exhaust gas back pressure a factor is added to ISO 3046−1:1995(E). The factor shall be added if the design target of 3 kPa is exceeded. Continuous power and Prime Power engines: Dpex v 5

K4 + 1

Dpex u 5

K4 + ƪ105ń(100 ) Dpex)ƫ

1,5

Emergency Genset (LTP):

for

Dpex v 3 Dpex u 3

1.0 − 8

K4 + 1 K4 + ƪ103ń(100 ) Dpex)ƫ

1,5

Manual Wärtsilä 38

Data mentioned in Operating Data (section 1.0.5.) must stay at the nominal values

on

Note!

ly

Main Data

Reduce engine load if operating temperatures of lubricating oil or cooling water exceed the nominal values or exhaust gas tends to exceed the maximum values, see section 1.0.5. High operating temperatures can be caused among other by: contamination of coolers

2

reduction of charge air pressure by:

se

1

−contamination of turbocharger compressor and/or turbine −too much wear of the turbine

−contamination of air in take filter

lu

−contamination of charge air cooler

deviation of setting of (individual) high pressure fuel pumps

4

bad functioning of fuel injectors

5

bad functioning of HP fuel pumps

6

high fuel CCAI value (> 870)

int ern a

3

7

for

Note!

high ambient temperature

Never change fuel rack settings to equalize the exhaust gas temperature.

1.0 − 9

Manual Wärtsilä 38

ly

Correction of heat balances

on

1.0.4.

Main Data

The following table supplyes a complete overview for heat balance guidance values according to different ambient conditions in relation to the substitute reference conditions as stated above.

Exhaust waste gate

se

Turbocharger air inlet temperature No

Yes

Reference

+0.0 %

per 10 °C higer suction air temp.

kg/s

−2.6 %

Exhaust gas temperature

°C

+10.3 °C +0.3 °C

per 10 °C higer suction air temp.

Charge air heat, total

kW

+5.1 %

+10.1 %

per 10 °C higer suction air temp.

HT

kW

+8.4 %

+14.1 %

per 10 °C higer suction air temp.

LT

kW

Jacket water heat

kW

Lubricating oil heat

kW

Air temp. after compressor

°C

lu

Air and exhaust mass flow

+0.1 %

+3.2 %

per 10 °C higer suction air temp.

+2.7 %

+0.8 %

per 10 °C higer suction air temp.

+1.3 %

+0.0 %

per 10 °C higer suction air temp.

+11.5 °C

+16.1 °C per 10 °C higer suction air temp.

LT−coolant temperature before air cooler

No

Yes

Reference

int ern a

Exhaust waste gate

Air and exhaust mass flow

kg/s

+0.0 %

+0.0

per 10 °C higer LT−cool. temp.

Exhaust gas temperature

°C

+6.1 °C

+6.6 °C

per 10 °C higer LT−cool. temp.

Charge air heat, total

kW

−5.3 %

−5.2 %

per 10 °C higer LT−cool. temp.

HT

kW

+0.0 %

+0.0 %

per 10 °C higer LT−cool. temp.

LT

kW

−13.3 %

−14.0 %

per 10 °C higer LT−cool. temp.

Jacket water heat

kW

+2.1 %

+2.2 %

per 10 °C higer LT−cool. temp.

Lubricating oil heat

kW

+0.7 %

+0.8 %

per 10 °C higer LT−cool. temp.

Air temp. after compressor

°C

+1.0 °C

+1.0 °C

per 10 °C higer LT−cool. temp.

Altitude

/

/

Reference

kg/s

−4.1 %

per 1000 Above Sea Level

Exhaust gas temperature

°C

+16.0 °C

per 1000 Above Sea Level

Charge air heat, total

kW

+2.2 %

per 1000 Above Sea Level

HT

kW

+4.8 %

per 1000 Above Sea Level

LT

kW

−1.7 %

per 1000 Above Sea Level

Jacket water heat

kW

+3.8 %

per 1000 Above Sea Level

Lubricating oil heat

kW

+2.1 %

per 1000 Above Sea Level

Air temp. after compressor

°C

+9.6 °C

per 1000 Above Sea Level

for

Air and exhaust mass flow

1.0 − 10

Manual Wärtsilä 38

Operating Data

on

1.0.5.

ly

Main Data

Operating Data Conditions Fuel condition before injection pumps:

Max.

Nom.

Min.

bar

−

−

10

− Viscosity (HFO)

cSt

24

20

16

cSt

24

−

2

oC

140

−

−

oC

45

−

−

− Temperature before engine

oC

−

63

−

− Pressure before engine

bar

−

4.5

−

− Temperature before engine

oC

−

73

−

− Temperature after engine

oC

−

93

−

− Pressure before engine

bar

4.6

3.8 2)

−

− Temperature before engine

oC

38

−

−

− Temperature after engine

oC

−

−

44

− Pressure before engine

bar

4.6

3.4 2)

−

− At inlet cooling water pump

bar

0.8

−

0.5

Charge air temperature in air receiver

oC

−

50

−

Starting air pressure (min. pres. at 20 oC)

bar

33

30

12

Firing pressure

bar

210

−

−

− Viscosity (LFO) 1) − Temperature (HFO) − Temperature (LFO)

lu

Lube oil condition:

se

− Pressure

for

int ern a

HT cooling water condition:

LT cooling water condition:

HT and LT cooling water static pressure:

1)

The temperature of the fuel shall be adjusted such that the minimum viscosity before the engine is well above 2 cSt. 2) −static

pressure to be added.

1.0 − 11

ly

Main Data

for

int ern a

lu

se

−o−o−o−o−o−

on

Manual Wärtsilä 38

1.0 − 12

Manual Wärtsilä 38

for

int ern a

lu

se

on

1.1. Fuel System

ly

Fuel System

1.1 − 1

Manual Wärtsilä 38

ly

General

on

1.1.1.

Fuel System

se

Selection of the most economical fuel for diesel engines depends on several variables such as engine requirements, operating conditions, fuel quality, availability, and costs. Engines vary widely in the grade of fuel required for satisfactory operations. In general high speed engines require a more refined fuel than low speed types. High cetane number light distillate fuels are more expensive than low cetane heavier−type fuels. For any class of fuel, careful control of uniformity generally carries a price premium because of the operating limitations imposed on the refiner.

int ern a

lu

Engine operation on any fuel resulting in excessive maintenance is obviously uneconomical regardless of fuel cost. The engine manufacturer’s recommendation is the logical starting point for selecting the fuel of an engine. These recommendations may subsequently be tempered to obtain additional economies in view of experience and the local fuel situation. Such steps, however, should be taken carefully.

1.1.1.1.

Note!

HFO engines running on distillate fuels*

(*) This section must be taken into account for HFO engines only. The engine is designed for continuous operation on heavy fuel. For limited periods it is possible to operate the engine on distillate fuel without modification. Engines designed for continuous or prolonged operation on distillate fuels corresponding to ISO 8217 : 2005(E), F−DMA & DMB are adapted to such fuels and consequentely require no modification. For continuous operation on distillate fuel corresponding to ISO 8217 : 2005(E), F−DMC, no specific modifications are needed on the engine. See also section 1.1.2.3.

for

Engines can be started and stopped on heavy fuel oil by providing the engine and fuel system are preheated to operating temperature. It is only recommended to change over from HFO to distillate fuel operation when it is necessary to fill or flush the fuel oil system.

1.1 − 2

Manual Wärtsilä 38

1.1.2.

1.1.2.1.

on

Fuel

ly

Fuel System

Residual fuel oil quality*

(*) This section must be taken into account for HFO engines only.

Note!

se

The fuel specification
HFO 2" is based on the ISO 8217 : 2005(E) standard and covers the fuel categories ISO−F−RMA30 & RMK55. Additionally the engine manufacturer has specified an alternative fuel
HFO 1" with a tighter specification. By using a fuel meeting this specification longer overhaul intervals of the specific engine components are reached.

lu

The residual fuels are further in this manual indicated as Heavy Fuel Oil (HFO).

Note!

Bunker quality The residual fuel oil quality as bunkered must be within the following specification: Unit

cSt cSt Redwood No.1 sec kg/m3 kg/m3

max. max. max. max. max. max.

Limit HFO 1 55 700 7200 991.0 1010.0 850

Water Water before engine 4) Sulphur

% volume % volume % mass

max. max. max.

0.5 0.3 2.0

0.5 0.3 5.0

Ash Vanadium

% mass mg/kg

max. max.

0.05 100

0.20 600

mg/kg mg/kg mg/kg

max. max. max.

50 30 30

50 30 80

max. max.

15 8

22 14

int ern a

Property Viscosity at: Viscosity at: Viscosity at: Density at:

100°C 50°C 100°F 15°C 1)

CCAI 2) 4)

3)

for

Sodium 3) 4) Sodium before engine 4) Aluminium + Silicon

Conradson Carbon residue % mass Asphaltenes 4) % mass

Limit HFO 2 55 700 7200 991.0 1010.0 870

Test method reference ISO 3104 ISO 3104 ISO 3104 ISO 3675 or ISO 12185 ISO 8217, Annex B ISO 3733 ISO 3733 ISO 8754 or ISO 14596 ISO 6245 ISO 14597 or IP 501 or 470 ISO 10478 ISO 10478 ISO 10478 or IP 501 or 470 ISO 10730 ASTM D 3279

1.1 − 3

Manual Wärtsilä 38

°C °C % mass

Limit HFO 1 min. 60 max. 30 max. 0.10

Limit HFO 2 60 30 0.10

for

int ern a

lu

se

Flash point (PMCC) Pour point Total sediment, potential

Unit

1.1 − 4

Test method reference ISO 2719 ISO 3016 ISO 10307−2

on

Property

ly

Fuel System

Manual Wärtsilä 38

ly

Fuel System

Maximum of 1010 kg/m3 at 15°C, by providing the fuel treatment system can remove water and solids.

on

1)

2) Straight run residues show CCAI values in the 770 to 840 range and are

very good ignitors. Cracked residues delivered as bunkers may vary from 840 to − in exceptional cases − above 900 CCAI. At the moment most bunkers remain in the range between 850 and 870. 3) Sodium contributes to hot corrosion on exhaust valves when combined with high sulphur and vanadium contents. Sodium also strongly contributes to foul the exhaust gas turbine blades at high loads.

5)A

lu

se

The aggressiveness of the fuel depends on its proportions of sodium and vanadium, but also on the total amount of ash. Hot corrosion and deposit formation are, however, also influencedby other ash constituents. It is therefore difficoult to set strict limits only based on the sodium and vanadium content of the fuel. Also a fuel with lower sodium and vanadium contents than that specified above can cause hot corrosion on engine components. 4) Additional properties specified by the engine manufacturer which are not included in the ISO specification or differ from the ISO specification. sulphur limit of 1.5% mass will apply in SOx emission controlled area designated by International Maritime Organization. There may be also other local variations.

int ern a

Lubricating oil, foreign substances or chemical waste, hazardous to, the safety of the installation or detrimental to the performance of engines, should not be contained in the fuel. The limits above concerning the
HFO 2" also correspond to the demands of:

for

Note!

−

BS MA 100: 1996, RMH55 & RMK 55

−

CIMAC 2003, Class Grade K700

−

ISO 8217:2005(E), ISO−F RMK 700

For fuel oil quality before engine see section 1.0.5. and 1.1.2.4.

1.1 − 5

Manual Wärtsilä 38

Note!

Crude oil quality*

on

1.1.2.2.

ly

Fuel System

(*) This section must be taken into account for HFO engines only.

Bunker quality The crude oil quality as bunkered must be within the following specification:

Unit

Viscosity at:

100°C

cSt

Viscosity at:

50°C

cSt

Viscosity at:

100°F 15°C 1)

kg/m3

CCAI

Test method reference

max.

55

ISO 3104

max.

700

ISO 3104

max.

7200

lu

Density at:

Redwood No. 1 sec.

Limit

se

Property

max.

991 1010.0

ISO 3104 or 12185 ISO 3675 or 12185

max.

870 ISO 8217

% mass

max.

4.5

ISO 8754

Ash

% mass

max.

0.15

ISO 6245

Vanadium

mg/kg

max.

Sodium

mg/kg

max.

Sodium before engine

mg/kg

max.

30

ISO 10478

Aluminium + Silicon

mg/kg

max.

30

ISO 10478 or IP 501 or 470

Calcium + Potassium mg/kg +Magnesium before engine

max.

50

IP 501 or 500 for Ca and ISO 10478 for K and Mg

Conradson Carbon residue % mass

max.

22

ISO 10370

Asphaltenes

max.

14

ASTM D 3279

max.

65

ASTM D 323

30

ISO 3016

int ern a

Sulphur

% mass

Reid vapour pres. at 37.8°C kPa

600 ISO 14597 or IP 501 or 470 50 ISO 10478

°C

max.

Cloud point or Cold filter plugging point 2)

°C

max.

60

Total sediment, potential

% mass

max.

0.10

Hydrogen sulphide

mg/kg

max.

5

for

Pour point

1.1 − 6

ISO 3015 IP 309 ISO 10307−2 IP 399

Manual Wärtsilä 38

ly

Fuel System

1010 kg/m3 at 15 °C, provided the fuel treatment system can remove water and solids.

on

1)Max.

2)Fuel

se

temperature in the whole fuel system including storage tanks must be kept during stand−by, start−up and operation 10 − 15 0C above the cloud point in order to avoid crystallization and formation of solid waxy compounds (typically paraffins) causing blocking of fuel filters and small size orifices. Additionally, fuel viscosity sets a limit to cloud point so that fuel must not be heated above the temperature resulting in a lower viscosity before the injection pumps than specified above.

For fuel oil quality before engine, in detail, see section 1.0.5. and 1.1.2.4.

for

int ern a

Note!

lu

Lubricating oil, foreign substances or chemical waste, hazardous to the safety of the installation or detrimental to the performance of engines, should not be contained in the fuel.

1.1 − 7

Manual Wärtsilä 38

Distillate fuel oil quality

on

1.1.2.3.

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Fuel System

Distillate fuels The fuel specification is based on the ISO 8217:2005 (E) standard and covers the fuel categories ISO−F−DMX, DMA. DMB and DMC. The distillate grades mentioned above can be described as follows:

se

− DMX is a fuel which is suitable for use at ambient temperatures down to −15°C without heating the fuel. In merchant marine applications, its use is restricted to lifeboat engines and certain emergency equipment due to reduced flash point. This type of fuel is not further specified in this chapter. − DMA is a high quality distillate, generally designed as MGO (Marine gas Oil) in the marine field.

lu

− DMB is a general purpose fuel which may contain trace amounts of residual fuel and is intended for engines not specifically designed to burn residual fuels. It is generally designed as MDO (Marine Diesel Oil) in the marine field.

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− DMC is a fuel which can contain a significant proportion of residual fuel. Consequently it is unsuitable for installations where engine or fuel treatment plants is not designed for the use of residual fuels. The distillate fuels are further in this manual indicated as Light Fuel Oil (LFO).

for

Note!

1.1 − 8

Manual Wärtsilä 38

ly

Fuel System

Property

DMA

DMB DMC1) Test meth. ref.

before

injection cSt

min.

2.0

Viscosity at 40°C

cSt

max.

6.0

injection cSt

max.

24.0

24.0

24.0

ISO 3104

max.

890

900

920

ISO 3675 or 12185

min.

40

35

−

Viscosity pumps 2)

before

kg/m3

Density at 15°C Cetane number

2.0

2.0

ISO 3104

11.0

14.0

ISO 3104

se

Viscosity pumps 2)

Unit

on

Bunker quality The distillate fuel oil quality as bunkered must be in the following specification based on ISO 8217: 1996(E) ISO−F−DMA, DMB and DMC:

ISO 5165 or 4264

% vol.

max.

−

0.3

0.3

ISO 3733

Sulphur

% mass max.

1.5

2.03)

2.03)

ISO 8574

Ash

% mass max.

0.01

0.01

0.05

ISO 6245

Vanadium

mg/kg

max.

−

−

100

ISO 14597 or IP 501 or 470

Sodium before engine 2)

mg/kg

max.

−

−

30

ISO 10478

Aluminium + Silicon

mg/kg

max.

−

−

25

ISO 10478

Aluminium + Silicon before mg/kg engine

max.

−

−

15

ISO 10478

Carbon residue (10% vol % mass max. dist. bottoms, micro method)

0.3

−

−

ISO 10370

−

0.3

2.5

ISO 10370

60

60

60

ISO 2719

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Water

Carbon method)

residue

(micro % mass max. °C

min.

Pour point : winter quality summer quality

°C

max.

Total sediment potential

% mass max.

for

Flash point (PMCC) 2)

ISO 3016 −6 0 −

0 6

0 6

0.10

0.10

ISO 10307−1

1)

The use of ISO−F−DMC category fuel is allowed by providing the fuel treatment system is equipped with a fuel centrifuge. 2) Additional properties specified by the engine manufacturer which are not included in the ISO specification or differ from the ISO specification. 3)A

sulphur limit of 1.5% mass will apply in SOx emission controlled area designated by International Maritime Organization. There may be also other local variations.

1.1 − 9

Manual Wärtsilä 38

ly

Fuel System

on

Lubricating oil, foreign substances or chemical waste, hazardous to the installation or detrimental to the performance of the engines, should not be contained in the fuel. Some distillate fuel oils may contain wax particles which solidify at temperatures below 50 oC and may clog the fuel filter. It is advised to install a heater in the supply line to the fuel filter. In case of a clogged filter the heater can be switched on to overcome the problem. For fuel oil quality before engine, in detail, see section 1.0.5. and 1.1.2.4.

Note!

For fuel oils out of the specifications as stated in this paragraph, contact Wärtsilä Corporation.

for

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se

Note!

1.1 − 10

Manual Wärtsilä 38

Fuel oil quality before engine

on

1.1.2.4.

ly

Fuel System

Requirement before engine All fuel oil supplied to the engine must be properly conditioned and fulfil the following requirements:

se

Property Unit Value Fuel condition before injection pumps: For pressure, temperature (LFO / HFO) and viscosity (LFO / HFO) see section 1.0.5. The HFO must be purified in an efficient centrifuge system. Furthermore, the fuel should pass through an automatic filter before entering the engine. [mm]

10

Filter absolute mesh size, max (LFO, automatic or duplex filter)

[mm]

10

Safety filter; absolute mesh size, max (HFO)

[mm]

25

Water / volume 1)

%

max. 0.3

Sodium 1)

mg/kg

max. 30

Aluminium + Silicon 1)

mg/kg

max. 15

Quantity of clean leak HFO (at 100% load)

% 2)

ca. 0.2

Quantity of clean leak LFO (at 100% load)

% 2)

ca. 2

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Filter absolute mesh size, max (HFO, automatic fine filter)

for

Fuel flow / fuel consumption ratio (at 100% load)

min. 4 : 1

1) Additional

properties specified by the engine manufacturer which are not included in the ISO specification or differ fromthe ISO specification. 2)

% of Specific Fuel Oil Consumption

1.1 − 11

Manual Wärtsilä 38

Fuel conditioning

on

1.1.2.5.

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Fuel System

World wide different viscosity units are used. Fig. 1.1 – 1 , shows a diagram to convert the viscosity from one unit to another. The unit [mm2/s] is equal to [cSt].

int ern a

lu

se

[mm2/s]

Fig. 1.1 – 1 Viscosity conversion diagram

for

Conversion from various viscosity units to [mm2/s] can be made in the diagram, fig. 1.1 – 1 . The diagram should be used only for conversion of viscosities at the same temperature. The same temperature should then be used when entering the viscosity / temperature point into the diagram of fig. 1.1 – 2 .

1.1 − 12

Manual Wärtsilä 38

ly

Fuel System

[mm2/s] 5000

Approx. pumping limit

Residual fuel 2000

RM−55 (Max. 55mm2/s at 100°C)

lu

H

1000

RM−45 (Max. 45mm2/s at 100°C) RM−35 (Max. 35mm2/s at 100°C)

G

600 400 300 200

se

on

Fuel oil viscosity and temperature Proper atomisation of fuel in the combustion chamber of the engine requires for each fuel oil a specific fuel viscosity. Controlled heating to obtain the corresponding temperatures is required. These temperatures can be determined from the diagram in fig. 1.1 – 2 . The diagram shows: − The viscosity−temperature lines for a number of viscosity grades. For residual fuels (ISO RM..) the viscosity is specified at 100°C . For distillate fuels (ISO DM..) the viscosity is specified at 40°C . The line for 35 mm2/s at 100°C, fuel for instance is the one running through points H and E. Other viscosities fuels lines run parallel.

RM−25 (Max. 25mm2/s at 100°C) RM−15 (Max. 15mm2/s at 100°C)

A

Distillate fuel

RM−10 (Max. 10mm2/s at 100°C) Centrifuging temperature

Minimum storage temperature

int ern a

100 80

C

Viscosity range residual fuels before HP fuel pumps

60 50 40

F B

30 25

D

20

16 14

E

12

10 9 8

7

6

5

DMC (Max. 14 mm2/s at 40°C)

DMB (Max. 11 mm2/s at 40°C)

Max. temperature before HP fuel pumps

DMA (Max. 6,0 mm2/s at 40°C)

DMX (Max. 5,5 mm2/s at 40°C)

4

for

3

−10

0

10

20

30

40

50

60

70

80

90

100

110

120

130 [°C]

Fig. 1.1 – 2 Viscosity temperature diagram

1.1 − 13

Manual Wärtsilä 38

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Fuel System

on

− The (horizontal) line at 1000 mm2/s above which pumping is difficult.

− The line with sharp bends through point G, which shows the minimum storage temperature for all viscosity classes. For higher viscosity class fuels a higher storage viscosity is accepted to limit the heating demand.

se

− The line with sharp bends through point F, shows the required centrifuging temperature. For viscosity classes higher than 40 mm2/s at 50°C a higher centrifuging viscosity than 14 mm2/s is accepted to save heating power. Finally the line turns vertical at 97°C because boiling of the sealing and operating water in the centrifuge must be avoided. With further increase of viscosity the throughput through the centrifuge must be reduced for maintaining the required degree of purification.

lu

− The maximum temperature before the HP fuel pumps is 130 °C for fuels of the highest viscosity.

Example: RM35 a fuel with a viscosity of 380 mm2/s at 50°C (point A) or 35 mm2/s at 100°C (point B):

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− At 80°C (point C) the estimate viscosity is 77 mm 2/s.

− Is pumpable above 37°C (point H). − Minimum storage temperature is 41°C (point G). It is advised to keep the fuel about 10°C above this temperature.

− Centrifuging temperature is 97°C (point F).

for

− Heating temperature before entering the engine for proper atomisation with a viscosity between the 24 and 16 mm 2/s, is maximum 127°C and minimum 112°C (point D and E).

1.1 − 14

Manual Wärtsilä 38

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Fuel System

on

Purification Heavy fuel (residuals, and mixtures of residuals, distillate and DMC) must be purified in an efficient working centrifuge before entering the day tank. The fuel should be heated before centrifuging.

Recommended temperatures, depending on the fuel viscosity, are stated in the diagram, see fig. 1.1 – 2 .

se

Sufficient heating capacity is needed to make centrifuging at recommended levels possible. The temperature must be controlled on ±2°C before centrifuge when centrifuging high viscosity fuels with densities approaching or exceeding 0.991 g/ml at 15°C. Be sure the correct gravity disc is used. Never exceed the flow rates recommended for the centrifuge for the grade of fuel in use. The lower the flow rate the better the purification efficiency.

lu

Recommended centrifuge flow rate

Viscosity at 100°C

mm2/s

−

10

15

Viscosity at 50°C

mm2/s 12

40

80 180 380 500 730

100

60

40

30

35

25

45

20

55

15

for

int ern a

Centrifuge flow % of rated capacity

25

Sufficient separating capacity is required. The best and most disturbance−free results are obtained with purifier and clarifier in series. Alternatively the main and stand−by separators may run in parallel, but this makes heavier demands on correct gravity disc choice and constant flow and temperature control to achieve optimum results. Flow rate through the centrifuges should not exceed the maximum fuel consumption of the engine by more than 10 %. In case pure distillate fuel is used, centrifuging is still recommended as fuel may be contaminated during transport and in storage tanks. The full rated capacity of the centrifuge may be used provided the viscosity is less than 12 mm2/s at centrifuging temperature.

1.1 − 15

Manual Wärtsilä 38

Note!

Avoiding difficulties during operation on HFO*

on

1.1.2.6.

ly

Fuel System

(*) This section must be taken into account for HFO engines only.

The engine is designed for burning HFO. In order to avoid difficulties mind the following points:

se

1 At all loads the charge air temperature should be kept at design temperature by controlling the LT cooling water temperature. 2 Fuel injection temperature with regard to HFO. For requirements see "Fuel viscosity / temperature in the engine". Poor fuel quality will adversely influence wear, engine component life time and maintenance intervals.

lu

3 Clean the turbocharger turbine side frequently straight from the beginning. Fuels with high vanadium and sodium contents in unfavourable ratio’s may lead to rapid contamination of the turbine and higher gas temperatures. In such cases more frequently cleaning is necessary.

int ern a

4 Limit low load operation as much as operating conditions permit if fuel is known or suspected to have higher sulphur content above 2 %, carbon content " carbon residue" above 15 % and/or asphaltene content above 8 %. 5 Avoid unstable and incompatible fuels (precipitation of heavy components in the fuel) by avoiding blending of fuels unless the fuels are known to be compatible. Store fuels from different deliveries in separate tanks. If stability and compatibility problems occur never add distillate fuel as this will probably increase precipitation. A fuel additive with highly powerful dispersing characteristics can be of help until a new fuel delivery takes place.

for

6 Some of the difficulties may occur on heavy fuels blended from cracked residuals, see section 1.1.2.7.

1.1 − 16

Manual Wärtsilä 38

Comments on fuel characteristics

on

1.1.2.7.

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Fuel System

1 Viscosity determines the complexity of the fuel heating and handling system, which should be considered when estimating installation economy. The standard engine fuel system is designed for fuels up to the viscosity class 55.

High density fuels with low viscosity may have low ignition quality.

lu

Note!

se

2 When the density exceeds 0.991 g/ml at 15°C water, and to some extent solid matter, can no longer be removed with certainty by a centrifuge. Centrifuging systems claiming to clean fuel oils with densities up to 1.010 g/ml at 15°C are on the market. If such systems of the so called controlled discharge design are installed, fuels with densities up to 1.010 g/ml at 15°C may be used.

3 Higher sulphur content increases the risk for corrosion and wear, particularly at low loads, and may contribute to high−temperature deposit formation. The lubricating oil specification must be matched to such qualities.

for

int ern a

4 High ash content causes abrasive wear, and may cause high temperature corrosion and contributes to formation of deposits. The most harmful ash constituents are the vanadium−sodium combinations. 5 High vanadium content causes high temperature corrosion on hot parts like exhaust valves, particularly in combination with high sodium content. The corrosion accelerates with increased temperatures (increased engine output). 6 Sodium (Na) contributes to hot corrosion on hot parts like exhaust valves in combination with high vanadium (V) content. Sodium also contributes strongly to fouling of the turbine blading of the turbocharger at high exhaust gas temperature. The permissable content of Na of the cleaned fuel should be below 30 ppm. 7 High "carbon residue" may cause deposit formation in combustion chamber and exhaust system, particularly at low engine output. 8 High content of asphaltenes may contribute to deposit formation in the combustion chamber and exhaust systems (at low loads). Asphaltenes may under certain circumstances precipitate from the fuel and will block filters and/or cause deposits in the fuel system. Precipitating asphaltenes may also cause excessive centrifuge sludge.

9 Heavy fuels may contain up to 1 % water at delivery. Water can originate from the installation bunker tanks. To avoid difficulties in the engine fuel injection system water must be removed.

1.1 − 17

Manual Wärtsilä 38

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Fuel System

on

10 Reduced ignition and combustion quality can be caused by using HFO from modern refinery processes compared with "traditional" heavy fuels. HFO from modern refinery processes may approach at least some of the limits of fuel characteristics. Ignition quality is not defined nor limited in marine residual fuel standards. The same applies to ISO−F−DMC marine distillate fuel. The ignition quality of these fuels cannot for a variety of reasons be determined by methods used for pure distillates, i.e. Diesel Index, Cetane Index and Cetane Number.

lu

se

Low ignition quality may cause trouble during starting and at low load operation, especially at too low charge air temperature. This may result in long ignition delay and as a consequence, in high firing pressure rise ratio. The combustion will be more noisy in this case, known as "Diesel knock", i.e. hard, high pitch combustion noise. Diesel knock increases mechanical load on components surrounding the combustion space, increases thermal load, increases lube oil consumption and increases lube oil contamination. Basically a low viscosity, in combination with a high density, will result in a low ignition quality and is expressed in a CCAI value.

for

int ern a

mm2/s at 50 oC kg/m3 at 15 oC

Fig. 1.1 – 3 Nomogram for deriving CCAI

1.1 − 18

Manual Wärtsilä 38

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Fuel System

on

What do the CCAI values mean? Straight run residues show CCAI values (Calculated Carbon Aromaticy Index) in the 770 to 840 range and are very good igniters. Cracked residues delivered as bunkers may range from 840 to, in exceptional cases, above 900.

se

Normal diesel engines should accept CCAI values up to 850 with no difficulties. CCAI values between 850 and 870 may cause difficulties under unfavourable conditions such as low charge air temperatures, insufficient preheating of the engine at the start, malfunctioning of fuel injection system (in particular, badly maintained nozzles). CCAI values above 870 are not advised.

Although low ignition quality produces long ignition delay, advancing the ignition timing makes things only worse; fuel is injected at a lower compression temperature and this will produce even longer ignition delay.

lu

Note!

for

int ern a

11 Aluminum + Silicon. Fuels may contain highly abrasive particles composed of aluminium and silicon oxides known as "catalytic fines" from certain refining processes. If not removed by efficient fuel treatment, wear of high pressure fuel pumps, nozzles and cylinder liners can be expected in a few hours.

1.1 − 19

Manual Wärtsilä 38

ly

Internal fuel system

on

1.1.3.

Fuel System

For proper acknoledgement of the specific fuel system please refer to the related diagram which is enclosed in section 3.1.1.

for

int ern a

lu

Note!

se

General The fuel system on the engine consists of a Low Pressure a High Pressure system and a leak−off fuel system. The systems are basically situated inside the Hot Box. System components are: − HP fuel injection pumps − Spring loaded fuel injections valves − Fuel pipes

1.1 − 20

Manual Wärtsilä 38

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Fuel System

on

− The Low Pressure systems consists of supply and return connections (101) and (102). Supply and return lines on the HP fuel pumps are (20) and (21), see fig. 1.1 – 4 . − The High Pressure injection system consists of the High Pressure (HP) fuel pumps, fuel injectors and High Pressure fuel lines. These components are described in chapter 2.9. "Injection system".

se

− The clean leak−off fuel from injectors, HP fuel pumps and possible leak from damaged or broken HP fuel lines is drained via connection (103). The clean leak fuel can be pumped to the day tank without treatment.

20

21

int ern a

lu

− An other possible leakage, the
dirty" fuel, has to be drained separately via connections (104) and has to be led to the sludge tank.

Fig. 1.1 – 4 Low pressure fuel pipes

for

Note!

For maintenance background information, safety aspects, tools, intervals, tolerances, inspection, tightening torque and procedures see chapter 2.4.

1.1 − 21

Manual Wärtsilä 38

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Draining of fuel system

on

1.1.4.

Fuel System

1

se

As the fuel quantity in the supply and discharge line is relatively large, it is preferred to purge the fuel lines into a waste tank before commencing any maintenance to this system and components. Engines, operating on HFO, should be drained when engine and fuel are still warm. Prior to perform any engine overhaul the fuel system is recommended to be flushed with Light Fuel Oil. Close the supply and return lines to the engine fuel system.

int ern a

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2 Drain the engine fuel system by removing plug (22) from the supply and plug (23) from the return line of the HP fuel pumps.

22

for

Fig. 1.1 – 5 Drain plugs engine fuel system

1.1 − 22

−o−o−o−o−o−

23

for

int ern a

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se

on

1.2. Lubricating Oil System

Manual Wärtsilä 38

ly

Lubricating Oil System

1.2 − 1

Manual Wärtsilä 38

ly

Lubricants

on

1.2.1.

Lubricating Oil System

se

Lubricating oil must have a number of physical and chemical qualities which are required for reliable diesel engine operation. Lubricating oil fulfills various functions in an internal combustion engine, in addition to wear prevention it performs a cooling function, it acts as a sealant agent and must also be able to neutralize combustion products on engine parts as well as to remove dirt and general residuals.

lu

Under normal operation the engine lubricating oil is exposed to high pressures and temperatures. The oil is often finely divided as a spray or mist, intimately mixed with air and subjected to catalytic effects of various contaminators. The contact with air results in oxidation and the production of gums, resins and acids. Other major contaminators are products of combustion, such as soot, ash and (partially) unburnt fuel mixed with the lubricating oil on the cylinder wall. High sulphur content of the fuel may also accelerate the rate of oil degrading.

int ern a

Some of the poisoning agents can be removed by means of normal filtering; the maintenance of lubricating oil filter devices is therefore an essential activity to prevent oil deterioration. Regular sampling and testing is necessary to determine the oil condition; the samples should be sent to a qualified laboratory for a detailed analysis.

for

The oil manufacturer remains responsible for the quality of the oil under operating conditions. Detecting needs for oil refreshment is under the responsibility of the operator together with the advise of the oil supplier and no–go criteria given by Wärtsilä Corporation.

1.2 − 2

Requirements

1.2.1.1.1. Main lubricating oil

ly

1.2.1.1.

Manual Wärtsilä 38

on

Lubricating Oil System

Main lubricating oil for the engine must be of an approved brand accordingly to the following specifications:

A B C

Fuel standard ISO 8217: 1996(E)

DMX, DMA DMB DMC, RMA10 − RMK55

lu

Category

se

Viscosity class : SAE 40 Viscosity index (VI) : Min.95 Alkalinity (BN) : The required lubricating oil alkalinity is linked to the engine−related fuel specification as mentioned in the table below. Lube oil BN [mg KOH/g] Required Recommended 10 − 30 10 − 22 15 −30 15 − 22 30 −55 40

for

int ern a

Remarks Category A and B: If the recommended lube oil BN is not available an approved lube oil with a BN of 24−30 can also be used. Category C: If the recommended lube oil BN causes short oil change intervals (fuel with high sulphur content), it is recommended to use lubricating oil with BN 50 − 55. If experience shows that the lube oil BN equilibrium remains at an acceptable level (fuel with very low sulphur content) lube oil with a BN 30 can also be used. Additives The oil should contain additives that ensures good oxidation stability, corrosion protection, load carrying capacity, neutralisation of acid combustion and oxidation residues and should prevent deposit formation on internal engine parts (piston cooling gallery, piston ring zone and bearing surfaces in particular). Foaming characteristics Fresh lubricating oil should meet the following limits for foaming tendency and stability, according to the ASTM D 892−92 test method: Sequence I, II and III : 100/0 ml Base oils Only the use of virgin base oils is allowed, i.e. recycled or re−refined base oils are not allowed. Approved lubricating oils For a list with approved lubricating oils, please contact Wärtsilä Corporation. Lubricating oils that are not approved have to be tested according to the engine manufacturer’s procedures.

1.2 − 3

Manual Wärtsilä 38

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Lubricating Oil System

on

Engine lubricating oil system requirements Lubricating oil, supplied to the engine, must be conditioned: – centrifugal separated on water and dirt – filtered – controlled to the correct temperature. Water content

max. % vol

30 µm Absolute mesh size 100 µm Absolute mesh size

se

Fineness automatic back−flush filter: fine filter safety filter

0.3

The suction height of the main lubricating oil pump (including pressure losses in the pipes and suction filter):

max. m

4

Before any operation the lubricating oil should be at least at preheated condition:

min.

40

lu

°C

1.2.1.1.2. Lubricants additional equipment

int ern a

Lubricating oil for turning gear For the turning gear lubrication an EP−gear oil is recommended, viscosity 400−500 cST/40°C = ISO VG 460. The lubricating oil is added before the start−up procedure. For a list with approved lubricating oils, please contact Wärtsilä Corporation. Actuator / Governor Generally a 20W−40 multigrade oil can be used; for a proper specification see the related section of the sub–supplier manual which deals with recommended oils for hydraulic controls.

for

Oil for hydraulic tools These tools require an oxidation resistant oil with a viscosity of about 45 mm2/s at 40 °C. The following oil specifications meets the requirements: − ISO hydraulic oil type HM − DIN 51525 hydraulic oil type HL–P − DIN 51585 corrosion test with steel, corrosion degree 0 − DIN 51759 corrosion test with copper, corrosion degree 1 − ASTM D 665 corrosion test approved.

1.2 − 4

Influences on the lubricating oil condition

on

1.2.1.2.

