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and
The Sulzer RTA72U-B engine with the following MCR rating:
– Power per cylinder 3080 kW 4190 bhp
– Speed 99 rpm
This issue of the Engine Selection and Project Manual (ESPM) is the first
edition for the above mentioned engine types.
Please note that the contents have been revised, which will have
consequences on new projects and could have an influence to your actual
projects. Particular attention is drawn to the major changes compared with
RTA52U, 62U and 72U engines:
A Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A–1
B1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–1
List of contents
List of contents
List of contents
D1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–1
E2 Measures for compliance with the IMO regulation of the RTA52U-B, RTA62U-B and
RTA72U-B engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–2
E2.1 Standard measures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–2
E2.2 Extended measures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–2
G Appendix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–1
List of figures
Fig. A1 Power/speed range of all IMO-2000 regulation compatible RTA engines . . . . . . . . . A–1
List of figures
List of tables
Table A1 Primary engine data of Sulzer RTA52U-B, RTA62U-B and RTA72U-B . . . . . . . . . . . A–2
List of tables
ABB ASEA Brown Boveri M1H External couple 1st order horizontal
ALM Alarm M1V External couple 1st order vertical
AMS Attended machinery space M2V External couple 2nd order vertical
BFO Bunker fuel oil MCR Maximum continuous rating (R1)
BN Base Number MDO Marine diesel oil
BSEF Brake specific exhaust gas flow mep Mean effective pressure
BSFC Brake specific fuel consumption MET Turbocharger (Mitsubishi manufacture)
CAC Charge air cooler (four stroke) MHI Mitsubishi
CCR Conradson carbon MIM Marine installation manual
CCW Cylinder cooling water N, n Speed of rotation
CMCR Contract maximum continuous rating (Rx) NCR Nominal continuous rating
cSt centi-Stoke (kinematic viscosity) NOR Nominal operation rating
CSR Continuous service rating (also OM Operational margin
designated NOR and NCR) P Power
DENIS Diesel engine control and optimizing PI Pressure indicator
specification PIG Proportional integral governor
e.g. Exampli gratia (for example, for ppm Parts per million
instance) PTO Power take off
EM Engine margin RCS Remote control system
EnSel R Engine selection program RW1 Redwood seconds No. 1 (kinematic
ESPM Engine selection and project manual viscosity)
FQS Fuel quality setting SAC Scavenge air cooler (two stroke)
FW Fresh water SAE Society of Automotive Engineers
GEA Scavenge / charge air cooler S/G Shaft generator
(GEA manufacture) SHD Shut down
GTD General technical data book SIPWA-TP Sulzer integrated piston ring wear
HFO Heavy fuel oil detecting arrangement with trend
HT High temperature processing
i.e. id est (that is to say) SLD Slow down
IMO International Maritime Organisation SM Sea margin
IND Indication SSU Saybolt second universal
IPDLC Integrated power-dependent liner SW Sea-water
cooling TBO Time between overhauls
ISO International Standard Organisation TC Turbocharger
kW Kilowatt tEat Temperature of exhaust gas after
kWe Kilowatt electrical turbine
kWh Kilowatt hour UMS Unattended machinery space
LCV Lower calorific value VEC Variable exhaust valve closing
LR Light running margin VI Viscosity index
LT Low temperature VIT Variable injection timing
M Torque VTR Turbocharger (ABB manufacture)
MAPEX Monitoring and maintenance performance WG Water gauge
enhancement with expert knowledge nM Torque variation
Abbreviations
The Sulzer RTA52U-B, RTA62U-B and RTA72U-B low-speed diesel engines are a further development
of the RTA52-U, RTA62-U and RTA72-U engines. They are designed for today’s and future large and fast
general cargo ships, container ships, tanker and bulk carrier vessels and are available with any or all of
the following options:
1. Main-engine driven generator –
Power take off (PTO);
2. Conventional sea-water or central fresh water
cooling systems;
3. ABB, Mitsubishi or MAN turbochargers;
4. Engine monitoring and remote control.
F10.3873
This book is intended to provide the information required for the layout of marine propulsion
plants. Its content is subject to the understanding that any data and information herein have been
prepared with care and to the best of our knowledge. We do not, however, assume any liability with
regard to unforeseen variations in accuracy thereof or for any consequences arising therefrom.
A. Introduction
Cylin-
Power R1 R2 R3 R4 R1 R2 R3 R4 R1 R2 R3 R4
der
[kW] 8 000 5 600 6 425 5 600 11 425 8 000 9 150 8 000 15 400 10 775 12 300 10 775
5
[bhp] 10 875 7 625 8 750 7 625 15 550 10 875 12 450 10 875 20 950 14 650 16 725 14 650
[kW] 9 600 6 720 7 710 6 720 13 710 9 600 10 980 9 600 18 480 12 930 14 760 12 930
6
[bhp] 13 050 9 150 10 500 9 150 18 660 13 050 14 940 13 050 25 140 17 580 20 070 17 580
[kW] 11 200 7 840 8 995 7 840 15 995 11 200 12 810 11 200 21 560 15 085 17 220 15 085
7
[bhp] 15 225 10 675 12 250 10 675 21 770 15 225 17 430 15 225 29 330 20 510 23 415 20 510
[kW] 12 800 8 960 10 280 8 960 18 280 12 800 14 640 12 800 24 640 17 240 19 680 17 240
8
[bhp] 17 400 12 200 14 000 12 200 24 880 17 400 19 920 17 400 33 520 23 440 26 760 23 440
Load
[g/kWh] 171 168 171 169 170 167 170 168 168 165 168 166
85 %
[g/bhph] 126 124 126 124 125 123 125 123 124 121 124 122
[g/kWh] 174 168 174 170 173 167 173 169 171 165 171 167
100 %
[g/bhph] 128 124 128 125 127 123 127 124 126 121 126 123
mep [bar] 18.3 12.8 18.3 16.0 18.4 12.9 18.4 16.1 18.3 12.8 18.4 16.1
System oil approximately 6 kg/cyl per day approximately 7 kg/cyl per day approximately 9 kg/cyl per day
Cylinder oil *2) 0.9–1.3 g/kWh
Remark: *1) For fully run-in engines and under normal operating conditions.
*2) This data is for guidance only, it may have to be increased as the actual cylinder lubricating oil consumption in
service is dependent on a number of operational factors.
Table A1 Primary engine data of Sulzer RTA52U-B, RTA62U-B and RTA72U-B T10.3874
B1 Introduction
Selection of a suitable main engine to meet the order to provide the most cost effective solution for
power demands of a given project involves proper the projected application. Please note that the
tuning in respect of load range and the influence of layout fields for some RTA engines have been
operating conditions which are likely to prevail reduced in the lower parts of the former layout
throughout the entire life of the ship. This chapter fields in order to allow the fulfilling of IMO-2000
explains the main principles in selecting a Sulzer emission regulations. This is of no disadvantage
RTA low-speed diesel engine. since engine ratings are normally selected near
the R1–R3 line
Every engine has a layout field within which the
power/speed ratio (= rating) can be selected. It is
limited by envelopes defining the area where 100
per cent firing pressure (i.e. nominal maximum
pressure) is available for the selection of the
contract maximum continuous rating (CMCR).
Contrary to the ‘layout field’, the ‘load range’ is the
admissible area of operation once the CMCR has
been determined.