Manual Wärtsilä 38

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Lubricating Oil System

for

int ern a

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se

When the engine is in operation under "extreme" conditions the operator should check the oil condition more frequently. The following engine conditions are "extreme" : − During the engine running–in period when a relative large quantity of metal wear products are generated and carried by the lubricating oil. − After replacement of liners and piston rings, the engine running–in process will produce larger quantities of blow–by gas, which consist of contaminating combustion products (sulphur dioxide, water and CO2), and liner and piston ring wear products. − Wide fluctuations in engine load create more blow–by. − A bad fuel combustion process caused by bad condition of injectors and/or fuel pumps and insufficient scavenging air pressure. − A fuel oil quality with a CCAI > 850. − A frequent engine overhaul introduces a relative high percentage of dirt into the crankcase. − A delayed engine maintenance determines the risk of water and fuel oil entering the lubricating oil. Eccessive clearance between piston and liner, due to wear, increases the quantity of blow–by gas. − Frequently cold starts. − An high sulphur content in fuel (> 3% ) which causes fast BN depletion.

1.2.1.3.

Testing of main lubricating oil

It is the duty of the operator to monitor the behaviour of the lubricating oil carefully and at regular intervals in order to ensure the oil remains in a good condition; that is especially necessary when a new engine is put into operation, when a change is made in the brand of selected oil or when the oil is taken from a batch with different composition. However it is not advised to mix different types of lubricating oil and, eventually, in such a case always consult the lubricating oil supplier. Always follow the instructions of the supplier while testing the quality of lubricating oils. On a new engine or after a major overhaul it is advised to sample the lubricating oil at intervals of 250 operating hours and send it to a qualified laboratory. On the basis of the results it is possible to determine suitable intervals.

1.2 − 5

Manual Wärtsilä 38

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Lubricating Oil System

lu

se

on

Recommendations for sampling − Samples should be drawn from the sampling valve which is specifically fitted for this purpose. − Ensure the total quantity of oil in circulation is approximately the same before drawing each sample. − Draw samples only when the engine is running and the oil is at normal operating temperature. − Before filling the sampling container open the sampling cock and drain some oil to make sure that it is flushed and hot oil is flowing slowly from the outlet point. − Draw oil samples directly into clean, dry one−litre capacity containers. − Draw a sample during a period of about ten minutes. − Shake the sample thoroughly before pouring into the sample bottle which is provided for this purpose; the bottle should not be filled over 90% of its content. Information required for oil analysis 1 Name of vessel or plant Owners

3

Date of sampling

4

Date and place

int ern a

2

5

Oil brand, product name, nominal viscosity

6

Hours lubricating oil in service

7

Running hours of the engine.

8

Engine model, manufacturer and serial number

9

Position of sample drawing in lubrication oil system

10 Type of fuel oil used including sulphur content 11 Date of previous sample drawn from the same source 12 Quantity of lubricating oil in system and top up

13 Any special reasons for the analysis sampling being if required out of routine schedule

for

Unacceptable sampling An unsatisfactory sample will be the result if oil is drawn from areas of stagnation or where little flow is occurring. These places are: − Sumps − Auxiliary / smaller pipelines − Purifier suction lines or discharge lines − Drain plugs of filters, coolers etc. Samples drawn from those points will not be representative for the bulk of the oil in the active circulation.

1.2 − 6

Manual Wärtsilä 38

Condemning limits for main lubricating oil

on

1.2.1.4.

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Lubricating Oil System

se

Condemning limits for main lubrication oil While estimating the in−use lubricating oil condition the following properties must be noted with reference to the corresponding limit values. If the mesured values are exceeding the limits, notes will be taken. Compare the condition also with reference to guidance values for fresh lubricating oil of the same brand and type which is currently used.

lu

On basis of test results it can be determined whether lubricating oil is suitable for further use.

Condemning limits for used lubricating oil Property

cSt at 40 °C

int ern a

Viscosity

Unit

Limit

Test method

max. 25% decrease ASTM D 445 max. 45% increase

cSt at 100 °C

max. 20% decrease ASTM D 445 max. 25% increase

Water

vol−%

max. 0.30

Base Number

mg KOH/g

min. 20 for HFO ASTM D 2896 operation max. 50% depletion for LFO operation

Insolubles

w−% in n−Pentane

max.

Flash Point, PMCC Flash Point, COC

°C °C

min. 170 min. 190

for

Viscosity

2.0

ASTM D 96 or ASTM D 1744

ASTM D 893b ASTM D 93 ASTM D 92

1.2 − 7

Manual Wärtsilä 38

Comments on lubricating oil characteristics

on

1.2.1.5.

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Lubricating Oil System

Note!

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1 Centrifuging of the system oil is required in order to separate water and insolubles from the oil. Do not supply water during purifying. The oil should be preheated till 80–90°C. Many oil manufacturers recommend a separation temperature of 85–95°C for an effective separation. Please check with the supplier of your lubricating oil for the optimal temperature. Select the highest recommended temperature. For efficient centrifuging, use not more than 20% of the rated flow capacity of the separator. For optimum conditions, the centrifuge should be capable of treating the entire oil quantity in circulation 4–5 times every 24 hour at 20% of rated flow. The gravity disc should be selected according to the oil density at separation temperature. “Self–cleaning“ defective separators can, under certain circumstances, quickly increase the water content of the oil.

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2 Flash point At 150 °C a serious risk of a crankcase explosion exists.

3 Water content Lubricating oil with a high water content must be purified or discarded.

4 Choose BN according to our recommendations. A too low BN value increases the risk of corrosion and contamination of the engine components. 5 Insolubles The quantity of allowed insolubles depends on various factors, the oil supplier’ s recommendations should be closely followed. 1.5% Insolubles in n–Pentane require actions, however, it can be said that changes in the analyses usually give a better basis for estimation than the absolute values. Rapid and big changes of insolubles may indicate abnormal operation of the engine or system.

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6 Wear metal sudden increase is going to indicate an abnormal wear. Immediate actions should be taken to find the cause. If necessary contact the oil supplier and/or the engine manufacturer

1.2 − 8

Manual Wärtsilä 38

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Lubricating Oil System

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7 Measure and record the quantity which is added to compensate the oil consumption. Wise attention to lubricating oil consumption may give valuable information about the engine condition. A continuous increase may indicate wear of piston rings, pistons and cylinder liners. A sudden increase demands inspection of pistons, at least, if no reason else is found.

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8 Intervals between changes are influenced by system capacity (oil volume), operating conditions, fuel oil quality, centrifuging efficiency and total oil consumption. Efficient centrifuging in combination with large systems (dry sump operation) generally allow longer intervals between changes. 9 Daily top up of the circulating tank/wet sump will extend the life time of the lubricating oil.

Utmost cleaning should be observed during lubricating oil treatment. Dirt, metal particles, rags etc. may cause serious bearing damages. After disconnecting pipes or components from the system, cover openings with gaskets and/or tape them all. Avoid dirt and water enter the lubricating oil during transport and storage.

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Note!

Recommendations for refreshing lubricating oil

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1.2.1.6.

1 Drain the oil system when the oil is hot. Be sure oil filters, coolers and external pipes have also been got empty. Use service air to empty coolers and pipes. 2

Clean oil spaces including filters and camshaft compartment.

3 Check if filter elements from external system are clean and undamaged. 4

Supply the required quantity of oil into the system.

5 The oil refreshment interval can efficiently be predicted by plotting the analyses taken at regular intervals. Copies of the lubrication oil analysis should be archived for at least 12,000 running hours of the engine.

1.2 − 9

Manual Wärtsilä 38

Note!

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Internal lubricating oil system

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1.2.2.

Lubricating Oil System

For proper acknoledgement of the specific lubricating oil system please refer to the related diagram which is enclosed in section 3.1.1.

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The lubricating oil system is build on the engine. The main oil supply manifold is integrated in the engine block and takes care for the lubricating oil supply at the lower part of the engine. For the lubrication of the upper part, the system is provided with external pipes. During running−in the engine is protected against dirt by means of the running−in filters.

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Main lubricating oil system components built–on the engine are: − Lubricating oil module with automatic backflush filter, lubricating oil cooler and thermostatic valves. − Centrifugal filter. − Dry sump. − Engine driven main lubricating oil pump with combined pressure control valve and safety valve. − Pre−lubricating oil pump. − Sampling valve. − Crankcase air breather. − Oil mist detector. − Explosion valves.

For maintenance background information , safety aspects, tools, intervals, tolerances, inspection, tightening torque and procedures see chapter 2.4

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Note!

1.2 − 10

Manual Wärtsilä 38

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Lubricating Oil System

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Lubricating oil is taken from an external sump via connection (203) and is forced to the lubricate oil module. In the module the lubricating oil is cooled to the correct temperature and filtered. For function description of the oil module, see section 1.2.3.3. From the module the lubricating oil is directed to the main oil supply manifold which is integrated in the engine block. the manifold supplies the oil to the lower part of the engine, See section 1.2.2.1. for detailed description of oil flow for:

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− crankshaft main and axial bearings − connecting rods and pistons

− gear wheel of pump drives at the free end

− intermediate gearwheel for camshaft drive − camshaft axial bearing

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− actuator drive

From manifold the flow is branched towards the upper part of the engine for the lubricating oil supply to: − turbocharger bearings − camshaft bearings

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− fuel pump drive − valve drive

− cylinder heads with valve lifting gear

See section 1.2.2.2. for detailed description. After lubricating and cooling of the engine parts the oil is collected in the dry sump and reaches an external wet sump through the connection (202) . Only components built−on the engine are described in this chapter, external components are not dealt in this manual.

1.2 − 11

Manual Wärtsilä 38

Oil flow lower part of the engine

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1.2.2.1.

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Lubricating Oil System

25

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Oil supply via running−in filter The lube oil flowing from manifold to each main bearing, passes a running−in filter (see fig. 1.2 − 1 ). They have to be used after a major overhaul and removed after nearly 100 running hours. To remove the running−in filter, turn it out of the supply line and mount cover (25) with O−ring and retaining ring . If a filter get clogged within the first 100 running hours, the lube oil supply will be guaranteed by a spring loaded by-pass valve in the filter.

20

6

20

Fig. 1.2 − 1 Running−in filter main bearing

It is recommended to install running−in filters after a major overhaul and damages which can lead to the possibility of dirt in the internal lubricating oil system. Remove them after nearly 100 running hours.

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Note!

1.2 − 12

Manual Wärtsilä 38

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Lubricating Oil System

20

27 28

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Oil flow main bearing Lubricating oil in the manifold (20) flows via a horizontal and vertical bore into groove (27) of the engine block, see fig. 1.2 − 2 . A portion of the upper main bearing shell is provided with large size holes where the oil flows towards the main bearing and the crankshaft.

Fig. 1.2 − 2 Oil flow main bearing

1.2 − 13

Manual Wärtsilä 38

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Lubricating Oil System

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Connecting rod oil flow Via a "cross-over" channel (28) in the crankshaft (see fig.1.2 − 2 ) the oil flows from the main bearing journal to the crankpin journal and big end bearings.

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Via large size holes in the lower big end bearing shell the oil flows into a circumferential groove (29), see fig. 1.2 − 3 , which is situated in the bearing cap and partly in the upper part of the connecting rod big end. From that place the oil is provided up to the gudgeon pin bearing (30) through an horizontal groove and a vertical hole in the connecting rod.

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Fig. 1.2 − 3 Oil flow connecting rod

1.2 − 14

30

29

Manual Wärtsilä 38

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Lubricating Oil System

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Piston oil flow By means of holes in the middle of the gudgeon pin the oil enters a distribution space (31) and leaves via holes at both outer ends. (See fig.1.2 − 4 ) The oil is discharged into 4 vertical holes (32) in the piston skirt. At the end of the vertical drillings the lubricating oil flow is restricted by orifices (34) in order to control the oil quantity for piston crown cooling.

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The oil spray from four horizontal holes (33) takes care of the lubrication for the liner, the piston skirt and the piston rings. The excess of lubricating oil on the liner is scraped off by the scraper ring and drained via a groove, below the scraper ring, through holes in piston skirt down to the crank case.

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After passing the restrictions (34) in top of the piston skirt the lubricating oil enters the outer space (35) of the piston crown. The outer space is separated from the center space by a rim in which there are two rows of holes. Due to these holes the outer crown space is always partly filled with oil.

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Due to the piston movement the lubricating oil is shaken resulting in intensively cooling the piston crown. The displaced oil flows to the center section (36) of the piston crown. A second shaker action takes place for cooling the center of the crown. From that place the oil runs down into the engine sump. 35 36 34 33 32

31

Fig. 1.2 − 4 Oil flow piston

1.2 − 15

Manual Wärtsilä 38

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Lubricating Oil System

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Pump drive oil flow Via an horizontal drilling (37) in the crankshaft, see fig. 1.2 − 5 , the oil flows from the last main bearing journal to the driving gearwheel (38) of the pump.

43

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The gearwheel is provided with 4 radial holes (39) for the lubrication of the gearwheel teeths. The outer end of the radial holes are provided with calibrated holes for a proper oil spray.

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37

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38

41

42

40

39

Fig. 1.2 − 5 Pump drive oil flow

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Intermediate (PTO) shaft bearing oil flow When the intermediate shaft is installed on the engine at the free end for an additional power take off device, the lubricating oil flow for the related bearings is taken via an horizontal drilling on the crankshaft (37). One more horizontal drilling (40) in the intermediate shaft (41) supplies the oil to the bearings through 4 radial holes (42). The assembly described in the fig. 1.2 − 5 is also built with a filling plate instead of the vibration damper (43) depending on the engine operation frequencies.

1.2 − 16

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Intermediate gear wheel oil flow

Manual Wärtsilä 38

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Lubricating Oil System

Part of the lubricating oil flow is branched at (40) for the lubrication of the intermediate gearwheels (41), see fig. 1.2 − 6 .

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Both gearwheels are provided with 4 radial holes for the lubrication of the gearwheel teeths. The outer end of the radial holes are provided with calibrated holes for a proper oil spary.

41

40

Fig. 1.2 − 6 Oil flow gear drive

1.2 − 17

Manual Wärtsilä 38

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Lubricating Oil System

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Axial camshaft bearing and actuator drive oil flow

A part of the lubricating oil flow which is branched at (40), see fig. 1.2 − 6 , enters at (45), see fig. 1.2 − 7 , for the lubrication of the camshaft zero bearing (42), the axial bearing rings (43), the actuator drive (44) and is finally drained via (46) down to the engine sump.

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42

45 46

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Fig. 1.2 − 7 Axial camshaft bearing oil flow

1.2 − 18

43

44

Upper part of the engine oil flow

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1.2.2.2.

Manual Wärtsilä 38

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Lubricating Oil System

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Engine upper part oil flow via running−in filter The lube oil, which is flowing from manifold (20) (see fig. 1.2 − 8 ), is supplied to an aluminium manifold (22) through a running−in filter (14) for lubrication of the upper part of the engine. The running−in filter must be removed after the first 100 running hours or after every major overhaul of the engine. If the filter is going to get clogged within the first 100 running hours, the lube oil supply will be guaranteed by a spring loaded by-pass valve in the filter. After the running−in filter removal, replaced it with the proper oil supply pipe sealed with O−rings.

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22

for

20

14

Fig. 1.2 − 8 Running−in filter

1.2 − 19

Manual Wärtsilä 38

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Lubricating Oil System

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Drive HP fuel pump/valves/camshaft oil flow

From the aluminium manifold the lubricating oil is branched at (47) (see fig. 1.2 − 9 ) for the lubrication of the camshaft bearing (48), the HP fuel pump tappet (49) and push rod (50) of the fuel pump drive. The lubricating oil in manifold (22) is also branched at (51) for lubrication of the the valve drive tappets (52). A pipe connection at (53) provides the cylinder head components with oil. (See fig. 1.2 − 9 ).

49

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48

53

51

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47

52

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50

47

48

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Fig. 1.2 − 9 Oil flow for drive HP fuel pump/valves and camshaft

1.2 − 20

Manual Wärtsilä 38

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Lubricating Oil System

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Cylinder head (with valve lifting gear) oil flow

The lubricating oil while leaving the engine block at (53) (See fig1.2 − 9 ), enters the cylinder head at (54) (See fig. 1.2 − 10 ). The lubricated components are the rocker arms and shaft (55), the pivots for push rod (56), the bridge pieces (57), the valve rotators (58), the valves and related guides (59). 55

57

58 59

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54

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56

Fig. 1.2 − 10 Oil flow cylinder head

1.2 − 21

Manual Wärtsilä 38

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Components of internal system 1.2.3.1.

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1.2.3.

Lubricating Oil System

Lubricating oil pump unit

The lubricating oil pump unit seen from engine side is shown in fig. 1.2 − 11 .

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The lubricating oil pump (1) is driven through gearwheel (60). To avoid reversed flow during engine prelubricating by a stand by pump or by a pre−lubrication pump via connection (62), a non return valve (10) is mounted.

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The combined pressure control and safety valve (16/15) with overflow connection (63) are built-on the junction box (61), for description and maintenance see section 1.2.3.1.1.

64

1 10

60

61

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65 63

Fig. 1.2 − 11 Lubricating oil pump unit

1.2 − 22

16/15

62

Manual Wärtsilä 38

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Lubricating Oil System

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Removing pump unit from engine 1 Remove the pipe sections which are connected to the lubricating oil pump unit. 2 By means of a crane and a sling, the lubricating oil pump unit can be supported. 3

Remove all bolts (64) and (65), see fig. 1.2 − 11 .

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4 Take the lubricating oil pump unit from the engine by a crane and a sling. Dismantling pump 5 Remove the junction box (61) including the built-on pressure control unit (16/15) and the overflow connection (63), see fig. 1.2 − 11 . 6

Remove the non return valve (10).

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7 Remove the gear wheel (60) by removing the bolts (66) and the gland (67) by knocking on the gear wheel shaft hub 68). 8 Remove the pump drive−end cover (69) and both shafts (68) (70) out from the pump housing (71), see fig. 1.2 − 12 . Remove the pump front cover (72).

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9

75

60 67 66

72

76

68

69

73

70

71

74

Fig. 1.2 − 12 Gearwheel pump

1.2 − 23

Manual Wärtsilä 38

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Pump inspection and assembling 1 Clean all the components.

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Lubricating Oil System

2 Check the bearings and the shafts for wear and other possible damages. 3

Inspect the housing and the cover faces for scoring and damages.

4 If necessary replace the bearings accordingly the planned maintenance. Replace the O-rings (73) (74).

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5

6 Install both shafts in the pump housing and mount both covers. A wrong assembling of the pump driving cover is avoided by dowels (75).

Note!

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7 First place the gear wheel (60) over pump shaft (68) and then the clamping rings (76), the inner ring first; finally place the gland (67) accordingly to fig. 1.2 − 12 .

Mind the correct position of the clamping rings. 8 Fit the bolts (66) and tighten them evenly in steps of 10 Nm. For final torque, see chapter 2.4. Check if the shafts are free turning.

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9

Mounting the pump unit on engine 1 Install the non return valve (10), mind the flow direction, renew all the O-rings, between the lubricating oil pump (1) and the junction box (61), see fig. 1.2 − 11 . 2 Clean the flange connections of the pump (1), the overflow connection (63) and the engine connections. 3

Renew the O-ring in the overflow connection (63) to the engine sump.

4

Lift the lubricating oil pump unit by the crane and the sling.

5

Place the pump unit close in touch to the engine.

6 Fasten the flange bolts (64) evenly in steps till the final torque mentioned in chapter 2.4. 7

Fasten the flange bolts (65) of the overflow connection (63).

8 After the pump unit mounting onto the engine, check the backlash of the pump drive. 9

Fit all the pipe connections to the lubricating oil pump unit.

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10 Prelubricate and check the pump components for leaks.

11 Run the engine on nominal rpm without load and check the lubricating oil pressure.

1.2 − 24

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1.2.3.1.1. Pressure control unit

Manual Wärtsilä 38

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Lubricating Oil System

79

16

release to engine sump 77

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15

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The pressure control unit, see fig.1.2 − 11 and fig. 1.2 − 13 , avoids oil pressure pulses due to variations of the pump screw revolution speed and/or the lubricating oil viscosity. The unit consists of a housing, a pressure control valve (16) and a spring (77) which is factory adjusted by bolt (78). The reference pressure (79) for the control valve is the pressure at the end of the engine lubricating oil manifold. A safety valve (14) is integrated and factory adjusted.

80 78

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oil pressure from pump

x

Fig. 1.2 − 13 Pressure control and safety valve unit Maintenance 1 Measure and note the ’X’ value, see fig. 1.2 − 13 .

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Warning!

Take good care for the strong spring tension of spring (77) when removing cover (80).

2

Remove the pressure control valve (16) and the safety valve (15).

3 Clean all the parts and check for wear. Replace the worn or damaged parts. 4

Check if the pressure control valve moves freely in the unit.

5 Renew the O−ring and the sealing rings. Fit all the parts back in the unit. 6 Make sure the ’X’ value is the same as that measured before maintenance actions, see fig. 1.2 − 13 .

1.2 − 25

Manual Wärtsilä 38

Pre−lubricating oil pump

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1.2.3.2.

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Lubricating Oil System

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The pre−lubricating oil pump (09), (see fig. 1.2 − 14 ) is an electric motor driven gearwheel pump, it’s equipped with a safety overflow valve. Lubricating oil is taken from an external sump via the connection (207) and is forced to the lubricate oil module. The pump and the electric motor (81) are both mounted on the pump drive house (82) and connected to each other by a flexible coupling. Check, through the inspection slot in the pump drive house, if the clearance on both sides of the coupling is 3 mm. Between the discharge of the pre−lubricating oil pump and the junction box (61) (see fig. 1.2 − 11 ) a non return valve (05.1) is mounted in order to avoid a reversed flow.

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The pre−lubricating oil pump runs if the engine is in the start mode with the stand−by function switched on, furthermore, before and during the engine starting procedure or when the engine has been out of operation for a long time. The suction height of the built−on pre−lubricating pump (including pressure losses in the pipes) should not exceed 3.5 m.

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05.1

Fig. 1.2 − 14 Pre−lubricating oil pump

1.2 − 26

81

82 09

Lubricating oil module

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1.2.3.3.

Manual Wärtsilä 38

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Lubricating Oil System

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The lubricating oil module is mounted on the rear of the engine and comprises a lubricating oil cooler (04), the thermostatic valves (02) and an automatic back−flushing filter (03). See fig. 1.2 − 15 .

88

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87

93 91 96

03

94 92 95

90

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02

04

83

Fig. 1.2 − 15 Lubricating oil module

1.2 − 27

Manual Wärtsilä 38

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Lubricating Oil System

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1.2.3.3.1. Flows through the lubricating oil module

87

86

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88

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Lubricating oil flow through the cooler The lubricating oil enters the module at (83) and is directed into the by−pass branch (84) where it is split into two flows, the former which is remaining in the by−pass branch and the latter which is directed over the outside of the cooler tubes (85) to branch (86). See fig. 1.2 − 16 and fig. 1.2 − 15 . The lubricating oil from branch (84) and the cooled lubricating oil from branch (86) are mixed by the thermostats (02) and, at the required temperature, discharged at (87). From the outlet (87) the oil is directed to the build on automatic back−flushing filter (03).See fig. 1.2 − 15 . After passing the filter, the clean lubricating oil returns at (88), flows through a passage behind the thermostatic unit (89) and leaves the module at (90) towards the engine.

89 90

84

02

85

83

86

84

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Fig. 1.2 − 16 Lubricating oil flow through the cooler

1.2 − 28

85

Manual Wärtsilä 38

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Lubricating Oil System

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LT cooling water flow through the cooler The LT cooling water, returning from the charge air cooler, enters the module at (91), flows through a passage behind the thermostatic unit (89) to the cooler (04) where it is forced through the cooling water tubes and leaves the module at (92). See fig.1.2 − 15 and fig. 1.2 − 17 .

92

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91

89

04

Fig. 1.2 − 17 LT cooling water flow through the cooler

1.2 − 29

Manual Wärtsilä 38

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Lubricating Oil System

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The module used as connection piece for cooling water flows The HT cooling water, on its way from the charge air cooler to the external cooling water cooler, flows through a passage incorporated in the module. It enters the module behind the thermostatic unit (89) at (93) and leaves the module at (94). See fig. 1.2 − 18 and fig. 1.2 − 15 .

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The LT cooling water, on its way from the LT cooling water pump to the charge air cooler, flows through a passage incorporated in the module. It enters the module at (95) and leaves the module behind the thermostatic unit at (96). See fig. 1.2 − 18 and fig. 1.2 − 15 .

94

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95

93

96

Fig. 1.2 − 18 Cooling water flows not through the cooler

1.2 − 30

94

95

Manual Wärtsilä 38

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Lubricating Oil System

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1.2.3.3.2. Lubricating oil cooler

102

102

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103

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Removing the cooler stack 1 Drain the LT cooling water system at (97) and the HT cooling water system at (98) and collect the water. See fig. 1.2 − 19 . Drain also the piping from and to the lubricating oil unit. 2 Drain the lubricating oil by removing the drain plug (99) and by opening the sampling valve (17), drain also the manifold (20) (See fig. 1.2 − 19 ) by removing the plug at the end of the manifold at driving end. 3 Remove the HT and LT cooling water pipes and the lubricating oil pipes from the cooler.

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101 03

110

108

105

107 109

17

104 110

107

98 97 100

103 102

99 103

111 106 112

108

107

Fig. 1.2 − 19 Lubricating oil cooler

1.2 − 31

Manual Wärtsilä 38

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Lubricating Oil System

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4 Remove the lubricating oil pipe (100) from the automatic back−flush filter (03) and disconnect the electric wiring from the pressure difference indicator (101). See fig. 1.2 − 19 . 5 Fit two eye bolts (M30) on the top side of the cooler housing and support the module by using a crane and a sling before the removal of the entire lubrication oil module from the engine block. 6 The module is mounted on the engine block with eight M16 bolts. First remove the six bolts (102) at the side of the engine block before removing the two bolts (103) at the top of the engine block. 7 Take good care the weight of the module is taken by the crane and afterwards remove the two bolts (103). 8 Lift the module from the engine block. 9 First remove the two bolts (104) at the bottom side of the cooler before placing the module with the cooler section onto two wooden beams. 10 Remove the
thermostat cover" (105) with built on automatic back−flush filter (03) and remove cover (106). 11 Remove the filling plates − gaskets (107) at both sides.

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12 Remove the visible O−rings (108) on both sides of the cooler stack housing . 13 To allow the removal of the remaining O−rings (109) from the cooler stack, the cooler must be partly pushed out of the cooler housing side by side in both directions. 14 To prevent damages, support the cooler stack end plate (110) while pushing the cooler stack out of the cooler housing. 15 For cleaning of the water side, the charge air cooler cleaning instructions can be used, see section 1.5. For repair instructions, see chapter 1.5.

Note!

Cooler stack tubes can not be exchanged

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Mounting the lubricating oil cooler stack 1 Clean the cooler housing carefully and check if the locations of the O−rings are clean and without damages, see fig. 1.2 − 19 . 2 Support both cooler stack end plates with a crane and a sling while lifting the cooler stack carefully into the cooler housing. Mind the position of the locating pin (111) counter hole in the cooler stack end plate corresponds with the position of cover side (106) ,see fig. 1.2 − 19 . 3 Fit one O−ring (109), see fig. 1.2 − 19 with silicon grease on the end plate of the cooler stack. Check if the O−ring is without damages. 4 Push the cooler stack with the O−ring side into the cooler housing till both O−ring grooves at the other side are visible.

1.2 − 32

Manual Wärtsilä 38

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Lubricating Oil System

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5 Fit the other O−ring (108) at this side and use silicon grease. Check if the O−ring is without damages. 6 Pull the cooler stack into position and check the pin counter hole (111) is matching on cover (27). 7 Fit at both sides O−rings (108) with silicon grease. Check if the O−rings are without damages. 8 Place the three gasket−locating plates (107) at
non−thermostat" side.

The free spaces between the gasket−locating plates form telltale channels for leaking fluid in case one of the O−rings is leaking.

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Note!

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The gasket−locating plates (107) at
non−thermostat" side should fit into a groove between the two O−rings (108) and (109) to locate the position of the cooler stack in the cooler housing.

9 Place the O−ring (112) in the "non−thermostat cover". Check if the O−ring is without damages. 10 Place and tighten the "non−thermostat cover" (106).

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11 Place the O−ring in the "thermostat cover". Check if the O−ring is without damages. 12 Place the three gasket−filling plates (107) at
thermostat" side.

13 Place and tighten the "thermostat cover" with built on automatic back−flush filter(4). 14 Lift the entire lubrication oil module by using a crane and a hoisting sling and mount the two bolts (104) at the bottom side of the cooler before placing the module onto the engine block. 15 First tighten the two bolts (103) at the top of the engine block by hand. 16 Tighten the 6 bolts (102) at the module side. 17 Tighten the two bolts (103) at the top of the engine block.

18 Connect the HT and LT cooling water pipes and the lubricating oil pipes to the cooler. Connect the lubricating oil pipe (100) to the automatic back−flush filter (03) and connect the electric wiring.

19 Replace the water and oil drain plugs and close the sampling valve (17). 20 Start the pre−lubrication oil pump and check for leaks and verify the oil level. 21 Fill the cooling water system and check for leaks and verify the water level.

1.2 − 33

Manual Wärtsilä 38

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Lubricating Oil System

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1.2.3.3.3. Thermostatic valve

The lubricating oil temperature is controlled by thermostatic valves (7) to keep it at the proper value at engine inlet, See fig. 1.2 − 20 .

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Thermostatic valves in closed position: The top side figure at the left side shows the thermostatic valve position with cold lubricating oil. The thermostatic valves are closed for oil from the cooler at (86). Oil from the cooler by-pass (84) flows via the thermostatic valves (7) and the channel (87) to the automatic back−flush filter.

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Thermostatic valves in open position: The top side figure at the right side shows the thermostatic valves position with hot lubricating oil. The thermostatic valves are open for oil from the cooler at (86). Oil from the cooler enters at (86) and flows via the thermostatic valves (7) and the channel (87) to the automatic back−flush filter.

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Operation The cooling systems will usually operate in a small range around nominal temperature. Any system, which is operating at temperatures with a deviation of 6°C or more from the nominal one, is probably malfunctioning. The cause should be identified and fixed immediately. Maintenance It is advised to check periodically the correct working range of the elements. That can be done by slowly heating the elements in a bucket with water while measuring the water temperature. Replace elements out of range. The nominal temperature range is mentioned on the elements themselves.

Warning!

The elements exposed to temperatures 10°C above the maximum working range, which are harmful for the wax elements, should be renewed.

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Trouble shooting If the cooling system does not operate near to the operating temperature see section 2.3.3.7. Operating troubles.

1.2 − 34

Manual Wärtsilä 38

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Lubricating Oil System

115

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116

87

86

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114

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113

90

02

87

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88

84

88

90

02

86

84

Fig. 1.2 − 20 Thermostatic valve

1.2.3.3.4. The thermostatic valves removal / mounting 1 Drain the lubricating oil by removing the plug (113) and remove the cover (114). See fig. 1.2 − 20 . 2 Remove the two bolts M6 of the sleeve (115) and place two M8 bolts instead to loosen the sleeve. Remove the thermostatic valve(s) 3 Check the valve and the sleeve. Renew the O−ring (116) and fit valve, sleeve, cover and plug. Run the prelubricating oil pump and check for leaks .

1.2 − 35

Manual Wärtsilä 38

on

1.2.3.3.5. Automatic back−flushing filter

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Lubricating Oil System

105

int ern a

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03

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General The automatic back−flushing filter (3), see fig. 1.2 − 21 is mounted on the "thermostat cover"(105) of the lubrication oil cooler. The filter works with permanent back−flushing using its own process fluid. No external power is required to operate the automatic filter. The solids caught during continuous back−flushing are filtered out by the centrifugal filter (6). The filtered back−flushed oil is fed back via the centrifugal filter (34) into the engine sump.

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Fig. 1.2 − 21 Automatic back−flushing filter

1.2 − 36

06

118

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120

Manual Wärtsilä 38

on

Lubricating Oil System

88

119

117

87

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Fig. 1.2 − 22 Automatic back−flushing filter (Filtration phase) Filtration phase The oil to be filtered enters through inlet (87) and passes the turbine (117). After the turbine the oil enters the filter candles (118) at both ends. Direct at the right side and via the central connection tube (119) at the left side. The oil flows from the inside to the outside while leaving most of the dirt particles at the inside of the filter candles (118). The fluid filtered in this way now passes through the protective filter (120) to the filter outlet (88).

1.2 − 37

Manual Wärtsilä 38

118 132

126

124 132 131

122

125

129

130

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132

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Lubricating Oil System

117

87

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Fig. 1.2 − 23 Automatic back−flushing filter (Back flushing phase) Back flushing phase The oil flow energy drives the turbine (117) installed in the inlet flange (87). The high speed of the turbine (117) is reduced by the worm gear unit (122) and the gear (123) to the lower speed required for turning the flushing arm (124). The individual filter candles (118) are now connected successively via the continuously rotating flushing arm (124), the flushing bush (125) and the centrifugal filter (5), see fig. 1.2 − 21 to the engine sump. The lower pressure in the interior of the filter candles (118) during the back−flushing operation and the higher pressure outside the filter candles (118) produce a counter−flow through the mesh from the clean filter side via the dirty filter side to the centrifugal filter (5), see fig. 1.2 − 21 . The counter−flow together with the cross−flow (unfiltered oil entering the top side of the filter candles (118)) result in an efficient cleaning action.

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The rotary motion of the flushing facility can be seen at the visible shaft end (132) in the left filter cover (126).

1.2 − 38

120

118

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121

Manual Wärtsilä 38

on

Lubricating Oil System

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Fig. 1.2 − 24 Automatic back−flushing filter (Overflow valves) Functioning of the overflow valves If the filter candles (118) (first filter stage) shouldn’t be adequately cleaned any longer for whatever reason, the overflow valves (121) are opened at a differential pressure of 2 bar upwards and all the fluid is filtered through the protective filter (120) (second filter stage).

However, before this situation arises, the installed differential pressure indicator (101), see fig. 1.2 − 19 emits a differential pressure warning. The cause must now be identified and fixed.

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Note!

The filter may only be operated in this emergency condition for a short time (opened overflow valves and differential pressure warning). Prolonged operation in this mode can result in damages to engine components. The overflow valves are closed under normal operating conditions, even during start−up at lower fluid temperatures.

1.2 − 39

Manual Wärtsilä 38

120

123

122

A

127

118 124

A

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127

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Lubricating Oil System

117

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Fig. 1.2 − 25 Automatic back−flushing filter (Maintenance) Maintenance Even with automatic filters, inspections and maintenances must be performed at regular intervals. It is important to remember that, in spite of constant back−flushing, the mesh may become clogged depending on the quality of the fluid. In order to maintain a trouble−free operation, the following aspects must be observed during maintenance: The filter must be switched off for all maintenance works.

2

Check the filter and connections for leaks.

3

Have a visual inspection of all the filter candles (118) once a year.

If a higher differential pressure occurs beforehand, all the filter candles (118) and the protective filter (120) must be checked and, if necessary, cleaned. See also the section: ”filter candle inspection and cleaning”.

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Note!

1

1.2 − 40

Warning!

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Manual Wärtsilä 38

on

Lubricating Oil System

A highly contaminated protective filter (120) is a sign of prolonged operation with defective or clogged filter candles (118) and thus opened overflow valves (121), see fig.1.2 − 24 . It is necessary to check these components.

To have that check the cover (127) must be removed. Now check the free movement with a suitable spanner on the hexagon of the worm gear unit (128), see fig. 1.2 − 25 . If the movement is sluggish, refer to section: ”Sources of faults and their remedy”. 5

It is recommended to replace the filter candles (118) after 2 years.

A longer use is also possible if the filter candles (118) are checked carefully.

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int ern a

Note!

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Note!

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4 Check the turbine (117) for a free movement as well as the worm gear unit (122) and the included gear (123) with flushing arm (124).

6 Replace the dynamic loaded seals (129), see fig.1.2 − 23 when required. It is advisable to replace all static seals during an overhaul.

1.2 − 41

Manual Wärtsilä 38

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Lubricating Oil System

on

Filter candle inspection and cleaning 1

Drain the filter by means of the drain screw.

2

Remove the left cover (126). see fig.1.2 − 23 .

3 Pull the entire filter element including the flushing arm (124) and the gear (123) out of the housing. Make sure that the exposed gear (123) is not damaged. 4

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Note!

Remove the upper cover plate (130).

5 The filter candles (118) can now be pushed out from below or pulled out from above. 6 Place the filter candles (118) in a cold solvent−free cleaner, max. soaking time 24 hours.

the filter candles must be ensured to be cleaned at a pressure of max. 60 bar and at a minimum distance of 20 cm from the cleaning nozzle. Otherwise, damages could occur to the mesh.

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Note!

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7 After immersing the filter candles (118), clean them from the outside inwards using high pressure.

8 Before the filter candles (118) are installed, they must be visually inspected and the damaged candles replaced by new ones.

Note!

Defective filter candles (118) must not be used anylonger.

Warning!

During maintenance take good care that the outside of the protective filter (120) is the clean side, see fig.1.2 − 24 .

Note!

Before the installation of the entire filter element, the free motion of the flushing facility must be checked. The flushing arm (124) must not grind against the bottom filter plate (131) 9 Now push the entire filter element into the housing. The gear (123) is forced into the drive pinion of the gear unit (122) by slightly turning the flushing shaft (132).

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10 The filter re−assembling must be performed following a reverse actions sequence.

1.2 − 42

Trouble shooting automatic back−flushing filter

Sources of faults and their remedy Cause

Reasons and remedy

− Viscosity too high

− Wait for normal operating conditions − Check by−pass treatment unit (centrifugal filter) − Clean candles − Check flow control device in outlet and sludge discharge line for clogging − Turbine jammed

− High volume of dirt

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Fault

on

1.2.3.3.6.

Manual Wärtsilä 38

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Lubricating Oil System

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− Filter candles clogged − Flushing volume too low

− Shaft end does not turn

− Remove parts jammed between

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∆p rises

turbine and wall − Gear unit defective − Check for free movement (see section ”Maintenance”) Replace gear unit if necessary − Flushing arm (41) jammed, Remove any foreign matter

− Operating pressure < 2 bar − Run for prolonged period at higher pressure 5−6 bar and thus eliminate the blockage − Oil quantity too low / Increase oil quantity

1.2 − 43

Manual Wärtsilä 38

Centrifugal filter

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1.2.3.4.

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Lubricating Oil System

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The centrifugal filter is mounted on the engine as a part of the engine filter system. The centrifugal filter starts working when the engine runs and lubricating oil feed valve (12) is open for supply from the back flush filter at (134) and for supply to the centrifugal drive at (135), see fig. 1.2 − 26 . The valve is open with the lever in the horizontal position ("ON"). For maintenance of the filter, switch over valve (12) to the vertical position ("SERVICE") to close the oil supply to the filter and to open the drain hole (146) see fig. 1.2 − 27 , to the engine sump.

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134

12

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Fig. 1.2 − 26 Centrifugal filter on engine

1.2 − 44

135

Manual Wärtsilä 38

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Lubricating Oil System

for

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Operation The filter comprises a housing (136) in which a dynamically balanced rotor unit (137), with a hardened steel spindle, (138) rotates. The rotor comprises a cleaning chamber(139) and an outlet chamber (140). The oil flow at connection (141)) from the back flush filter enters at the inner side of the spindle (138) and flows to the cleaning chamber (139). Then the oil passes from the cleaning chamber to the outlet chamber (140), with outlet holes (142), at the lower part of the rotor. The oil flow, directed at connection (143) from the lubricating oil pump, drives a pelton turbine wheel (144) which is connected to the spindle. Due to the high speed of the rotor, the oil is subjected to a high centrifugal force inside the cleaning chamber (139). The dirt particles will form a deposit of heavy sludge on the wall (137) of the rotor. The clean oil, from the outlet holes (145) and the oil from the turbine wheel drive, returns to the engine oil sump via drain hole (146) of the filter housing back.

1.2 − 45

Manual Wärtsilä 38

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Lubricating Oil System

149 150 148

140 142

136

146

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144

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139

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137

147

143

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Fig. 1.2 − 27 Centrifugal filter

1.2 − 46

145

141

Note!

on

Filter cleaning

Manual Wärtsilä 38

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Lubricating Oil System

Clean more frequently if the filter has collected the maximum quantity of dirt (the dirt deposit layer is 25mm thick) within the recommended cleaning interval (weekly).

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1 Close the oil supply to the filter by means of valve (133), see fig. 1.2 − 26 . 2 Open and slacken the cover clamp (147). Remove the cover (148), see fig. 1.2 − 27

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3 Lift off the rotor unit (137) together with the spindle (138). Hold the rotor body and remove the rotor cover nut (149). Remove the rotor cover (150) and the rotor wall (137) from the rotor bottom. 4 Remove sludge from the rotor cover and the inside of the rotor body by means of a wooden spatula or suitably shaped piece of wood and wipe clean. Ensure all rotor components are thoroughly cleaned and free from dirt deposits. Use a paper insert for easy dirt removal on the rotor unit. See the parts catalogue for the part number of the insert.

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Note!

5 Clean out the oil pipes of the rotor drive connection (143) with compressed air. 6 Examine the top and bottom bearings to ensure they are free from damage or excessive wear. Examine the all the O-ring for damage. Renew the O−rings and the paper insert if necessary. 7 Reassemble the rotor in opposite order. Use silicone grease for the O−rings. 8 Examine the spindle journals to ensure they are free from damage or excessive wear. 9 Replace the rotor unit (137) together with the spindle (138). Refit the filter cover (148). Tighten the cover with the filter cover clamp (147).

10 Open the oil supply to the filter by means of valve (133), see fig. 1.2 − 26 .

1.2 − 47

Manual Wärtsilä 38

Lubricating oil sampling valve

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1.2.3.5.

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Lubricating Oil System

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Take the lubricating oil samples according the instructions in section 1.2.1.3. Fig. 1.2 − 28 shows the position of the lubricating oil sampling valve (17) on the engine.

17

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Fig. 1.2 − 28 The Location of the lubricating oil sampling valve

1.2 − 48

Crankcase breathing system

on

1.2.3.6.

Manual Wärtsilä 38

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Lubricating Oil System

The crankcase breather avoids any overpressure in the crankcase due to blow–by gasses from piston rings and turbocharger. The crankcase breather consists of a pipe (153), which connects the space inside the cranck case to the discharge line (see fig. 1.2 − 29 ).

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Inspect periodically proper functioning of the system during engine operation. The free end of the vent pipe should be covered by an anti flame gauze. Clean this gauze periodically to avoid crankcase over pressure. At the bottom, the vent device is provided with perfored metal sheets (154) in order to have a filter element which prevents any inclusion of dangerous dirt for the safe life of the engine.

Excessive smoke from crankcase breather might indicate that a hot spot is vaporizing lubricating oil and may lead to a crankcase explosion.

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Note!

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A part of the crankcase gasses consist of oil particles and water vapour.

1.2 − 49

Manual Wärtsilä 38

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Lubricating Oil System

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153

Fig. 1.2 − 29 Crankcase breather and vent pipe

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−o−o−o−o−o−

1.2 − 50

154

Manual Wärtsilä 38

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1.3. Starting Air System

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Starting Air System

1.3 − 1

Manual Wärtsilä 38

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General

on

1.3.1.

Starting Air System

The engine is started by means of compressed air with a maximum pressure of 30 bar. and a minimum pressure of 12 bar. The required temperature of the engine room at minimum pressure is 20°C or higher. The starting air should be clean and free from water and oil to make a normal start possible.

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The start is performed by direct injection of air into the cylinders through the starting air valves on the cylinder heads.

1.3.1.1.

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A non−return valve, a safety valve and a flame arrester are mounted in the main supply air pipe. As a precaution the engine can not be started when the turning gear is engaged.

Starting air quality

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Starting air supplied to the engine should be cleaned by means of an oil and water separator. For safety reasons the control air supply pipe to the air container is provided with an oil mist detector and a pressure control valve (see relevant system diagram in section 3.1.1). Requirements Maximum size of particles 40 micron Maximum oil contents 5 mg/m3n ( Reference: Pneurop− recommendations 6611 )

1.3.1.2.

Starting air quantity

The starting air consumption is about 1.8 Nm3 (at 20°C) per start.

At remote and automatic starting, the consumption is 2 ... 3 times higher.

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Note!

1.3 − 2

Internal starting air system

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1.3.2.

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Manual Wärtsilä 38

Starting Air System

Engine start process

The main starting is operated pneumatically via the starting valve. Before activating the starting valve, the pilot air has to pass through the blocking valve in order to avoid an accidental engine start with the engaged turning gear.

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se

After the engine is ready for start which means: Lubricating oil pressure is minimal 0.8 bar. Control air pressure is minimal 10 bar. Cooling temperature is minimal 60° C. Low lubricating oil level switch of the turbocharger is released. Stop lever is in operation position Turning gear is not engaged External start blockings are released

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The engine is normally started from the control room. In case of an emergency the engine can be started by pushing the emergency start button (2). See section 2.3.2. fig. 2.3 − 2 and section 1.6.8.5. When the starting valve (20) is operated electrically (remote control) or manually (on the engine) pilot air to activate the main starting valve (01) has to pass the blocking valve (19). With the turning gear engaged main starting valve (01) will not be activated to avoid an engine start. When the turning gear is dis−engaged the main starting valve (01) can be activated. Starting air goes to the starting air distributor (04) and through the flame arrester (02) to the starting air valves (03) in the cylinder heads. The starting air distributor controls opening and closing of the starting air valves in the cylinder heads according to the firing order. The engine starts.

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Note!

For proper acknoledgement of the specific starting air system and main components please refer to the related diagram which is enclosed in section 3.1.1.

1.3 − 3

Manual Wärtsilä 38

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Starting Air System

on

Engine stop process Normally the engine is stopped remotely from the control room or locally by means of the stop button on the WECS cabinet. See section 2.3.4. In case of a failure of the normal stop functions the engine can be stopped manually by pushing the emergency stop button (3) on the local start / stop unit, see fig. 2.3 − 7 .

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When the control valve is activated a pilot air signal is directed to the stopping valve for the HP fuel pumps, thus it lets the control air (30 bar) flow to the pneumatic stop cylinders on the fuel pumps which will push the fuel pump rack to
zero" load position. The stop system is provided with an air container with a sufficient capacity for, at least, one emergency stop in case of an air supply lack via the connection (302).

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In case of a failure of the normal and emergency stop functions, the engine can be locally stopped by pulling the lever (1) on the common fuel control shaft, see also section 2.3.4. fig. and fig. 2.3 − 7 . Leave the main ball valve (15) and the air supply to (302) always open during engine operation.

Note!

For maintenance background information, safety aspects, tools, intervals, tolerances, inspection, tightening torque and procedures see chapter 2.4.

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Note!

1.3 − 4

Manual Wärtsilä 38

Components of starting air system 1.3.3.1.

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1.3.3.

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Starting Air System

Main starting valve

The main start valve is controlled by the WECS system and is pneumatically operated. The start sequence is described as follows.

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Start sequence (fig. 1.3 − 1 ). pilot air enters at port (26) and operates valve (27). starting air flows via non return valve (13) to port (28). air passes valve (29) and flows direct to the engine at (25) and the engine starts to rotate. pilot air to port (26) stops when the engine starts. 27 25

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26

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01

29

28

13

Fig. 1.3 − 1 Starting and slow turn sequence

1.3 − 5

Manual Wärtsilä 38

Starting air distributor

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1.3.3.2.

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Starting Air System

30

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2

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General The free end of the camshaft is provided with an extension shaft (30) to drive the starting air distributor (2), see fig. 1.3 − 2 . The air distributor makes the starting valves on the cylinder heads operate according to the firing order.

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Fig. 1.3 − 2 Starting air distributor with drive

1.3 − 6

Manual Wärtsilä 38

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Starting Air System

34

30

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31

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Working principle of starting air distributor When the main starting valve is activated the compressed air enters at (31) and flows to the starting air valve in the cylinder head accordingly to the position of the slot (32) in disc (33) via the channel (34). Fig. 1.3 − 3 , and fig. 1.3 − 4 . show an example of cylinder number 1. When the air enters at (31) the disc (33) is pushed against the housing (35) and only admits air to the cylinder which is in starting position. Via the slot (32) the air passes through the drilling in the housing and goes via (34) and a pilot air line, see fig. 1.3 − 5 , to the piston of the air starting valve in the cylinder head, see fig. 1.3 − 6 . The starting valve opens and allows the starting air enter the engine cylinder. The engine starts to rotate and the air distributor disc as well. The starting valve in the cylinder head is opened untill the slot (32) closes the air supply. The pressure of the starting air valve on the cylinder head is released via the groove (36) in the back side of disc (33). The right side of fig. 1.3 − 3 . shows the pressure is released via the opening (37). That procedure takes place as long as the main starting valve is open.

36

37

x

40

32

39 41

y

33

35

32

cylinder 1

z

38

33

CW turning engine 36

CCW turning engine

Fig. 1.3 − 3 Starting air distributor

1.3 − 7

Manual Wärtsilä 38

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Starting Air System

2

on

Checking the timing 1 Disconnect the air supply line to (31) at the cover of the starting air distributor. See fig. 1.3 − 3 and fig. 1.3 − 5 . Remove cover (38) and the gasket, see fig. 1.3 − 3 .

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3 Turn the flywheel to 5° after TDC of cylinder 1. The beginning of the slot opening (32) in the distributor disc should just open the air duct to cylinder 1 in the distributor housing, see fig. 1.3 − 4 . Mind the direction of rotation! The direction of rotation, seen towards the distribution disc, is indicated with an arrow on the distributor housing, it is counter clockwise for a clockwise turning engine and it is counter clockwise for a clockwise turning engine. 4 Check if timing is correct. If not continue with setting the timing. If the timing is correct continue with the next point. Fit the cover, using a new gasket

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5

6 Connect the air supply line to the cover of the starting air distributor.

32 Cyl. 1

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2

1

4

3

6

36

5

CCW turning engine

CW turning engine

Fig. 1.3 − 4 Setting of air distributor disc In the fig. 1.3 − 4 there is a complete overview of the distributor discs for 6L engines, the working principles description and the maintenance operations mentioned can be easily extended to 8L and 9L engine configurations just by taking into account a different number of cylinders connected to the starting air supply system.

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Note!

1.3 − 8

Manual Wärtsilä 38

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Starting Air System

on

Setting the timing 1 Check if the position of the flywheel is 5° after TDC of cylinder 1.

2 Pull the distributor shaft (39) complete with nut (40), distributor disc and driver (41) out of the distributor housing.

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3 Loosen nut (40) a few turns, see fig. 1.3 − 3 . Pay attention to the type of thread, in connection with the direction of rotation. Look at the final digit on the rating plate of the starting air distributor. 1 = left−hand thread 2 = right−hand thread 4 Tap on the end of the distributor shaft with a plastic hammer to separate the distributor disc from the conical part of the shaft. 5 Tighten the nut manually, but not too tight, so that the distributor disc can still turn on the shaft.

Make sure that the driver (41) fits properly in the shaft. The driver recesses “X” and “Y” have different lengths. See fig. 1.3 − 3 . Check if distance “Z” is 1.75 mm at the “X” and “Y” side with the engine at ambient temperature. There should be no clearance between the distributor disc and the distributor housing.

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Note!

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6 Place the distributor shaft, complete with nut, distributor disc and driver, into the distributor housing.

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Note!

7 Set the distributor disc so that the first part of the slot (32) in the distributor disc intersect with the air passage to cylinder 1 in the distributor housing. See fig. 1.3 − 4 . Pay attention to the direction of rotation! 8

Tighten the nut without turning the distributor disc.

9

Check if measurement
Z" is still 1.75 mm.

10 Fit the cover with a new gasket. 11 Fit the air supply line on the cover of the starting air distributor.

1.3 − 9

Manual Wärtsilä 38

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Starting Air System

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31

Fig. 1.3 − 5 Pilot air lines

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Replacing the driver 1 Disconnect the air supply line (31) from the cover of the starting air distributor, see fig. 1.3 − 5 . 2

Remove cover (38) and the gasket, see fig. 1.3 − 3 .

3 Pull the distributor shaft (39), complete with nut (40), distributor disc and driver (41) out of the distributor housing. 4

Remove the dowel pin from the driver and distributor shaft.

5

Fit the new driver with a new dowel pin.

6 Place the distributor shaft, complete with nut, distributor disc and driver, into the distributor housing.

Note!

Make sure that the driver (41) fits properly in the shaft. The driver recesses “X” and “Y” have different lengths. See fig. 1.3 − 3 . Check if distance “Z” is 1.75 mm at the “X” and “Y” side with the engine at ambient temperature. There should be no clearance between the distributor disc and the distributor housing. 7 Check if the timing is correct. If not correct continue with setting the timing. If correct continue with next point.

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8

Fit the cover, using a new gasket

9 Connect the air supply line to the cover of the starting air distributor.

1.3 − 10

Manual Wärtsilä 38

Starting air valve on cylinder head

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1.3.3.3.

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Starting Air System

47 43 48

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53

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General When the main starting valve is activated starting air flows to all starting valves in the cylinder heads and enters at (42), see fig . 1.3 − 6 . The starting air valve is operated by air pressure controlled by the starting air distributor and enters at (43). Piston (44) together with valve (45) is pushed against the spring tension. The valve opens and starting air flows from (42) via (46) into the cylinder.

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44 50 49

46

51 45 42 52

Fig. 1.3 − 6 Starting air valve

Maintenance Carry out maintenance during the normal maintenance intervals of the cylinder head. 1 Remove the plate (47) and pull the complete starting air valve out of the cylinder head. 2 Remove the self locking nut (48), piston (44) and spring (49). 3 Clean all components and check the seat condition of valve and valve housing. If necessary, lap the seats by hand. Keep the piston on the valve spindle mounted for support during grinding. 4 Check if the vent holes (50) in the valve housing are open. 5 Lubricate piston and housing with lubricating oil and re−assemble the valve, spring and piston. 6

Check if the valve moves smoothly and closes completely.

7

Renew the O−ring (51) and lubricate with silicone grease.

8 Renew the copper ring (52) between starting air valve housing and cylinder head. 9 Place plate (47) and tighten the bolts (53) to the torque setting as mentioned in section 2.4.4.5.

1.3 − 11

Manual Wärtsilä 38

Starting air pipes

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1.3.3.4.

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Starting Air System

Starting air distribution pipes supply the cylinder units of starting air of max. 30 bar. After the main starting valve is opened, starting air flows to each of the starting air valves.

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Before the starting air enters the main distribution pipe (54) the air passes a flame arrester (02). Via connecting pipe (56) the air is supplied to the starting valve in the cylinder head. See fig. 1.3 − 7 . Control air to the starting valve is supplied through pipe connection (57). Pipe connection (58) is connected to the stop cylinders on the fuel pump.

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Connection pipe (56) is fitted with two O−rings. Always use silicon grease when mounting new O−rings. 02

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58

Fig. 1.3 − 7 Starting air pipe arrangement

1.3 − 12

54

56 57

Manual Wärtsilä 38

Pneumatic control system

on

1.3.3.5.

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Starting Air System

General The following devices are involved in the start and stop process; consult also the system diagram at chapter 3.1.: − The blocking valve (19) on turning gear is a start interlock to avoid the start of the engine when the turning gear device is engaged.

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− The pneumatic stop cylinders (08) are connected to the fuel rack of each HP fuel pump. In case of an emergency engine stop, the stop/shutdown control valves (17) CV153, in combination with stopping valve will pressurize all stop cylinders and push all the HP fuel pump racks to
zero" position.

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− The emergency push button on the control valve gives the possibility to stop the engine locally in case of an emergency. − The air container (07) is a pressurised air tank for back up in order to stop the engine in case of too low control air pressure. A pressure transmitter connected to this air vessel will warn in case of too low internal air pressure. − The drain valve (10) which automatically drains the air filter each time the engine is started.

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− The starting control valve (20) CV321 activates the main starting valve.

Maintenance The system consists of high class components and it requires no other maintenance than a function check and cleaning of the air filter (06). Check during a start the automatic working of the water drain valve. Filter The bottom section of the air filter is connected by an internal spindle to the top section. To open the filter, close the air supply ball valve (15). Release the air pressure and loosen the central spindle to remove the bottom section of the filter. Clean the insert and the inside of the filter every 8000 h.

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Warning!

After the filter is replaced and safe loked, open the valve (15) to supply pressurised air to the system. Start and stopping solenoid valves In case of a malfunction in the electric system of the valve, test the valve by pushing the button on the solenoid. In case of a mechanical malfunction, a special tool is required to open the valve. If the problem still exists replace the valve.

1.3 − 13

Manual Wärtsilä 38

Water drain valve Clean the valve in case of malfunctioning.

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−o−o−o−o−o−

on

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Starting Air System

1.3 − 14

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1.4. Cooling Water System

Manual Wärtsilä 38

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Cooling Water System

1.4 − 1

Manual Wärtsilä 38

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General

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1.4.1.

Cooling Water System

Cooling water 1.4.2.1.

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1.4.2.

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To prevent formation of scale and to maintain the highly efficient and uniform heat transfer rate through the engine liners and cylinder heads, only soft, treated water (cooling water), should be used. Furthermore, water should be free of corrosive properties. A competent water chemist specialised in closed cooling water circuits or manufacturer of water treatment chemicals should be consulted for recommendations.

General

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Cooling water = Make−up water + additives. Make–up water has to meet certain requirements. Water that normally fulfils these requirements, in order of preference : − Demineralized water.

− Reverse osmosis water.

− Distillate, (provided the quality is good, little corrosion products, salts etc.). − Softened and decarbonated water.

− Softened water.

Cooling water must be treated with an additive in order to prevent corrosion, scale or other deposits in closed circulating water systems. Example of water that normally NOT fulfils these requirements: − Rainwater has a high oxygen and carbon dioxide content; great risk of corrosion.

− Drinking water in many places is practically too hard and may contain considerable quantities of chlorides. − Sea water will cause severe corrosion and deposit formation, even if supplied to the system in small amounts.

The better the water quality the less additive has to be supplied. Make–up water must be checked before adding the additive. For requirements see below.

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Note!

1.4 − 2

Manual Wärtsilä 38

1.4.2.2.

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Requirements

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Cooling Water System

Make–up water must be checked before adding the additive. For make−up water quality see table.

Make−up water quality

Chloride (Cl)

[mg/l] max.

80

[mg/l] max.

150

min.

6.5 10

Sulphate content (S) pH Hardness

Unit

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Property

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Free of any foreign particles, air, gases and within the following specification:

[° dH] max.

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Engine cooling water system

Cooling − cooling water loss through evaporation should be water supply compensated by make−up water. − cooling water loss through leakages or otherwise should be compensated by adding fully treated water. Cooling Cooling water to be drained may be re−used provided water re−use that it is collected in a clean tank. Property

Unit

Temperatures and pressure

See operating data

Static pressure inlet HT and LT cooling water pump

[bar]

Preheating: − Temperature of HT cooling water system before starting. [°C] min.

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Note!

0.5 − 0.8

60

Re−use of cooling water provided that the quality is beyond any doubt is highly recommended instead of new. Used cooling water contains very little oxygen, is environmentally more friendly and needs less correction. Not re−usable cooling water should be drained and disposed of in an ecologically safe way.

1.4 − 3

Manual Wärtsilä 38

Qualities of cooling water additives

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1.4.2.3.

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Cooling Water System

General Use of approved cooling water additives during the warranty period is mandatory and is also strongly recommended after the warranty period.

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Start always with the maximum concentration of additives due to the fact that the concentration of active corrosion inhibitors drops in time.

Recommended Coolant based on Nitrite − borate

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Approved cooling water additives For approved cooling water additives and systems please contact Wärtsilä Corporation.

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− Not to be used with soldered surfaces, aluminium and zinc. − Toxic. Limited suitable (see restrictions when mentioned): Coolant based on Nitrite (sole) − In combination with borate (pH control) nitrite performs better. − Not to be used with soldered surfaces, aluminium and zinc. − Toxic.

Silicate

− Harmless to handle. − Can protect steel as well as copper and aluminium. − Not so efficient.

Molybdate

− Harmless to handle. − Can form undesirable deposits.

Organic

− May contain phosphonates, polymers (like polycarboxylic acid) and azoles (for instance tolytriazole).

Not advised Chromate, Phosphate, Borate (sole) and Zinc.

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The use of glycol is not recommended. If however glycol is used an additional de−rating has to be applied. See section de−rating, 1.0.3.

1.4 − 4

Cooling water control

on

1.4.2.4.

Manual Wärtsilä 38

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Cooling Water System

Check the cooling water quality according the maintenance schedule. Most suppliers of cooling water additives can provide a test kit for measuring the active corrosion inhibitors. With most additives correct dosing is very important. Under dosing of additives causes spot corrosion while overdoses may cause deposits.

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Note!

Request the supplier of the treatment product for instructions, procedures, dosage and concentration based on the applicable make −up water. Follow thoroughly the instructions of the supplier.

2

Record results of tests in the engine log book.

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1

1.4 − 5

Manual Wärtsilä 38

1.4.3.1.

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Internal cooling water system

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1.4.3.

Cooling Water System

General

The cooling water system on the engine is arranged by two separate cooling water circuits. The High Temperature (HT) and the Low Temperature (LT) circuit.

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− The HT cooling water circuit cools the cylinders, cylinder heads and the HT section (first stage) of the charge air cooler. − The LT cooling water circuit cools the LT section (second stage) of the charge air cooler. For proper acknoledgement of the specific cooling water system and main components please refer to the related diagram which is enclosed in section 3.1.1.

Note!

For maintenance background information, safety aspects, tools, intervals, tolerances, inspections, tightening torques and procedures see chapter 2.4

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Note!

1.4 − 6

Manual Wärtsilä 38

Cooling water flow HT section

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1.4.3.2.

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Cooling Water System

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Relative cold water, returning at (401) from the external system, is mixed before the suction side of the HT cooling water pump with water returning from the HT cooling water outlet manifold via the thermostatic valve of the HT system. The cooling water regulated at the correct temperature is forced to the cooling water inlet channel. The inlet channel is integrated in the engine block, where the flow is split over all cylinders. Two adjustable orifices, one in the the cooling water outlet manifold and one in the by−pass before entering the HT cooling water pump, are adjusted to the nominal flow during the engine commissioning.

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22

21

Fig. 1.4 − 1 Cooling water flow to the cylinder head Cooling water flow to cylinder liner and cylinder head Via a recess around each cylinder liner the cooling water flows upwards through bores in the cylinder liner collar resulting in an effective cooling of the liner top side. After cooling the liner top side, the cooling water enters the cylinder head through bores in the rim at the cylinder head bottom side, see fig. 1.4 − 1 . The cooling water is forced over the cylinder head bottom and along the injector sleeve. A part of the cooling water is forced around both the exhaust valve seats. The cooling water leaves at the top of the cylinder head at exhaust gas side and enters the cooling water outlet manifold (22). see fig. 1.4 − 1 .

1.4 − 7

Manual Wärtsilä 38

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Cooling Water System

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Cooling water flow to HT section charge air cooler The water from the the cylinder outlet manifold enters the HT section of the charge air cooler (first stage). Then the water leaves the charge air cooler and is forced to an adjustable orifice which adapts the water flow to the nominal rate. Through the thermostatic valve the water returns to the suction side of the cooling water pump via the by−pass or leaves the engine via connection (402) to the external system. The HT cooling water, returning via the by−pass, passes a second adjustable orifice before entering the cooling water pump. Thermostatic valves There are two thermostatic blocks, one for the HT and one for the LT cooling water circuit. Each block accommodates a thermostatic valve which regulates the engine cooling water temperature. The temperature ranges for HT and LT cooling water are different. Make sure that the elements of the HT and LT cooling water systems are not mixed up; for instance during testing. In case of a failure of the thermostatic valve it is possible to force the water flow completely or partly over the cooler by means of the manually override (4); see fig. 1.4 − 2 .

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5

To cooler

By−pass From engine 2

3 HT

4 1

By−pass To cooler

LT

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From engine

Fig. 1.4 − 2 Location of cooling water thermostatic valves

1.4 − 8

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Manual Wärtsilä 38

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Cooling Water System

Operation Cooling systems will usually operate in a range slightly below or above the nominal operating temperature. Any system operating with a deviation of 6°C or more from the nominal operating temperature is to be checked on cause. The cause should be located and corrected immediately.

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Trouble shooting In the event the cooling system does not operate near to the operating temperature see section 2.3.3.7. Operating problems.

1.4.3.2.1. Maintenance of the thermostatic valves

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Check periodically the correct working range of the elements accordingly to the maintenance intervals.

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Removal / mounting of the thermostatic valves 1 Drain the cooling water system, see section 1.4.5.4., and, if necessary, at the lowest point of the external system; collect the treated cooling water for re−use. 2 Remove bolts (1) sleeve (2) and thermostatic valve (3), see fig. 1.4 − 2 . 3 Check the element status by warming it up slowly while it’s submerged in water; measure continuously the water temperature. Read the temperature which the valve starts opening at. The nominal temperature range is mentioned on the elements.

Note!

Note!

Be careful not to mix the thermostatic valves of different cooling water systems since each system has its own working range. 4

Renew the sealing rings.

5

Renew the element if damaged or out of range.

If manual override (4) is separated from thermostatic valve (3) make sure plate (5) is fitted correctly which means the slot at the manual override side, see fig. 1.4 − 2 . 6

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Warning!

Fill the cooling water system and check for leaks .

Elements exposed to a 10°C above the maximum working range do harm the wax elements and should be renewed.

1.4 − 9

Manual Wärtsilä 38

Cooling water flow LT section

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1.4.3.3.

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Cooling Water System

Relative cold water, returning at (451) from the external cooler, is mixed before the suction side of the LT cooling water pump with water returning from the lubricating oil cooler via the LT thermostatic valve.

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The LT cooling water regulated at the correct temperature is forced to the Low Temperature section (second stage) of the charge air cooler and then to the lubricating oil cooler.

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The water leaves the lubricating oil cooler and flows to an adjustable orifice which adapts the water flow to the nominal flow. The water returns through the thermostatic valve to the suction side of the cooling water pump via the by−pass or leaves the engine to the external system via connection (452). The cooling water, returning via the by−pass, passes a second adjustable orifice before entering the cooling water pump.

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The adjustable orifices, one at the outlet of the lubricating oil cooler and one at the by−pass before entering the cooling water pump, are adjusted to the nominal flow during engine commissioning. The LT section of the charge air cooler is de−aerated via an orifice and connected to (454).

1.4 − 10

Manual Wärtsilä 38

Components of internal system

1.4.4.1.

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1.4.4.

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Cooling Water System

Cooling water pump

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Cooling water pumps for the HT cooling water system (07) and for the LT cooling water system (06) are commonly assembled with exactly the same parts. Although the pump parts are identical they are assembled differently to fit in their specific positions. See fig. 1.4 − 3 . Each cooling water pump is engine driven via a gearwheel (23). At the suction side a mix of cooling water returning from the external system at (24) and from the by−pass connection at (7) is forced by the pump to the pressure side (25). See fig. 1.4 − 4 .

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In order to avoid any reversed flow of cooling water in case of an engine stop, a cooling water stand by or preheating pump is used at connection (20) and a non return valve is mounted in casing (26) , see fig.1.4 − 4 .

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Maintenance of the pump mainly consists in replacing the water and/or oil seals in case of leakage. A leaking seal is indicated by liquid which appears from the tell tale hole (28). See fig. 1.4 − 4 . The bearings are lubricated by splash oil. 06

26

20

07

24

25

23

7 Fig. 1.4 − 3 Cooling water pump

1.4 − 11

Manual Wärtsilä 38

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Cooling Water System

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1.4.4.1.1. Maintenance of the cooling water pump

For inspection and renewal of the rotating part of the mechanical water seal (49) it is not necessary to remove the cooling water pump from the engine. See fig. 1.4 − 4 . 26

36

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35

59

20

05 25

43

30 39

60

7

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24

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31

33

34

29 32 30 38

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45 46 47

44

48

49

54 23 53

“x” 60 42 28

55 28

56

Fig. 1.4 − 4 Cooling water pump assembly

1.4 − 12

41 37 58 57

52

51 50

Manual Wärtsilä 38

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Cooling Water System

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Removal of the cooling water pump, see fig. 1.4 − 4 . 1 Drain the cooling water and collect it for re–use. See section 1.4.5.4.

2 Remove the bolts (33) and remove the suction line (24) at connection (34). 3 Remove the bolts (35) and remove the supply line (20) of the preheating pump at connection (36). 4 The orifice by−pass (29) is adjusted during commissioning and locked with two bolts (30). Don’t remove these two bolts. If it is necessary to renew the ”O”rings (31) mark the position of the orifice by−pass flange (29) on the pump suction flange (32) before removing the two bolts (30).

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Note!

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5 Place cooling water pump hoisting tool 9651DT907 and loosen the connection of the cooling water pump bearing housing (37) at the engine. 6 Slide the compete pump carefully out of the pump casing cover. Be careful not to damage the pump gear wheel (23).

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Disassembling the cooling water pump, see fig. 1.4 − 4 . 1 Remove nuts (38) , washers and by−pass suction connection (39). 2

Remove bolts (43) , washers and non return valve casing (26).

3 Remove nuts (42) , washers and pressure chamber (41) from bearing housing (37). 4 To remove the impeller (44) loosen all locking bolts (45) a few turns. Remove the bolts adjacent to each threaded hole in conical outer part (46) and screw them as jack bolts into these holes pressing it of the conical inner part (47). Remove the impeller and the locking assembly from the pump shaft (53).

5 Remove ring (48) and the rotating parts of the mechanical water seal set (49). 6 To remove the gear wheel (23) loosen all locking bolts (50) a few turns. Remove the bolts adjacent to each threaded hole in conical outer part (51) and screw them as jack bolts into these holes pressing it of the conical inner part (52). Remove the gear wheel and the locking assembly from the pump shaft (53). 7 Remove circlip (54). Apply slight force on the pump shaft (53) at the impeller side to push the shaft out of bearing housing. 8 Remove non–rotating ring (55) of the mechanical seal set together with the O−ring and remove the oil seal (56). 9

Remove ball bearings (57) from the pump shaft.

1.4 − 13

Manual Wärtsilä 38

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Cooling Water System

2

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Pump inspection and assembling 1 Clean all parts carefully and check for wear and damage; replace if necessary. Inspect parts for cavitation, scoring and other possible damage.

3 Replace all wearing parts (bearings, oil seal, mechanical seal and O–rings). 4 Clean recesses of the cooling water pump and check if sealing water circulation holes (40) and drain hole (28) are open and clean.

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5 Fit O–ring (60) with silicon grease and fit a new oil seal (56) with lubricating oil and with the lip pointing to the bearing side. 6 Press the non–rotating ring (55) of the mechanical seal set with O−ring in the bearing housing (37). Use a plastic pressure piece. 7 Heat ball bearings (57) electrically up to 80°C and shrink it on the pump shaft (53). Wait till the bearings and shaft are cooled down.

9

Push the pump shaft in the bearing housing and fit the circlip (54).

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8

10 Check if the shaft is free spinning.

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11 Prior to installation of the gear wheel locking assembly, clean and slightly oil the contact surfaces of all parts (Do not use Molybdenum Disulphide). Note that by re−assembling, the threaded holes in conical outer part (51) have to be positioned opposite undrilled spaces of the conical inner part (52) and have to be kept free for disassembling. 12 Place the locking assembly together with the gear wheel (23) over the pump shaft (53).

13 Tighten the locking bolts (50) lightly and slide gear wheel (23) to its position on the pump shaft. Hold the gear wheel in position while tightening the bolts evenly and crosswise in two ore three steps to the final torque. See section 2.4.4. 14 Re−check tightening torque by applying it to all bolts all the way around. 15 Check if measurement
X" is 122±1 mm.

16 Put some liquid soap on the bellows of the rotating part of the mechanical seal set (49) and slide it on to the pump shaft until the seal faces touch each other. 17 Place ring (48) over the pump shaft.

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18 Prior to installation of the impeller locking assembly clean and slightly oil the contact surfaces of all parts (Do not use Molybdenum Disulphide). Note that by re−assembling, the threaded holes in the conical outer part (46) have to be positioned opposite undrilled spaces of the conical inner (47) and have to be kept free for disassembling. 19 Place the locking assembly in the impeller and place impeller together with locking assembly over the pump shaft (53).

1.4 − 14

Manual Wärtsilä 38

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Cooling Water System

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20 Keep on pressing on the conical outer part (46), against the spring pressure of the mechanical seal, as far as possible on to the pump shaft while tightening the bolts evenly and crosswise in two or three steps to 15 Nm. 21 Re−check tightening torque by applying it to all bolts all the way around. 22 Place pressure chamber (41), washers and nuts (42). Tighten the nuts evenly in three steps to 43 Nm.

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23 Place non return valve casing (26), washers and tighten with bolts (43). 24 Fit new O–ring (60) with silicon grease on suction/by−pass connection (39). 25 Place the suction/by−pass connection, washers and nuts (38). Tighten the nuts evenly in thee steps to 43 Nm.

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26 Fit new O–rings (58), and (59) and one on the by−pass connection (not visible) with silicon grease on the pump. Mounting the cooling water pump to the engine, see fig. 1.4 − 4 . 1 Place hoisting tool 9651DT907 for cooling water pump .

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2 Lift the pump in position and push the pump carefully in the pump casing cover. Be careful not to damage the pump gear wheel (23) and O−rings. 3

Tighten the the pump on the engine cover.

4 Fit the supply line of the preheating pump at connection (36) and tighten bolts (35). 5

Fit the suction line at connection (34) and tighten with bolts (33).

6 Pipe connections to pump casings must be stress free. Tighten flange bolts evenly and cross wise. 7 Check the presence of backlash by opening the cover next to the pump. 8

Refill the cooling water systems and check the levels.

1.4.4.2.

Flexible pipe connections

Some pipe connections are made flexible by the application of a "metal–grip–coupling". To apply the "metal–grip–coupling" the pipe ends should be well in line and lateral within 1% of the pipe diameter. Fitting instructions 9 Remove sharp edges and burrs. 10 Clean pipe where coupling mounts. Eliminate such as scratches, cracks, remove rust, paint and other coatings,

1.4 − 15

Manual Wärtsilä 38

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Cooling Water System

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11 Mark half width of coupling symmetrically on both pipe ends.

12 Slide coupling over pipe end. Do not rotate coupling if teeth are in contact with the pipe. 13 Push pipes together and make sure they are in line.

14 Position coupling such that marks are visible on both sides. 15 Tighten bolt with a torque wrench.

Torque indicated on coupling is valid for radially rigid pipes. Couplings can be used several times! No dirt under sealing lips!

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Note!