B2 Layout field
maximum continuous rating of an engine can be Fig. B1 Layout field applicable to the RTA engines.
positioned individually to give the desired The contracted maximum continuous rating (Rx)
may be freely positioned within the layout field for
combination of propulsive power and rotational that engine.
speed. Engines within this layout field will be tuned
for maximum firing pressure and best fuel The engine speed is given on the horizontal axis
efficiency. Experience over the last years has and the engine power on the vertical axis of the
shown that engines are ordered with CMCR points layout field, both are expressed as a
in the upper part of the layout field only. It was percentage (%) of the respective engine’s nominal
therefore decided for the future to define the layout R1 parameters.
fields for every new engine or engine range in
Percentage values are being used so that the Points such as Rx are power/speed ratios for the
same diagram can be applied to various engine selection of contracted maximum continuous
models. The scales are logarithmic so that ratings required for individual applications. Rating
exponential curves, such as propeller points Rx can be selected within the entire layout
characteristics (cubic power) and mean effective field for that particular engine.
pressure (mep) curves (first power), are straight
lines. B2.2 Influence of propeller revolutions
on the power requirement
The layout field serves to determine the specific
fuel oil consumption, exhaust gas flow and At constant ship speed and for a given propeller
temperature, fuel injection parameters, turbo- type, lower propeller revolutions combined with a
charger and scavenge air cooler specifications for larger propeller diameter increase the total
a given engine. propulsive efficiency. Less power is needed to
propel the vessel at a given speed.
Calculations for specific fuel consumption,
exhaust gas flows and temperature after turbine The relative change of required power in function
are explained in later chapters. of the propeller revolutions can be approximated
by the following relation:
B2.1 Rating points R1, R2, R3 and R4
a
Px 2ńPx 1 + ǒN 2ńN 1Ǔ
The rating points for the RTA engines R1, R2, R3
and R4 are the corner points of the engine layout Pxj = Propulsive power at propeller revolution Nj
Nj = Propeller speed corresponding with propulsive
field. power Pxj
α = 0.15 for tankers and general cargo ships up to
The points R1 represent the nominal maximum 10 000 dwt.
= 0.20 for tankers, bulkcarriers from 10 000 dwt to
continuous rating (MCR). It is the maximum 30 000 dwt.
power/speed combination which is available for a = 0.25 for tankers, bulkcarriers larger than 30 000
dwt.
particular engine. 10 per cent overload thereof is = 0.17 for reefers and container ships up to
permissible for one hour during sea trials in the 3000 TEU.
= 0.22 for container ships larger than 3000 TEU.
presence of authorized representatives of the
engine builder.
This relation is used in the engine selection
procedure to compare different engine alternatives
The points R2 define 100 per cent speed and 70
and to select optimum propeller revolutions within
per cent power.
the selected engine layout field.
The points R3 define 80 per cent speed and 80 per
Usually, the selected propeller revolution depends
cent power.
on the maximum permissible propeller diameter.
The maximum propeller diameter is often
The connection R1–R3 is the nominal 100 per cent
determined by operational requirements such as
line of constant mean effective pressure.
design draught and ballast draught limitations,
class recommendations concerning propeller –
The points R4 define 80 per cent speed and 70 per
hull clearance (pressure impulse induced by the
cent power.
propeller on the hull).
The connection line R2–R4 is the line of 70 per
cent power between 80 and 100 per cent speed.
B3.2 Sea trial power routes (for additional information, refer to the
‘Definition of light running margin’ B3.9).
The sea trial power must be specified. Figure B2
shows the sea trial power to be the power required
for point ‘B’ on the propeller curve. Often and
alternatively the power required for point ‘A’ on the
propeller curve is referred to as the sea trial power.
of plotting the light running margin from point ‘B’ to Line 2 is the overload limit. It is a constant mep
point ‘D’ or ‘Di’ (in our example 5 per cent) and then line reaching from 100 per cent power and
along the nominal propeller characteristic to obtain 93.8 per cent speed to 110 per cent power
the CMCR point. In the examples point ‘B’ was and 103.2 per cent speed. The latter is the
chosen to be at 90 per cent engine power. point of intersection between the nominal
propeller characteristic and 110 per cent
B3.5.1 Continuous service rating power.
(CSR=NOR=NCR)
Line 3 is the 104 per cent speed limit. For speed
Point ‘A’ represents power and speed of a ship derated engines (NCMCR ≤ 0.98 NMCR) this
operating at contractual speed in calm seas with a limit can be extended to 106 per cent if tor-
new clean hull and propeller. On the other hand, sional vibration limitations are not ex-
the same ship at the same speed requires a ceeded.
power/speed combination according to point ‘D’,
Line 4 is the overspeed limit at 108 per cent
shown in figure B2, B3 and B4, under service
speed. The overspeed range between
condition with aged hull and average weather. ‘D’
104 and 108 per cent speed is only per-
is then the CSR point.
missible during sea trials if needed to
demonstrate the ship’s speed at CMCR
B3.5.2 Contract maximum continuous
power with a light running propeller in the
rating (CMCR = Rx)
presence of authorized representatives of
the engine builder.
By dividing CSR by 0.90 (in our example), an
operational margin of 10 per cent is provided, see Line 5 reaches from 95 per cent power and
figures B2 and B3. The found point Rx, also speed to 45 per cent power and 70 per
designated as CMCR, can be selected freely cent speed. This represents a curve de-
within the layout field defined by the four corner fined by the equation:
points R1, R2, R3 and R4 (see figure B1).
P 2ńP 1 + ǒN 2ńN 1Ǔ
2.45
B3.5.3 Engine optimisation point When approaching line 5 , the engine will
increasingly suffer from lack of scavenge
The RTA52U-B, RTA62U-B and RTA72U-B
air and its consequences. The area
engines are optimized for the selected CMCR
formed by lines 1 , 3 and 5 represents
point. The built-in variable injection timing (VIT)
feature provides lowest fuel consumptions at part the range within which the engine should
load. Other optimisation points than at CMCR are be operated. More specifically, the area
not regarded to be of advantage for these engines. which is limited by the nominal propeller
characteristic, 100 per cent power and line
B3.6 Load range limits 3 is recommended for continuous opera-
tion. The area between the nominal pro-
Once an engine is optimized at CMCR (Rx), the peller characteristic (figures B2, B3 and
working range of the engine is limited by the B4) and line 5 should be reserved for ac-
following border lines, refer to figure B2: celeration, shallow water and normal op-
erational flexibility.
Line 1 is a constant mep line through CMCR from
100 per cent speed and power down to
95 per cent power and speed.
P 2ńP 1 + ǒN 2ńN 1Ǔ
2.45
If the air inlet temperature drops below 5°C, the air F10.1965
density increases to such an extent that the maxi- Fig. B6 Blow-off effect at arctic conditions
mum permissible cylinder pressure is exceeded.
This can be compensated by blowing off a certain
mass of the scavenge air through a blow-off device
as shown in figure B5.
F10.1964
C1 RTA52U-B engine
Main parameters:
Bore 520 mm
Stroke 1800 mm
Power (MCR) 1600 kW/cyl
Speed (MCR) 137 rpm
Mean effect. press. 18.3 bar
Mean piston speed 8.2 m/s
Number of cylinders 5 to 8
Remark: * The direction of rotation looking always
from the propeller towards the engine is
It is available with five to eight cylinders rated at clockwise as standard.
1600 kW/cyl to provide a maximum output for the Note: This illustration of the cross section is
considered as general information only
eight-cylinder engine of 12 800 kW. Overall sizes F10.4163
range from 6.7 m in length to 8.6 m in height for Fig. C1 Sulzer RTA52U-B cross section
the five-cylinder engine and 9.5 m in length to
8.6 m in height for the eight-cylinder engine. Dry 1. Welded bedplate with integrated thrust
weights range from 210 tonnes for the five-cylin- bearings and large surface main bearing
der to 300 tonnes for the eight-cylinder model. shells.
Refer to table A1 for primary engine data. 2. Sturdy engine structure with low stresses and
high stiffness comprising A-shaped fabricated
The further development of the RTA52U-B range double-wall columns and cylinder blocks
to provide an engine for ships concentrated attached to the bedplate by pre-tensioned
around providing power and reliability at the re- vertical tie rods.
quired service speeds. The well-proven bore- 3. Fully built-up camshaft driven by gear wheels
cooling principle for pistons, liners, cylinder covers housed in a double column located at the
and exhaust valve seats is incorporated with vari- driving end.
able injection timing (VIT) which maintains the 4. A combined injection pump and exhaust valve
nominal maximum firing pressure within the power actuator unit for two cylinders each. Camshaft
range 100 per cent to 85 per cent. driven fuel pump with double spill valves for
timing fuel delivery to uncooled injectors.
Refer to figure C1 and the following text for the Camshaft-driven actuator for hydraulic drive
characteristic design features: of poppet-type exhaust valve working against
an air spring.
Example:
BSFC at Rx-point:
DBSFC – 1.9 g/kWh (figure C2)
BSFC (Rx) = 174 – 1.9 = 172.1 g/kWh
Example:
BSEF at Rx-point:
DBSEF + 0.17 kg/kWh (figure C3)
BSEF (Rx) = 8.2 + 0.17= 8.37 kg/kWh
Example:
tEaT at Rx-point:
DtEaT –9°C (figure C4)
tEaT (Rx) = 275 – 9 = 266 °C
As a leading designer and licensor we are con- The shafting system is also able to vibrate in the
cerned that satisfactory vibration levels are ob- axial direction. This vibration is due to the axial ex-
tained with our engine installations. The assess- citations coming from the engine and the propeller.
ment and reduction of vibration is subject for
continuous research and we have developed ex- In order to limit the influence of these excitations
tensive computer software, analytical procedures and limit the level of vibration, an integrated axial
and measuring techniques to deal with the subject. detuner/damper is fitted to the crankshaft of all Sul-
For successful design the vibration behaviour zer RTA engines. In rare cases (e.g. five-cylinder
needs to be calculated over the whole operating engines and very stiff intermediate and propeller
range of the engine and propulsion system. shafts) the influence of axial vibration may be ap-
parent at the engine top. This can be reduced by
C1.2.5.1 Torsional vibration longitudinal friction stays attached to the ship’s
structure.
This involves the whole shafting system compris-
ing crankshaft, propulsion shafting, propeller, en- C1.2.5.3 Hull vibration
gine running gear, flexible couplings and power
take off. It is caused by gas and inertia forces as The hull and accommodation are susceptible to
well as by the irregularities of the propeller torque. vibration caused by the propeller, machinery and
sea conditions. Controlling hull vibration is
It is vitally important to limit torsional vibration in achieved by a number of different means and may
order to avoid damage to the shafting. If the vibra- require fitting longitudinal and lateral stays to the
tion at a critical speed reaches dangerous stress main engine and installing second order balancers
levels, the corresponding speed range has to be on each end of the main engine. These balancers
passed through rapidly (barred-speed range). are available for our engines and involve counter-
However, barred-speed ranges can be reduced, weights rotating at twice the engine speed. There
shifted, and in some cases avoided by installing a are also electrically driven secondary balancers
heavy flywheel at the driving end and/or a tuning available for mounting at the aft end of the ship and
wheel at the free end or a torsional vibration which are tuned to the engine’s operating speed
damper at the free end of the crankshaft. and controlled in accordance with it.
Torsional vibration dampers of various designs are Eliminating hull vibration requires co-operation be-
available to reduce energy on different levels of tween the propeller manufacturer, naval architect,
vibration. shipyard and engine builder.
Lower energy vibrations are absorbed by viscous
dampers. C1.2.5.4 Estimation of engine vibration
Higher energy vibrations are absorbed by a spring data
loaded damper type. In this case the damper is
supplied with oil from the engine’s lubricating sys- The RTA52U-B engine has been designed to elim-
tem and the heat dissipated can range from 20 kW inate free forces and minimize unbalanced exter-
to 60 kW depending on the size of the damper. nal couples of first and second order.
peed
ed
ber of cylin
ngine sp
En
En
M1V M1H M1V M1H M2V M2V M1V M1H M1V M1H M2V M2V ∆M ∆M ∆M ∆M
Nu
[rpm] [±kNm] [±kNm] [±kNm] [±kNm] [±kNm] [±kNm] [rpm] [±kNm] [±kNm] [±kNm] [±kNm] [±kNm] [±kNm] [±kNm] [±kNm] [±kNm] [±kNm]
5 126 112 – – 1271 565 81 72 – – 819 364 710 717 698 695
6 137 0 0 – – 884 144 110 0 0 – – 570 93 500 556 500 512
7 76 65 – – 257 – 49 42 – – 166 – 391 451 391 411
8 260 216 – – 0 – 168 139 – – 0 – 275 350 275 305
Remarks: *) These data refer to engines equipped with ELBA (electrical balancer) at the free end together with a gear-driven
integrated balancer at the driving end.
C1.2.5.5 Summary
The following table C3 indicates where special installations incorporate PTO arrangements
attention is to be given to dynamic effects and the further investigation is required and Wärtsilä NSD
countermeasures required to reduce them. Where Switzerland Ltd, Winterthur, should be contacted.
5 B *1) *2) A B
6 B *1) *2) B C
7 C *1) *2) C C
8 C *1) *2) A C
Remarks: *1) Detailed calculations have to be carried out for every installation, countermeasures to be selected accordingly
(shaft diameter, critical or barred speed range, damper).
*2) An integrated axial detuner is fitted as standard.
To enable us to provide the most accurate information and advice on protecting the installation and vessel from the effects of
main engine/propeller induced vibration, please photocopy this questionnaire and send us the completed copy.
Client specification
Client name
Owner, yard, consultant, other:
Address:
Department, reference:
Country: Tel., telefax, telex:
Contact person:
Project
Type, size of vessel: Owners name (if available):
Wärtsilä NSD Switzerland Ltd representative:
Engine specification
Engine type: Sulzer RTA52U-B Engine speed [rpm]:
Engine power [kW]: Engine rotation: [clockwise] / [anticlockwise]
Barred speed range accepted: [Yes] / [No]
Shafting
Manufacturer: Drawing number:
(detailed drawings with the propulsion shafting used, to be enclosed)
Propeller
Pitch: [fixed] / [controllable]
Manufacturer: Number of blades:
Drawing number: Diameter [m]:
Mass [kg]: Expanded area blade ratio:
Mean pitch [m]:
Inertia without water [kgm2]: Inertia with water [kgm2]:
General
Order number: Deadline:
Cooler Water flow Design air flow Pressure drop Water content Insert
[m3/h] [kg/h] Water [bar] *1) Air [mbar] *1) [dm3/cooler] Length [mm] Mass [tonnes]
SAC 15 157 90 000 0.7 30 420 2024 3.0
SAC 17 128 57 600 0.6 30 270 1654 2.3
F10.3886
Fig. C8 Turbocharger and scavenge air cooler selection (ABB VTR type tubochargers)
F10.3893
Fig. C9 Turbocharger and scavenge air cooler selection (MHI MET type tubochargers)
F10.3902
Fig. C10 Turbocharger and scavenge air cooler selection (MAN NA type tubochargers)
Number of cylinders
5 6 7 8
Auxiliary air blowers required 2 2 2 2
Remark: *1) The output of the installed electric motor should be at least 10% higher than the maximum power demand at the shaft of the
auxiliary blower.
Number of cylinders El. mot. power El. mot. speed Main supply
[kW] [rpm]
5
6 2.2 1800 440 V / 60Hz
7
8
5
6 1.8 1500 380 V / 50 Hz
7
8
*3)
(single-stage SAC)
Outlet – – – –
ea
avenge
Sea water
Sea-water Conventional cooling *3)
Outlet – – – 57
F10.3891
Number of cylinders 5 6 7 8
A 5 653 6 573 7 493 8 413
Dimensions
Di i iin mm with
iha B 3 030
approx ± 10 mm
tolerance of approx.