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Disassembling of coupling Loosen screw. Casing must eventually be spread and grip ring with screw driver released from anchoring on pipe. Do not rotate coupling as long as teeth are in contact with the pipe. Grease bolt before new assembly.

1.4 − 16

Maintenance cooling water system 1.4.5.1.

General

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1.4.5.

Manual Wärtsilä 38

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Cooling Water System

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Normally, no reason for maintenance of the cooling water systems exists unless the temperatures tend to rise without a clear reason. A deviation in cooling water temperature can be caused by any malfunctioning in one of the cooling water thermostats. All the inspections and cleaning of the cooling water system components should be carried out at planned intervals. If the risk of freezing occurs, drain all the water. Collect drained water for re–use.

Cleaning

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1.4.5.2.

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If an emulsion oil has been used the entire system must be cleaned from oil deposits. Changing brand and type of additives requires the cleaning of the entire system by flushing. Compensate leakage or spillage by treated water.

In completely closed systems the fouling will be minimal if the cooling water is treated accordingly to the instructions in section 1.4.2. Depending on the cooling water quality and the efficiency of the treatment, cooling water spaces may or may not foul over the period beetween inspections. Deposits on cylinder liners, cylinder heads and cooler stacks should be removed to avoid any disturbance in the heat transfer to the cooling water with a thermal overload as a consequence. Any need of cleaning should be investigated, especially during the first year of operation. This may be executed during a cylinder liner inspection for fouling and deposits on the liner itself and the block. Deposits can quite vary in structure and consistency and, in principle, can mechanically and/or chemically be removed.

1.4.5.3.

Cooling water venting

To keep at low level the quantity of air in the cooling water, the water surface in the make–up tank and expansion tank must be free of turbulence. Permanent venting pipes for HT (404) and LT (454) water must terminate below the water level. Check periodically the tank level. Air also tends to enter the cooling water through a defective shaft seal of the cooling water pump when the suction pressure is below zero.

1.4 − 17

Manual Wärtsilä 38

Draining of cooling water

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1.4.5.4.

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Cooling Water System

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60

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The cooling water quantity in the system, supply and return pipes of the LT and HT sections is relatively large. Before starting any maintenance to this system and relevant components, drain and collect the cooling water for re−use. Drain points are, for the HT system the plug (60) and for the LT system the plugs (61) and (62). See fig. 1.4 − 5 . If necessary drain also the external systems at the lowest points.

61 62

Fig. 1.4 − 5 Draining points of the HT and LT cooling water system

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−o−o−o−o−o−

1.4 − 18

Manual Wärtsilä 38

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Charge Air and Exhaust Gas System

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1.5. Charge Air and Exhaust Gas System

1.5 − 1

Manual Wärtsilä 38

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General

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1.5.1.

Charge Air and Exhaust Gas System

The term
charge air" or
supercharging" refers to the practice of filling the cylinder, with air at a pressure substantially higher than atmospheric pressure to support the combustion of the fuel, plus a sufficient excess to control internal combustion and exhaust gas temperatures.

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Supercharging is realised by a turbo charging system consisting of centrifugal compressor(s) each driven by an exhaust gas turbine.

Quality of suction air filtration

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1.5.2.

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Turbochargers utilise energy in the exhaust gasses and improve the engine efficiency. The speed of turbochargers has no fixed ratio to the engine speed but will vary with the load.

The highest allowable concentration of dust and harmful components at the turbocharger inlet, after filtration, is given in the table below.

Property Dust concentration (particles > 5 micron) Chlorides (Cl) Hydrogen Sulphide (H2S) Sulphur dioxide (SO2) Ammonia (NH3)

3.0

Unit [mg/Nm3]

3.0

Unit [mg/Nm3]

1.5 375 1.25 94

[mg/Nm3] [micro g/ Nm3] [mg/Nm3] [micro g/ Nm3]

1.16 0.25 0.43 0.125

[mass−ppm] [vol−ppm] [vol−ppm] [vol−ppm]

Note! Nm3 is given at 0°C and 1013 mbar. Measurements are to be performed during a 24−hour period and the highest 1−hour average is to be compared with the above mentioned boundary values.

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Weather conditions such as wind speed, wind direction, ambient temperature and air humidity may vary considerable during one year. Therefore a one−day measurement may not reflect the most critical situation. A detailed investigation concerning filtration has to be done in installations where the air includes components that are known to be caustic, corrosive or toxic.

1.5 − 2

Charge air system 1.5.3.1.

General

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1.5.3.

Manual Wärtsilä 38

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Charge Air and Exhaust Gas System

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If the engine takes combustion air from the engine room, all combustion air should than first be supplied into the engine room. The design of engine room ventilation, special in the vicinity of the charge air intake filters, can highly influence the good performance of the engine combustion process. Full air supply to the air intake filter under arctic conditions may create too low combustion gas temperature, and ambient air further heated in the engine room under tropical conditions will raise the exhaust gas temperatures in the engine far too much. For good engine operation the following should be taken into consideration: − Engine room ventilation should be such that water, foam, sand, dust exhaust smoke etc. can’t enter the engine room. − Avoid heating of fresh combustion air by striking hot engine room machinery.

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− In case the engine room temperature raises over 45°C the engine room ventilation ducting should be directed even nearer to the turbocharger inlet filter to avoid further heating of the fresh air. If such situation cannot be arranged, derating of the engine load should be considered to avoid thermal overloading the engine. − Avoid discharge of generator cooling air to the turbocharger intake.

− For restrictions on suction air temperatures, see also chapter 1.0.

It is recommended to have separate ventilators for combustion air and for the ventilating system provided. Air supply fans must be dimensioned to obtain a slight overpressure in the engine room, but must not exceed 1 mbar.

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Note!

For maintenance background information, safety aspects, intervals, tolerances, inspections, tools and torque spanner instructions, see chapter 2.4.

1.5 − 3

Manual Wärtsilä 38

Note!

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Internal system

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1.5.4.

Charge Air and Exhaust Gas System

For proper acknoledgement of the specific exhaust, charge air system and main components please refer to the related diagram which is enclosed in section 3.1.1.

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The charge air and exhaust gas system is build on the engine.

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The exhaust gas flow to the turbine side of the turbocharger from the cylinder heads via the exhaust gas manifold. The turbine uses the residual energy in the exhaust gas to drive the compressor weel of the turbocharger. The exhaust gas leaves the turbine at connection (501). The compressor takes air via suction branch (601), the compressed air is cooled to the required temperature in a two stage charge air cooler and flows to the cylinders via the charge air receiver.

1.5 − 4

Charge air cooler

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1.5.4.1.

Manual Wärtsilä 38

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Charge Air and Exhaust Gas System

1.5.4.1.1. General

To maintain the required charged air temperature at higher engine load the charge air has to be cooled.

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The temperature at the compressor discharge side at full load is approximately 200°C. To cool the charged air after the compressor the air passes a two stage air cooler (02) in which the compressed air is cooled. See fig. 1.5 − 1

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The first stage is cooled by HT cooling water system and cools the charge air till approximately 90–100°C. The second stage is cooled with water from the LT cooling water system and cools the charge air till the required temperature of approximately 50°C.

02

Fig. 1.5 − 1 Charge air cooler

1.5 − 5

Manual Wärtsilä 38

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Charge Air and Exhaust Gas System

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1.5.4.1.2. Cooler stack

The charge air cooler consists of a cooler stack (20) together with the cooling water header (21) and cooling water return header (22) are one unit. See fig. 1.5 − 2 . The cooling water header (21) contains the HT and LT supply and return connections and the drain plugs (23) for both systems.

24

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HT water enters the cooler at (24) and is discharged at (25). LT water enters the cooler at (26) and is discharged at (27).

27

26

21

23

23

23

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23

Fig. 1.5 − 2 Cooler stack

1.5 − 6

20

22

on

1.5.4.1.3. Operation

Manual Wärtsilä 38

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Charge Air and Exhaust Gas System

To prevent the cooling water from freezing when the engine is not in operation the temperature in the engine room should be kept at a minimum temperature of + 5 °C . When the temperature is below 5 °C provisions have to be taken by means of anti freeze additives. In this case it must be realized that this affects the heat balance.

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A rising air temperature accompanied by a fall in air pressure indicates the fin plates around the tubes are becoming contaminated. A rising air temperature with water pressure difference over the cooler indicates contamination inside the tubes by scale or dirt. In either case cleaning of the cooler stack is required.

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1.5.4.1.4. Condensate draining holes

Check daily, during operation of the engine, if the condensate draining holes (607), located on the housing of the charge air cooler and charge air receiver are open. Under normal operating conditions only compressed air should escape from these holes and possible some condensate.

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If excessive water escapes from the condensate draining holes this can be caused by: Condensate due to high air humidity. Condensate can be formed at the outside of the tubes of the LT part of the air cooler and is carried together with the air into the combustion chambers of the cylinders. The quantity of condensate depends on the suction air temperature, humidity, charge air pressure and charge air temperature. There will always be some condensate on the pipes of the LT section of the charge air cooler. By increasing the temperature of the the LT cooling water before the charge air cooler the quantity of condensate is reduced. Do not reduce the cooling water flow. Excessive water (condensate) in the combustion chambers can cause corrosion on liners, piston rings and pistons and cold corrosion on fuel injector nozzles. Charge air cooler stack has one or more leaking tubes. This should be confirmed by a lowering of the level of the HT and / or LT expansion tank. Check the kind of water (treated water or not) Continuously water leaking when the engine is out of operation may indicate a leaking cooler stack. Inspection of the cooler stack on short notice is required.

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Note!

Condensate draining holes have the function to inform the operator on the presence of water in the charge air receiver. Condensate draining holes are not designed to drain large quantities of water and should always be open.

1.5 − 7

Manual Wärtsilä 38

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Charge Air and Exhaust Gas System

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1.5.4.1.5. Maintenance

Clean the cooler at intervals according to chapter 2.4.1. or, if at full load the charge air temperature can not be maintained. Removal of the cooler stack 1 Drain the HT and LT cooling water by removing plug (23), see fig. 1.5 − 3 , and collect water for re−use.

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2 Loosen all connections from supply and return pipes to the water header (21). See fig. 1.5 − 3 . 3 Remove all bolts (29) from the flange of the cooler stack and use M12 jack bolts to loosen the cooler stack from the housing. Check if the cooler stack is free.

5

Slide the cooler stack for 1/3 out of the cooler housing.

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4

21

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Fig. 1.5 − 3

1.5 − 8

Front view charge air cooler

29

Fit strip (31) with rollers against the housing, according fig. 1.5 − 4 .

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6

Manual Wärtsilä 38

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Charge Air and Exhaust Gas System

130mm

21

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39

30 31

Loosening the cooler stack

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Fig. 1.5 − 4

7 A dis/assembly tool for the charge air cooler is needed accordingly to the engine configuration: the tool 9651DT908 is suitable for 6L38B engines while the tool 9651DT909 is for 8L and 9L38B engines. 8 Fit hinged part (32) of tool with bolts (33) against the cooler stack housing according fig. 1.5 − 5 .

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9 Use a crane and connect it to eye bolt (34). Hoist the hinged part (32) to horizontal position and keep it horizontal.

10 Fit rolling part (35) of tool with bolts (36) on the flange of the cooler stack and tighten it according fig. 1.5 − 5 .

36 35

34

33

32

Dis/assembly tool

38

37

21

31 Fig. 1.5 − 5

Removal of cooler stack

1.5 − 9

Manual Wärtsilä 38

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Charge Air and Exhaust Gas System

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11 Slide the cooler stack completely out of the housing while keeping part (32) horizontal. Fit the header (21) with bolts (37) to the vertical part (38) of tool 9651DT908, according fig. 1.5 − 5 .

12 Remove bolts (33) and carefully lift the cooler stack together with tool.

Note!

Do not exert forces onto the cooler stack to avoid distortion.

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Mounting the cooler stack 1 Remove the sealing compound around the cooler stack, housing and cooler stack flange. 2 Check if the cooler stack, housing and flange are clean and not damaged, particularly the joint faces. Apply sealing compound on the contact faces for the cooler stack at the inside part of cover (28). For sealing compound see part catalogue.

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3 Fit the tool including hinged part (32) and roller part (35) to the cooler stack and tighten it with four bolts (37) to the vertical part (38) and with bolts (36) to the rolling part, according fig. 1.5 − 5 . 4 Fit strip (31) with rollers against the housing and fit the two guide pins (39), according fig. 1.5 − 4 .

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5 Lift the cooler stack with tool on eye bolt (34). Place the cooler stack as far as possible against the housing on rollers (31) and fit bolts (33). according fig. 1.5 − 5 . 6 Keep hinged part (32) horizontal by crane, remove the four bolts (37), according fig. 1.5 − 5 .

7 Apply sealing compound on the joint faces on the charge air cooler where the cooler stack will be in contact with the inside part of cover (28). 8 Slide cooler stack 2/3 into the housing and apply sealing compound on the cooler stack flange. For sealing compound see part catalogue.

9 Push the cooler stack further into the housing just over the guide pins (39). Remove strip with rollers (31) and and slide the cooler stack further in the housing. See fig. 1.5 − 4 . 10 Remove the complete tool. Fit all bolts (29) hand tight, see fig. 1.5 − 3 . 11 Check if the flange of the cooler stack is in full contact with the housing and tighten all bolts (29) 12 Connect the cooling water supply and return pipes to the water header.

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13 Refill cooling water system and check charge air cooler and piping on water leaks.

1.5 − 10

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1.5.4.1.6. Cleaning

Manual Wärtsilä 38

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Charge Air and Exhaust Gas System

General Cleaning of the water and air side of the charge air cooler is required to restore thermal cooler performance. Fouling of the cooler depends on the local situation. For this reason it is not possible to give a general advise for cooler cleaning. Chemical cleaning of fins and tubes is possible.

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Several international companies supply equipment and chemicals for cleaning heat exchangers. During cleaning the cooler should internally be inspected on scaling and corrosion. Scale increases the risk of pitting corrosion and possible obstacles which can block the tubes leading to erosion.

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Always check for corrosion after cleaning.

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Cleaning water side Remove the water covers from the stack and inspect the tubes internally. When deposits are soft, which will occur in most of the installations, use special nylon brushes connected to a rod. the type of rod must be selected in accordance with the finned tube. Replace gaskets and, if applicable, O−rings. Cleaning air side Remove the cooler stack. To clean the fins of the tubes, immerse the stack in a chemical bath containing a degreasing solvent. Raising and lowering the stack in the solvent or bringing the solvent into movement by means of a steam jet or air, will accelerate the cleaning process. Direct after the cleaning is completed, the cooler is to be flushed by applying a powerful water jet.

Note!

When using chemicals take the necessary precaution and follow the instructions provided by the manufacturer of the chemicals.

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Hydraulic cleaning Hydraulic cleaning has to be carried out with the cooler stack removed using a high pressure spray gun with a special nozzle to remove dirt deposits inside the tubes. For the outside of the tubes a nozzle with a diameter of 3 mm is recommended. If the water jet attacks the tubes vertical, parallel to the fins, a pressure of 120 bar is suitable to be applied at a distance of 2 m from the fin surface.

Note!

When using a high pressure water cleaning device, be careful not to damage the fins. Damaged fins will result in a decreased capacity of the cooler stack.

1.5 − 11

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Charge Air and Exhaust Gas System

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1.5.4.1.7. Repairs

Leaking tubes Tube leaks can be caused by corrosion, erosion or improper operation of the cooler a leaking tube cannot be removed, they are roller expanded into tube plates.

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Leaking tubes can be sealed by turned hardwood plugs or rubber plugs on both sides. Up to 10 tubes per system may be sealed. Fit a new cooler stack or send the cooler stack for repair if more than 10 tubes are leaking. Hydro test cooler with specified test pressure which is stated on the name plate fitted on the cooler side wall or casing.

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Leaking seal All seals are either O−rings, soft metal rings, gaskets or liquid gasket If necessary disassemble the cooler as far as needed. Remove dirt and corrosion residues and restore the surfaces in good shape again. Mount new seals.

1.5 − 12

Inlet and Exhaust gas module

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1.5.5.

Manual Wärtsilä 38

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Charge Air and Exhaust Gas System

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Charge air ducting after the charge air cooler In case the cylinder heads have to be lifted only the 4 bolts of inlet bend (32) at the cylinder head side have to be removed. See fig. 1.5 − 6 . The tapered position of the flanges makes lifting and lowering of the cylinder heads easy. Exhaust gas ducting The exhaust gas system is a Single Pipe Exhaust System (SPEX). The system is assembled of similar sections (33) and interconnected by compensators (34). Branches of the ducting are rigid mounted against the cylinder heads. See fig. 1.5 − 6 .

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All exhaust gas connections are face to face mounted (no gaskets). In case one or more cylinder heads should be removed, don’t disconnect the clamps (35) of the exhaust at cylinder head side before it is secured. Use two bolts through holes (36), see fig. 1.5 − 7 , and fixated section (33) to the support beam (37) of the cooling water manifold. 32 34 33

Fig. 1.5 − 6 Exhaust gas system

37 36

33

35

Fig. 1.5 − 7 Fixation of exhaust section

1.5 − 13

Manual Wärtsilä 38

Compensator

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1.5.5.1.

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Charge Air and Exhaust Gas System

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Compensators in the exhaust gas manifold make thermal expansion of the manifold possible. Make sure that, whenever the bellows have to be replaced, the arrow on the compensator corresponds to the gas flow direction, see fig. 1.5 − 8 . There is no gasket between bellows and exhaust manifold, it is a face to face connection. The compensator is provided with a male/female connection (38) at the closed side of the inner sleeve (39). The opposite side is provided with a flat side (40). Centre line deflection of the compensator must be limited till ±1mm.

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39

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38

40

Fig. 1.5 − 8 Gas flow in Compensator Mounting instructions compensator 1 Ensure flanges and sealing surfaces are clean. 2 Place the compensator in position and ensure that the flanges assemble freely. Make sure the compensator is in line. (maximum off set 1mm) 3 First fit the ’V’ clamp at the male / female (38) side over the flange profiles. See fig. 1.5 − 8 . 4 Engage the T−bolts through the trunnions and turn the nuts on the T−bolts. 5 Over−tighten the nuts evenly to 20Nm, keeping the distance between the gaps equal on each side of the clamp, then slacken them off ½ a turn and tighten the nuts again to 12Nm.

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6 Next fit the ’V’ clamp at the flat side (40) over the flange profiles and follow the same tightening procedure.

1.5 − 14

Insulation box

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1.5.5.2.

Manual Wärtsilä 38

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Charge Air and Exhaust Gas System

The insulation box, enclosing the exhaust gas ducting, is rigid mounted via the inlet bends to the engine block.

The heat insulating material, as part of the panels, is at the inside cladded with stainless steel sheeting. This sheeting should not be painted as part of the heat insulation exist in the reflection of heat radiation.

Operation

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1.5.5.3.

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Warning!

1 Check the working of water separating pockets and drainage system of the external exhaust system. 2 Measure periodically the exhaust gas back pressure. The back pressure should not exceed the value as mentioned in chapter 1.0.

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3 Check periodically the proper working of the silencer by measuring and comparing the noise attenuation. 4 Check proper working of the sliding supports of the ducting after the turbocharger. 5 Check during operation of the engine the entire exhaust gas system on gas leakages.

1.5.5.4.

Maintenance

Well designed and installed exhaust gas systems require little maintenance and can be limited to long term visual periodical inspections consisting of: 1

Inspection to bolt connections of all flange joints in the manifold.

2 Inspection to all rigid and flexible mountings between manifold and the engine room structure. Special attention should be paid to the support in the ducting after the turbocharger. This support should be rigidly mounted against the engine room structure.

3 Inspection to the exhaust ducting insulation and cladding between turbocharger and external exhaust system. 4 Check if the external exhaust system after the turbocharger is not supported by the engine. 5

Inspection to the good working of soot arresters.

1.5 − 15

Manual Wärtsilä 38

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Turbocharger 1.5.6.1.

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1.5.6.

Charge Air and Exhaust Gas System

General

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The turbocharger consists of two main components, a turbine and a compressor which are mounted on a common shaft. The bearings on this shaft are cooled and lubricated by the engine lubricating oil system. The turbocharger is equipped with cleaning devices for compressor side and for turbine side.

1.5.6.2.

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The rotor shaft rpm. is measured by a speed transmitter system installed at the compressor side and described in the sub−suppliers manual of the turbo charger.

Maintenance

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For maintenance, inspection and replacement intervals of turbocharger components, see the rating plate on the turbocharger foot. Maintain the turbocharger accordingly to the Operation Manual of the manufacturer which is delivered as part of the engine documentation. It is recommended to make use of the Wärtsilä Corporation service network. To overhaul the turbocharger, remove protecting covers, and disconnect oil supply and discharge pipes. Disconnect exhaust and inlet ducts. During the assembly renew all the seals. Use high temperature resistant grease on the exhaust bolt connections.

1.5.6.3.

Turbocharger cleaning devices

The diesel engine efficiency is highly related to the efficiency of the turbocharger. The turbocharger efficiency is directly influenced by the degree of fouling on the compressor wheel, the exhaust gas nozzle ring and the turbine wheel. The fouling consists mainly of deposits on the nozzle vanes and the rotor blades due to dust and greasy substances which are present in the charge air. Regular cleaning is necessary during engine operation. The cleaning is not effective on very dirty components. The following factors may influence the degree of fouling e.g.:

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− Bad combustion performance. − Lubricating oil flow trough the piston rings as for instance during prolonged idle running.

1.5 − 16

Manual Wärtsilä 38

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Charge Air and Exhaust Gas System

1.5.6.4.

on

The cleaning device The engine is equipped with permanent pipings for compressor and turbine cleaning. The valve unit, which is a part of the cleaning device, contains the water supply inlet and the air supply inlet.

Compressor side cleaning

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The compressor should be daily washed by water injection during engine operation. The cleaning process have good results as long as the deposit amount is limited. In case of a very thick hardened dirt crust, the compressor must be dismantled for cleaning. In this cleaning method the water is not acting as a solvent but removes mechanically the deposits by means of the water droplets impact. Use clean water without additives.

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Daily cleaning of the compressor prevents excessive dirt. In case of an engine stop during cleaning, the cleaning process should be interrupted by operating.

For the compressor side cleaning it’s strictly recommended to respect the procedure and the proper cleaning sequence which has been defined for the specific turbocharger.

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Note!

The cleaning system consists in a water container (01) with valves (05 and 06) and pipe (02) connected to the pressure side and with pipe (03) connected to the suction side of the compressor. See fig. 1.5 − 9 . Cleaning procedure Water injection is to be executed when the engine is running at normal operating conditions at high load (about 80% of max load) and the compressor running at high speed. Record the charge air pressure, exhaust gas temperatures and the turbocharger speed to ascertain the cleaning efficiency.

1.5 − 17

Manual Wärtsilä 38

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Charge Air and Exhaust Gas System

04

02

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03

05

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06

01

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Fig. 1.5 − 9 Compressor cleaning device 1

Loosen grip screw (04) on container (01), see fig. 1.5 − 9 .

2

Fill container with clean water till approximate 1 cm below the edge.

3

Retighten grip screw (04).

4 By opening both valves (05) and (06) charged air enters the container via pipe (02). The water content is forced to the compressor inlet via pipe (03). 5 The complete water volume should be injected in 4 − 10 sec. After the water is injected close valves (05) and (06). The success of cleaning can be evaluated by comparing engine exhaust gas temperatures before and after cleaning. If unsuccessfully, the cleaning process should be repeated earliest after an interval of 10 minutes.

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6 On completion of the cleaning process the engine should at least run another 5 minutes at high load.

1.5 − 18

Turbine side cleaning

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1.5.6.5.

Manual Wärtsilä 38

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Charge Air and Exhaust Gas System

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The turbine should be daily washed by water injection during engine operation. The cleaning process have good results as long as the deposit amount is limited. In this cleaning method the water is not acting as a solvent but removes mechanically the deposits by means of the water droplets impact. Use clean water without additives. The engine should run a further 15 min after a wet cleaning process, to prevent corrosion on the internal casing surface.

For the turbine side cleaning it’s strictly recommended to respect the procedure and the proper cleaning sequence which has been defined for the specific turbocharger.

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Note!

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In case of an engine stop during cleaning, the cleaning process should be interrupted.

Cleaning procedure.

To correctly perform the washing procedure, the injected water pressure has to be adjusted in the external system to 2 ± 0,2 bar and maintained at this level for all the washing sequence. See fig. 1.5 − 10 for system layout.

1.5 − 19

Manual Wärtsilä 38

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Scavenging air supply

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Charge Air and Exhaust Gas System

Regulating knob for water flow

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”L” ball valves

Water supply through the flow−meter

OUT

IN

Fig. 1.5 − 10 Turbine washing system layout 1 Connect the portable flow−meter/regulator to the turbocharger piping, see fig. 1.5 − 10 . The flow meter allows water flow regulation to the required water amount. 2 Before washing, make sure that the exhaust gas temperature before the turbine is not higher than 430°C. In case it is not, reduce the engine load till turbine inlet temperature is 430°C.

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3 Allow a sufficient time for the cooling down of all the components before cleaning (15 minutes at least). Gas temperature is indeed different from components temperatures. 4 Make sure that before starting the washing sequence, water supply is in close position and the
L" ball valve is on scavenging air supply position, as per normal running conditions. See fig. 1.5 − 11 .

1.5 − 20

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Manual Wärtsilä 38

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Charge Air and Exhaust Gas System

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Fig. 1.5 − 11 Position of valves before and after cleaning procedure on L engines

Fig. 1.5 − 12 Position of valves during cleaning procedure on L engines

1.5 − 21

Manual Wärtsilä 38

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Charge Air and Exhaust Gas System

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5 Turn
L−valve" to switch it from scavenging air supply to water supply. 6 Open water supply and adjust the water flow pressure by external system to have 2 ± 0,2 bar. See fig. 1.5 − 12 .

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7 Check for water flow indication on the flow−meter to be as indications in the following table. If water flow indicator is not showing the required value, adjust it by the regulating knob. In order to avoid any flooding of the turbocharger casing, water flow and pressure parameters should be strictly adhered to. TPL size

Water flow rate per TC

TPL69

0.28 ... 0.34 dm3/s

TPL73

0.39 ... 0.45 dm3/s

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8 Water injection time is 10 minutes per each turbine. (During washing sequence, exhaust gas temperature after the turbocharger may significantly fall down, between 50 to 150°C; exhaust gas temperature before the turbocharger may rise up to 500°C.) 9 Close water supply to stop the water flow and turn
L" valve to scavenging air supply position, as shown in fig. 1.5 − 11 .

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10 After both TC have been washed, allow sufficient time for drying all parts to prevent corrosion on internal casing surface. 11 Engine should be run at low load for further 15 minutes to allow proper thermal distribution, before loading it again. 12 Repeat complete washing sequence for the turbocharger every 150 operating hours. This washing frequency has to be considered as a starting indication. The Frequency of Turbine Side Washing procedures should be indeed modified according to engine performance feed back together with first scheduled turbocharger inspection results.

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Note!

1.5 − 22

Compensator by−pass

on

1.5.6.6.

Manual Wärtsilä 38

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Charge Air and Exhaust Gas System

The compensator (Bellow) enables thermal expansion. Make sure that, whenever the compensator has to be replaced, the arrow has to point according to exhaust gas flow direction, see fig. 1.5 − 13 . There is no gasket between compensator and exhaust manifold, it is a face to face connection tightened with "V" clamps, see fig 1.5 − 14 .

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Centre line deflection of the compensator must be limited till ±1mm. The ducting can be inspected after removal of one or more panels.

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Fig. 1.5 − 13 Gas flow in compensator

1

Fig. 1.5 − 14 By−pass pipe compensator ’V’ Clamp thigtening instructions 1 Ensure flanges and sealing surfaces are clean. 2 Place the compensator (1) in position and ensure that the flanges assemble freely. Make sure the compensator is in line. (maximum off set 1mm)

1.5 − 23

Manual Wärtsilä 38

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Charge Air and Exhaust Gas System

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3 Fit the clamp ’V’ sections over the flange profiles. See fig. 1.5 − 13 . 4 Engage the T−bolts through the trunnions and locate the nuts on the T−bolts. 5 Over−tighten the nuts evenly to 20Nm, keeping the distance between the gaps equal on each side of the clamp, then slacken them off ½ a turn. Next tighten them to 12Nm.

1.5 − 24

Exhaust waste gate valve control

on

1.5.6.7.

Manual Wärtsilä 38

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Charge Air and Exhaust Gas System

All signals and system parts described in this section are shown in the block diagram, figure 1.5 − 15 .

MCM700

Engine speed (camshaft side)

Engine speed (flywheel side)

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SE167

RM

ST174

TC Acquisition Module

Load reduction request

Charge air pressure

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IS743

Waste gate valve command

J1939

CV519

PT601.1

Valve related info

Modbus

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Fig. 1.5 − 15 Block Diagram Exhaust WasteGate Valve Control

1.5.6.7.1. General

Exhaust wastegate valve control is used for limiting the charge air pressure at high loads. The charge air pressure is limited to a constant level, typically to the level at 85% load by opening the wastegate valve (1) gradually at loads over 85%, see fig. 1.5 − 16 . The wastegate valve allows the exhaust gasses to bypass the turbocharger, from turbine inlet (3) directly to turbine outlet (2), in this way the the turbocharger speed decreases which results in a lower charge air pressure. The WECS controls the wastegate valve based on engine speed and charge air pressure measurements. In addition, the WECS performs control loop failure detection to result in restricted valve control and generating a wastegate failure alarm. Basically, the failure detection is based on actual charge air pressure and the validity of the charge air pressure measurement. Furthermore, load reduction requests are activated in case control loop failures are detected. The position of the wastegate valve is controlled by the Wärtsilä Engine Control System (WECS). In the WECS a signal from the charge air pressure and engine speed is converted in a 4 to 20 mA signal which operates a pneumatic actuator (4) with a service air pressure between 0 and 8 bar. To visualise the valve position an indicator is provided. The control of the wastegate is indicated at the WECS on the Local Display Unit ( LDU ) at the by−pass and wastegate page .

1.5 − 25

Manual Wärtsilä 38

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Charge Air and Exhaust Gas System

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For settings of the waste−gate valve, see setpoints on the Instrument Data List in the Catalogue.

01

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03 − From turbine inlet

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02 − To turbine outlet

Fig. 1.5 − 16 Position of wastegate valve

1.5.6.7.2. Wastegate pneumatic control valve assembly

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The pneumatic control valve assembly for wastegate consists basically of a control valve (1) an actuator (2) a drive shaft (3) and a valve (4). See fig. 1.5 − 17 . The valve (4) has a metallic seat which, is within a certain range self adjusting. This means the more the valve is closed the tighter it becomes. The flow direction is indicated by the arrows in the figure. See fig. 1.5 − 17 . The flow direction for the wastegate valve (4) is in opposite direction of the arrow on the valve−housing.

1.5 − 26

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Manual Wärtsilä 38

04

03

01

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Charge Air and Exhaust Gas System

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02

Fig. 1.5 − 17 Waste−gate valve assembly

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1.5.6.7.3. Normal operation

The MCM700 utilises a PID type of closed loop control with engine speed (SE167, ST174) or engine load (UT793, GT165) and charge air pressure (PT601) as input signals. The control output (CV519) is connected to the control valve positioner. Either the engine speed or the engine load is utilised to calculate the charge air pressure set point for the PID control. The engine load signal will be utilised for pump drive applications. Otherwise, the engine speed signal will be utilised.

1.5.6.7.4. Control loop failure monitoring The charge air pressure signal (PT601) is essential for the wastegate control. If the signal falls, the MCM700 is not able to control the wastegate and initiates the following actions: − Sensor failure (PT601) becomes active − Command wastegate valve (CV519) to closed position − Generate load reduction request due to failed strategic sensor (PT601) If the difference between actual charge air pressure and desired charge air pressure atcertain engine speed or load is too high, then the MCM700 initiates the following actions: − wastegate valve alarm (CV519) becomes active − Command wastegate valve (CV519) to open position − Generate load reduction request due to failed control loop (CV519)

1.5 − 27

Manual Wärtsilä 38

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Charge Air and Exhaust Gas System

A mechanical valve failure or an electrical failure in the control loop can cause this type of failure. Both load reduction requests imply to reduce the engine load to 85% (max.).

1.5.6.8.

Local indications

1.5.6.9.

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Detailed control related information is available on the Local Display Unit (LDU) through Modbus communication.

Remote outputs

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Detailed alarm and load reduction request related information is available for the external system through Modbus communication.

1.5 − 28

Manual Wärtsilä 38

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Charge Air and Exhaust Gas System

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1.5.6.10. Degraded operating modes

The effects due to single system failures for each sub−function are described in the Cause & Effect Matrixes given below.

No.

Failure description

Exhaust Wastegate Valve Control Troubleshooting

Availability of wastegate valve control

Failure Indication Modbus

1

Hardwired

Y

Y

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TC Acquisition Mod-

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ule failure 1)

N

3

Y

Y

PT601.1 failure

N

Y

Y

CV519 failure

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4

Engine Response

Control: Exhaust waste gate valve control is not operational; control valve in closed position

MCM700 failure

N

2

Effect description

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1.5.6.10.1.

N

Y

Y

Modbus: communication is not operational;alarm activated by external alarm system Hardwired:WECS fail alarm (NS871) activated Control: Exhaust waste valve control is not operational; the control is acting on frozen value of signal PT601 Safety: load reduction request is activated at faulty Acquisition module−TC; waste gate control valve CV519 must be closed manually Modbus: TC Acquisition Module failure alarm (TE832) active; Sensor failure (PT601.1) is activated; TC Acquisition Module load reduction request is activated Hardwired: WECS fail alarm (NS871) is activated; Load reduction request (IS743) is activated Control: Exhaust waste valve control is not operational; waste gate control valve CV519 is forced to closed position Safety: load reduction request is activated at faulty PT601.1 Modbus: PT601.1 failure indication is activated Hardwired: load reduction request (IS743) is activated Control: Exhaust waste valve can not be controlled by WECS; waste gate control valve CV519 is forced to open position Safety: Load reduction request is activated when the valve failure (CV519) is detected Modbus: WECS activates waste gate valve (CV519) failure alarm and load reduction request when the valve failure is detected Hardwired: Load reduction request (IS743) is activated

1.5 − 29

Manual Wärtsilä 38

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SE167 failure Y

Y

N

Control: Engine speed related exhaust waste gate valve control is fully operational

on

5

Charge Air and Exhaust Gas System

Modbus: Sensor failure (SE167) is activated when engine running

6

ST174 failure Y

Y

N

Control: Engine speed related exhaust waste gate valve control is fully operational

Modbus: Sensor failure (ST174) is activated when engine running

Additional notes:

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1) Automatic control of exhaust wastegate valve to closed position at faulty TC Acquisition Module requires major software update.

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−o−o−o−o−o−

1.5 − 30

Manual Wärtsilä 38

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1.6. Control System

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Control System

1.6 – 1

Manual Wärtsilä 38

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General

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1.6.1.

Control System

The engine is equipped with a Wärtsilä Engine Control System, the WECS 7000. The WECS comprises:

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− Measuring of the engine and turbocharger speed − Controlling the engine speed / load. − Engine safety system − starting of the engine − stopping of the engine − start blocking − automatic shut down of the engine − load reduction request − The signal processing of all monitoring and alarm sensors − The read out of important engine parameters on a graphical display − The data communication with external systems (e.g. alarm and monitoring systems). For functional description of the WECS 7000 see section 1.6.8.

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Control of the rotating speed of an engine is accomplished by varying the rate of fuel admission in the engine cylinders. The duty to which the engine is applied usually determines the degree of accuracy required in engine speed control. An actuator is used to control the engine speed and thus enables the engine to respond to changing load requirements. For maintenance background information, safety aspects, tools, intervals, tolerances, inspection, tightening torques and instructions, see chapter 2.4

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Note!

1.6 – 2

Speed control system

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1.6.2.

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Manual Wärtsilä 38

Control System

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The speed control system consists of: − A digital speed control unit. − An electro hydraulically controlled actuator (1) with ball head back up and mechanically driven by actuator drive (2), see fig. 1.6 − 1 . The actuator provides the mechanical power for displacement of the HP fuel pump racks by transmission via power output shaft (3). − A booster servo unit (4), see fig. 1.6 − 1 . − A linkage system from the actuators to the HP fuel pumps (fuel control mechanism), see section 1.6.4.

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For specific information about speed control unit, actuator and booster, consult the sub−suppliers manual.

1.6 – 3

Manual Wärtsilä 38

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Actuator

on

1.6.3.

Control System

Many governing problems are the result of improper selection or improper treatment of the oil used in the actuator. The actuator should be serviced on a routine schedule. Develop the schedule with consideration to the operating temperature and the conditions in which the governing system operates.

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While changing the oil type flush the hydraulic system before the oil change. Do not mix different oil types. The most of the actuators with sumps do not have filters, therefore, add only clean oil. If water happens to enter the actuator then change the oil immediately. Clean oil is of most importance in hydraulic governing system.

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Consult the suppliers manual for oil quality and viscosity selection as well as for acceptable operating temperatures. Maintain the oil level in the actuator between the limits on the sight glass and do not overfill. During a refill keep the oil level low and add more oil during running of the engine if needed. The oil in bad condition causes approximately 50% of all governing troubles.