C 1 150
D 7 476
E 3 950
F1 8 745
F2 8 219
F3 8 775
G 1 595
I 570
K 480
L 1 275
M 920
N 656
O 2 285
T 6 950
V(1) 3 365
V(2) 3 286
Net engine mass without oil / water [tonnes] 210 250 270 300
Minimum crane capacity [tonnes] 3.0
F10.3894
F10.3895
F10.3896
’ ’
F10.3897
Note:
F10.3898
Fig. C16 Engine foundation for RTA52U-B engine seating with epoxy resin chocks
C1.4.1.1 Introduction
This chapter covers a number of auxiliary power Although the waste heat option is less attractive
arrangements for consideration. However, if your now, due to improved combustion and lower
requirements are not fulfilled, please contact our exhaust gas temperatures, it is still a practical
representative or consult Wärtsilä NSD proposition for engines employed on long
Switzerland Ltd, Winterthur, directly. Our aim is to voyages. The electrical power required when
provide flexibility in power management, reduce loading and discharging cannot be met with a
overall fuel consumption and maintain uni-fuel main-engine driven generator or with the waste
operation. heat recovery system, and for vessels employed
on comparatively short voyages the waste heat
The sea load demand for refrigeration system is not viable. Stand-by diesel generator
compressors, engine and deck ancillaries, sets (Wärtsilä or Sulzer GenSet), burning heavy
machinery space auxiliaries and hotel load can be fuel oil or marine diesel oil, available for use in port,
met using a main-engine driven generator, by a when manouevring or at anchor, provide the
steam-turbine driven generator utilising waste flexibility required when the main engine power
heat from the engine exhaust gas, or simply by cannot be utilised.
auxiliary generator sets. Refer to chapter C1.4.4 of this ESPM for details
of the Sulzer S20U GenSet.
F10.3899
PTO
Category Engine arrangement
gear type
Free end F1 to F5 all engines
Tunnel T1 to T5 all engines
F10.0475
Fig. C18 Free-end PTO gear Table C10 PTO feasibility T10.0472
Table C11 presents the PTO options for power and The tunnel gear is similar to the free-end gear but
speed available for the RTA52U-B engine mounted at the intermediate propeller shaft.
depending on the gear type. Positioning the PTO gear in that area of the ship
depends upon the amount of space available.
Dimensions and masses as well as arrangement
PTO with without drawings are available on request.
gear type ConSpeed ConSpeed
Free end
C1.4.3.5 Constant-speed gear
Generator speed 1000, 1200, 1500, 1800
[rpm]
The constant-speed gear unit, available for free-
700 700 end and tunnel gear, is coupled to the main engine
Power 1200 1200 PTO to provide controlled constant speed of the
[kWe] 1800 1800 generator drive when the main engine speed is va-
*1) *1) ried over a range of 70–104 per cent. It uses the in-
Tunnel herent variable-ratio possibilities of epicyclic
1000, 1200, 1500, 1800 gears, combining the epicyclic gear itself with hy-
Generator speed
[rpm] draulic variable transmission. The generator sup-
ply frequency is maintained within extremely nar-
700
to suit
row limits by the fast response of the
Power 1200
the ship constant-speed gear to input speed variations. It
[kWe] 1800 requirement also allows for continuous parallel operation be-
*1)
tween PTO generator and auxiliary diesel
Remark: *1) Higher powers on request generator(s).
Table C11 PTO options for power and speed T10.2864
F10.0007
C1.5.1.1 Introduction
Client specification
Company:
Name:
Address:
Department:
Country:
Telephone:
Telefax:
Telex:
Date of contact:
Project specification
Project number:
Shipowner, country:
Shipyard, country:
Project manager:
Wärtsilä NSD representative:
Engine specification
Number of cylinders: RTA52U-B
PTO: f Yes j No (continue to ‘Rating point’ below)
(see PTO options table C11 )
Max. PTO [kW] f 700 f 1200 f 1800 f
Constant-speed output: f Yes j No (continue to ‘Rating point’ below)
Speed [rpm]: f 1000 f 1200 f 1500 f 1800
Calculations are based on an operating mode according to propeller law and design (tropical) conditions.
C1.5.1.3.2 Full power (R1) engine system data for conventional sea-water cooling system
F10.1906
Remark: *1) Excluding heat and oil flow for balancer, damper (see chapter C1.2.5) and PTO gear (see table C11).
*2) Available heat for boiler with gas outlet temperature 170°C and temperature drop 5°C from turbine to boiler.
*3) For 12 starts and refilling time 1 hour.
*4) Pressure difference across pump (final delivery head must be according to the actual piping layout).
Table C13 R1 data for conventional sea-water cooling system for engines with ABB VTR turbochargers. T10.3901
C1.5.1.3.3 Full power (R1) engine system data for central fresh water cooling system
(single-stage)
F10.1907
Remark: *1) Excluding heat and oil flow for balancer, damper (see chapter C1.2.5) and PTO gear (see table C11).
*2) Available heat for boiler with gas outlet temperature 170°C and temperature drop 5°C from turbine to boiler.
*3) For 12 starts and refilling time 1 hour.
*4) Pressure difference across pump (final delivery head must be according to the actual piping layout).
Table C14 R1 data for central fresh water cooling system for engines with ABB VTR turbochargers, single-stage SAC T10.3903
F10.0509
*1)
F10.3188
The cooling medium for the cylinder water cooler non-return valve between the CCW pumps and the
is either sea-water for the conventional system or heater (004) are to be installed. In addition, the
fresh water for the central cooling system. In case pumps are to be electrically interlocked to prevent
of the latter one, the cylinder water cooler 012 in both pumps running at the same time. The oper-
figure C26 may be omitted as shown in figure C25. ation of the heater is controlled by a separate tem-
perature sensor installed at the engine outlet and
The cylinder cooling water outlet from the engine the flow rate is set by a throttling disc. If the diesel
is thermostatically controlled by an automatic auxiliaries are to be used to provide warming-
valve (011). A static pressure head is provided, through directly, it is important at the design stage
thermal expansion allowed and water losses made to ensure that there is sufficient heat available and
up by the expansion tank (013), to be installed as that cross-connecting pipework and isolating non-
high as possible above the pump suction (002) to return valves are included.
prevent ingress of air into the cooling system
through the pump gland. The freshwater generator Before starting and operating the engine, a tem-
(010) is not to require more than 40 per cent of the perature of 60°C at the cylinder cooling water
heat dissipated from the cylinder cooling water at outlet of the main engine is recommended. If the
CMCR and is to be used at engine loads above 50 engine is to be started below the recommended
per cent only. In the event that more heat is re- temperature, engine power is not to exceed 80 per
quired (up to 85%), an additional temperature con- cent of CMCR until the water temperature has re-
trol system is to be installed ensuring adequate ached 60°C.
control of the cylinder cooling water outlet tem-
perature (information can be obtained from
WNSD).
To prevent corrosive liner wear when not in service Fig. C27 Engine pre-heating power
during short stays in port, it is important that the
main engine is kept warm. Warming-through can To estimate the heater power capacity required to
be provided by a dedicated heater (004) as shown achieve 60°C, the heating-up time and the engine
in figure C26 ‘Cylinder cooling water system’, ambient temperature are the most important para-
using boiler raised steam, hot water from the diesel meters. They are plotted on the graph shown in fig-
auxiliaries, or by direct circulation from the diesel ure C27 to arrive at the required capacity per cyl-
auxiliaries. If the requirement is for a separate pre- inder; this figure is multiplied by the number of
heating pump (003), a small unit of five per cent of cylinders to give the total heater capacity required.
the main pump capacity (002) and an additional
Example for 7RTA52U-B: For marine crosshead engines with oil-cooled pis-
For an estimated heating-up time of 6 hours to tons, an additive-type crankcase oil of the SAE 30
achieve 60°C and for an engine ambient tempera- viscosity grade must be used as system oil. It must
ture of 40°C the approximate amount of heat for have a minimum BN of 5, detergent properties and
engine pre-heating per cylinder is 9 kW (see fig- meet load carrying performance of the FZG gear
ure C27) is: machine method IP 334/90, load stage pass 9.
Heater capacity = 7 · 9 kW = 63 kW Good thermal stability, antifoam properties and
good demulsifying performance are further re-
quirements.
C1.5.2.2 Lubricating oil systems
The cylinders in the crosshead diesel engines are
C1.5.2.2.1 Lubricating oil systems for lubricated by a separate system working on the
engine once-through principle, i.e. fresh lubricating oil is
directly fed into the cylinders to provide lubrication
Lubrication of the main bearings, thrust bearings, for the liners, pistons and piston rings.
bottom-end bearings, camshaft bearings, cross-
head bearings, together with the piston cooling, is For normal operating conditions, a high-alkaline
carried out by the main lubricating oil system, see marine cylinder oil of the SAE 50 viscosity grade
figure C28 ‘Main lubricating oil system’. The elev- with a minimum kinematic viscosity of 18.5 cSt at
ated lub. oil pressure for the crosshead bearings is 100°C is recommended. The alkalinity of the oil is
obtained using separate pumps. The cylinder liner indicated by its Base Number (BN).
lubrication is carried out by a separate system as
shown in figure C29 ‘Cylinder lubricating oil sys- Note:
tem’. The system oil and cylinder lubricating oil The ‘Base Number’ or ‘BN’ was formerly known as
consumptions are indicated in table A1. ‘Total Base Number’ or ‘TBN’. Only the name has
changed, values remain identical.
The products listed in table C15 ‘Lubricating oils’
were selected in co-operation with the oil suppliers C1.5.2.2.2 Lubricating oil systems for
and are considered the appropriate lubricants in turbochargers
their respective product lines for the application
indicated. Wärtsilä NSD Switzerland Ltd does not The ABB VTR turbochargers with antifriction bear-
accept any liability for the quality of the supplied lu- ings have a fully integrated lub. oil system which is
bricating oil or its performance in actual service. independent of the engine’s lub. oil system.
The Mitsubishi MET and MAN NA turbochargers
In addition to the oils shown in the mentioned list, feature journal bearings which can be lubricated
there are other brands which might be suitable for from the engine’s lub. oil system. However, to ex-
the use in Sulzer diesel engines. Information con- tend the life time of these journal bearings, a separ-
cerning such brands may be obtained on request ate lub. oil system which only serves the turbo-
from Wärtsilä NSD Switzerland Ltd, Winterthur. chargers can be supplied. For more information
please contact WNSD.
Example:
Estimation of minimum throughput
of the lubricating oil separator for
7RTA52U-B with CMCR = 11 200 kW
.
V separator(CMCR) 0.14 11 200 1568 dm 3h
F10.3545
F10.3644
Remark: All cylinder oils must be of SAE 50 viscosity grade with a minimum kinematic viscosity of 18.5 cSt at 100_C.
For running-in new cylinder liners and piston rings, refer to the appropriate sections in the instruction manual and Service
Bulletins.
Remark: *1) Density of up to 1010 kg/m3 (ISO 8217:1996, class F, RMK55) can be accepted if the fuel treatment plant is suitably
equipped to remove water from high-density fuel.
*2) Until publication of this standard X-ray fluorescence or AAS are suggested.
*3) ISO standards can be obtained from the ISO Central Secretariat, PO Box 56, Geneva, Switzerland.
F10.0265
F10.3193
F10.3850
F10.3303
Remark: *1) 12 consecutive starts of the main engine, alternating between ahead and astern
Treatment and disposal of wastes must fulfill all laws for the protection of the environment of those
countries the ship will trade with.
F10.4226
Fig. C35 Leakage collection and washing layout. Typical arrangement of wash water supply and drains collection
Number of cylinders
Units
5 6 7 8
Cylinder cooling water expansion tank
[m3] 0.5 0.5 0.5 0.5
Cyl. cooling water system (fig. C26, item 013)
Cylinder lubricating oil daily service tank *1)
[m3] 0.4 0.5 0.6 0.7
Cylinder lub. oil system (fig. C29, item 003)
Lubricating oil drain tank (initial filling)
[m3] 11 13 15 17
Main lub. oil system (fig. C28, item 002)
HFO daily tank *2)
[m3] (0.20 CMCR t1) / 1000
Heavy fuel oil treat. system (fig. C31, item 002)
MDO daily tank *3)
[m3] (0.20 CMCR t2) / 1000
Heavy fuel oil treat. system (fig. C31, item 003)
Remark: *1) The capacity indicated is valid for R1 rating, it can be proportionally reduced to actual CMCR
*2) t1 = value in hours for required running time with HFO at CMCR [kW]. This figure can be reduced to 8 hours
depending on the operational requirements and efficiency of the fuel treatment plant.
*3) t2 = value in hours for required running time with MDO at CMCR [kW]. This figure depends on the operational
requirements.
Extinguishing Piston underside at bottom Bottle Recommended total number of fire extinguishing
medium dead centre including common bottles
section of cylinder jacket
Number of cylinders
Volume Mass Size
5 6 7 8
[m3/cyl.] [kg/cyl.] [kg]
Carbon-
3.5 13 45 1 2 2 2
dioxide
F10.4162
Example:
Estimation of exhaust pipe diameters for
7RTA52U-B CMCR (Rx) specified and for de-
sign (tropical) conditions: 1) Exhaust gas mass flow (acc. to figure C3 ):
Power (R1) = 11 200 kW
Speed (R1) = 137 rpm q m + (8.37 * 0.4) · 9 520 + 75 874 kgńh
Power (Rx) = 85.0% R1 = 9 520 kW
Speed (Rx) = 89.8% R1 = 123 rpm 2) Exhaust gas temperature (acc. to figure C4):
4) Number of turbochargers
(acc. to figures C8, C9 and C10 ):
n TC + 1
F10.3907
F10.3908
Pipe A:
qm 75 874
q VA + ò @ n TC + + 120 435 m 3ńh
EXH 0.63 @ 1
Pipes B and C:
qm
q VB + q VC + ò + 75 874 + 120 435 m 3ńh
EXH 0.63
dA = 1030 mm,
dB = 1300 mm,
dC = 1100 mm,
or calculated:
d pipe + 18.81 @ Ǹ wq V
pipe
[mm]
F10.3909
F10.3910
F10.3911
F10.3912
C2 RTA62U-B engine
Main parameters:
Bore 620 mm
Stroke 2150 mm
Power (MCR) 2285 kW/cyl
Speed (MCR) 115 rpm
Mean effect. press. 18.4 bar
Mean piston speed 8.2 m/s
Number of cylinders 5 to 8
Remark: * The direction of rotation looking always
It is available with five to eight cylinders rated at from the propeller towards the engine is
clockwise as standard.
2285 kW/cyl to provide a maximum output for the
eight-cylinder engine of 18 280 kW. Overall sizes Note: This illustration of the cross section is
considered as general information only
range from 7.5 m in length to 10.1 m in height for F10.4163
the five-cylinder engine and 10.8 m in length to Fig. C43 Sulzer RTA62U-B cross section
10.1 m in height for the eight-cylinder engine. Dry
weights range from 320 tonnes for the five-cylin- 1. Welded bedplate with integrated thrust
der to 480 tonnes for the eight-cylinder model. bearings and large surface main bearing
Refer to table A1 for primary engine data. shells.