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It is strictly recommended all the booster oil connections to the actuator have to follow an upwards or at least horizontal direction in order to avoid air bubbles could lead to any misfunctioning. During engine operation, when one of the following circumstances are observed the engine should be stopped, the oil changed and the reason for the oil deterioration be examined: − The oil is contaminated or suspected to contribute for speed instability. − The oil is supposed to be dirty and fumes bad. − There is water in the oil.

− The viscosity of the oil has changed; increased or decreased.

− The actuator parts are damaged or in bad conditions. − The actuator has run at a temperature higher than recommended due to the used oil.

− Governing operating temperatures have changed.

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− The oil in operation has a wrong viscosity range.

1.6 – 4

Manual Wärtsilä 38

Booster

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1.6.3.1.

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Control System

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The booster (4) is activated by compressed air (starting air) and when the engine is going to be started the air is supplied at (5). The booster supplies the actuator with pressurized oil via lines (7) in order to have enough oil pressure for the HP fuel pumps linkage manoeuvring, that oil pressure eliminates the pressure rising lag due to the gear pump in the actuator; finally a faster engine start and a reduced starting air consumption are achieved. See fig. 1.6 − 1 . The booster is positioned lower than the actuator to prevent trapped air in booster and oil lines. Consult the related section on the Suppliers Manual for detailed information about the specific mounted booster and maintenance.

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1

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Note!

3

8 7

2

6

4

5

Fig. 1.6 − 1 Actuator / drive / booster

1.6 – 5

Manual Wärtsilä 38

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Fuel control mechanism

on

1.6.4.

Control System

General The actuator output shaft movement is transferred to the common control shaft (9) via lever (10), link (11) and lever (12). The common control shaft is supported by bearings (13). See fig. 1.6 − 2 . Special attention must be paid to the fuel linkage mechanism in order to have easy movement and proper connections since a defect may result in a disastrous engine over speed, an unstable engine operation or a limited engine load range.

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Warning!

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On the control shaft mechanical limiters are mounted in order to limit the rotation of the common fuel control shaft and thus the stroke of the fuel racks; the limiters are factory adjusted at minimum and maximum position.

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Lever (14) is connected to the HP fuel pump fuel rack. A sensor (17) at the end of the common fuel control shaft indicates the fuel rack position on the WECS display.

20

12 11

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10

Fig. 1.6 − 2 Fuel control mechanism

1.6 – 6

17 9 13 16 14 13

Manual Wärtsilä 38

Load indication HP fuel pump

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1.6.4.1.

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Control System

22

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The fuel racks (22) are provided with a scale in mm divisions as indicator.

Fig. 1.6 − 3 Load indication

1.6.4.2.

HP fuel pump connection

From the control shaft the rotation is transferred to the HP fuel pump racks through the lever (23). If one of the racks is going to jam the torsion springs enable the complete movement of the control shaft and thus the movement of the remaining fuel pump racks.

23

Fig. 1.6 − 4 HP fuel pump connection

1.6 – 7

Manual Wärtsilä 38

Fuel rack adjustment

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1.6.4.3.

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Control System

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1 Adjust spring loaded levers with set screws (25) at a pre−clearance of 5 mm.

5 mm

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25

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Fig. 1.6 − 5 Pre−clearance levers to HP fuel pump

2

Place actuator lever in mid position.

3 Record all pump rack positions and calculate the average position. With the set screws (25) all pump racks readings should be adjusted at the average value calculated.

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4 Check the position of the actuator in relation with the HP fuel pump rack position according table 1.6.1 and procedure of section 1.6.4.5.

1.6 – 8

Manual Wärtsilä 38

Stop mechanism

1.6.4.4.1. Local stop

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1.6.4.4.

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Control System

Normally the engine is stopped remotely in the control room or locally by means of the stop button on the Local Control Panel. In case of a failure of the normal stop functions the engine can be stopped by pushing the emergency stop button (4) on the local start / stop unit, fig. 1.6 − 6 .

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1.6.4.4.2. Manual stop

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03

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In case of a failure of the normal and emergency stop functions, the engine can be stopped by means of stop lever (1), see fig. 1.6 − 6 . When the lever is moved to the stop position the common fuel control shaft pulls the fuel rack on the HP fuel pumps to the
zero" position. 01

02

04

05 06

Fig. 1.6 − 6 Local start and stop unit

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Note!

Valve (2) should always be open during engine operation to ensure sufficient control air to the start / stop unit. See also the start air system diagram which is enclosed in chapter 3.1.

1.6 – 9

Manual Wärtsilä 38

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Control System

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1.6.4.4.3. Stop device

Check of stop cylinder adjustment (limit position) 1 Set the stop lever (1) to the
normal operation" position. See fig. 1.6 − 6 .

2 Place the actuator at 100 % fuel position. The reference scale (20) is at position 8. See fig. 1.6 − 2 .

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27

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3 Push the button (3) on the stop solenoid valve, see fig. 1.6 − 6 . and check if the HP fuel pump racks (22) are moving to
zero" position. See fig. 1.6 − 7

22

26

Fig. 1.6 − 7 Emergency stop device Stop cylinders maintenance 4 Check the control air pressure at the stop cylinders. 5

Check for air leaks in the piping.

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6 Check the mechanical parts, the piston, the sealing ring (26) and the cylinder (27) for wear and replace them if necessary. See fig. 1.6 − 7 .

1.6 – 10

Manual Wärtsilä 38

Checking linkage between actuator and common fuel control shaft

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1.6.4.5.

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Control System

1 Place the HP fuel pump racks (16) on position 48 mm by moving lever (10), see fig. 1.6 − 2 .

3

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2 Check if the load indicator scale on the actuator of power output shafts indicates 8. Check the free movement of the linkage system.

4 Place the HP fuel pump rack on position 0 mm by moving lever (10). Check if load indicator scale of power output shaft of the actuator indicates about 0 .

Check point 100 % load

Fuel pump rack position

0

0

8

48

0

0

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Manual stop

actuator lever

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Table: 1.6.1

1.6.4.6.

Checking actuator stop position

1 Place the actuator output shaft in 100% position and observe that all fuel pump racks are also at 100% load position. 2 Move the stop lever (1) in stop position and check if all fuel racks are back in zero fuel position. 3 Place the actuator output shaft again in the 100% position and observe that all fuel pump racks are back at 100% load position.

4 Activate the stop cylinders (by pressing button (3)) and observe the stop lever has moved in stop position. 5 After the fuel racks are in the " zero fuel position" the locking pawl (05) should fit in the slot (06), see fig. 1.6 − 6 .

1.6 – 11

Manual Wärtsilä 38

Note!

Removing / Mounting the actuator

on

1.6.4.7.

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Control System

Be sure the connection to the actuator is free.

Removing 1 Make a clear reference match mark on the levers and the power output shafts.

3

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2 Remove the levers and disconnect the electrical connections of the actuator. Remove the bolts and lift the actuator from the engine.

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Mounting 1 Clean the joint faces of the actuator and check the condition of the serrated output shafts of the actuator. 2 Fit the actuator and fasten the bolts and the electrical connections to the actuator. 3 Mount the levers according to the match marks on the power shaft. In case of a new actuator copy the old mark.

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4 Check the position of the actuator in relation with the HP fuel pump rack position according to the table 1.6.1 and procedure of section 1.6.4.5.

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5 Check the actuator stop position according the procedure highlighted in section 1.6.4.6.

1.6 – 12

Manual Wärtsilä 38

Governing system maintenance and trouble shooting

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1.6.5.

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Control System

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The maintenance of the actuator is limited and should mainly consists of: − inspection for the proper working of the actuator − inspection for the proper connections of the linkage mechanism − lubricating oil refreshment Trouble shooting Any fluctuation in engine speed or load is usually due to an improper actuator working however, before exchanging or doing any inspection on the actuator check the following items: Check engine load is not beyond maximum load.

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1

2 Check if the fuel supply to the fuel pumps is at operating pressure and no vapour lock exists. 3 Check the cylinder firing pressures and the proper injectors working.

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4 Check the adjustment of the external setting devices for the actuator. 5 Check the adjustment and the linkage between the actuator and the HP fuel pumps. 6 Check the actuator drive for any misalignment or eventual excessive backlash. 7 Check the level and the quality of the actuator lube oil. Replace the lube oil and flush the lube oil system if it is supposed to be critical. 8

Check the actuator oil pressure at the test port of the actuator.

Booster maintenance 1 Check if the sump of the actuator is filled with oil up to the correct level. 2 Check the starting air supply is connected to the appropriate booster air inlet. Use the alternative inlet with the built–in orifice if a slower fuel rack movement is required. 3 When all the air and the oil connections are secured, purge the air from the booster and the oil lines by providing the booster with air from an independent supply without cranking the engine. Add oil to the actuator as much as needed. A certain failure into the purge air process may result in residual trapped air and thus in a sluggish response of the governing system.

1.6 – 13

Manual Wärtsilä 38

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Control System

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Fuel control mechanism maintenance 1 The fuel control mechanism should be operated with a minimal friction resistance. In the linkages and in the common fuel control shaft the bearings require no lubrication and should not be in contact with degreasing agents. The pivot points should be periodically lubricated with engine oil/grease.

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2 Keep all the parts of the fuel control system clean and well preserved against any rust. 3 The clearances of all the connections should be at minimum values. The total backlash should not exceed 0.5 mm at the HP fuel pump rack position.

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4 Check the adjustment of the mechanism and the stop position actuators at regular intervals.

1.6 – 14

Manual Wärtsilä 38

Oil mist detector

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1.6.6.

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Control System

The oil mist detector (OMD) protects the engine against serious damages which might be originated from a crank drive bearing or piston component overheating.

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The atmosphere of the crankcase compartments is continuously drawn out by means of headers and directed through an optical measuring track; in that measuring track the opacity (turbidity) of the drawn crankcase atmosphere is determined by means of infrared light.

In case of an oil mist alarm, the oil mist detector must be in condition to react within the next few seconds and shut down the engine, in order to minimise immediate or consequential damages!

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Note!

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Air from the air supply control unit is being transferred through the pipe (2) into the OMD. By means of the under pressure due to the air flow the oil mist is sucked through the pipe (3), which is connected with the oil mist suction line in every crankcase compartment. The air flow coming from the OMD should leave free without any obstruction and without pipe connections. In the OMD the oil mist opacity is being measured and its status can be read on the display.

02 01 03

Fig. 1.6 − 8 Oil mist detector For more information about the performance, the maintenance, etc, see the supplier manual delivered as a part of the engine documentation.

1.6 – 15

Manual Wärtsilä 38

Documentation

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Engine instrumentation

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1.6.7.

Control System

The following set of instrumentation related documents are delivered with the engine documentation:

Note!

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− Setting list: To state set−point values for alarms, load reductions, shut downs and start blocking which are related to the sensors list of the specific project. − Wiring diagrams: Connection diagram of the specific engine instrumentation signals and Junction Box. − Sub−supplier manuals: Manuals related sub supplier equipment, e.g. speed control, OMD. Do not modify any parameter setting of the listed documents without written permission of the engine manufacturer.

Instrumentation

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The engine is equipped with the following type of sensors:

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− Pressure analogue sensor (0.5−4.5V ratiometric): For all pressure measurements handled by the WECS − Pressure analogue sensor (4−20mA): For all pressure measurements handled by systems other than WECS, e.g. speed control, external systems − Pressure switch (on/off type): For the WECS back−up safety system and external systems − Thermocouple (type K): For all temperature measurements related to the exhaust gas, main bearings and cylinder liners − Thermistor (NTC type resistor): For all temperature measurements related to fluids and air − Magnetic pick−up: For speed measuring of turbine speed and engine speed handled by the WECS (main safety) and the speed control − Inductive pick−up (proximity type): For engine speed measurement handled by the WECS (main safety and back−up safety) − Level switch (NPN type): For lubricating oil level measurement handled by the WECS − Position switch (on/off type): For detecting the position of e.g. turning gear handle, bypass valve position, etc.

Details of the sensor can be found in the Instrument List.

1.6 – 16

Manual Wärtsilä 38

Switches, transmitters and temperature elements

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1.6.7.1.

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Control System

Switches

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With reference to the specific engine wiring diagrams, all the on/off switches are drawn in the specified position of operation. This information is relevant with respect to the fail−safe concepts of the alarm and the safety system while changing switches or wiring. Some switches are normally opened e.g. will be engaged in normal engine operating conditions.

Note!

Check / calibrate the switches, transmitters and temperature elements accordingly to the maintenance schedule, section 2.4.1.

1.6.7.2.

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Note!

Speed sensors

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General about speed sensors connections. The engine is equipped with speed sensors (2) and (3) at several locations. See fig. 1.6 − 9 and 1.6 − 10 . Turning gear wheel There are two magnetic pick−ups for the WECS and two pick−ups for the speed control system to detect the engine speed at the turning gear wheel (1) at the driving−end. The speed controller converts the pulses from the magnetic pick−up to engine rpm.

1

2

X Fig. 1.6 − 9 Speed sensor at the turning gear wheel

1.6 – 17

Manual Wärtsilä 38

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Control System

3

X

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4

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Camshaft gearwheel One inductive proximity switches (3) to detect engine speed at the camshaft gearwheel cover (4). The speed monitoring system converts the pulses from the proximity switches to engine rpm.

5

Fig. 1.6 − 10 Speed sensors at camshaft

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Turbocharger One magnetic pick−up for turbine to detect the turbine speed. See sub−suppliers manual for details. The speed monitoring system converts the pulses from the magnetic pick−up’s to the turbine rpm value. Engine speed sensor adjustment check

Warning!

Check the speed sensor adjustment only with a stopped engine. Improper sensor adjustments can result in failure of overspeed detection and loss of speed/control functions. Therefore it is necessary to check the sensor adjustment prior to a first start of the engine. The following checks should be carried out: 1

Remove the connector of the sensor.

2 Check the distance
X
between the sensor tip and tooth of gear wheel. "X" must be 1.5 mm ± 0.5 mm. See fig. 1.6 − 9 and 1.6 − 10 . 3 Adjust the gap if necessary and secure the locking nut (use Loctite to avoid loosening).

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4 Check if tooth of gear wheel will not touch the sensor tip while turning. 5

1.6 – 18

Install the connector of the sensor.

Manual Wärtsilä 38

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Control System

Note!

ESD, the invisible threat!

on

1.6.7.3. Electro Static Discharge (ESD)

The components of modern printed circuit boards are sensitive to electrostatic discharge (ESD). Any damage due to electrostatic discharge can cause immediate failures of a printed circuit board or problems as the components start to deteriorate. Pay always attention to ESD protection, just because the ESD damage is usually invisible. Always handle carefully printed circuit boards, EPROMs and SRAM.

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Static electricity is generally induced when two materials are rubbed against each other. This causes unbalanced electricity in the objects (or persons) and they become charged with static electricity. On the other hand, conducting materials in the environment usually have a balanced electrical situation. A discharge current is induced when a charged person touches a conducting object. Even when people is moving around charging and discharging processes continuously takes place but normally causing no damage. Those discharge currents, however, easily could damage the thin layers in the integrated circuits.

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The following precautions significantly reduce the risk of failures and malfunctions due to ESD: − Always keep the board in its protection bag/box during transportation and storage. Remove it from the bag only shortly before the installation. − Make sure your body always has the same potential as the table frame, board, rail, or junction box in which you install a printed circuit board. This can be done with help of a special ground−terminal with wristband, but also by simply touching the object with one hand and inserting the printed circuit board with the other hand. − Avoid touching the connector pins! − Use the protective bag under and between the boards when placing them on a table. − Do not pass the board straight into the hands of another person exceptif it is in a protective bag. It is also possible to place the board on a non−conducting table and let the other person pick it up from there. − Clear the installation site from all construction or package materials before the installation. Keep the environment tidy. − Before inserting the board into its frame or enclosure, check that the frame or the enclosure are clean. Check that the connector pins are clean and straight so that the board can be easily and properly inserted into its frame. − Do not place the board on a conducting surface such as a metallic table. If the board has been placed on a conducting table, place one hand on the table and lift the board with the other one. − Handle damaged boards as functional ones, because the damage grade is usually unknown.

1.6 – 19

Manual Wärtsilä 38

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1.6.7.4. Welding precautions

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Control System

Introduction The aim of this section is to give an instruction concerning treatment and protection of engine mounted electrical equipment when arc welding is performed in the vicinity.

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Precautions Main principles: − Preventing uncontrolled current loops while welding. Welding current path must always be checked, there should be a straight route from the welding point back to the return connection of the welding apparatus. The highest current is always following the path where it meets the lowest resistance. In certain cases the return current can therefore proceed via grounding wires and electronic components in the control system. To avoid that, the distance between the welding point and the return connection clamp of the welding apparatus should always be as short as possible and without electronic components in the returning loop path. Attention must be paid to the connectivity of the return connection clamp, a bad contact might also cause sparkles and radiation. − Preventing radiation. The welding current and the arc is emitting a wide spectrum of electromagnetic radiation. That might cause damages on sensitive electronic equipment. To avoid those damages all cabinets and terminal boxes must be kept closed while welding. Sensitive equipment can also be protected by means of shieldings with a conductive metal plate. Also avoid having the cables of the welding apparatus laying in parallel with wires and cables in the control system. The high welding current is easily inducing secondary currents in other conductive materials.

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− Preventing damages due to sparks. Sparks are commonly flying all around from the welding arc. Few materials withstand the heat from those sparkles. Therefore all cabinets and terminal boxes should be kept closed while welding; sensors, actuators, cables and other equipment on the engine must be protected by means of proper protection. Sparks can also be a problem after they have cooled down, i.e. causing short circuits, sealing problems etc.

1.6 – 20

Manual Wärtsilä 38

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Control System

on

Precaution checklist The following precautions must be paid attention to before welding in the vicinity of the WECS control system:

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− Close the covers of the cabinet and all the distributed units − Deactivate the system by disconnecting all external connectors (X1 ... X6). − If the welding point is close to (approximately within a radius of 2 m) an electronic module (CCM, MCM, etc.) disconnect all connectors of the unit − Do not connect the welding apparatus return line to the aluminium profile containing electronic modules. The profile is used as a common ground for these modules. − If convenient, protect harnesses, cables, sensors and other equipment from sparks with a proper metal sheet.

1.6.7.5. General list of abbreviations Analogue to Digital Converter

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A/D BDC

Bottom Dead Center

Bit

Binary Digit’, ”0” or ”1”; used in computers to store information

BMEP

Brake Mean Effective Pressure

BTDC

Before Top Dead Center

Byte

Group of 8 bits

CA

Crank Angle degrees / Charge Air

CAC

Charge Air Cooler

CAN

Controller Area Network

CCD

Capacitive Coil Driver

CCM

Cylinder Control Module

DC

Direct Current

EPS

Engine Position Signal

ESS

Engine Speed Signal

FCV

Flow Control Valve

FBD

Functional Block Diagram

GD

Gas−Diesel

GRU

Gas Regulating Unit

HT

High Temperature

1.6 – 21

Manual Wärtsilä 38

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Control System

Hardwired

I/O

Input/Output

I/P

Current to Pressure converter

ID

Identification number

J 1939

A high level protocol databus, running on CAN, standardized by SAE (Also referred to as ”slow−CAN”) kbit/s (times) thousand bits per second

LED

Light Emitting Diode

LT

Low Temperature

Mb

Mega bit (one million bits)

MB

Mega Byte (one million bytes)

MCC

Main Combustion Chamber

MCM

Main Control Module

MFI

Main Fuel Injection

Modbus RS −485

databus, speed 9.6/19.2 bits/second Arrangement with master−slave

MPI

tbd ”Interfaces MPI or Profibus”

N.C.

Not Connected

NC

Normally Closed

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on

HW

Normally Open

PCB

Printed Circuit Board

PCC

Pre Combustion Chamber

PID

Control function with Proportional−Integration−Derivation

PLC

Programmable Logic Controller

Profibus

High level protocol specified in European Fieldbus Standard EN50170 Profibus is an RS −485 databus, speed 187.5 bits/second

PT

Pressure Transmitter

Pt100

Platinum temperature sensor

RPM

(rpm) Revolutions per Minute

RS−485

Standard serial databus

SCI

Serial Communication Interface

SG

Spark−ignited Gas−engine

SSM

Sub System Module

TBD

(or tbd) To Be Determined

TC

TurboCharger or ThermoCouple

for

NO

1.6 – 22

TDC

Top Dead Center

TJ

Thermocouple type J

Manual Wärtsilä 38

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Control System

Thermocouple type K

TS

Thermocouple type S

TT

Thermocouple type T

UPS

Uninterruptible Power Supply

WE CAN

Wärtsilä Engine Controller Area Network

WECS

Wärtsilä Engine Control System

Wepmit

Wärtsilä Engine Parameter Monitoring Interface Tool

WOIS

Wärtsilä Operator Interface System

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on

TK

1.6.7.6. List of sensor tags and ISO codes

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Normally a tag will identify sensors. For example: You find sensor tag PT201 for the pressure transmitter measuring the lubricating oil pressure at engine inlet. The mnemonic represents the type of sensor. The numerical part indicates the location of the measurement point in the system.

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The mnemonic is built up according to ISO3511/2. The most common mnemonics are: CV

Control Valve

GS

Position Sensor

GT

Position Transmitter

LS

Level Switch

LT

Level Transmitter

nY

Calculated value

PDS

Pressure Differential Switch

PDT

Pressure Differential Transmitter

PSZ

Pressure Switch

PT

Pressure Transmitter

SE

Speed Emitter

ST

Speed Transmitter

TE

Temperature Emitter

TT

Temperature Transmitter

UI

Universal Indicator

UT

Universal Transmitter

1.6 – 23

Manual Wärtsilä 38

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Control System

on

The numerical part refers to the location in the system, which is Wärtsilä specific. The sensor tags are described in the instrument list belonging to each engine.

The first digit refers to the system. The system numbering is as follows: 0nn DWI water diesel fuel system

2nn

lube oil system

3nn

compressed air

4nn

cooling water

5nn

exhaust gas

6nn

charge air

7nn

miscellaneous

8nn

control system

9nn

gas fuel system

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1nn

1.6 – 24

Manual Wärtsilä 38

1.6.8.

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Control System

1.6.8.1.

on

WECS Control System

System description

1.6.8.1.1. General

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The Wärtsilä Engine Control System (WECS) 7000 is a diesel engine automation system for monitoring and controlling the safety functions of the engine. WECS 7000 is not a ships alarm system. Generally, relevant engine data available in WECS is transmitted through serial line to the ships alarm system. Essential signals (e.g. engine start/stop, standby pump control, external shutdown, etc.) are hardwired to the ships automation system. The interface between WECS 7000 and the ships automation system(s) is accommodated in a dedicated Junction Box near the engine. An external governor, not part of WECS, generally accommodated in the Junction Box handles speed control of the diesel engine.

1.6.8.1.2. System structure

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The essential components of WECS 7000 are shown in fig. 1.6 − 11 . The WECS can be connected to service tool (laptop) for maintenance. CAN−repeater

CW−CAN (500 kbit/s)

J1939 (250 kbit/s)

CCM−10

MCM−700

Cylinders Exh. temp.

Exh. temp. Liner temp.

TC & FE Acquisition Modules

Liner temp.

Local Display Unit

LUBE OIL STOP SHUTDOWN RELAY LUBE OIL LOCAL SHUTDOWN BLOCKIN BLOCKIN START G G OPTIONAL LOCAL SHUTDOWN START WECS START MCU STOP/SHUTDOW FUEL LIMITER N SLOW LOCAL STOP LUBE OIL SHUTDOWN TURNING RM−11 FAILURE OVERSPEE FAILUR SWITCH SHUTDOWN E ALARMSWITCH D OPTIONAL SPEED SWITCH EMERGENCY SHUTDOWN 1 SPEED SWITCH FAILURE STOP WECS ENERGIZED STOP 2 FAILUR SPEED WATCHDOG SOLENOID STOP/SHUTDOW E OVERRID PULSE EMERGENCY STOP N FAILURE E SHUTDOWN SHORT RESET CIRCUIT

back up instruments

Relay Module RM

Hardwired connections

for

Governor

Junction box

Modbus (RS−485, 9.6/19.2 kbit/s)

Start, Stop and Slow turn Solenoid’s

Engine mounted

Ships Automation System

Fig. 1.6 − 11 Structure of WECS

1.6 – 25

Manual Wärtsilä 38

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Control System

on

All sensors on the engine are connected to the Control Modules. The number of modules depend on the cylinder configuration. The signals to and from the external system have to be connected to the junction box terminals. The junction box consist of power supplies for the WECS−7000 and a galvanic separation of I/O signals to and from WECS−7000. Here below a summary of the modules follows with their main functionality descriptions:

Cylinder controller:

CANrepeater:

Main controller for safety, monitoring and control. Communication module for service.

Relay Module, Back−up safety system, for engine speed, lubricating oil pressure, HT−cooling water temperature/ pressure. Control system for start, stop and emergency stop.

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RM:

Data acquisition module; for measuring cylinder related parameters (max. 3 cylinders per module).

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Main controller MCM700:

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FE/TC acquisition modules: Data acquisition module, for measuring engine parameters not related to the cylinders

LDU:

Local Display Unit; monochrome screen, shows engine parameters.

LCP:

Local Control Panel; panel with LDU, operating push buttons and back−up indicators Junction box: Interface between WECS−7000 and ships alarm systems.

1.6.8.1.3. Signal conditioning

All applicable sensor signals are measured and processed individually. The sensor signals, excluding signals from back−up safety sensors, are sampled with a sampling rate depending on the required accuracy. The sensor data (binary information) is monitored in the MCM700 main controller module for changes in status values, which occur whenever preset levels of alarms, safety stops, load reduction requests, prelub/standby pump control, etcetera, are exceeded. All relevant measured (and calculated) values can be shown locally on the LDU and are available for the ships alarm system.

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The signals from the back−up safety sensors are measured and individually processed in the Relay Module for changes in status values, which occur whenever preset levels of safety stops are exceeded. Safety stop info is also relayed back to the MCM700 main controller and

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Control System

1.6.8.1.4. Failure detection

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therefore can be shown locally on the LDU and is available for the ships alarm system.

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The failure detection in WECS 7000 is based on the following principles: − Sensor failure detection (analog), i.e. out of (sensor) range detection including wire break detection − Monitoring of stop solenoid loops, i.e. open loop and short circuit detection − Wire break detection of digital safety sensors, e.g. emergency stop loop − Control loop failure detection (e.g. waste gate valve control and by−pass valve control) based on evaluation of control valve feedback signals and engine data − Module failure based on a CAN data frame detection scheme between data acquisition module (acquisition modules, cylinder controllers) and MCM700 main controller

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1.6.8.1.5. Preventing unnecessary safety actions WECS 7000 has the following design features to ensure proper handling of the safety function: − when sensor failure is detected, the related sensor is excluded from any safety action by the WECS − proper filtering of sensor signals is utilised to avoid unnecessary safety actions (e.g. false stops) during fluctuations or transients in the sensor signal − galvanic isolation of I/O signals to and from WECS 7000 to avoid electrical interaction − Shutdown−override, to disable shutdowns in critical situations − The WECS design is fail−safe with respect to the ship’s safety

1.6.8.1.6. Redundancy of sensor and WECS 7000 − Redundant overspeed detection system − Redundant safety system with respect to the safety functions in accordance with the classification demands − Redundant emergency stop system − Redundant power supply (24Vdc and 230Vac) circuitry with automatic change−over functionality

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1.6.8.1.7. Diesel engine control principles

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General The principles of the following diesel engine control functions are outlined in this section: − Start sequence − Shutdown sequence − Speed control − Bypass valve control − Exhaust waste gate valve control A description of the failure aspects and safety override aspects can be found in section 1.6.8.4.

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The control sequences are stepwise described in the tables below. Start sequence The control principles of the start sequence are outlined in table 1.6.2. Table 1.6.2: Start sequence

Ready to start, fuel control enabled

1

Start command active

2

Start solenoid activated

3

Fuel control to start fuel limit

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0

4

Starting solenoid de−activated at n1 rpm

5

Fuel control for running activated at n2 rpm

6

Engine running

Shutdown sequence The control principles of the shutdown sequence initiated by a stop command are outlined in table 1.6.3. A description of the shutdown sequence initiated by a safety stop and emergency stop sequence can be found in section 1.6.8.4. In these cases, the shutdown sequence must be reset manually

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Table 1.6.3: Shutdown sequence

1.6 – 28

0

Engine running

1

Stop command active

2

Stop solenoid activated

3

Fuel control to zero fuel

4

Stop solenoid de−activated when engine stands still

5

Fuel control enabled when engine stands still after 10 sec.

6

Ready to start

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Note!

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Speed control The speed is basically a PID type of closed loop control with engine speed and speed reference as (main) input signals. The fuel control output signal is connected to the fuel rack actuator on the engine. The WECS disables/enables the speed controller. Disabling the speed controller actually means set fuel control output to zero fuel position. The speed control is not part of the WECS

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Exhaust waste gate valve control The WECS utilises a PID type of closed loop control with engine speed or engine load and charge air pressure as input signals. The control output is connected to the control valve positioner. Either the engine speed or the engine load is utilised to calculate the charge air pressure set point for the PID control.

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1.6.8.1.8. Main control software structure

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The WECS−7000 control software is structured around so−called engine modes, which reflect the main operational conditions of the engine. For all sub−functions related to the engine control, a specific behaviour related to the active engine mode is specified. Other software parts as the safety system, the I/O functions, the internal communications (between the different WECS7000 modules), the external communications (with the Local Display Unit and with the customer system) and information exchange with the control software runs independently. There is also an interaction between the WECS7000 main program and the safety −back−up module (RM11). The possible engine modes has been ordered in priorities from highest to lowest: − Emergency mode: can be preceded by any other mode − Shutdown mode : can be preceded by stop −, start − or run mode − Run mode : must preceded by start mode − Start mode : must be preceded by stop mode − Standby mode : must be preceded by stop mode − Stop mode : can be preceded by shutdown−or emergency mode

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When the system is powered up, the default engine mode is set to stop mode. After this, the different control modes are activated according to the conditions defined for these modes. If an engine mode with a higher priority is triggered the engine mode will be changed to the mode with the highest priority. For operations control, the structure of the software program is not the most interesting part, but the structure of operations with as starting point the stop mode. Stop mode The stop mode is the basic engine mode when the engine is not running. The engine is "ready for start" as indicated on the Local Display Unit (LDU) or remotely, unless one or more start blockings are active.

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Possible start blockings are: − Turning gear engaged − Stop lever in stop position − Low control air pressure − Low lubricating oil pressure − Low lubrication oil level in turbo charger − Low (HT) cooling water temperature/pressure at engine inlet − External start block The pre−lubrication pump runs continuously to prevent the start blocking of the "low pre−lubricating oil pressure" and " low lubrication oil level in the turbo charger" .

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For safety reasons, it is only possible to start the engine either from the remote control panel, or with the local start button : − Remote start is only possible if the local/remote switch is in the remote position If the engine is not running the pre−heating unit for cooling water is set to independent temperature control for keeping the engine heated. This is not controlled by the WECS7000.

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Standby mode If the engine is in stop mode, no start blocking is active and the local remote switch is in the remote position, then the standby mode can be activated through a stand−by mode request. In the standby mode the engine is direct ready to start. The prelubricating pump is running continuously. If one of the start blocks becomes active then the main routine will change over to stop mode.

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Start mode If the engine is in stop mode and no start blocking is active or the engine is in standby mode, then the start mode can be activated through a start command (local or remote push−button). The start command activates the start solenoid of the starting air valve , enabling starting air to entering into the cylinders. During the start up of the engine some safeties are temporary overruled. When the start mode is accomplished successfully within a certain time frame the main routine will be change over to run mode and the overruled safeties are enabled again. If the start mode is not accomplished successfully in that time frame the main routine detects a start failure. The main routine will change over to shutdown− or emergency mode (depending of the trigger) and the monitoring sub routine will indicate the failure on LDU and MODBUS address. The black−out start skips all start blockings except the blockings for turning gear engaged and stop lever in stop position. However, skipping of the lubricating oil related start block is limited to 5 minutes. The main routine is not different as above. Run mode The main routine is switched to run mode if the start mode is accomplished successfully within a certain time frame. The engine will ramp up to idle speed approx. 320 rpm (or rated speed approx. 600 rpm if selected) and the safety control is active. With the speed controller it is possible to increase (up to max. rated speed) or decrease (down to min. idle speed) the speed of the engine with the digital speed setting. Of course only settings between idle and rated speed are possible. Also analog speed setting is possible (4−20 mA). If in run mode particularly measuring values exceeds the setpoints of load reduction level (see for that signals the column load reduction in

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project specific MODBUS list) than the engine load should be reduced within a certain time hence a shutdown might occur. The control will remain in run mode until a stop, shutdown or emergency request is activated and interrupts the main routine. The shutdown mode and emergency mode will interrupt the run mode if a shutdown value exceeds the limit or an emergency shutdown is given.

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This safety function can be overruled by the stop/shutdown override function but should only be used in case an engine stop would cause more damage than an overruled safety stop. During the time the function for stop/shutdown override is active the engine can be operated normal. Only a few shutdowns can not be overruled e.g. emergency stop and overspeed.

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Shutdown mode The shutdown mode of the main routine can be activated by a normal stop or through triggering by exceeding the shutdown limit of a measuring value. All shutdown values are mentioned in the project specific MODBUS list as a stop and will be shown on the LDU display and MODBUS address.

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If the shutdown mode becomes active the common fuel rack is forced to zero position. The stop solenoid is energized and the pneumatic stop cylinders on the fuel pumps are activated. The engine will stop after running out time of the slowness mass. When the engine has stopped, the activation of the stop solenoid is released after about 10 seconds. If the shut down is triggered by exceeding the shutdown limit of a measuring value the engine will remain in shutdown mode until the cause has been solved and the system is reset. Thereafter the main routine will go to stop mode. Notice that a shutdown caused by the oil mist detector should be reset on the oil mist detector and at the WECS. If it was a normal stop the main control routine will automatically go to stop mode. Emergency mode. The emergency mode can be activated by triggering the emergency stop push−buttons and will be shown on the LDU display and on the MODBUS address.

The fuel rack is forced to zero position and the stop solenoid is energized to activate the stop cylinders on the fuel pumps. The engine will stop after running out time of the slowness mass.

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The engine will remain in emergency mode until the cause has been solved and the system is reset. Thereafter the main routine will go to stop mode.

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1.6.8.1.9. Speed control in overall application

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The engine is delivered with an off−engine speed controller related to the on−engine actuator. The speed controller is intended for use in propulsion applications, where the engine is directly or via a clutch coupled to the mechanical drive of the propeller shaft. The speed controller is also used in auxiliary and diesel electric propulsion applications, where the engine is directly coupled to the generator. The control provides closed loop speed control. The speed controller can be build in the junction box or in the engine control− or switchboard room. The principle diagram, see fig. 1.6 − 12 , shows the main functions of the speed controller: − Speed controller PID dynamic settings − Fuel−limiter − Torque limiter − Idle or rated selection − Ramp up and down functions − Clutch/alternator status − Load sharing − Master / slave selection

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I/O digital: Isoch/droop Clutch closed Etc.

Powe r suppl y 24 Vdc / 2 A

Speed cont roller Control logic

Speed setting

PID controller

+

Rpm var.gain

Vdc Vdc

LS S

Torque limiter

LSS

Actuator control

Booster limiter

mA

mA

Hz

Actual speed

speedsensors

engine

mA

Receiver pressure

Ac tuator Mechanical Governor

Fig. 1.6 − 12 Principle diagram speed control system

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On−engine actuator A selection can be made for:

− Actuator without ball−head. − This is a mechanical hydraulic governor with an electro−hydraulic controlled actuator. This type is normally used in diesel electric installation or for an auxiliary generator set application. The actuator is available for use with either direct− or reverse− acting electronic controls.

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− Actuator with ball−head − This is a mechanical/hydraulic, pneumatic governor with a centrifugal flyweight valve assembly and an Electro−hydraulically controlled actuator. To achieve back−up control, the electronic system must be reverse−acting. The speed setting of the mechanical governor is slightly higher than of the electronic governor system. In case of current fail (drop to zero) the electric actuator will call for an increased fuel position above setting of the mechanical governor. In this case the mechanical back−up takes over, based on the LSS (Low Signal Select principle)

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Off−engine speed controller (governor) The speed controller is operating together with the actuator as a balanced speed controller and actuator system. − The signals between engine / WECS system and speed controller runs via the junction box. For the off− engine speed controller consult the sub−supplier manual delivered with the engine documentation.

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Note!

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1.6.8.2.

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General application info

1.6.8.2.1. WECS 7000 in overall system

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Fig. 1.6 − 13 , illustrates a simplified version of a typical diesel engine application. Relevant engine data is transmitted through a serial line. Essential signals (e.g. engine start/stop, standby pump control, external shutdown, etc.) are hardwired to the ships automation system.