2. Sturdy engine structure with low stresses and
The further development of the RTA62U-B range high stiffness comprising A-shaped fabricated
to provide an engine for ships concentrated double-wall columns and cylinder blocks
around providing power and reliability at the re- attached to the bedplate by pre-tensioned
quired service speeds. The well-proven bore- vertical tie rods.
cooling principle for pistons, liners, cylinder covers 3. Fully built-up camshaft driven by gear wheels
and exhaust valve seats is incorporated with vari- housed in a double column located at the
able injection timing (VIT) which maintains the driving end.
nominal maximum firing pressure within the power 4. A combined injection pump and exhaust valve
range 100 per cent to 85 per cent. actuator unit for two cylinders each. Camshaft
driven fuel pump with double spill valves for
Refer to figure C43 and the following text for the timing fuel delivery to uncooled injectors.
characteristic design features: Camshaft-driven actuator for hydraulic drive
of poppet-type exhaust valve working against
an air spring.
Example:
BSFC at Rx-point:
DBSFC – 2.1 g/kWh (figure C44)
BSFC (Rx) = 173 – 1.9 = 171.1 g/kWh
Example:
BSEF at Rx-point:
DBSEF 0.17 kg/kWh (figure C45)
BSEF (Rx) = 8.2 + 0.17 = 8.37 kg/kWh
F10.3878
Please note that any BSEF figure
must be subject to confirmation
Fig. C45 Estimation of BSEF for Rx by the engine manufacturer.
Example:
tEaT at Rx-point:
DtEaT –9 °C (figure C46)
tEaT (Rx) = 275 – 9 = 266 °C
As a leading designer and licensor we are con- The shafting system is also able to vibrate in the
cerned that satisfactory vibration levels are ob- axial direction. This vibration is due to the axial ex-
tained with our engine installations. The assess- citations coming from the engine and the propeller.
ment and reduction of vibration is subject for
continuous research and we have developed ex- In order to limit the influence of these excitations,
tensive computer software, analytical procedures and limit the level of vibration, an integrated axial
and measuring techniques to deal with the subject. detuner/damper is fitted to the crankshaft of all Sul-
For successful design the vibration behaviour zer RTA engines. In rare cases (e.g. five-cylinder
needs to be calculated over the whole operating engines and very stiff intermediate and propeller
range of the engine and propulsion system. shafts) the influence of axial vibration may be ap-
parent at the engine top. This can be reduced by
C2.2.5.1 Torsional vibration longitudinal friction stays attached to the ship’s
structure.
This involves the whole shafting system compris-
ing crankshaft, propulsion shafting, propeller, en- C2.2.5.3 Hull vibration
gine running gear, flexible couplings and power
take off. It is caused by gas and inertia forces as The hull and accommodation are susceptible to
well as by the irregularities of the propeller torque. vibration caused by the propeller, machinery and
sea conditions. Controlling hull vibration is
It is vitally important to limit torsional vibration in achieved by a number of different means and may
order to avoid damage to the shafting. If the vibra- require fitting longitudinal and lateral stays to the
tion at a critical speed reaches dangerous stress main engine and installing second order balancers
levels, the corresponding speed range has to be on each end of the main engine. These balancers
passed through rapidly (barred-speed range). are available for our engines and involve counter-
However, barred-speed ranges can be reduced, weights rotating at twice the engine speed. There
shifted, and in some cases avoided by installing a are also electrically driven secondary balancers
heavy flywheel at the driving end and/or a tuning available for mounting at the aft end of the ship and
wheel at the free end or a torsional vibration which are tuned to the engine’s operating speed
damper at the free end of the crankshaft. and controlled in accordance with it.
Torsional vibration dampers of various designs are Eliminating hull vibration requires co-operation be-
available to reduce energy on different levels of tween the propeller manufacturer, naval architect,
vibration. shipyard and engine builder.
Lower energy vibrations are absorbed by viscous
dampers. C2.2.5.4 Estimation of engine vibration
Higher energy vibrations are absorbed by a spring data
loaded damper type. In this case the damper is
supplied with oil from the engine’s lubricating sys- The RTA62U-B engine has been designed to elim-
tem and the heat dissipated can range from 20 kW inate free forces and minimize unbalanced exter-
to 60 kW depending on the size of the damper. nal couples of first and second order.
peed
ed
ber of cylin
ngine sp
En
En
M1V M1H M1V M1H M2V M2V M1V M1H M1V M1H M2V M2V ∆M ∆M ∆M ∆M
Nu
[rpm] [±kNm] [±kNm] [±kNm] [±kNm] [±kNm] [±kNm] [rpm] [±kNm] [±kNm] [±kNm] [±kNm] [±kNm] [±kNm] [±kNm] [±kNm] [±kNm] [±kNm]
5 204 194 – – 2122 762 131 124 – – 1358 488 1206 1216 1183 1181
6 115 0 0 – – 1476 12 92 0 0 – – 945 8 849 944 847 870
7 124 113 – – 429 – 79 72 – – 275 – 665 765 662 698
8 414 379 – – 0 – 265 243 – – 0 – 468 594 464 517
Remarks: *) These data refer to engines equipped with ELBA (electrical balancer) at the free end together with a gear-driven
integrated balancer at the driving end.
C2.2.5.5 Summary
The following table C23 indicates where special installations incorporate PTO arrangements
attention is to be given to dynamic effects and the further investigation is required and Wärtsilä NSD
countermeasures required to reduce them. Where Switzerland Ltd, Winterthur, should be contacted.
5 A *1) *2) A B
6 B *1) *2) B C
7 C *1) *2) C C
8 C *1) *2) A C
Remarks: *1) Detailed calculations have to be carried out for every installation, countermeasures to be selected accordingly
(shaft diameter, critical or barred speed range, damper).
*2) An integrated axial detuner is fitted as standard.
To enable us to provide the most accurate information and advice on protecting the installation and vessel from the effects of
main engine/propeller induced vibration, please photocopy this questionnaire and send us the completed copy.
Client specification
Client name
Owner, yard, consultant, other:
Address:
Department, reference:
Country: Tel., telefax, telex:
Contact person:
Project
Type, size of vessel: Owners name (if available):
Wärtsilä NSD Switzerland Ltd representative:
Engine specification
Engine type: Sulzer RTA62U-B Engine speed [rpm]:
Engine power [kW]: Engine rotation: [clockwise] / [anticlockwise]
Barred speed range accepted: [Yes] / [No]
Shafting
Manufacturer: Drawing number:
(detailed drawings with the propulsion shafting used, to be enclosed)
Propeller
Pitch: [fixed] / [controllable]
Manufacturer: Number of blades:
Drawing number: Diameter [m]:
Mass [kg]: Expanded area blade ratio:
Mean pitch [m]:
Inertia without water [kgm2]: Inertia with water [kgm2]:
General
Order number: Deadline:
Cooler Water flow Design air flow Pressure drop Water content Insert
[m3/h] [kg/h] Water [bar] *1) Air [mbar] *1) [dm3/cooler] Length [mm] Mass [tonnes]
SAC 15 157 90 000 0.7 30 420 2024 3.0
SAC 17 128 57 600 0.6 30 270 1654 2.3
F10.3935
Fig. C50 Turbocharger and scavenge air cooler selection (ABB VTR type tubochargers)
F10.3941
Fig. C51 Turbocharger and scavenge air cooler selection (MHI MET type tubochargers)
F10.3946
Fig. C52 Turbocharger and scavenge air selection (MAN NA type tubochargers)
Number of cylinders
5 6 7 8
Auxiliary air blowers required 2 2 2 2
Remark: *1) The output of the installed electric motor should be at least 10% higher than the maximum power demand at the shaft of the
auxiliary blower.
Number of cylinders El. mot. power El. mot. speed Main supply
[kW] [rpm]
5
6 3.7 1800 440 V / 60Hz
7
8
5
6 3.1 1500 380 V / 50 Hz
7
8
*3)
(single-stage SAC)
Outlet – – – –
ea
avenge
Sea water
Sea-water Conventional cooling *3)
Outlet – – – 57
F10.3891
Number of cylinders 5 6 7 8
A 6 479 7 579 8 679 9 779
Dimensions
Di i iin mm with
iha B 3 560
approx ± 10 mm
tolerance of approx.
C 1 350
D 8 750
E 4 210
F1 10 300
F2 9 628
F3 10 302
G 1 880
I 593
K 383
L 1 267
M 1 100
N 770
O 2 720
T 8 220
V(1) 3 520
V(2) 3 470
Net engine mass without oil / water [tonnes] 320 375 430 480
Minimum crane capacity [tonnes] 4.0
F10.3942
F10.3943
F10.3944
’ ’
F10.3945
Note:
F10.3549
Fig. C58 Engine foundation for RTA62U-B engine seating with epoxy resin chocks
F10.3899
PTO
Category Engine arrangement
gear type
Free end F1 to F5 all engines
Tunnel T1 to T5 all engines
F10.0475
Fig. C60 Free-end PTO gear Table C30 PTO feasibility T10.0472
Table C31 presents the PTO options for power and The tunnel gear is similar to the free-end gear but
speed available for the RTA62U-B engine mounted at the intermediate propeller shaft.
depending on the gear type. Positioning the PTO gear in that area of the ship
depends upon the amount of space available.
Dimensions and masses as well as arrangement
PTO with without drawings are available on request.
gear type ConSpeed ConSpeed
Free end
C2.4.3.5 Constant-speed gear
Generator speed 1000, 1200, 1500, 1800
[rpm]
The constant-speed gear unit, available for free-
700 700 end and tunnel gear, is coupled to the main engine
Power 1200 1200 PTO to provide controlled constant speed of the
[kWe] 1800 1800 generator drive when the main engine speed is va-
*1) *1) ried over a range of 70–104 per cent. It uses the in-
Tunnel herent variable-ratio possibilities of epicyclic
1000, 1200, 1500, 1800 gears, combining the epicyclic gear itself with hy-
Generator speed
[rpm] draulic variable transmission. The generator sup-
ply frequency is maintained within extremely nar-
700
to suit
row limits by the fast response of the
Power 1200
the ship constant-speed gear to input speed variations. It
[kWe] 1800 requirement also allows for continuous parallel operation be-
*1)
tween PTO generator and auxiliary diesel
Remark: *1) Higher powers on request generator(s).
Table C31 PTO options for power and speed T10.2864
F10.0007
C2.5.1.1 Introduction
Client specification
Company:
Name:
Address:
Department:
Country:
Telephone:
Telefax:
Telex:
Date of contact:
Project specification
Project number:
Shipowner, country:
Shipyard, country:
Project manager:
Wärtsilä NSD representative:
Engine specification
Number of cylinders: RTA62U-B
PTO: f Yes j No (continue to ‘Rating point’ below)
(see PTO options table C31)
Max. PTO [kW] f 700 f 1200 f 1800 f
Constant-speed output: f Yes j No (continue to ‘Rating point’ below)
Speed [rpm]: f 1000 f 1200 f 1500 f 1800
Calculations are based on an operating mode according to propeller law and design (tropical) conditions.
C2.5.1.3.2 Full power (R1) engine system data for conventional sea-water cooling system
F10.1906
Remark: *1) Excluding heat and oil flow for balancer, damper (see chapter C2.2.5) and PTO gear (see table C31).
*2) Available heat for boiler with gas outlet temperature 170°C and temperature drop 5°C from turbine to boiler.
*3) For 12 starts and refilling time 1 hour.
*4) Pressure difference across pump (final delivery head must be according to the actual piping layout).
Table C33 R1 data for conventional sea-water cooling system for engines with ABB VTR turbochargers. T10.3947
C2.5.1.3.3 Full power (R1) engine system data for central fresh water cooling system
(single-stage)
F10.1907
Remark: *1) Excluding heat and oil flow for balancer, damper (see chapter C2.2.5) and PTO gear (see table C31).
*2) Available heat for boiler with gas outlet temperature 170°C and temperature drop 5°C from turbine to boiler.
*3) For 12 starts and refilling time 1 hour.
*4) Pressure difference across pump (final delivery head must be according to the actual piping layout).
Table C34 R1 data for central fresh water cooling system for engines with ABB VTR turbochargers, single-stage SAC T10.3948
F10.0509
*1)
F10.3188
The cooling medium for the cylinder water cooler non-return valve between the CCW pumps and the
is either sea-water for the conventional system or heater (004) are to be installed. In addition, the
fresh water for the central cooling system. In case pumps are to be electrically interlocked to prevent
of the latter one, the cylinder water cooler 012 in both pumps running at the same time. The oper-
figure C68 may be omitted as shown in figure C67. ation of the heater is controlled by a separate tem-
perature sensor installed at the engine outlet and
The cylinder cooling water outlet from the engine the flow rate is set by a throttling disc. If the diesel
is thermostatically controlled by an automatic auxiliaries are to be used to provide warming-
valve (011). A static pressure head is provided, through directly, it is important at the design stage
thermal expansion allowed and water losses made to ensure that there is sufficient heat available and
up by the expansion tank (013), to be installed as that cross-connecting pipework and isolating non-
high as possible above the pump suction (002) to return valves are included.
prevent ingress of air into the cooling system
through the pump gland. The freshwater generator Before starting and operating the engine, a tem-
(010) is not to require more than 40 per cent of the perature of 60°C at the cylinder cooling water
heat dissipated from the cylinder cooling water at outlet of the main engine is recommended. If the
CMCR and is to be used at engine loads above 50 engine is to be started below the recommended
per cent only. In the event that more heat is re- temperature, engine power is not to exceed 80 per
quired (up to 85%), an additional temperature con- cent of CMCR until the water temperature has re-
trol system is to be installed ensuring adequate ached 60°C.
control of the cylinder cooling water outlet tem-
perature (information can be obtained from
WNSD).
To prevent corrosive liner wear when not in service Fig. C69 Engine pre-heating power
during short stays in port, it is important that the
main engine is kept warm. Warming-through can To estimate the heater power capacity required to
be provided by a dedicated heater (004) as shown achieve 60°C, the heating-up time and the engine
in figure C68 ‘Cylinder cooling water system’, ambient temperature are the most important para-
using boiler raised steam, hot water from the diesel meters. They are plotted on the graph shown in fig-
auxiliaries, or by direct circulation from the diesel ure C69 to arrive at the required capacity per cyl-
auxiliaries. If the requirement is for a separate pre- inder; this figure is multiplied by the number of
heating pump (003), a small unit of five per cent of cylinders to give the total heater capacity required.
the main pump capacity (002) and an additional
Example for 7RTA62U-B: For marine crosshead engines with oil-cooled pis-
For an estimated heating-up time of 6 hours to tons, an additive-type crankcase oil of the SAE 30
achieve 60°C and for an engine ambient tempera- viscosity grade must be used as system oil. It must
ture of 40°C the approximate amount of heat for have a minimum BN of 5, detergent properties and
engine pre-heating per cylinder is 9 kW (see fig- meet load carrying performance of the FZG gear
ure C69) is: machine method IP 334/90, load stage pass 9.
Heater capacity = 7 · 12 kW = 84 kW. Good thermal stability, antifoam properties and
good demulsifying performance are further re-
quirements.