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CONTROL SIGNALS

INDICATION SIGNALS

SHIPS AUTOMATION SYSTEM Including ALARM SYSTEM

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POWER SUPPLY LINES

FUEL CONTROL SIGNAL TO ACTUATOR

SENSOR SIGNALS TO SPEED CONTROL

SERIAL DATA

POWER SUPPLY LINES

CONTROL SIGNALS

INDICATION SIGNALS

JUNCTION BOX

WECS 7000

(mounted on engine)

ENGINE

Hard wired communication Serial line communication

Fig. 1.6 − 13 Signal block diagram of WECS 7000 in overall system

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1.6.8.2.2. Tasks of WECS 7000 in application

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The WECS 7000 is handling the following tasks: − Safety function, handling start blocks, reset safety system, safety stops, manual emergency stops − Load reduction function, initiating request for load reduction to the ships automation system − Diesel start/stop function, handling diesel start/stop commands and optional initiating standby mode − Remote start interlock, i.e. blocking remote start when needed during local operation − Control functions, handling by−pass valve control, waste gate valve control, prelub pump start request and standby pump start requests to the ships automation system − Digital indication of relevant engine parameters by panel meters − Indication of relevant engine data by the LDU − Indication of relevant engine data by the ships alarm & monitoring system

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The WECS 7000 is also generating alarms which are visualised by the LDU. However, the ships alarm system is always responsible for the alarm handling where latching and acknowledgement are actually carried out in this application.

Note!

In case of loss of the serial line to the ships alarm system, alarm information is still available on the LDU as back−up.

1.6.8.3.

Local user interface description

System start up To start−up the WECS 7000, the following circuit breakers has to be switched on: − Circuit breaker
Main supply" (inside junction box), to connect the 230Vac supply − Circuit breaker
Back−up supply" (inside junction box), to connect the 24Vdc supply

The WECS 7000 will start−up when at least one power supply is available. However, both power supply sources are required for fail−safe operation.

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Warning!

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1.6.8.3.1. Front−end cabinet overview

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Control System

A quick reference is described below to provide a view of the available controls and indications at the front−end of the engine−mounted WECS cabinet, see fig. 1.6 − 14 .

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The operator interface is described in the following categories: − Local Display unit (LDU) − Local control buttons / switches − Local back−up indicators

ENGINE SPEED

Main page

Exhaust gastemperature 4835C

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LUBE OIL PRESSURE

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Stop lever

80 60 40 20 0 −− 20 −− 40 −− 60 −− 80

80 60 40 20 0 −− 20 −− 40 −− 60 −− 80

Mode: Running

AL O

HT WATER TEMPERATURE

START

STOP

REMOTE

SHUTDOWN RESET

LOCAL

ENGINE MODE

Locking pin stop lever

Emergency start button

Emergency stop button

Fig. 1.6 − 14 Front−end cabinet overview

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1.6.8.3.2. Local Display Unit (LDU)

The Local Display Unit (LDU) replaces the traditional pressure gauge panel, the thermometers and other instruments, see fig. 1.6 − 15 . It is connected to the MCM700 main controller, which sends the necessary data to the display.

Main

80 60 40

Info

20 0 −20 −40 −60 −80

History

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Main page Exhaust gas temperature 483 5C

80 60 40 20

0 −20 −40 −60 −80

Engine speed

Enter

Fuel rack pos.

Down

Shift

720 rpm

Startblocks and air pressures

33 mm

A L O

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Mode: Running

Engine performance

Up

Exhaust gas

Cylinder Crank liners case

Water system

Additional info

Oil system

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Fig. 1.6 − 15 Local display unit

On the LDU, all relevant system data can be displayed. This system data can be retrieved via the pages given in table 1.6.4. Table 1.6.4.

Pages on LDU display

The main engine data

Help on using keys page

How to use the keys

History page

The last 100 events of the engine including date and time stamp

Start Blocks & Air Pressures

The start block status and air pressure levels

Engine Performance page

Engine performance related parameters

Exhaust Gas Temp. page

Exhaust gas temperatures for each cylinder

Liner Temperatures page

Liner temperatures for each cylinder

Crankcase page

Main bearing temperatures and OMD status

Cooling Water Systems page

HT & LT water related parameters

Fuel & Lube Oil Systems page

Fuel oil & lube oil related parameters

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Main page

Menu page

1.6 – 38

System data / information showed

The list of dedicated pages

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Table 1.6.5. Menu page

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From the Menu page, a selection can be made to one of the following dedicated pages showed in table 1.6.5.

Status / information showed Status of modules

Pump Control page

Status of pump control outputs

By−pass control page

Status of valve control outputs, by−pass valve position & related sensors

Waste gate control page Cold air waste gate control page

Status of FAKS sensors

Miscellaneous page

Status of miscellaneous switches

depending if FAKS sensors are installed.

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(* ) Option

Status of valve control outputs & related sensors Exhaust gas temperature deviations with respect to mean temperature

FAKS page (* )

Note!

Status of valve control outputs & related sensors

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Wencom page

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Automation System page

Main Page, see fig. 1.6 − 16 , displays an example of the following data: − Exhaust gas temperature deviation relative to cylinder 1. − Engine speed − Fuel rack position − Start failure status − Stop / Shutdown Override status − Engine mode − Common engine alarm indicated with A at the right bottom corner − Common load reduction request status indicated with L at the right bottom corner − Common shutdown status indicated with S at the right bottom corner

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Fig. 1.6 − 16 Example view of main page

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Typical data showed on the information pages comprises of: − Functional name of (engine) parameter − Analogue value as number or in bar pattern or meter bar − Status value − Abnormal value inverted − Sensor code (only on History page and dedicated pages)

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Examples of the typical data can be found in the following figures, 1.6 − 17 , 1.6 − 18 and 1.6 − 19 .

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Fig. 1.6 − 17 Example view of history page

Fig. 1.6 − 18 Example view of Start Blocks & Pressures page

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Fig. 1.6 − 19 Example view of Menu page

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1.6.8.3.3. Local control buttons / switches

Fig. 1.6 − 20 , shows the following control button / switches which are provided for local operation:

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− START button with green coloured button to initiate a local engine start − STOP button with red coloured button to initiate a local engine stop − SHUTDOWN RESET button with blue coloured button to reset WECS after a shutdown − ENGINE (START) MODE selector switch to block a remote engine start

Fig. 1.6 − 20 View of control switches for local engine operation

1.6 – 42

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1.6.8.3.4. Local backup indicators

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Control System

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ENGINE SPEED

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The engine parameters as shown in fig. 1.6 − 21 , are generated from back−up sensors and back−up circuitry independent from WECS main circuitry.

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LUBE OIL PRESSURE

HT WATER TEMPERATURE

Fig. 1.6 − 21 View of panel meters for digital indications

1.6.8.3.5. Emergency start / stop Emergency operation For emergency operation, in case of complete loss of WECS system, the engine is provided with emergency push buttons direct on the starting and stopping solenoid valve. See fig. 1.6 − 14 . The engine speed can be controlled by the speed setting governor system. Local Display Unit and Back−up instruments The Local Display Unit and back−up instruments are situated on the WECS cabinet. The maximum distance between WECS cabinet and junction box is limited to 10−meter cable length.

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1.6.8.4. Instructions for normal operating mode 1.6.8.4.1. General

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All necessary instructions to operate the engine in conjunction with the WECS and external governor are described in this chapter. Both WECS and external governor are considered to be fully operational. If this is not the case, relevant instructions given in section 1.6.8.5. should be followed.

1.6.8.4.2. Control of prelubricating oil pump

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The pre−lubricating pump is controlled by the WECS in conjunction with starter box of the pump. Generally, the following selections can be made at the starter box: − At OFF position, the pre−lubricating pump is off − At MANUAL position, the engine is manually lubricated before starting the engine − At AUTOMATION position, pre−lubrication of the engine is controlled by the WECS. Consequently, at engine standstill, pre−lubrication is activated to remove the start blocks related to lube oil pressure. In addition, if the engine is running the pre−lubricating pump is automatically switched off at 400 rpm and switched on again at 320 rpm. If the engine is not running then pre−lubrication is constantly active.

Control of the pre−lubricating pump by the WECS is to be considered as an auxiliary function. Therefore, activation of the pre−lubricating pump will not generate an (common engine) alarm.

Warning!

When the engine stands still for a long period, it’s recommended to select the OFF position at the pre−lubricating oil pump starter box.

1.6.8.4.3. Control of pre−heater

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Pre−heating of the cooling water is preferably controlled automatically and in conjunction with the WECS. Generally, the Engine Running output from the WECS is utilised in conjunction with the pre−heater unit to control the circulating pump automatically. Consequently, at engine standstill, pre−heating is activated to remove the start block related to cooling water. If the engine is running the pre−heating is de−activated. Temperature control is automatically controlled within the pre−heater unit and is independent from the WECS.

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1.6.8.4.4. Start blockings

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At engine standstill, the WECS is constantly checking the start blocks to safeguard the diesel engine and the crew close to the engine. The responsible operator has to take care for removing all start blockings prior to start. An engine start attempt is blocked at the following basic conditions: − low pre−lubricating oil pressure − low pre−lubricating oil level at turbocharger − low control air pressure − low HT cooling water (pre−heating) temperature − turning gear engaged − stop lever in stop position − external start block active − active shutdown (i.e., the WECS is still waiting for the shutdown reset command) − local/remote switch at LOCAL position (only blocks the remote start) In addition, an engine start attempt is blocked if the engine is already running. Start blocks can not be overridden except in the following cases: − Blackout start, see section 1.6.8.5.2. for instructions − Emergency start directly at engine, see 1.6.8.5.3. for instructions The engine is ready to start when no start block is activated

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Note!

A corresponding message Ready To Start is shown on the LDU main page and is also send to the ships alarm system through the serial link. If the engine is not ready to start the LDU main page will show the message Start Blocked.

1.6.8.4.5. Local start

When the engine is ready to start, a start attempt can be initiated by pushing the local button START located at the WECS cabinet front−end. See fig. 1.6 − 14 . During starting, the LDU main page will show successively Ready to Start −> Starting −> Running. The last message indicates that the engine is running. At this point, the WECS generates the Engine Running signal for the ships alarm and automation systems.

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1.6.8.4.6. Remote start

When the engine is ready to start and the Local/Remote switch at the WECS cabinet front−end is at the REMOTE position, a start attempt can be initiated by pushing the button START located at the remote control stations on board. See fig. 1.6 − 20 . The Local / Remote switch at the WECS cabinet front−end only blocks the remote start command. It does not affect any transfer of speed control related functionality.

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Note!

After a successful start attempt, the Engine Running signal will be activated as described in section 1.6.8.4.5.

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1.6.8.4.7. Start failure

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When the engine speed has not reached a certain value within 20 seconds, the start attempt is considered to be unsuccessful. The WECS interrupts the starting sequence and stops the engine. In addition a start failure (alarm) will be generated for the ships alarm and automation systems. The engine is ready to start after the WECS has released the stopping devices. At this point, the engine can be re−started. During the start attempt, the LDU main page will show successively Starting −> Shutdown and Failed Start Attempt−> Ready to Start. In case of a start failure the engine can be re−started after the WECS has released the stopping devices (indicated by ready to start).

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Note!

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1.6.8.4.8. Local stop

By pushing the local STOP button located at the WECS cabinet front−end the engine stops. See fig. 1.6 − 20 . During stopping, the LDU main page will show successively Running −> Shutdown −> Ready to Start. The engine is ready to start after the WECS has released the stopping devices. Re−starting after a normal local stop is only possible after the WECS has released the stop devices and no start blocks are existing.

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Note!

1.6.8.4.9. Remote stop

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By pushing the STOP button located at the remote control stations on board the engine will stop. Activation of the remote stop command can be observed on the LDU miscellaneous page. During stopping, the LDU main page will show successively Running −> Shutdown −> Ready to Start. The engine is ready to start after the WECS has released the stopping devices. Re−starting after a normal remote stop is only possible after the WECS has released the stop devices and no start blocks are existing.

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Note!

1.6.8.4.10.

Standby engine mode selection

A remote standby request from the ship’s automation (power management) system is needed to initiate standby operation of the engine. The WECS accepts the standby request only if the engine is ready to start and the Local/Remote switch at the WECS cabinet front−end is at the REMOTE position. During standby operation, the WECS sends a Standby Mode (active) message to the ship’s automation system through the serial link. The WECS disables standby operation when any of the following conditions is TRUE: − Remote standby request is cancelled − Local/Remote switch at the WECS cabinet front−end is at the LOCAL position. − Engine is not ready for start During standby request, the LDU main page will show successively Ready to Start −> Standby.

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1.6.8.4.11. Remote start during standby operation

1.6.8.4.12.

Alarms

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During standby operation, a start attempt can be initiated by pushing the button START located at the remote control stations on board. When the engine is running, standby operation is de−activated. After a normal stop, standby operation will be restored if the conditions as stated in section 1.6.8.4.10. are still satisfied.

In general, an alarm is generated for warning of an abnormal condition. Depending on the cause of the alarm, quick attention might be needed to solve the problem. The following type of alarms are generated in the WECS: − Engine parameter related alarms − Control loop failure related alarms − Sensor failure alarms − WECS module failure alarm − Relay module failure alarm − WECS failure alarm − Common engine alarm

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Note!

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General The WECS monitors the sensor data for changes in status values, which occur whenever pre−set levels of alarms are exceeded. The associated alarm messages are send to the ships alarm & monitoring system through Modbus communication. The alarm settings are stated in the Modbus−list.

Note!

Latching and acknowledge of alarms are exclusively handled in the ship’s alarm & monitoring system

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Engine parameter related alarms This type of alarms indicate abnormal conditions of the diesel engine parameters, e.g. temperatures, pressures, levels, etc. The WECS handles the following actions at an alarm condition: − The measured value is shown inverted on the LDU − An alarm message is shown on the history page of the LDU − An alarm indication (A) is shown on the diesel parameter dedicated page of the LDU − An alarm (active status) message is send to the ships alarm & monitoring system through Modbus communication − Common engine alarm is activated

1.6 – 48

Manual Wärtsilä 38

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Control System

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When the alarm condition is not valid anymore, the WECS handles the following actions: − The measured value is shown as normal text on the LDU − An alarm (not−active status) message is send to the ships alarm & monitoring system through Modbus communication − The alarm indication on the diesel parameter dedicated page of the LDU is removed

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Control loop failure related alarms This type of alarms indicate abnormal conditions of control loops related to bypass valve control, waste gate valve control, etc. Details of this type of alarms can be found in the related sections.

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lu

Sensor failure alarms Generally this type of alarms indicates a failure in the sensor loop. The failure check covers detection of loop failure (short circuit, open loop) and detection of sensor failure (out of range detection). In case of speed measuring sensors, the WECS carries out a different failure detection scheme. Engine speed is measured with two speed sensors. Each turbocharger speed is measured with a single speed sensor. All speed related signals are processed in the MCM700 main controller module. In principle, sensor failure detection in this case is based on comparison of the available speed measuring data to determine which speed sensor loop(s) is (are) malfunctioning. The WECS handles the following actions at a sensor failure condition: − An analogue value (−900) indicating sensor failure alarm is shown on the diesel engine parameter dedicated page of the LDU − An analogue value (−900) indicating sensor failure alarm is send to the ships alarm & monitoring system through Modbus communication After solving the sensor failure, the sensor values shown on the LDU and which is also send through Modbus communication are restored to the actual valid values. When sensor failure is detected, the related sensor is excluded from any safety action by the WECS

Note!

Sensor failure detection is available for all analogue sensors

Note!

Sensor failure detection for digital sensors is only available for the level measurements and the shutdown related measurements

Note!

Sensor failure related to digital sensors for start block (Turning Gear Engaged) and start block (Stop Lever in Stop Position) will cause an active start block instead of sensor failure alarm

for

Note!

1.6 – 49

Manual Wärtsilä 38

Warning!

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Sensor failures related to essential safety functions, i.e. overspeed protection, lube oil pressure safety, emergency stop, oil mist detection, require immediate repair where possible Sensor failures related to essential control loops, e.g. waste gate valve control require immediate repair if engine power > 85% is required

on

Warning!

Control System

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WECS module failure alarm In case a module, acquisition module or cylinder controller, is not communicating correctly with the MCM700 main controller module, a dedicated module failure alarm will be generated. The WECS handles the following actions at a module failure condition: − A failure alarm message is shown on the history page of the LDU − A failure indication is shown on the Automation System page of the LDU − All sensor values related to the faulty module are set to the value −900 on the LDU indicating sensor failure (due to module failure) − An analogue value (−900) indicating module failure alarm is send to the ships alarm & monitoring system through Modbus communication − All sensor values related to the faulty module are send as −900 values through Modbus communication indicating sensor failure (due to module failure) − WECS failure alarm is activated When the module failure is solved, the related parameters are restored to the actual values.

Note!

The relay module generates a RM−failure alarm at: − Failure of power supply to relay module (main and/or back−up) − Internal power supply failure − Broken fuses (F1− F5) − Short circuit of I/O lines − Loop failure of: − Lubricating oil pressure switch − Optional shutdown switch − Emergency stop switch − Stop solenoids All failures detected by the relay module are indicated by dedicated failure alarm LED’s on the relay module.

for

Warning!

In general, a module failure is caused by a supply failure (broken fuse) or a CAN−failure (broken wire or broken termination resistor) Module failure requires immediate repair where possible to restore safety and control related functionality Relay module failure alarm

Note!

1.6 – 50

Manual Wärtsilä 38

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Control System

Relay module failure alarm is combined with F16 supply failure alarm. Supply F16 is handling direct stop order from MCM700 main controllerto stop solenoid.

Warning!

RM−failure including F16 supply failure require immediate repair where possible to restore back−up safety functionality.

on

Note!

Breakdown of the MCM700 main controller module requires immediate repair to restore the main safety and control functionality.

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Warning!

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WECS failure alarm The MCM700 main controller module generates WECS failure alarm at: − FE/TC acquisition module (communication) failure; safety and control functionality is partly lost − Cylinder controller module (communication) failure; cylinder related safety functionality is partly lost − Relay module failure, including F16 supply failure; back−up safety functionality is lost − Breakdown of MCM700 main controller module; main safety and control functionality as well Modbus communication are lost

Common engine alarm The WECS activates the common alarm output at: − Active engine parameter related alarm − Active control loop related alarm − Active WECS failure alarm

for

Note!

Active sensor failure alarms and active start blocks are excluded from the common engine alarm output.

1.6 – 51

Manual Wärtsilä 38

Load reduction requests

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1.6.8.4.13.

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Control System

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The WECS monitors the sensor data for changes in status values, which occur whenever pre−set levels of load reduction are exceeded. The associated load reduction request messages are send to the ships alarm & monitoring system through Modbus communication. In addition, a (hardwired) common load reduction request signal is send to the ships automation system. The load reduction request settings are stated in the Modbus list Latching and acknowledge of alarms are exclusively handled in the ship’s alarm & monitoring system

Warning!

In general, a load reduction request is generated for warning of an abnormal condition which requires a reduction of power. When a pre−set level of load reduction is exceeded, the associated engine parameter can be seen on the LDU history page. Corresponding messages are also send to the ship’s automation system through the serial link.

Warning!

A load reduction request can be followed by a shutdown if the relevant temperature or pressure exceeds the shutdown pre−set level. This is the case for liner temperatures, main bearing temperatures and also for HT cooling water temperature or pressure depending on the actual classification requirements.

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Note!

1.6.8.4.14.

Shutdowns

General The WECS monitors the sensor data for changes in status values, which occur whenever pre−set levels for shutdowns are exceeded. Consequently, the WECS initiates a safety action to result in shutting down of the engine. In addition, a (hardwired) common shutdown indication signal is send to the ships automation system.

Note!

The WECS initiates safety actions to protect the engine from possible damage due to critical conditions.

for

When a pre−set level of shutdown is exceeded, the associated shutdown indication can be seen on the LDU history page. Corresponding messages are also send to the ship’s automation system through Modbus communication. The shutdown settings are stated in the Modbus−list.

Note!

1.6 – 52

Latching and acknowledge of shutdowns are exclusively handled in the ship’s alarm & monitoring system Shutdown due to loss of engine speed

Manual Wärtsilä 38

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Control System

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In general, each shutdown condition is associated to a single sensor. However, the WECS also initiates a shutdown when the engine speed is completely lost. In this case, the shutdown is actually related to two sensors.

se

Reset shutdown During a shutdown sequence, the WECS activates all shutdown devices to stop the engine. When the engine stands still, the WECS releases the stop devices. However, shutdown mode is still active and needs to be reset in order to enable a re−start of the engine. During a shutdown sequence, the LDU main page will show successively Running−> Shutdown −> Ready to start (after reset). The engine is ready to start after a shutdown−reset command. A reset shutdown command can be given either locally by pushing the Reset Shutdown button on the WECS cabinet front−end or by pushing the remote Reset Shutdown button at the remote control stations.

Note!

Reset shutdown commands are only effective after the WECS has released the stop devices.

Note!

It’s not necessary to remedy the shutdown condition first before resetting shutdown mode. However shutdown override should be activated, to prevent a shutdown directly after a re−start of the engine in this case.

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Note!

Note!

After a shutdown on high oil mist concentration, the safety circuitry of the oil mist detector must be reset separately by pushing the reset button near the detector.

Remote shutdown override Safety stops initiated by WECS can be overridden to prevent shutting down of the engine in critical situations, e.g. in dangerous manoeuvring situations. Overriding safety stops actually means that only the stop order to the stop devices is disabled. Otherwise, the WECS operates as described in General and Shutdown due to loss of engine speed of this section. The shutdown override functionality in the WECS is to be considered as a pre−shutdown override facility. Consequently, once a shutdown has been initiated by the WECS, overriding this shutdown is not possible anymore and the engine will be stopped

Note!

A shutdown override command can be given by pushing the Shutdown Override button at the remote control stations on the bridge

for

Note!

Most of the engine parameters which are monitored for exceeding shutdown levels, e.g. main bearing temperature, cylinder liner

1.6 – 53

Manual Wärtsilä 38

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Control System

on

temperature and HT cooling water temperature, are also monitored for exceeding alarm and load reduction request levels. This 3−stage safeguarding scheme supports the responsible operator in utilising the shutdown override functionality in the proper way when needed.

se

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Warning!

Activating shutdown override is reflected in the common engine alarm output as follows: − The common engine alarm output is slowly on/off switching when shutdown override is active − The common engine alarm output is fast on/off switching when shutdown override is active and at least one shutdown condition has been identified The responsible operator should verify whether the WECS has identified a shutdown condition before releasing the shutdown override command. Follow the procedure for releasing the shutdown override command Procedure for releasing the shutdown override command 1 Observe the common engine alarm lamp at the remote stations on the bridge

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2 If the alarm lamp is slowly blinking, then the shutdown override button can be safely released without danger for shutting down the engine −> step 8 3 If the alarm light is fast blinking then try to reset the shutdown by pushing the reset shutdown button 4 In case the common engine alarm lamp is slowly blinking after the reset, then carry out step 2 5 In case the common engine alarm lamp remains fast blinking, then observe the cause of the shutdown condition at the ship’s alarm system

6 If the shutdown condition can not be cancelled, then the engine will be stopped after releasing the shutdown override button 7 Consider when it is safe to release the shutdown override button to stop the engine 8

Warning!

End of procedure

Always release the shutdown override button when the critical situation is over to restore the full protection of the engine against possible damage due to critical conditions

for

In case shutdown override is active, then the LDU main page will show the message Shutdown override active. Identified shutdown conditions will be displayed as well in this situation. Corresponding messages are send to the ship’s alarm & monitoring system through Modbus communication.

1.6 – 54

Manual Wärtsilä 38

Emergency stop and overspeed safety trip

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1.6.8.4.15.

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Control System

Reset shutdown commands are only effective after the WECS has released the stop devices. During an emergency shutdown sequence, the LDU main page will show successively Running−> Emergency −> Ready to start (after reset). The engine is ready to start after a shutdown−reset command. When an emergency stop command is given, the associated shutdown indication can be seen on the LDU history page. Corresponding messages are also send to the ship’s automation system through Modbus communication.

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Note!

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General Both emergency stop and overspeed safety trip are to be considered as emergency shutdowns. Emergency shutdowns can not be overridden. During an emergency shutdown sequence, the WECS activates all shutdown devices to stop the engine. In addition, a (hardwired) common shutdown indication signal is send to the ships automation system. When the engine stands still, the WECS releases the stop devices. However, emergency mode is still active and needs to be reset in order to enable a re−start of the engine.

Note!

Latching and acknowledge of (emergency) shutdowns are exclusively handled in the ship’s alarm & monitoring system. Emergency stop In an emergency, the engine must be stopped by operating any of the emergency stop buttons located at the remote stations. The emergency stop chain is redundant and monitored for loop failures to secure the reliability.

Note!

Reset (emergency) shutdown is only possible after releasing the emergency stop button first

Warning!

An emergency stop loop failure requires immediate repair to restore the emergency stop functionality

for

Overspeed safety trip The WECS protects the engine against overspeed. The overspeed protection is separately handled by the main safety system (MCM700 main controller) and the back−up safety system (relay module). Both overspeed settings are stated in the Modbus list.

Warning!

A single engine speed sensor failure requires immediate repair where possible to restore the overspeed protection and cancelling the risk of a shutdown due to loss of both engine speed sensors

1.6 – 55

Manual Wärtsilä 38

Control of standby pumps

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1.6.8.4.16.

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Control System

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The WECS system has standby pump start outputs for: − HT cooling water − LT cooling water − Lubricating oil − Fuel oil (only if the engine equipped with a driven main pump) If pressure drops below a pre−set level when the engine is running, WECS activates the standby output. The output−contact is available for the standby pump starter, and the standby pump should be started. An alarm on the MODBUS is raised. When the pressure is raised to normal or lower level by the standby pump, both the standby output and alarm from WECS are reset, thus meaning no latching of the output(s) is done in WECS. Latching must be done in the standby starter and alarm system respectively. The reason for the pressure drop should be investigated as soon as possible.

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The following conditions will cause the start of stand by pumps: − HT cooling water standby pump starts at low pressure high cooling water system − LT cooling water standby pump starts at low pressure low cooling water system − Lubricating oil standby pump starts at low pressure lubricating oil system − Fuel oil standby pump starts at low pressure fuel oil system

Note!

for

Stop of the standby pump should ALWAYS be a manual operation. Before stopping the standby pump, the reason for the pressure drop must have been investigated and rectified. There are no standby pumps on multi engines installations, diesel electric installation or an auxiliary generator set .

1.6 – 56

Manual Wärtsilä 38

Exhaust waste gate valve control

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1.6.8.4.17.

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Control System

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General Exhaust waste gate valve control is used for limiting the charge air pressure at high loads. The charge air pressure is limited to a constant level, typically to the level at 85% load by opening the waste gate valve gradually at loads over 85%. By opening the waste gate valve a part of the exhaust gas flows direct to the exhaust gas outlet pipe after the turbocharger

lu

The WECS controls the waste gate valve based on engine speed and charge air pressure measurements. In addition, the WECS performs control loop failure detection to result in restricted valve control and generating a waste gate failure alarm. Basically, the failure detection is based on actual charge air pressure and the validity of the charge air pressure measurement. Furthermore, load reduction requests are activated in case control loop failures are detected.

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Operation of the waste gate valve is locally indicated on the LDU Bypass & Waste gate Control page. The %−value of the valve control output is displayed. Waste gate failure alarm is active when the % value is replaced by the message FAILURE. Load reduction request indications are shown in case control loop failures are detected. Corresponding messages including waste gate failure alarm are also send to the ship’s automation system through Modbus communication.

Waste gate failure alarm is active when: 1 The difference between actual charge air pressure and desired charge air pressure at a certain engine speed (load / propeller curve) is too high 2 The receiver pressure measurement is not valid Failure condition #1 may be occur due to the following reasons: − Waste gate valve is seized − Control air supply pressure is too low − Faulty valve control loop Failure condition #2 may be occur due to the following reasons: − Faulty charge air pressure sensor loop − Faulty FE acquisition module or communication with MCM700 main controller

for

Note! Warning!

The waste gate valve remains in closed position in case of a MCM700 main controller breakdown Waste gate valve failure condition requires the engine load to be limited to 85% and the control valve to be manually closed

1.6 – 57

Manual Wärtsilä 38

Speed control

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1.6.8.4.18.

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Control System

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General The external speed control basically maintains the pre−set engine speed or engine load by governing the actuator on the engine. The WECS disables or enables speed control. Consequently, when the engine is ready to start the WECS enables the fuel control. Otherwise, during a shutdown or emergency sequence the WECS is shutting down the fuel control. In general, the speed setting signal and idle or rated speed selection for the speed control are set at the remote stations located on the bridge and in the ECR (Engine Control Room).

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Speed control alarms The Major alarm will be activated when the engine is shutdown by the speed control, as a result of one of the following failures: − If the Overspeed Trip level is exceeded, when immediate shutdown is enabled − If both speed sensor inputs should fail The speed control activates a Minor Alarm as a result of one of the following failures: − If one of the speed signals fails − If the Charge air Pressure input fails; signal is below 2mA or above 22mA − If the Analogue Speed Reference input fails; signal is below 2mA or above 22mA − If the Analogue Speed Reference input fails; signal is below 2mA or above 22mA − If the Synchrophaser Bias input fails; signal is below 2mA or above 22mA − If the MW Load input fails; signal is below 2mA or above 22mA − If the Modbus serial communication have failed Rectification and reset of the fault will reset the Minor Alarm. All alarms are self−resetting, once the fault has been rectified (except speed sensor fault), unless the reset function is configured for operation via the Modbus. Both alarms are connected to the ship’s alarm & monitoring system.

1.6 – 58

Manual Wärtsilä 38

Instructions degrading operating mode

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1.6.8.5.

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Control System

1.6.8.5.1. General

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All necessary instructions to operate the engine in case of degraded operation of the WECS and/or external governor (speed control) and/or auxiliary systems are described in this chapter.

1.6.8.5.2. Blackout start

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The WECS has a Remote Blackout Start input that can be activated to start the engine while certain start blocks are existing. Primarily, this function is intended to start the engine immediately after a blackout situation on the ship while auxiliary systems are not yet available due to this blackout. Therefore, the conditions for blackout start are restricted to the following start blocks: − lubricating has been off for more than 5 minutes − turning gear engaged − stop lever in stop position − active shutdown (i.e. the WECS is still waiting for the shutdown reset command) To prevent a possible shutdown on lubricating oil pressure directly after a blackout start, it’s highly recommended to utilise the Shutdown Override command prior to the start as well; release the shutdown override button when the engine is running

Note!

The blackout start command can also be utilised to start the engine when only the start block for HT cooling water temperature can not be cancelled

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Warning!

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Manual Wärtsilä 38

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Control System

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1.6.8.5.3. Emergency start direct at the engine

The engine can be started by operating the master−starting valve manually if the WECS fails. The emergency start is initiated by pushing the emergency start button direct on the start solenoid ,see fig. 1.6 − 14 . During the emergency start the stop lever can control the acceleration. Emergency start direct at the engine is only needed when the relay module totally fails or when the power supply to the WECS totally fails Normally, the speed control will also fail when the power supply to the WECS totally fails, unless an additional independent power supply has been installed. Consequently, if the speed control also fails in this situation, the engine can only be controlled if the engine is equipped with a mechanically driven hydraulic governor/actuator. (see section sup−suppliers manual for instructions).

Note!

The status of the WECS is indicated as described in section 1.6.8.4.12., sub−section Relay module failure alarm and WECS failure alarm

Note!

The start is mechanically blocked if the stop lever on the engine is in STOP position, or pneumatically blocked if the turning gear is engaged

Note!

Emergency start can be utilised as a last option if blackout start is not possible anymore

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Note!

1.6.8.5.4. Emergency stop direct at the engine The engine can be stopped by operating the stopping valve manually if the WECS fails. The emergency stop is initiated by pushing the emergency stop button direct on the stop solenoid, see fig. 1.6 − 14 . Emergency stop direct at the engine is only needed at a WECS failure due to total power supply failure ( main supply and back−up supply are both missing)

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Note!

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Manual Wärtsilä 38

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Control System

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1.6.8.5.5. Overriding WECS or its parts

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Turning off main system If there are serious WECS problems the functionality of the system can be reduced into minimum by turning off the MCM700 main controller. Disconnecting fuse F1 inside the WECS cabinet can do this. After this action only the minimum safety functionality of the Relay Module is available; i.e. backup overspeed trip, backup lube oil pressure shutdown, optional shutdown and emergency stop. Turning off the MCM700 main controller will naturally stop the Modbus communication to the external alarm system. On the LDU all values will be shown inverted because they are no more updated. It is anyhow possible to operate the engine with local start, stop and reset buttons. Also backup instrumentation is still operational. There is no automatic check for start conditions when the MCM700 main controller is turned off. The operator must personally ensure that all start conditions are met and that it’s safe to start the engine.

Note!

Turning off the MCM700 main controller does not give any help if problems occur with the Relay Module. In that case the only reliable way to solve the problem is to replace the faulty module with a spare Relay Module.

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Note!

Turning off subsystems(s) If WECS problems are limited to one acquisition module or cylinder controller, it is also possible to turn off the relevant acquisition module or cylinder controller by disconnecting the main and back up power supply of one single bank. That is: − Fuse F2.1 for turning off main power supply of A−bank − Fuse F2.2 for turning off backup power supply of A−bank − Fuse F3.1 for turning off main power supply of B−bank − Fuse F3.2 for turning off backup power supply of B−bank The fuses are located inside the WECS cabinet. This way of working guarantees that monitoring, safety and control functions needed for safe operation of the engine are minimally influenced. All signals connected to the disconnected acquisition modules or cylinder controllers will give an alarm (−900 value) over Modbus to the LDU and to the ship’s alarm system. The disconnected acquisition modules or cylinder controllers will also cause a dedicated module failure alarm (−900 value) over Modbus to the ship’s alarm system. In LDU module failure alarms are indicated on the Automation page.

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Manual Wärtsilä 38

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Control System

Note!

Signals indicating sensor failure are ignored when start conditions are checked. The operator must personally ensure that disconnected signals are not in a critical situation when the engine is started. Initial reason for the problem should be investigated immediately and needed actions to cure the problem should be taken as soon as possible. Once the problem is solved the system should be returned to normal operation.

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Note!

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Disconnecting sensors(s) If problems are limited to one signal or sensor only, it is possible to disconnect the signal. The exact connection can be found on the wiring diagram drawings supplied with each engine. A sensor failure code (−900 value) will be indicated over Modbus to the LDU and to the ship’s alarm system for the disconnected sensor. Pressure signals from ratio−metric pressure sensors and temperature signals from thermistors are depending on the sensor supply voltage. The pressure signals might exceed shutdown levels in case of sensor supply failure. In this case, the sensor that is causing the shutdown (PT201.1 and PT401, depending on classification requirements) can be disconnected to avoid false shutdowns related to this sensor.

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Mechanical back−up speed control Normally, the external speed control maintains the pre−set engine speed or engine load by governing the actuator on the engine. In case the control current loop between the speed control and actuator fails, then the mechanical hydraulic governor automatically controls the engine speed instead. The speed setting of the mechanical hydraulic governor is slightly higher than the speed setting of the electronic speed control when set at rated speed (600 rpm). Control current loop failure can be caused by one of the following reasons: − Broken or short circuit wiring − Faulty speed control − Speed control power supply failure

Note! Note!

for

Note!

The engine can run on the mechanical hydraulic governor in case of total power supply failure If both speed signals to the electronic speed control are faulty, then the control current loop must be disconnected (preferably at engine side) to enable fuel control by the mechanical hydraulic governor The speed setting of the mechanical hydraulic governor can be set to lower values if needed; however, restore the previous speed setting (slightly above 600 rpm) of the mechanical hydraulic governor if the electronic speed control is operating again A faulty electronic speed control system requires immediate repair where possible to restore the full speed control functionality

Warning!

1.6 – 62

Manual Wärtsilä 38

Failure identification facilities

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1.6.8.6.

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Control System

1.6.8.6.1. General

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Relevant information to identify the failures is described in this chapter. Basically, an overview is given describing which sensor signals a certain module handles. In addition, an overview is given describing the effects of certain failures on safety and control functionality (short form failure description). The typical system layout of the WECS as shown in fig. 1.6 − 11 , illustrates all the subsystems and the internal and external signal links.

1.6.8.6.2. Overview of sensors for each WECS module

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The system layout is shown in fig. 1.6 − 22 .

MCM 700

RM

LDU

Hard wired info signals

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modbus #1

Acq Mod FE

RS232 for programming

modbus #2

System data for external systems

modbus #3

System data for external systems

CAN

Acq Mod TC

RS232 for programming

CCM 10

CW−CAN

CAN repeater CW/CAN for programming

Fig. 1.6 − 22 System layout Referring to fig. 1.6 − 22 , all sensor signals connected to a certain module are given in the following tables.

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Manual Wärtsilä 38

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Control System

Sensor ID

Measurements

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Table 1.6.6: Inputs direct to MCM700 main controller L38B

V38B

X

X

X

X

X

X

X

X

X

X

Control air pressure

GS171

Stop lever position

GS792

Turning gear position

GT165

Fuel rack position

NS700

Oil mist detector failure

QS700

Oil mist alarm

X

X

QS701

Oil mist shutdown

X

X

SE167

Engine speed

X

X

PT700

Cranckcase pressure

Option

Option

TE231

Lube oil temperature LOC inlet

Option

Option

LS108A

Fuel oil leakage dirty fuel DE

X

X

LS108B

Fuel oil leakage dirty fuel DE

TE272

Lube oil temperature TC / A outlet

TE282

Lube oil temperature TC / B outlet

TE601

Charge air temperature

X

X

HT water temp. engine outlet

X

X

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TE401.1

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PT311

TE651

X X

X X

Suction air temperature TCA input Option

Option

Table 1.6.7: Inputs to FE acquisition module ACQ700

for

Sensor ID

1.6 – 64

Measurements

L38B

V38B

PT101

Fuel oil pressure engine inlet

X

X

PT301

Starting air pressure

X

X

TE101

Fuel oil temperature engine inlet

X

X

PDS243

Lube oil filter pressure difference

X

X

PT401

HT water pressure engine inlet

X

X

TE401

HT water temperature engine inlet

X

X

TE201

Lube oil temperature, engine inlet

X

X

TE432

HT water temp. CAC outlet

X

X

TE471

LT water temp. CAC inlet

X

X

TE472

LT water temp. CAC outlet

X

X

PT201.1

Lube oil pressure, engine inlet

X

X

PT601.1

Charge air pressure

X

X

LS103A

Fuel oil leakage injection pipe

X

X

LS103B

Fuel oil leakage injection pipe

X

Fuel oil leakage dirty fuel FE

LS107B

Fuel oil leakage dirty fuel FE

X

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LS107A

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Manual Wärtsilä 38

Control System

X X

Table 1.6.8: Inputs to TC acquisition module CCM10 TC Sensor ID

Measurements

V38B

LT water pressure CAC inlet

X

X

PT432

HT water pressure CAC outlet

X

X

TE517

Exhaust gas temp. TC / A outlet

X

X

TE527

Exhaust gas tem. TC / B outlet

TE511

Exhaust gas temp TC / A inlet 1

TE521

Exhaust gas temp. TC / B inlet 1

TE621

Charge air temp. before cool. / A

TE631

Charge air temp. before cool. / B

SE518

TC speed turbo A

LS281 PT271

X X

Lube oil level TC / A

Option

Option X

X

X X

X

Lube oil level TC / B

Lube oil pressure a. orifice TC A

X X

TC speed turbo B

X X

X

Lube oil pressure a. orifice TC B

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PT281

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LS271

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PT471

SE528

for

L38B

X X

GS643C

Bypass feedback CLOSE position

Option

Option

GS643O

Bypass feedback OPEN position

Option

Option

L38B

V38B

X

X

Option

Option

Table 1.6.9: Inputs to CCM10

Sensor ID

Measurements

TE70i

Main bearing i temperature

TE711

PTO bearing temperature

TE7ijA

Cylinder liner Ai temperature j

X

X

TE50iA

Exhaust gas temp. cylinder Ai

X

X

TE7ijB

Cylinder liner Bi temperature j

X

TE50iB

Exhaust gas temp. cylinder Bi

X

Table 1.6.10: Inputs to RM (relay module)

Sensor ID PSZ201.1

Measurements Lube oil pressure, engine inlet

PSZ401

HT water pressure, engine inlet (only for GL)

ST174

Engine speed

TSZ402

HT water temp. engine outlet (only for LR)

L38B

V38B

X

X

Option

Option

X

X

Option

Option

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Manual Wärtsilä 38

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Control System

1.6.8.6.3. Sensor signals to external speed control

All sensor signals connected to the external speed control are given in table 1.6.11. Table 1.6.11: Inputs to External Speed Control Sensor ID

Measurements

L38B

V38B

Engine speed, flywheel

X

X

SE168.2

Engine speed, flywheel

X

X

PT601.2

Charge air pressure, for external governor

X

X

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SE167.2

1.6.8.6.4. Sensors to external system All sensor signals connected to the external system are given in table 1.6.12. Table 1.6.12: Inputs to External System Measurements

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Sensor ID

1.6 – 66

L38B

V38B

X

X

GT165.2

Fuel rack position to CPP

PS210.1

Lube oil pressure, standby pump control (high−speed)

GL only

GL only

PS210.2

Lube oil pressure, standby pump control (low−speed)

GL only

GL only

PS410

HT water pressure, standby pump control

GL only

GL only

PS460

LT water pressure, standby pump control

GL only

GL only

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1.6.8.6.5. Trouble shooting guide

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Manual Wärtsilä 38

Control System

An overview of possible failures with the associated failure indications and effects including recommendations is given in the table 1.6.13. This overview is to be considered as a guide for troubleshooting.

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The following failure types are considered: − Power supply failures − WECS module failures − Speed control failures − Sensor failures related to engine safety − Sensor failures related to external safety − Sensor failures related to engine control − Sensor failures related to speed control − Sensor failures related to CPP system − Sensor failures related to start blocks

Table 1.6.13: Trouble shooting guide Cause

Failure indication

Effect

Recommendation

Main power supply Main supply failure WECS remains fully Repair faulty supply failure alarm active operational for fail−safe operation

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Back−up power sup- Back−up supply fail- WECS remains fully Repair faulty supply ply failure ure alarm active operational for fail−safe operation

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Dual power supply Both supply failure failure alarms active. WECS failure active. Relay module failure alarm active. Major alarm from speed control.

Completely loss of WECS functionality Engine speed control handled by mechanical hydraulic governor − actuator; speed setting only directly on governor. Engine is stopped in case of actuator without mechanical back−up

In case of mechanical hydraulic governor−actuator: Stop engine with stop lever when possible and re−start engine after repair of at least one supply to restore functionality. In case of actuator without mechanical back−up: Immediate repair of at least one power supply to restore system functionality and start−up of engine

1.6 – 67

Control System

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Manual Wärtsilä 38

Failure indication

Effect

Faulty FE acquisition module due to fuse failure, CAN failure or internal failure

WECS failure alarm active FE acquisition module failure alarm active. Associated sensor failure signals are active. Blown fuse F2.1, F2.2 indication in case of fuse failure

All sensor signals in listed in table 2 are not available. Associated safety functionality is disabled. Associated control functionality is disabled or restricted

Faulty TC acquisition module due to fuse failure, CAN failure or internal failure

WECS failure alarm active TC acquisition module failure alarm active. Associated sensor failure signals are active. Blown fuse F3.1, F3.2 indication in case of fuse failure

All sensor signals in listed in table 3 are not available. Associated safety functionality is disabled. Associated control functionality is disabled or restricted

Requires immediate repair where possible to restore full functionality

Faulty Cylinder controller− xx module due to fuse failure, CAN failure or internal failure (xx refers to A1, A2, A3, B1, B2, B3)

WECS failure alarm active. Cylinder controller− xx module failure alarm active. Associated sensor failure signals are active. Blown fuse F2.1, F2.2, F2.3, F3.1, F3.2, F3.3 indication in case of fuse failure

All sensor signals in listed in table 4 are not available. Associated safety functionality is disabled. Each Cylinder controller module failure effects 3 main bearing temperature measurements and cylinder temperature related measurements for 3 cylinders. Oil Mist Detection is operational

Requires immediate repair where possible to restore full functionality

Requires immediate repair where possible to restore full functionality

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Recommendation

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Cause

Manual Wärtsilä 38

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Control System

Failure indication

Effect

MCM700 main controller module due to fuse failure, CAN failure or internal failure

WECS failure alarm active. Blown fuse F6 indication in case of fuse failure

Main WECS functionality is not available. Resulting in: Only local start/ stop operations Maximum allowable engine load is 85%. Loss of Modbus communication. Available (back−up) functions: Local start/stop. Emergency stop. Lubricating oil pressure safety. Overspeed protection. Optional shutdown. Standby pump logic (only for GL).

Recommendation

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Cause

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Requires immediate repair where possible to restore full functionality and maximum allowable engine load

WECS remains fully Requires immediate operational. repair where possible Back−up safety still to restore full funcoperational tionality

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Faulty relay module WECS failure alarm due to fuse failure active. Relay module failure active. Blown fuse F1 indication

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Faulty relay module WECS failure alarm Back−up safety and due to internal failure active. starting control are Relay module failure not available. Resultactive ing in: Emergency start directly on engine is the only way to start the engine. Available functionality: Main WECS functionality except starting is fully operational.

Requires immediate repair where possible to restore full functionality

1.6 – 69

Failure indication

Effect

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Cause

Control System

Recommendation

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Manual Wärtsilä 38

In case of mechanical hydraulic governor−actuator: Stop engine with stop lever when possible and re−start engine after repair of faulty speed control In case of actuator without mechanical back−up: Immediate repair of faulty speed control to start−up of engine

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Faulty speed control Major speed control Engine speed control due to fuse failure or alarm active handled by mechaninternal failure ical hydraulic governor − actuator; speed setting only directly on governor. Engine is stopped in case of actuator without mechanical back−up

control re- Requires immediate fully oper- repair where possible to restore full functionality

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Faulty speed signal Minor speed control Speed SE167.2 or SE168.2 alarm active mains ational

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Dual speed signal fail Major speed control Speed control (both SE167.2 and alarm active stops the engine. In SE168.2) case of mechanical hydraulic governor−actuator, the engine can be re− started safely after disconnecting fuel control signal from actuator/governor.

Stop engine with stop lever when possible and re−start engine after repair of at least one speed signal to restore speed control functionality

Faulty speed signal Sensor failure indica- WECS remains fully Requires immediate SE167 tion (−900) operational repair where possible to restore full functionality

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Faulty speed signal Sensor failure indica- WECS main functionST174 tion (−900) ality remains fully operational. Back−up safety is restricted due to: Loss of overspeed protection. Loss of lubricating oil safety. Loss of speed switch logic e.g. engine running).

1.6 – 70

Requires immediate repair where possible to restore full functionality

Manual Wärtsilä 38

Failure indication

Effect

Recommendation

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Cause

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Control System

Dual speed signal fail Sensor failure indica- Engine is stopped. Requires immediate (both SE167 and tion (−900), 2x Overspeed safety is repair to restore full ST174) completely lost. functionality and safely re−start the engine Requires immediate repair where possible to restore full functionality

Faulty signal Sensor failure indicaPT201.1 due to tion (−900) broken wiring or FE acquisition module failure

Requires immediate repair where possible to restore full functionality

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Faulty OMD (Oil Mist Detector failure in- OMD functionality is Detector) due to fuse dication (−900) not available. The failure or internal failmain bearing safety ure is operational.

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signal WECS failure alarm active. Relay module failure alarm active (dedicated LED on module is active)

Back−up lubricating oil safety is not available. Main lubricating oil safety is operational.

Requires immediate repair where possible to restore full functionality

Faulty signal Sensor failure indicaTE402.1 due to tion (−900) broken wiring or TC acquisition module failure

Main safety stop on HT water temperature is not available. Back−up HT water temperature safety stop is operational

Requires immediate repair where possible to restore full functionality related to LR requirements

Faulty signal WECS failure alarm TE402.2 due to active. broken wiring Relay module failure alarm active (dedicated optional shutdown input LED is active)

Back−up HT water temperature indication is not available Back−up HT water temperature safety stop is not available. Main safety stop on HT water temperature is operational

Requires immediate repair where possible to restore full functionality related to LR requirements

Faulty signal PT401 Sensor failure indicadue to sensor failure, tion (−900) broken wiring or FE acquisition module failure

Main safety stop on HT water pressure is not available. Back− up HT water pressure safety is operational.

Requires immediate repair where possible to restore full functionality related to GL requirements

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Faulty PSZ201.1

Main lubricating oil safety including start block is not available. Back−up lubricating oil safety is operational.

1.6 – 71

Manual Wärtsilä 38

Failure indication

Effect

Recommendation

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Cause

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Control System

Back−up HT water pressure safety stop is not available. Main safety stop on HT water pressure is operational

Faulty signal OS735 between Junction Box and engine due to broken wiring

WECS failure alarm active. Relay module failure alarm active (dedicated emergency stop input LED is active)

Emergency stop Requires immediate not available. repair where possible Normal stop com- to restore full funcmands are oper- tionality ational

Faulty signal OS735 between Junction Box and emergency stop button due to broken wiring

WECS failure alarm active. Relay module failure alarm active (dedicated emergency stop input LED is active)

Emergency stop related to specific emergency stop button not available. Other emergency stop buttons are operational

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Faulty optional shutdown signal (often gearbox lubricating oil safety trip) due to broken wiring

Requires immediate repair where possible to restore full functionality related to GL requirements

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Faulty signal PSZ401 WECS failure alarm due to broken wiring active. Relay module failure alarm active (dedicated optional shutdown input LED is active)

Requires immediate repair where possible to restore full functionality

WECS failure alarm active. Relay module failure alarm active (dedicated optional shutdown input LED is active)

Optional shutdown (often gearbox lubricating oil safety trip) not available

Requires immediate repair where possible to restore full functionality

Faulty signal Sensor failure indicaGT165.1 due to sen- tion (−900) sor failure or broken wiring

Overload alarm is not available which effects engine load control by CPP system

Requires immediate repair where possible to restore full functionality

Faulty GT165.2

Effects engine load Requires immediate control by CPP sys- repair where possible tem to restore full functionality

signal Part of CPP system

for

Faulty signal PT601.1 due to sensor failure, broken wiring or TC acquisition module failure

1.6 – 72

Sensor failure indication (−900). BP valve failure (CVS643) indication (−900). WG valve failure (CV519) indication (−900).

Waste gate valve control disabled. Load reduction requested to minimise engine load up to 85%

Requires immediate repair where possible to restore full allowable engine power

Manual Wärtsilä 38

Failure indication

Effect

Faulty signal TE401 Sensor failure indicadue to sensor failure, tion (−900) broken wiring or FE acquisition module failure

Recommendation

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Cause

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Control System

Associated safety functionality not available. Associated start block not activated

Requires immediate repair where possible to restore full functionality.

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Faulty signal Sensor failure indica- Associated start Requires immediate LS271/LS281 due to tion (−900) for each block not activated repair where possible broken wiring sensor to restore full functionality. Faulty signal PT311 Sensor failure indica- Associated safety due to sensor failure, tion (−900) functionality not broken wiring available. Associated start block not activated

Associated start Requires immediate block activated repair to enable an engine start attempt. Emergency start directly on engine can be utilised when needed.

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Faulty signal GS171 − due to broken wiring

Associated start Requires immediate block activated repair to enable an engine start attempt. Emergency start directly on engine can be utilised when needed.

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Faulty signal GS792 − due to broken wiring

Requires immediate repair where possible to restore full functionality.

1.6 – 73

Control System

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Manual Wärtsilä 38

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−o−o−o−o−o−

1.6 – 74

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2.3. Start, Operation and Stop

Manual Wärtsilä 38

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Start, Operation and Stop

2.3 − 1

Manual Wärtsilä 38

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General

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2.3.1.

Start, Operation and Stop

Before an operator takes an engine into operation for the first time, he should be acquainted with the location and function of the components of the installation.

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Before starting completely new installations or those which have been out of service for some time, the operator is advised to test all fuel, lubricating oil, water and air lines to check if they are tight and functional. Air should be purged from liquid systems by means of ventilation devices at the highest point while filling or circulating the liquid.

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The engine should be cranked a few revolutions to ensure there are no restrictions. After all necessary settings have been made prior to starting, the engine should run at the idle speed/load recommended in the main data, see chapter 1.0. The engine speed/load should be increased gradually while observing pressures and temperatures to make sure all parts are working properly.

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Wärtsilä Corporation issues instructions for each engine and such instructions are the result of wide experience. To secure the utmost in reliability and efficiency these instructions should be read, understood, and followed. All well−managed installations maintain engine room logs. The logs should have provision for recording the starting and stopping time of each engine, the loads, pressures and temperatures. These logs are usually based on a 24−hours operating period and provide space for each of the shift engineers. Well maintained logs will provide an valuable record of the performance of the engines and all maintenance made or needed.

If the engine is intended to run on HFO it is recommended to start, run and stop the engine on HFO.

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Note!

2.3 − 2

Start 2.3.2.1.

Preheating

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2.3.2.

Manual Wärtsilä 38

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Start, Operation and Stop

Putting the engine into operation

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2.3.2.2.

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In a stand−by preheated mode the engine is ready to accept load instantly. Stand−by preheated conditions means: − Fuel must be of the correct viscosity in the internal engine system. − Circulating HT cooling water temperature at a minimum of 60 °C. Cooling water must flow in a reversed way through the engine for an optimum engine preheating result. − Lubricating oil temperature should be at least 40 °C. − Water temperature of the LT section of the charge air cooler should not be below 10 °C.

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Before a trial run and after maintenance/repairs or a prolonged stop, the engine and system should be thoroughly inspected and prepared for operation. Before an engine is started, pay attention to: − Levels in tanks. − Vented systems. − Check the correct valves positions in supply and discharge lines on the engine. − Observe the system diagrams. − Required coolers are in service. − Leaking pipes. − Safety systems tested and operational. − Check crankcase for possible water leakages from liner walls. − Cooling water has preheated the engine. − Fuel is circulating at the required pressure and viscosity. − The prelubricating to the engine is correct. − Filters on differential pressures. − Starting air vessels are on pressure and drained from water and oil. − Gauges for normal readings. − Prohibiting tags removed. − Start blocking is released. − Engine and engine shafting clear for rotating. − Engine room is free of obstructions. − Have two crankshaft revolutions by means of the turning gear while keeping the indicator cocks open.

Note!

Check if there is air supply to the stop device and leave valve (15) always open during engine operation for air supply to the oil mist detector. See fig. 2.3 − 2 .

2.3 − 3

Manual Wärtsilä 38

Local start

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2.3.2.3.

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Start, Operation and Stop

1 Depending on the system, start the prelubricating oil system and obtain a minimum pressure of about 0.8 bar. If an external full flow lubricating oil pump is installed adjust the pressure at nominal. See section 1.0.5. If a stand−by pump is used for prelubricating purposes, prevent a continuous operating in order to avoid excessive fouling of the turbocharger. See also the supplier’s turbocharger manual.

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Warning!

2 Set speed setting to idle speed/low load. In case of marine application disconnect the propeller shaft or place the propeller blades in vane position. Follow the instructions in section 2.3.2.2.

4

Open the indicator cocks.

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5 Crank the engine two revolutions by means of the turning gear. Observe if any water or oil are escaping from the indicator cocks while cranking. Close the indicator cocks.

7

Disengage the turning gear.

8

Check if the automatic alarm and stop devices are in service.

9

Switch the engine control to the local one.

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6

ENGINE SPEED

LUBE OIL PRESSURE

Main page

Exhaust gas temperature 483 5C 80 60 40 20 0 −20 −40 −60 −80

80 60 40 20 0 −20 −40 −60 −80

Mode: Running

ALO

HT WATER TEMPERATURE

START

STOP

SHUTDOWN RESET

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Fig. 2.3 − 1 Local control panel

2.3 − 4

REMOTE

ENGINE MODE

LOCAL

CRANK TEST

Manual Wärtsilä 38

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Start, Operation and Stop

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10 Push the start button at the local control panel for a while, see fig. 2.3 − 1 , and observe the crankshaft starts to rotate; soon combustions are going to take place, no additional action is needed as the complete procedure is automised. 11 During the starting procedure a fuel limiter controls the fuel rack movement in order to avoid excessive fuel injection and unnecessary smoke. The limiter is automatically released after the engine reaches idle speed/low load. 12 Direct after engine start check:

In case of an emergency, it is possible to start the engine manually. The stop lever (1) must be in normal operation position. Activate the start solenoid at the local start / stop unit on the engine manually by pushing the start button (2). Push the start button until the engine starts. See fig. 2.3 − 2 .

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Note!

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− The starting air manifold on the cylinder heads is not hot. (this could happen wether the starting air valve remains open and the hot combustion gases are flushing back to the manifold, so please check the starting air valves do not remain in open position). − Levels in tanks and sumps remain normal. − Combustion is occurring into all cylinders; that’s indicated by an exhaust gas temperature rise up. − The HP fuel system is free of leakages. − No engine alarm is appearing. − The engine and system for anomalies. − The engine gauges for deviations. − The actuator stability and the uniformity of crankshaft rotation.

Take notice of the following consequences: − During an emergency start the start inhibit logic is by−passed in the automation system. − For proper handling of the (electronic) speed control the speed control unit has to be set in the RUN position by the automation system.

2.3 − 5

Manual Wärtsilä 38

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Start, Operation and Stop

01

STOP

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02

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03

15

04

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Fig. 2.3 − 2 Local control stand

2.3.2.4.

Remote or automatic start

A remote or automatic start of an engine requires the same preliminary settings as for a normal (local) start with the exception the engine is not under maintenance for any reason. To start the engine remotely it should first have been started locally under full supervision of the operator. After performing a successful start and having the engine left in a stand by mode, it is allowed to switch the engine controls from local to remote. After switching to remote or automatic engine control, every person within the engine room must to be aware of an eventual engine start without any notice.

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2.3.2.5.

Start after a stop

1 After a stop if the engine is expected to run again by few hours, the following rules must be observed:

2.3 − 6

Manual Wärtsilä 38

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Start, Operation and Stop

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− The engine is left in the preheating mode, the cooling water and the lubricating oil still keep on circulating in order to mantain the engine preheated. − Pressures, flows and fuel viscosity remain at nominal values as required for a normal (local) start. − No maintenance is carried out.

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− The turning gear is not engaged. 2 If an engine start is not performed within a 8 hours’ period, before a new start sequence the engine should be cranked 2 revolutions with open indicator cocks in order to be sure no liquid is collected on top of the pistons. The conditions which are applicable for a normal start must still be verifyed.

2.3.2.6.

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3 Keep the fuel and lubricating oil separators in operation when a restart is expected by few hours.

Start after overhaul

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In general, an overhaul indicates the engine is out of service for some purpose. The more extensive the overhaul, the more carefully the operator has to be during the following start−up procedure. General 1 After any kind of maintenance the operator should be fully informed regarding the results of the maintenance in order to operate the engine accordingly. 2 Full attention must be paid for pipes systems cleaning between filters and engine. 3 Depending on the specific maintenance, safety devices setting and function must be tested. 4 Activate the stop solenoid with the governor power shaft at the maximum load position and the stop lever in operating position in order to check all HP fuel pump racks move to zero at once. 5 Prelubricate the engine. Check, where possible, if all the points to be lubricated are going to receive oil.

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Test run After maintenances and/or repair works on the engine parts run the engine at idling speed/low load.

Note!

If anything anomalous is suspected during the test run procedure, stop the engine immediately.

2.3 − 7

Manual Wärtsilä 38

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Start, Operation and Stop

1

3

After 5 minutes test run stop the engine,

The crank case covers removal, immediately after an engine stop, is only allowed if a maximum 5 minutes’ test run has been performed. 4

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Warning!

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Start the engine. Immediately after the start up check: − Leakage of air, water, fuel or lubricating oil. Especially, observe fuel lines, HP fuel pumps and injectors. − Excessive amounts of the leakage from oil pipes. − Pressures. − Temperatures. − Strange noises. − Fluid levels. 2 Check all cylinders combustion condition which is indicated by an increased exhaust gas temperature.

Open the crank case covers.

5 Check the main and connecting rod bearing temperatures, in particular the bearings which have been object of maintenance. Check if the connecting rod big end moves easily in axial direction.

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6 Inspect during cranking liners and pistons for normal pattern from the crankcase side.

7 Check if the cylinder liners bottom part is showing traces of water leakages. Operating check 8 If the 5 minutes test run is ok, start the engine and pay attention to the following points: − Check the readings and alarms of safety and alarm system.

− Check the pressure and temperature gauges. − Check the automatic alarm and stop devices.

− Check the pressure drop over fuel filter and lubricating oil filter. − Check the oil level in the oil sump/oil tank. Make some simple quality checks of the oil.

− Check the vent system of the engine cooling water systems. − Check the quantity of fuel leakages.

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− Check the presence of water at the condense water drain holes of the charge air receiver.

− Check the circulating water quality. − Check the cylinder pressures.

2.3 − 8

− Check the crankcase pressure.

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− Listen for strange noises.

Manual Wärtsilä 38

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Start, Operation and Stop

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− Check the maximum cylinder pressures, see section 2.3.3.5. After checking, continue with local start procedures as mentioned in section 2.3.2.

2.3 − 9

Manual Wärtsilä 38

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Operation

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2.3.3.

Start, Operation and Stop

Golden rule

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General The normal operation and supervision include all the activities in order to assure a smooth and trouble free operation of the complete installation against the lowest costs as well as to guarantee the safety of operators who are attending that plant.

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Successful operation of a diesel engine mainly depends on the quality of the systems which are supporting the engine itself. To guarantee a trouble free and smooth plant operation the following remarks should be taken into account:

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1 There is no automatic supervision or control arrangement that replaces an experienced engineer observations. It is not only a matter of FEEL, LOOK and LISTEN, but also a correct interpretation of signals from monitoring devices. Do not jumper safety devices in case of malfunction but make the safety equipment reliable. In case the malfunction can not locally be solved contact Wärtsilä Corporation, Service department. 2 Keep the engine installation in operation in a way as that it is designed for. 3 The operator is supposed to know what normally can be expected from a plant in operation and ought to have admission to all relevant technical data which are part of the installation such as: − Testbed− and commissioning protocols. − Manual, parts catalogue and sub−suppliers manuals. − Engine log book for each engine etc. 4 The operator must have full confidence of the process values.The indicated process values must be in accordance to the specified operating data. 5 By constantly keeping the engine and/or installation logs the operator must be aware in time about all changes at the engine and installation processes level and, at the same time, be able to take necessary corrective actions. 6 Operators involved should have more than marginal knowledge of the on−going processes in the engine and the installation. − The basic knowledge is supposed to be gained by intensive basic studies, by long term practical experiences on comparable installations and studies of relevant manuals available. − The Training Center of Wärtsilä Italia Service department is capable to offer adequate courses of any level in order to form the skill and the knowledge which is required to the involved personnel.

2.3 − 10

Manual Wärtsilä 38

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Start, Operation and Stop

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7 Operators safety should be guarantied without restriction while they are attending the installation. − Only under operators safe working conditions an installation safe running operation can be reached. Unsafe locations must be avoided in general. − Operators safety includes also the use of adequate clothes and shoes completed with helmets, glasses, gloves and ear protections. − Furthermore, the operators safety depends largely by the rules observation. 8 Sufficient means and tools should to be available in order to provide the operators with optimum working conditions for uninterrupted operation of the engine and the installation.

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9 Always manage the engine and the installation in a safe way. That purpose can be reached when the following issues are kept in mind: − The installation is assembled and put into operation accordingly to manufacturer’s prescriptions. − Specified genuine parts have been used as spares. − The operator is interacting with the systems and their safeties. − The working reliability of all the safety systems is periodically approved. 10 Loading The engine output increase procedure depends largely on the engine preheating time and load level. See also section 2.3.3.2. 11 Idling should be avoided as much as possible.

12 Check if condense water drain holes in the charge air receiver are open. 13 Continuous operation at loads in the range between 5 and 20 % of rated output should be limited to maximum 100 hours. If a prolongued use is needed at those conditions, load the engine above 70 % of rated load for one hour before restoring the low load operation. 14 Never try to align the exhaust gas temperatures of all the cylinders to the same level by adjusting the rack positions of the relevant HP fuel pumps.

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Note!

The maximum deviation between fuel rack positions is  0.5 mm.

2.3 − 11

Manual Wärtsilä 38

Maintenance points during operation

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2.3.3.1.

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Start, Operation and Stop

The following notes give some additional information about maintenance points mentioned in the maintenance schedule.

Note!

For the complete maintenance schedule see section 2.4.1.3.

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1 Observe all temperature and pressure readings. To keep a close surveillance on the engine in operation it is advised to keep a log book for temperatures, pressures and other parameters. This provides a good overview of the normal values and trends. Deviations can be detected early. 2 Temperature and pressure readings. Check daily the proper working of temperature and pressure sensors. Defective instruments should be replaced as soon as possible. 3 Check the engine circulating water venting system on working. 4 Fluid levels. Checks should include the following list: − lubricating oil level − level of fresh cooling water system(s) − level of daily service fuel tank. 5 Leaks During operation check the following systems for eventual leaks: − fuel system − lubricating oil system − cooling water system − charge air system (condense water drain holes must be open) and exhaust gas system − start, stop and pneumatic control system. 6 Draining The daily fuel service tank must regularly be drained at the lowest points for water and sludge. If water or sludge of any importance appears, investigate the origin. Air vessels and water separators in air lines should be regularly drained. 7 Keep the HP fuel pump racks clean (free from sticky components), check is the rack linkage connections are moving easyly or have excessive clearances. 8 Circulate the lubricating oil once a week on a stopped engine. This reduces the risk of CORROSION on the engine parts. 9 Check the cylinder firing pressures. At the same time record the engine load, the fuel rack position, the turbine speed, the charge air pressure and the inlet air temperature. All offer information about the engine performance. 10 Record lube oil analysis and lube oil service time. 11 Record the cleaning frequency of the engine mounted centrifugal lubricating oil filters.

2.3 − 12

Manual Wärtsilä 38

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Start, Operation and Stop

2.3.3.2.

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12 Record the frequency of lubricating oil filter candles replacements.

Loading performance

Maximum loading speed should be performed when absolutely necessary only.

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Note!

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The increase load steps must be controlled in order to let the charge air system provide the cylinders with sufficient air for a complete combustion. Expecially turbocharged engines should be stepwise loaded due to the air deficit which is evident until the turbocharger has reached the relevant rated speed. The engine loading should preferably be controlled by a load/speed increase program included in the control system.

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Before any operation the engine should be at least properly preheated which means: − Fuel oil must be at correct viscosity − HT cooling water temperature must be 60 °C minimum − Lubricating oil temperature must be 40 °C minimum

2.3.3.2.1. Gradual load increase Load the engine as gradually as possible. The following curves show the maximum permissible load steps at certain engine conditions as a function of time [s].

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Note!

Fast loading creates larger thermal load strain and reduces considerably the engine components life time. The engine loading should be performed in a minimum of four steps: − − − −

Step1: Step2: Step3: Step4:

0 − 28− 55− 85−

28 % 55 % 85 % 100 %

Wärtsilä Corporation recommends to apply the load even in a more gradual way during the normal operation.

2.3 − 13

Manual Wärtsilä 38

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Start, Operation and Stop

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Engine load [%] 100

Preheating temperature

75

Operating temperature

25

0 30

60

90

120

150

180

210

240

270

300

330

Emergency at operating temperature

360 Time [s]

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50

Fig. 2.3 − 3 DE (Marine), gradual load increase

2.3.3.2.2. Sudden load increase

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Limiting curves for step loadings as a function of engine % load are shown in fig. 2.3 − 4 . The maximum sudden power increase fulfils the requirements of ISO 8528−5.

Load increase [%] 50

Maximum sudden load increase

40

30 20

10 0

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0

20

40

60

Fig. 2.3 − 4 Maximum sudden power increase

2.3 − 14

80

100 Engine load [%]

2.3.3.3.1.

Wärtsilä 38B operating areas

on

2.3.3.3.

Manual Wärtsilä 38

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Start, Operation and Stop

Restrictions for operation at excessive suction air temperature

In case the engine loading is required at excessive ambient conditions, consider that derating may be required, see section 1.0.3.

se

The lowest suction air temperature during idling is −5 oC. For operation with temperatures below 0 oC a special non−standard equipment is requiredon the engine.

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2.3.3.3.2. Restrictions for low load and idling

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During idling and low load operation, also depending on the fuel quality and combustion, more soot and sludge will be formed than during higher loads. These combustion products will contaminate the internal urfaces and components of the engine. Lubricating oil filters and separator will be harder loaded during such periods as well. When the engine is put into operation after a stop, piston ring sticking and valve stem sticking may occour and lead to dangerous damages. Furthermore, combustion products, not sufficiently neutralised by the lubricating oil, may cause corrosion. At higher engine loads the concentration of all kind of combustion products automatically reduces. That is really important if the engine is going to be stopped. The following recommendations must be applyed to idling and low load operation. − Idling (declutched main engine, unloaded generator): − Maximum 15 min, ( recommended minimum 10 minutes ) if the engine is expected to be stopped after idling. − Maximum 6 hours if the engine is expected to be loaded after idling.

for

Note!

Unnecessary idling should be avoided as much as possible. − Operation between 5...20% load: − A 100 hours’ maximum continuous operation. At intervals of 100 operating hours and also before a planned engine stop a minimum 70% load must be kept for 1 hour.

2.3.3.3.3. Load decrease before a planned stop For a planned stop decrease the engine load 20% every minute.

2.3 − 15

Manual Wärtsilä 38

Engine log sheet (example)

on

2.3.3.4.

ly

Start, Operation and Stop

To keep a close surveillance on the engine in operation it is advised to keep a log book for temperatures, pressures and other parameters. This provides a good overview of the normal values and trends. Deviations can be detected early. ... ... rpm ... rpm ... mm ... kW ... ... ... bar ... bar ... bar ... bar ... bar ... m.bar ... m.bar ... m.bar ... oC ... oC ... oC ... oC ... oC ... oC ... oC ... oC ... oC ... oC ... oC ...

... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ...

... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ...

... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ...

... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ...

... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ...

... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ...

oC

... ... ./. ./. ./. ./. ./. ./. ./. ./. ./. ... ...

... ... ./. ./. ./. ./. ./. ./. ./. ./. ./. ... ...

... ... ./. ./. ./. ./. ./. ./. ./. ./. ./. ... ...

... ... ./. ./. ./. ./. ./. ./. ./. ./. ./. ... ...

... ... ./. ./. ./. ./. ./. ./. ./. ./. ./. ... ...

... ... ./. ./. ./. ./. ./. ./. ./. ./. ./. ... ...

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day

int ern a

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WEEK .. YEAR .. Time Engine speed Turbocharger speed Fuel rack position Load Load indication actuator HT cooling LT cooling Lubricating oil Fuel Charge air receiver Exhaust gases after turboch. Barometer Crankcase pressure Ambient air Air after turbocharger Air in receiver Water before air coolers Water before oil coolers Lubricating oil before coolers Lubricating oil after coolers Lubricating oil before engine HT water before the engine HT water after the engine HT water after the HT cooler

for

Fuel before the engine Fuel after the engine Exhaust gases cyl.1, A1 / B1 ” cyl.2, A2 / B2 ” cyl.3, A3 / B3 ” cyl.4, A4 / B4 ” cyl.5, A5 / B5 ” cyl.6, A6 / B6 ” cyl.7, A7 / B7 ” cyl.8, A8 / B8 ” cyl.9, A9 / B9 Exhaust gases before turboch. Exhaust gases after turboch.

2.3 − 16

oC oC oC

oC

oC oC oC

oC

oC oC oC oC

... ... ./. ./. ./. ./. ./. ./. ./. ./. ./. ... ...

... ... ... ... ... ...

Measurement of cylinder pressure

on

2.3.3.5.

Manual Wärtsilä 38

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Start, Operation and Stop

Note!

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General The cylinder pressure is measured by means of a peak pressure meter connected to the indicator cock on the cylinder head top. The read pressure values can only be used for comparison to those pressures from the remaining engine cylinders. Depending on the fuel type, the engine load and rpm, the pressure measured at the indicator cock differs from the maximum pressure in the cylinder and can be 5−15 bar higher. Cylinder pressure measurement at the indicator cock is useful for individually comparison, however, the value measured is not representative for the real cylinder pressure.

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More sophisticated instruments can plot the cylinder pressure / crank angle diagram while showing the combustion starting point, the angle of maximum pressure and its rising trend. However, the mean indicated pressure and the heat release, as calculated from those data, don’t represent the engine performance as measured at the indicator cock.

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The data which have been read at the indicator cocks should not be used for that purpose since: − The cylinder pressure indicator is placed on the cylinder head top at the end of a narrow bore in the combustion chamber roof. Whitin thas bore the pressure is rising steeper with pressure fluctuations, at the same time higher maximum values are read than those which are effective within the cylinder space.

− Due to the length of the indicator channel the pressure pulse is delayed giving a wrong pressure/time diagram monitoring.

Note!

It is strictly not allowed to switch off the fuel injection of a cylinder to measure compression pressure. Checking cylinder firing pressure Check cylinder firing pressures. At the same time record engine load, fuel rack position, turbine speed, charge air pressure and inlet air temperature. All offer information about the engine performance.

for

Note!

Recording cylinder combustion pressures without simultaneously recording engine load is practically worthless.

2.3 − 17

Manual Wärtsilä 38

2.3.3.6.

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Start, Operation and Stop

on

Running−in

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Engine load % 100

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The running−in procedure is mainly intended for piston rings and liners adjustment after an overhaul. In order to perform a good running−in it is important to apply different load levels during that period. The piston ring grooves have different tilting angles at each load and consequently the piston rings have different contact lines on the cylinder liner walls. Running−in may be performed either on distillate or heavy fuel while using the proper lubricating oil for the specific fuel. (Keep BN value in mind). 1 Carry out the start after an overhaul procedure (except the operating check), see section 2.3.2.6.. 2 Start the running−in procedure. a = gradual load increase 30 minutes. b = constant load period 30 minutes. c = recovery period 5 minutes. 1..7= load steps to be followed after changing piston rings, pistons or cylinder liners. 1A ..3A = load steps to be followed after piston overhaul.

3A

80

40

1A

20

1

6 a

b c

5

4

3

2A

60

7

2

0

0

1

2

3

4

5

6 7 8 Operating hours

for

Fig. 2.3 − 5 Running−in diagram (n = constant 600 rpm) 3 Record data on the engine log sheet at the end of each load step. Use the test report as a reference.

2.3 − 18

Manual Wärtsilä 38

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Start, Operation and Stop

2.3.3.7.

on

Never try to adjust the cylinder exhaust gas temperatures by readjusting fuel rack position. 4 Finally the engine is ready for operation.

Operating Troubles

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Some operating troubles require a prompt corrective action. Operators should be acquainted with the contents of this section for immediate action.

1.

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Action

Crankshaft does not rotate in a start attempt on air

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a) Turning gear is engaged. b) Starting air pressure too low. c) Starting air valve kept closed by Locate the problem. safety system. d) Engine in overspeed stop position. e) Main starting air valve jams. f) Incorrect adjustment of the pilot starting air system. 2.

Chapter / section

2.3.2.

Crankshaft rotates however the engine does not fire

a) Too low speed.

See 1b.

b) Stop solenoid in actuator is activated.

Locate the problem.

c) Load limiter is set incorrect. d) Fuel limiter is set incorrect. e) Fuel pump rack blocked.

2.9.

f) In case of starting on HFO, too low engine and/or fuel temperature. g) Too low compression pressure.

h) Combustion air temperature too low.

for

j) Vapour in fuel booster line.

2.3 − 19

Start, Operation and Stop

Engine fires irregularly

a) See points 2e, 2f, 2g, 2h 2j, 4d. b) Fuel pump rack is set incorrectly or jams. c) HP pump operates improper. d) Bad working fuel injector. e) Piston rings do not seal properly. f) Fuel booster pressure too low. g) Valves in supply/return manifold to HP fuel pump closed. 4.

Engine speed not stable

Nozzle holes clogged. Check compression pressure.

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a) Actuator setting incorrect. b) See point 3b. b) Control mechanism jams. c) Too much clearances in control mechanism. d) Water in fuel. e) Automatic load control mechanism faulty. 5. Knock or detonation

Readjust fuel rack.

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3.

a) Big end bearing clearance excessive. b) Valve springs or cam follower spring broken. c) Excessive valve clearance.

for

d) Valve(s) jams. e) HP fuel pump drive spring broken f) One or more cylinders too much fuel. h) Piston seizure. j) Ignition delay.

2.3 − 20

Chapter / section

on

Action

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Manual Wärtsilä 38

Find cause of excessive wear. Readjust valve clearance.

See 3b, 3c. Locate the problem.

2.9.

6.

Exhaust gases dark coloured

a) Engine overloaded.

Check HP fuel pump rack positions, exhaust gas temperatures and charged air pressure/temperature. Check timing.

7.

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b) Delayed injection, wrong setting. c) See points 3b, 3c. d) Insufficient charge air pressure due to: − clogged air filter of turbocharger − dirty compressor section − clogged nozzle ring − turbine speed too low − too much clearance between rotor and shroud ring. e) Deteriorated injectors. f) Too fast engine loading e.g. during start up.

Chapter / section

on

Action

Manual Wärtsilä 38

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Start, Operation and Stop

Test Records

2.9.

Exhaust gases blue−whitish or grey−whitish coloured

for

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a) Excessive lubricating oil consumption Endoscopic inspection of the due to gas blow−by of piston rings, or cylinder liner. broken sticking piston rings or too much wear of rings / liners. b) Grey−whitish gases due to water leakage in the combustion chamber. Note: Blue−whitish smoke appears when running at low load or at low ambient temperature shortly after starting.

2.3 − 21

Start, Operation and Stop

8.

Exhaust gas temperatures of one or more cylinders too high

a) Engine overloaded.

See engine log sheet, test bed protocol.

b) See points 3c and 4g.

Inspection air cooling system.

d) Exhaust valve leaking.

Inspection/overhaul exhaust valve.

e) Turbocharger contaminated. f) Malfunctioning of exhaust gas temperature measuring equipment.

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g) See point 3d.

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c) Charge air temperature too high.

9.

Exhaust gas temperature of one cylinder below normal

a) Malfunctioning of exhaust gas temperature measuring equipment.

b) Leaking of fuel injector or HP fuel pipe.

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c) Malfunctioning of HP fuel pump plunger. Inspection/overhaul HP fuel pump. d) See points 3b, 3d.

10. Exhaust gas temperatures very unequal

a) Too low fuel booster feed pressure.

for

b) See points 2g, 3b and 6b when idling.

2.3 − 22

Chapter / section

on

Action

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Manual Wärtsilä 38

Insufficient filling of HP fuel pumps (see points 2j, 2k), which may cause great load differences between cylinders although HP fuel pump rack positions are equal. Dangerous ! Causes high thermal overload in individual cylinders.

Test Records

Chapter / section

on

Action

Manual Wärtsilä 38

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Start, Operation and Stop

11. Lubricating oil pressure too low a) Malfunctioning of pressure gauge / transmitter. b) Lubricating oil level in oil tank too low. c) ∆ pressure too high.

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See trouble shooting of automatic back−flushing filter Check working automatic back−flushing filter

d) Filter contaminated.

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e) Lubricating oil temperature too high. f) Lubricating oil seriously diluted with fuel or water. g) Malfunctioning of lubricating oil pressure Inspection/overhaul pressure control valve. control valve. h) Lubricating oil suction pipe leakage. i) Suction strainer dirty or blocked. j) Malfunctioning of lubricating oil pump. k) Lubricating oil pipes inside engine damaged. 12. Lubricating oil pressure too high a) See point 11f.

13. Lubricating oil temperature: too high

a) Wrong temperature indication.

Check temperature reading.

b) Disturbance of cooling water system. c) Too high LT water temperature. d) Oil cooler contaminated.

e) Malfunction of thermostatic valve.

f) Insufficient heat transferred to coolant to maintain temperature. too low

for

g) See points 13a and 13e.

2.3 − 23

Start, Operation and Stop

14. Cooling water: temperature too high a) Malfunctioning of pump. b) Water cooler contaminated. d) Incorrect valve position in the system. difference between inlet and outlet temperature too high e) See point 14a. f) Water cooler clogged or contaminated.

a) Leaking oil cooler.

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g) Insufficient flow of cooling water through engine, air in system, valves leaking.

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c) Malfunction of thermostatic valve.

15. Water in lubricating oil

b) Leakage along cylinder liner O−rings.

See separator instruction book!

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c) Wrongly adjusted water seal of the oil separator.

d) Defective cylinder liner or cylinder head. 16. Charge air receiver temperature too high a) Insufficient performance of the charge air cooler(s).

Vent the water side of the charge air cooler and/or clean the charge air cooler.

b) HT and/or LT cooling water temperature too high. 17. Water in charge air receiver a) Charge air coolers leakage.

Inspect cooler

b) Condense water (charge air temperature too low)

Increase charge air temperature

18. Engine looses speed at constant or increased load

a) Engine overloaded. A further increase of fuel supply is prevented by the mechanical load limiter.

for

b) See points 2c, 2e, 4e and 4f.

2.3 − 24

Chapter / section

on

Action

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Manual Wärtsilä 38

19. Engine stops a) Shortage of fuel. See point 4d. b) Overspeed trip device is activated. c) Automatic stopping device is activated.

Activate overspeed trip device manually. If the engine does not stop immediately, close the fuel supply to the engine. Before starting the engine, the fault must be located and corrected. Great risk of overspeed.

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a) HP fuel pump control rack wrongly set (3b, 3c).

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d) Malfunctioning of actuator. 20. Engine does not stop although stop lever is set in stop position or remote stop signal is given

Chapter / section

on

Action

Manual Wärtsilä 38

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Start, Operation and Stop

b) Malfunction remote engine stop.

Use stop lever on the engine.

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c) The engine is driven by generator, propeller or other source.

21. Engine continuous running with activated overspeed trip device

for

a) HP fuel pump control rack wrongly set (3b, 3c).

Load the engine, if possible. Close fuel supply to engine. Make proper adjustment fuel racks.

2.3 − 25

Manual Wärtsilä 38

2.3.3.8.1.

Emergency operation

on

2.3.3.8.

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Start, Operation and Stop

Operation with defective charge air cooler(s)

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se

Leaking cooling water tubes of a charge air cooler permit cooling water entering the cylinders. Water in the charge air receiver can be indicated by the condense water drain holes. If water or water mist escapes the hole, check whether it is cooling water or condense water. If condense water drains, see section 1.5.4.1.4. If cooling water drains, stop the engine as soon as possible and plug off the leaking tube. If cooler leakage cannot be remedied by tube plugging exchange cooler for a spare.

2.3.3.8.2. Operation with defective turbocharger In case of a defective turbocharger and the turbo charger has to shut down execute all measures according the Operation Manual of the turbocharger supplier. In case the turbocharger is blocked or the cartridge is removed the compensator between the compressor outlet and the charge air cooler inlet should be removed to allow more air to the engine. Permissible output with a defective turbocharger is approx. 10% load. In case of HFO operation it is advised to change over to light fuel oil.

int ern a

Note!

Operation with one turbocharger defective In case one turbocharger is blocked or the cartridge is removed the compensator between the compressor outlet and the charge air cooler inlet should be removed and a blind flange should be fitted at the charge air cooler inlet. The air to engine is supplied to both banks by the turbocharger which is still working . It might be possible in such a case to run the engine at a output higher than 10% , but the restrictions for exhaust gasses should be observed.

for

Restrictions for exhaust gas temperatures With a blocked turbocharger the exhaust gas temperatures increase very steep at higher output! Of all exhaust gas temperature alarms specially the exhaust gas temperature TC inlet should be maintained. (Alarm settings exhaust gas temperature cylinder and TC outlet will be trespassed in these circumstances.

2.3 − 26

Manual Wärtsilä 38

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Start, Operation and Stop

on

2.3.3.8.3. Operation with one cylinder misfiring

se

A torsional vibration analysis is made for each installation and all possible modes of operation. This is done for as well normal conditions as for so called misfire conditions. With misfire conditions we mean: no combustion in one cylinder, only compression and expansion. This can occur due to for instance a defect HP fuel pump. In case there is also no compression and expansion, Wärtsilä Corporation has to be consulted.

Engine operation, with one cylinder out of service, is only allowed in case restrictions, mentioned in a report concerning torsional vibration behaviour of this particular installation, are observed!

2.3.3.8.4. Operation with WECS / Governor problems

for

int ern a

Note!

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Eventual restrictions, from point of view of torsional vibration behaviour, mentioned in a torsional vibration analysis report, have to be obeyed! Otherwise, especially in emergency operation −one cylinder unit out of operation− critical components as torsional vibration damper, crankshaft, torsional elastic coupling, gearwheel, propeller shaft etcetera, are subjected to not allowable torsional vibration loads.

All necessary instructions to operate the engine in case of degraded operation of the WECS and / or external governor (speed control) and / or auxiliary systems are described in section 1.6.8.5.

2.3 − 27

Manual Wärtsilä 38

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Stop

on

2.3.4.

Start, Operation and Stop

The engine can always be stopped: remotely, locally or manually. The local(/remote) stop involves the following devices: − Stop cylinders on fuel pumps. − Stop signal to the actuator controller.

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se

Local stop Push the stop button on the local control panel (see fig. 2.3 − 6 ). The engine stops hard wired via the relay module.

ENGINE SPEED

Main page

Exhaust gas temperature 483 5C

LUBE OIL PRESSURE

int ern a

80 60 40 20 0 −20 −40 −60 −80

80 60 40 20 0 −20 −40 −60 −80

Mode: Running

ALO

HT WATER TEMPERATURE

START

STOP

SHUTDOWN RESET

REMOTE

LOCAL

ENGINE MODE

CRANK TEST

Fig. 2.3 − 6 Local stop

Note!

Before a planned stop decrease the engine load 20% step wise every minute and idle engine for 10 minutes at least and 15 minutes maximum.

for

Remote stop: Push the stop button in the control room, the engine stops by means of a complete electronically managed procedure.

2.3 − 28

Manual Wärtsilä 38

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Start, Operation and Stop

on

Manual stop Move the stop lever (1) on the engine control unit into STOP position. See fig. 2.3 − 7 . Lock the handle with the locking pin (4). 01

15

04

int ern a

03

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02

se

STOP

Fig. 2.3 − 7 Manual stop

for

Note!

Valve (15) should always be open during engine operation to ensure sufficient control air to the start / stop unit. Emergency stop − Local emergency stop: In case of an electric power failure it is possible to stop the engine by−passing the WECS control system. By pushing the emergency stop button (3) on the local start / stop unit, see fig. 2.3 − 7 , the stop cylinders on the HP fuels are activated. Keep the emergency stop button pressed until the engine has completely stopped. − Remote emergency stop: If the emergency stop button on the automation system is activated, the following devices are involved: − Emergency stop solenoid valve. − Speed control unit. Actions after final stop of the engine For safety reasons the following actions have to be performed after the complete stop of the engine: 1 Open the indicator cocks. 2 Close the shut off valve in the starting air system.

2.3 − 29

Manual Wärtsilä 38

for

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se

on

2.4. Maintenance

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Maintenance

2.4 − 1

Manual Wärtsilä 38

2.4.1.1.

General

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Maintenance Schedule

on

2.4.1.

Maintenance

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This section describes when and which inspection and maintenance actions have to be carried out. In case you need more information, please contact the Service department of Wärtsilä Corporation.

2.4.1.2.

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The needed engine maintenance depends mainly on the operating conditions. The intervals stated within the following tables are guidance values only and must not be exceeded ; the same schedule is strongly adviced to be always observed in order to keep the same engine efficiency. See also the suppliers manuals for additional information.

Rules for inspection and maintenance

int ern a

Read carefully the following rules before performing any inspection and/or maintenance action. General 1 When the engine is under any overhaul make sure the remote or automatic start device and the external pumps are out of operation and provided with prohibiting tags.

2 In order to perform any job in safety conditions engage the turning gear; close the main valve in the starting air (30 bar) supply line, pressure release the starting air system on the engine and put the fuel rack manual control lever in
stop" position. 3 Provide the engine parts with reference marks for easy re−assemblying at the same position. Reference marks on the engine parts must be copied on new parts to be installed for replacements. Every exchange should be recorded in the engine log book while mentioning the reason too. 4 Use this INSTRUCTION MANUAL during maintenance actions in combination with the SPARE PARTS CATALOGUE. 5 During all the maintenance actions, observe the utmost cleaning and order.

for

6 Be aware of the risk of the crankcase or the camshaft case explosion! Before performing any maintenance or inspection action on the engine, always let the engine cool down sufficiently. A 10 minute cooling period is a minimum requirement after a normal stop.

2.4 − 2

Manual Wärtsilä 38

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Maintenance

on

7 Observe the fire precautions when engine maintenance jobs or cleaning are going to be performed.

8 Always replace locking washers, copper rings, split pins, locking wires, self locking nuts and O−rings while assembling. In case copper rings have to be re−used, please take care of a preliminar proper annealing. 9 In general never leave O−rings mounted on spares; store O−rings in a dry, cool and dark place.

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10 It’s strongly advised to avoid any electric welding on the engine or using the engine as a conductor for welding. Removal 1 Before using the hydraulic tools read section 2.4.3. carefully.

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2 Before dismantling, check all the pipe systems concerned to be drained and pressure released. After dismantling, cover immediately all holes for lubricating oil, fuel oil and air with a tape, plugs, clean cloth or similar. Open the indicator cocks.

for

int ern a

3 If heavy parts are removed from the engine, e.g. a piston or a connecting rod, the crankshaft may start turning due to unbalanced weights; for safety reasons always keep the turning gear engaged throughout the jobs. 4

In many cases it is advised to record clearances before disassembling.

Mounting 1 Make sure all parts have been carefully cleaned (free of carbon deposit) before mounting. Do not use cotton waste for inside cleaning of engine but use lint free cleaning rags. 2

Before using the hydraulic tools read section 2.4.3. carefully.

3 Never use other lubricants for bolt connections of engine components than those advised, tightening torques will strongly differ if lubricants of different brand or type are used. In case of doubts contact the technical service of Wärtsilä Corporation. 4 Before fitting spare parts, available as complete sub−assemblies, all the integrated O−rings must be inspected on ageing and damages, and replaced if necessary. 5 In general, all the pipes should be carefully cleaned before installing. The fuel, lubricating oil and air lines should be acid cleaned and neutralized. After pipe sections heating, the iron oxidation must be removed by pickling (acid cleaning). Please contact our technical service department for detailed information. 6

Fit all the pipes stress free.

2.4 − 3

Manual Wärtsilä 38

on

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Maintenance

Last check 1 It is important no tool, part or other foreign matter to be left in or on the engine and all parts have been thoroughly cleaned before closing the engine. 2 Due to the compression behaviour of some gasket material the prestress of some flange connections must be checked after about 24 running hours after the maintenance. Record the renewed engine parts.

4

Record the engine running hours.

for

int ern a

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se

3

2.4 − 4

Maintenance schedule

on

2.4.1.3.

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Manual Wärtsilä 38

Maintenance

2.4.1.3.1. General

The total running hours between overhauls as well as the effective life time of components depend generally on the following aspects:

se

− The operation and the maintenance of the engine should be in accordance with the instructions as specified in the engine documentation. − The intervals stated in the maintenance schedule are guidance values only, but must not be exceeded during the whole engine life.

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− Everyone who is concerned with the maintenance of the engine must be qualified and have adequate training for the proper job to be performed. The engine documentation should always be available. − In order to ensure the efficiency, reliability and lifetime of the engine and its components, only genuine spare parts should be used.

for

int ern a

− The common load of the engine should be in the range between 60% and 100% of the maximum output, which is indicated on the engine plate, about from 3,000 up to 6,000 hours are supposed to be annually run. − The build−on components which are supplied by third party should be maintained accordingly to the suppliers instructions.

− The quality and the treatment of the lubricating oil, fuel, cooling water and air should be in accordance with the rules; refer to the related chapters for detailed specifications. Deviation from the above mentioned factors may result in related adaptation of the running hours between overhauls and/or the effective life time of the components.

2.4.1.3.2. Procedure for inspection and maintenance

Inspection

− For example, if the valve rotators, related to a certain cylinder unit, have to be replaced, then inspect also the rotators of another cylinder unit; if the result of this second inspection is also negative replace all valve rotators.

− The results of the first 4.000 running hours inspection are aimed to establish the further service intervals.

2.4 − 5

Manual Wärtsilä 38

Description

D A I L Y

S P E C I A L

*

Every

5 0 0

1 0 0 0

2 0 0 0

4 0 0 0

1 2 0 0 0

2 4 0 0 0

*

se

Check the engine on leakages, bolt connections, cables and wiring.

W E E K L Y

on

General maintenance points

ly

Maintenance

Check the telltale hole of the charge air receiver for possible water.

*

*

Record performance data in the engine log sheet.

*

*

− Engine lube oil − Cooling water systems − Governor/Actuator Record combustion pressures.

lu

Check fluid levels of: *

*

*

*

*

*

*

*

int ern a

Engine arrangement

Check foundation bolts and chocks / girders. For stationary, the first year every 2 months.

*

Check foundation bolts and chocks / girders.

*

Inspect elastic engine mounting elements (if applicable).

*

Check reference points of epoxy resin chocks (if applicable).

*

Inspect elastic elements and membrane plate of flexible coupling according manufacturers instruction.

*

Renew elastic elements of flexible coupling

*

Measure axial displacement and crankshaft deflections of crankshaft.

for

Check alignment between engine and engine driven machinery.

2.4 − 6

* *

3 6 0 0 0

Manual Wärtsilä 38

ly

Maintenance

Description

D A I L Y

*

Drain impurities and condensate of fuel day tank.

*

S P E C I A L

Every

5 0 0

1 0 0 0

se

Check the leak fuel quantity of the fuel system.

W E E K L Y

on

Fuel System (Chapter 1.1.)

*

Inspect one fuel pump drive after the first 4000 running hours

*

Inspect all fuel pump drives

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Renew O−rings of low pressure fuel supply and return lines every 8000 runnyng hours.

2 0 0 0

4 0 0 0

1 2 0 0 0

2 4 0 0 0

3 6 0 0 0

* *

Lubricating oil system (Chapter 1.2.) Remove commissioning lube oil filters after the first 100 running hours.

*

int ern a

Inspect / overhaul the thermostatic valves.

*

Renew the thermostatic valves.

*

Sample / analyze lubricating oil; record analyze results, lubricating oil service time consumption and charge changes.

*

Lubricating oil filter − check functioning of external lubricating oil filter, according the suppliers instructions Clean centrifugal filter.

Renew all sealing rings of centrifugal filter.

for

Inspect / overhaul lubricating oil pump(s).

*

*

* * *

2.4 − 7

Manual Wärtsilä 38

Description

D A I L Y

Inspect / overhaul the starting air valves. Inspect / overhaul the main starting air valve. Inspect the starting air distributor and drive.

S P E C I A L

Every

5 0 0

1 0 0 0

2 0 0 0

4 0 0 0

1 2 0 0 0

2 4 0 0 0

3 6 0 0 0

*

se

Drain starting air vessels and air treatment unit(s). Check the entire system on leakages, oxidation and water.

W E E K L Y

on

Starting air system (Chapter 1.3.)

ly

Maintenance

* * *

Check cooling water quality.

lu

Cooling water system (Chapter 1.4.) *

*

Clean the cooling water system and check on corrosion.

Check working of cooling water venting system.

*

*

*

int ern a

Inspect / overhaul HT/LT thermostatic valves.

*

Renew HT/LT thermostatic valves.

*

Inspect / overhaul HT and LT cooling water pumps and renew seals.

*

Renew bearings and impeller HT/LT cooling water pump Renew HT/LT cooling water pump at 48,000 running hours.

* *

Engine driven Pumps Driving Gear

for

Inspect driving gear of the built−on pumps after the first 4,000 running hours.

2.4 − 8

*

*

Manual Wärtsilä 38

ly

Maintenance

Description

D A I L Y

Clean compressor by water injection.

S P E C I A L

Every

5 0 0

1 0 0 0

2 0 0 0

4 0 0 0

1 2 0 0 0

3 6 0 0 0

*

Inspect and clean the compressor and turbine mechanically depending on turbocharger performance.

*

lu

Check plain the bearings of the turbocharger

Overhaul turbochargers and renew bearings.

* *

Overhaul turbocharger and renew plain bearings and check balance of rotor shaft. Renew compressor and turbine wheel after 50,000 running hours.

* * *

Check functioning of by−pass valve.

*

int ern a

Check functioning of exhaust waste gate.

Inspect / clean air filter.

*

*

Renew filter material if applicable.

*

Overhaul the charge air cooler.

*

Inspect / repair the exhaust gas lines, expansion bellows, insulation etc.

*

Renew exhaust expansion bellows after 48,000 running hours

for

2 4 0 0 0

*

se

Clean turbine every 150 operating hours. Clean turbine by water injection.

W E E K L Y

on

Charge air and exhaust gas system (Chapter 1.5.)

*

2.4 − 9

Manual Wärtsilä 38

Description

D A I L Y

Inspect / overhaul the control mechanism. Keep electrical and electronic equipment clean,free of moisture,overheating and static− electricity. Keep or make the sensors clean

*

S P E C I A L

Every

5 0 0

2 0 0 0

4 0 0 0

1 2 0 0 0

*

2 4 0 0 0

* *

*

*

*

*

lu

Check the alarm and safety system in operation and after every start. Check settings of the alarm and safety system. Check the measuring devices on proper working.

*

int ern a

Calibrate the measuring devices.

1 0 0 0

se

Check and lubricate the control mechanism.

W E E K L Y

on

Control system (Chapter 1.6.)

ly

Maintenance

*

* *

Turn on all screws in terminals.

*

Check mounting of sensors and cabinets.

*

Check all connectors on properly connection.

*

Check functioning of the oil mist detector.

*

*

Operation (Chapter 2.3.)

Test start process in stand−by position.

*

*

Carry out load performance test

*

Carry out a test run ( after overhaul ).

*

Carry out a running−in program and record readings.

Check functioning of turning and start interlock device.

for

Refresh lube oil of turning device.

2.4 − 10

* * *

3 6 0 0 0

Manual Wärtsilä 38

ly

Maintenance

Description

D A I L Y

W E E K L Y

on

Engine block with bearings and cylinder liner (Chapter 2.5.)

Every

5 0 0

1 0 0 0

2 0 0 0

4 0 0 0

Overhaul of cylinder liners including honing and renew anti−polishing rings. Renew cylinder liners after 60,000 running hours

lu

Inspect the crankcase visually.

1 2 0 0 0

*

* *

Inspect one main bearing and one main journal.

*

Renew main bearings and inspect the main journals.

int ern a

for

Renew camshaft bearings and inspect journals.

3 6 0 0 0

*

Inspect the cooling water spaces.

Inspect one camshaft bearing and journal.

2 4 0 0 0

*

se

Inspect one cylinder liner after the first 4,000 running hours.

S P E C I A L

* * *

2.4 − 11

Manual Wärtsilä 38

ly

Maintenance

Description

D A I L Y

Inspect the PTO bearing after the first 4,000 running hours. Inspect the PTO bearing and replace the sealing ring

2 0 0 0

4 0 0 0

1 2 0 0 0

2 4 0 0 0

*

*

Inspect one connecting rod after the first 4,000 running hours.

*

int ern a

Inspect / overhaul connecting rods.

5 0 0

1 0 0 0

*

Renew gudgeon pins and bearings after 60,000 running hours.

Inspect one connecting rod.

Every

lu

Inspect gudgeon pins and bearing.

S P E C I A L

se

Inspect one gudgeon pin and bearing after the first 4,000 running hours.

W E E K L Y

on

Crankshaft, PTO shaft, connecting rod, piston (Chapter 2.6.)

Inspect one crankpin journal and crankpin bearing.

* *

* * *

Inspect crankpin journals.

*

Renew crankpin bearings.

*

Inspect one piston with piston rings, without dismantling of piston rings after the first 4,000 running hours.

*

Inspect / overhaul pistons and renew piston rings. Renew pistons after 60,000 running hours

* *

Renew crankshaft sealing

for

Sample fluid of vibration damper(s).

2.4 − 12

* *

3 6 0 0 0

Manual Wärtsilä 38

ly

Maintenance

Description

D A I L Y

W E E K L Y

on

Cylinder head with valves (Chapter 2.7.) S P E C I A L

*

Inspect one cylinder head after the first 4,000 running hours.

*

Overhaul cylinder heads.

Check function of valve rotators. Inspect / overhaul valves.

2 0 0 0

4 0 0 0

1 2 0 0 0

2 4 0 0 0

* *

* *

Renew exhaust valves and rotators.

*

Renew inlet valve rotators.

*

int ern a

3 6 0 0 0

*

lu

Inspect safety valves. Check valve clearances.

5 0 0

1 0 0 0

se

Check valve clearances after the first 100 operating hours in new and overhauled engines.

Every

Renew inlet valves

*

Camshaft and valve drive mechanism (Chapter 2.8.)

Inspect one fuel pump drive and roller after the first 4.000 running hours.

*

Inspect / overhaul all fuel pump drives.

Inspect one inlet and exhaust tappet guide block and tappet after the first 4,000 hrs.

* *

Inspect / overhaul all inlet and exhaust tappet guide blocks and tappets.

*

Check pushrod pivots.

*

Check bearing clearances of rocker arms.

*

Inspect / overhaul rocker arms and bracket.

*

Inspect camshaft sections.

Inspect camshaft driving gear after the first 4,000 running hours.

for

Inspect camshaft driving gear. Renew bearings intermediate gearwheel

* * * *

2.4 − 13

Manual Wärtsilä 38

Description

D A I L Y

5 0 0

1 0 0 0

2 0 0 0

4 0 0 0

1 2 0 0 0

Renew inner parts of injector holder.

Inspect one HP fuel pump, after the first 4,000 running hours.

* *

*

lu

Renew nozzle holder complete after 48,000 running hours.

*

*

* *

Check the HP fuel pump timing

*

int ern a

Inspect / overhaul HP fuel pumps and renew anti−cavitation plugs.

Renew HP fuel pump after 48,000 running hrs.

for

Renew O−rings in supply and discharge pipe of HP fuel pumps.

2.4 − 14

2 4 0 0 0

*

Renew fuel injector nozzles.

Renew fuel pump elements.

Every

*

Inspect / test fuel injectors.

Inspect HP fuel lines.

S P E C I A L

se

Check the fuel oil leakages quantity.

W E E K L Y

on

Injection system (Chapter 2.9.)

ly

Maintenance

* *

3 6 0 0 0

Manual Wärtsilä 38

Maintenance Tools 2.4.2.1.

General

on

2.4.2.

ly

Maintenance

se

The maintenance of a diesel engine requires a certain number of special tools which are developed in the course of engine design. Some tools are supplied with the engine as prescribed ones and some more ones are available through Wärtsilä service stations or for direct purchase by the customer. Tools requirements for particular installation may vary greatly depending on the use and service area. Standard tool sets are therefore selected to meet basic requirements.

This section represents a comprehensive selection of tools for the Wärtsilä 38B engines. These tools are not all described in the related sections. The tool set depends on the scope of supply.

for

int ern a

Note!

lu

For a specific installation the tool requirements may vary greatly depending on the use and the service area. Special tools are therefore selected to meet basic requirements.

The following lists of tools are grouped in order to facilitate the selection for specific service operations. Miscellaneous tools, as mentioned in section 2.4.2.3., are concerned in various chapters.

2.4.2.2.

Tool set

Depending on the scope of supply the following tool set and lists are available: 1. Tool set for unrestricted area


Standard Set"

2. Optional tools


Special Tools lists"

2.4 − 15

Manual Wärtsilä 38

ly

Maintenance

Article number

lu

se

Socket for nozzle tip Cleaning tool for injector sleeve Clamp nozzle holder T−wrench for indicator cock Pneumatic driven hydraulic pump Lifting/extracting device for nozzle holder Compress tool for valve springs Crow foot wrench 41 mm Lifting tool for fuel pump Pin tool Hydraulic hand pump + hose Tool set for cylinder head Hydraulic jack set (included in 9622DT911) Lifting tool for cylinder head Injector testing device Socket 36 mm Torque spanner 8−54 Nm Protecting ring for cylinder head Hydraulic hose set Valve clearance feeler gauge Lever fuel cam roll Torque spanner 40−200 Nm Torque wrench 200−800 Nm Lifting tool for rocker arm bracket Hydraulic jack 12 ton Hydraulic hose set + distribution block Tappet blocking plate Grease pump Blocking pin for fuel pump tappet

for

int ern a

9622DT384 9622DT803 9622DT805 9612SW510 9612DT212 9622DT804 9622DT801 9612DT246 9622DT242 9612DT100 9622DT133 9622DT911 (9622DT910) 9612DT974 9622DT812 9622DT250 9622DT257 9622DT356 9612DT961 9622DT162 9612DT965 9622DT385 9622DT216 9622DT800 9622DT147 9622DT146 9622DT171 9622DT179 9612DT760

Description

2.4 − 16

on


Basic common tools list"

Number 1 1 1 1 1 1 1 1 1 3 1 1 4 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1

Manual Wärtsilä 38

ly

Maintenance

Articlenumber: 9654DT902

Note!

Only for L38B engines consists of:

on

1.
Standard Set"

Articlenumber

Description

for

Number

lu

Tool set for main bearing studs Spare seal set Hydraulic jack 20 ton Spare seal set Piston ring pliers Main bearing shell driver Dis/assembling tool for anti bore polishing ring Positioning tool for cylinder liner Lifting tool for piston Protecting plate for connecting rod foot Guide ring for piston rings Piston support in liner Big end bearing lock Hydraulic twin jack for connecting rod Extracting tool for cylinder liner Trolley for main bearing Frame+support for connecting rod caps Tap M16 for piston crown Air tool 3/8" Hydraulic jack for side studs Lifting tool for cylinder liner Circlip pliers for piston Connecting rod fixating tool

int ern a

9622DT149 9622DT150 9622DT148 9622DT224 9622DT260 9622DT152 9622DT919 9622DT926 9622DT923 9622DT922 9622DT924 9622DT168 9622DT170 9612DT907 9622DT915 9622DT901 9622DT921 9622DT163 9612ZT334 9653DT903 9622DT914 9622DT178 9622DT928

se

the above described list of basic common tools extended with the following tools

2 1 1 1 1 1 1 1 1 1 1 2 1 2 1 1 1 1 1 2 1 1 1

2.4 − 17

Manual Wärtsilä 38

Articlenumber: 9654DT903

Note!

Only for V38B engines consists of:

on

ly

Maintenance

Articlenumber

Description

for 2.4 − 18

Number

lu

Tool set for main bearing studs Spare seal set Hydraulic jack 20 ton Spare seal set Piston ring pliers Main bearing shell driver Dis/assembling tool for anti bore polishing ring Positioning tool for cylinder liner Lifting tool for piston Protecting plate for connecting rod foot Guide ring for piston rings Piston support in liner Big end bearing lock Hydraulic twin jack for connecting rod Extracting tool for cylinder liner Trolley for main bearing Frame+support for connecting rod caps Tap M16 for piston crown Air tool 3/8" Hydraulic jack for side studs Lifting tool for cylinder liner Circlip pliers for piston Connecting rod fixating tool Low pressure hand pump plus hose Support for exhaust manifold

int ern a

9622DT149 9622DT150 9622DT148 9622DT224 9622DT260 9622DT152 9622DT919 9622DT926 9622DT923 9622DT922 9622DT924 9622DT168 9622DT170 9612DT907 9622DT915 9622DT901 9622DT920 9622DT163 9612ZT334 9653DT903 9622DT914 9622DT178 9622DT928 9612DT901 9651DT901

se

the above described list of basic common tools extended with the following tools

2 1 1 1 1 1 1 1 1 1 1 2 1 2 1 1 1 1 1 2 1 1 1 1 9

Manual Wärtsilä 38

ly

Maintenance

on


Workshop tools list"

consists of a number of additional tools not delivered as standard with the engine delivery. They have been designed for advanced maintenance actions.

for

Number

lu

Jack bolt for camshaft thrust journal Pin for camshaft bearing bush Measuring strip for cylinder liner Tool set for counter weight studs Suction cup for valves Valve guide extractor Pillar bolt for camshaft sections/gearwheel assembly Fixating tool for camshaft Hydraulic nipple for gearwheel Remover for connecting rod studs M36x3 Remover for cylinder head studs M64x4 Remover for main bearing cap studs M72x4 Tilting frame for cylinder head Tool for mounting valve seats Extractor for camshaft bearing bush Micrometer gauge for cylinder liner Valve seat cutter tool set Extractor for exhaust valve seat Extractor for inlet valve seat Lapping ring for cyl.liner−cyl. block contact face Lapping ring for cyl.head−cyl. liner contact face Tool for intermediate gearwheel shaft Disassembling tool for fuel pump Compress tool for fuel pump bracket spring Extractor for injector sleeve Hydraulic nipple for camshaft end journal Lifting eye for fuel pump drive Measuring tool for fuel pump drive adjustment Mounting tool for O−ring cylinderhead stud

int ern a

9612DT234 9612DT257 9622DT929 9622DT912 9612DT911 9622DT988 9612DT801 9612DT963 9622DT931 9612DT969 9612DT976 9612DT977 9622DT806 9622DT811 9622DT908 9612DT401 9622DT800 9622DT808 9622DT810 9612DT479 9622DT807 9612DT936 9622DT959 9622DT960 9622DT802 9612DT968 9622DT961 9622DT962 9653DT902

Description

se

Article number

1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1

2.4 − 19

Manual Wärtsilä 38

ly

Maintenance

on


Extended Workshop lists"

consists of a supplementary number of tools not delivered as standard with the engine delivery. They have been designed for even extended maintenance actions. In common for all L38B engines. Article number

Description

Note!

9651DT907

lu

Number

1

In common only for 6L38B engines.

9651DT908

Description

Dis/assembly tool for charge air cooler

Number

1

for

In common only for 8/9L38B engines. 9651DT909

2.4 − 20

Description

Dis/mounting tool for lube oil & cool. water pumps

Article number

Note!

1 1 1 1 1 1 1

In common for all L38B engines with turbocharger at free end. Article number

Note!

Number

Dis−assembly tool for camshaft section Dis/assembly tool for camshaft journal Dis/assembly tool for camshaft gearwheel Dis/assembly tool for intermediate gearwheel Counter weight dummy Torque spanner 260/800 Nm Extension for torque spanner (camshaft section)

int ern a

9622DT927 9612DT988 9612DT985 9612DT986 9622DT319 9612DT570 9612DT938

se

Note!

Dis/assembly tool for charge air cooler

1

Manual Wärtsilä 38

In common for all V38B engines Article number

Note!

Description

se Description

int ern a 9622DT971 9651DT904

for

1 1 1 1 1 1 1 1 1 1

In common for all V38B engines with turbochargers at free end. Article number

Note!

Number

Dis/assembly tool for camshaft journal Dis−assembly tool for camshaft section Dis/assembly tool for intermediate gearwheel Dis/assembly tool for camshaft gearwheel Dis/assembly tool for charge air cooler Maintenance kit for cooling water pump Torque spanner 260/800 Nm Extension piece for torque wrench Lifting tool for charge air cooler Extension piece for torque wrench

lu

9612DT989 9612DT990 9612DT937 9612DT930 9651DT902 9651DT906 9612DT570 9612DT938 9651DT903 9612DT938

on

Note!

ly

Maintenance

Lifting tool for cooling water pump Dis/assembly tool for lubricating oil pump

Number

1 1

Only for 18V38B engines. Article number

9651DT906 9612DT551

Description

Maintenance kit for cooling water pump Dis/Assembly tool for vibration damper

Number

1 1

2.4 − 21