C2.5.2.2 Lubricating oil systems
The cylinders in the crosshead diesel engines are
C2.5.2.2.1 Lubricating oil systems for lubricated by a separate system working on the
engine once-through principle, i.e. fresh lubricating oil is
directly fed into the cylinders to provide lubrication
Lubrication of the main bearings, thrust bearings, for the liners, pistons and piston rings.
bottom-end bearings, camshaft bearings, cross-
head bearings, together with the piston cooling, is For normal operating conditions, a high-alkaline
carried out by the main lubricating oil system, see marine cylinder oil of the SAE 50 viscosity grade
figure C70 ‘Main lubricating oil system’. The elev- with a minimum kinematic viscosity of 18.5 cSt at
ated lub. oil pressure for the crosshead bearings is 100°C is recommended. The alkalinity of the oil is
obtained using separate pumps. The cylinder liner indicated by its Base Number (BN).
lubrication is carried out by a separate system as
shown in figure C71 ‘Cylinder lubricating oil sys- Note:
tem’. The system oil and cylinder lubricating oil The ‘Base Number’ or ‘BN’ was formerly known as
consumptions are indicated in table A1. ‘Total Base Number’ or ‘TBN’. Only the name has
changed, values remain identical.
The products listed in table C35 ‘Lubricating oils’
were selected in co-operation with the oil suppliers C2.5.2.2.2 Lubricating oil systems for
and are considered the appropriate lubricants in turbochargers
their respective product lines for the application
indicated. Wärtsilä NSD Switzerland Ltd does not The ABB VTR turbochargers with antifriction bear-
accept any liability for the quality of the supplied lu- ings have a fully integrated lub. oil system which is
bricating oil or its performance in actual service. independent of the engine’s lub. oil system.
The Mitsubishi MET and MAN NA turbochargers
In addition to the oils shown in the mentioned list, feature journal bearings which can be lubricated
there are other brands which might be suitable for from the engine’s lub. oil system. However, to ex-
the use in Sulzer diesel engines. Information con- tend the life time of these journal bearings, a separ-
cerning such brands may be obtained on request ate lub. oil system which only serves the turbo-
from Wärtsilä NSD Switzerland Ltd, Winterthur. chargers can be supplied. For more information
please contact WNSD.
Example:
Estimation of minimum throughput
of the lubricating oil separator for
7RTA62U-B with CMCR = 15 995 kW
.
V separator(CMCR) 0.14 15 995 2240 dm 3h
F10.3545
F10.3546
Remark: All cylinder oils must be of SAE 50 viscosity grade with a minimum kinematic viscosity of 18.5 cSt at 100_C.
For running-in new cylinder liners and piston rings, refer to the appropriate sections in the instruction manual and Service
Bulletins.
Remark: *1) Density of up to 1010 kg/m3 (ISO 8217:1996, class F, RMK55) can be accepted if the fuel treatment plant is suitably
equipped to remove water from high-density fuel.
*2) Until publication of this standard X-ray fluorescence or AAS are suggested.
*3) ISO standards can be obtained from the ISO Central Secretariat, PO Box 56, Geneva, Switzerland.
F10.0265
F10.3193
F10.3850
F10.3303
Remark: *1) 12 consecutive starts of the main engine, alternating between ahead and astern
Treatment and disposal of wastes must fulfill all laws for the protection of the environment of those
countries the ship will trade with.
F10.4098
Fig. C77 Leakage collection and washing layout. Typical arrangement of wash water supply and drains collection
Number of cylinders
Units
5 6 7 8
Cylinder cooling water expansion tank
[m3] 0.5 0.5 0.5 0.75
Cyl. cooling water system (fig. C68, item 013)
Cylinder lubricating oil daily service tank *1)
[m3] 0.6 0.7 0.8 0.9
Cylinder lub. oil system (fig. C71, item 003)
Lubricating oil drain tank (initial filling)
[m3] 15 18 21 24
Main lub. oil system (fig. C70, item 002)
HFO daily tank *2)
[m3] (0.20 CMCR t1) / 1000
Heavy fuel oil treat. system (fig. C73, item 002)
MDO daily tank *3)
[m3] (0.20 CMCR t2) / 1000
Heavy fuel oil treat. system (fig. C73, item 003)
Remark: *1) The capacity indicated is valid for R1 rating, it can be proportionally reduced to actual CMCR
*2) t1 = value in hours for required running time with HFO at CMCR [kW]. This figure can be reduced to 8 hours
depending on the operational requirements and efficiency of the fuel treatment plant.
*3) t2 = value in hours for required running time with MDO at CMCR [kW]. This figure depends on the operational
requirements.
Extinguishing Piston underside at bottom Bottle Recommended total number of fire extinguishing
medium dead centre including common bottles
section of cylinder jacket
Number of cylinders
Volume Mass Size
5 6 7 8
[m3/cyl.] [kg/cyl.] [kg]
Carbon-
6 22 45 2 3 3 4
dioxide
F10.4162
Example:
Estimation of exhaust pipe diameters for
7RTA62U-B CMCR (Rx) specified and for de-
sign (tropical) conditions: 1) Exhaust gas mass flow (acc. to figure C45):
Power (R1) = 15 995 kW
Speed (R1) = 115 rpm q m + (8.37 * 0.4) · 13 596 + 108 360 kgńh
Power (Rx) = 85.0% R1 = 13 596 kW
Speed (Rx) = 89.6% R1 = 103 rpm 2) Exhaust gas temperature (acc. to figure C46):
4) Number of turbochargers
(acc. to figures C50, C51 and C52)
n TC + 2
F10.3907
F10.3957
Pipe A:
qm 108 360
q VA + ò @ n TC + + 86 000 m 3ńh
EXH 0.63 @ 2
Pipes B and C:
qm
q VB + q VC + ò + 108 360 + 172 000 m 3ńh
EXH 0.63
dA = 870 mm,
dB = 1560 mm,
dC = 1320 mm,
or calculated:
d pipe + 18.81 @ Ǹ wq V
pipe
[mm]
F10.3958
F10.3959
F10.3960
F10.3961
C3 RTA72U-B engine
Main parameters:
Bore 720 mm
Stroke 2500 mm
Power (MCR) 3080 kW/cyl
Speed (MCR) 99 rpm
Mean effect. press. 18.3 bar
Mean piston speed 8.3 m/s
Number of cylinders 5 to 8
Remark: * The direction of rotation looking always
from the propeller towards the engine is
It is available with five to eight cylinders rated at clockwise as standard.
3080 kW/cyl to provide a maximum output for the Note: This illustration of the cross section is
considered as general information only
eight-cylinder engine of 24 640 kW. Overall sizes F10.4163
range from 8.7 m in length to 11.7 m in height for Fig. C85 Sulzer RTA72U-B cross section
the five-cylinder engine and 12.6 m in length to
11.7 m in height for the eight-cylinder engine. Dry 1. Welded bedplate with integrated thrust
weights range from 485 tonnes for the five-cylin- bearings and large surface main bearing
der to 715 tonnes for the eight-cylinder model. shells.
Refer to table A1 for primary engine data. 2. Sturdy engine structure with low stresses and
high stiffness comprising A-shaped fabricated
The further development of the RTA72U-B range double-wall columns and cylinder blocks
to provide an engine for ships concentrated attached to the bedplate by pre-tensioned
around providing power and reliability at the re- vertical tie rods.
quired service speeds. The well-proven bore- 3. Fully built-up camshaft driven by gear wheels
cooling principle for pistons, liners, cylinder covers housed in a double column located at the
and exhaust valve seats is incorporated with vari- driving end.
able injection timing (VIT) which maintains the 4. A combined injection pump and exhaust valve
nominal maximum firing pressure within the power actuator unit for two cylinders each. Camshaft
range 100 per cent to 85 per cent. driven fuel pump with double spill valves for
timing fuel delivery to uncooled injectors.
Refer to figure C85 and the following text for the Camshaft-driven actuator for hydraulic drive
characteristic design features: of poppet-type exhaust valve working against
an air spring.
Example:
BSFC at Rx-point:
DBSFC –1.9 g/kWh (figure C86)
BSFC (Rx) = 171 – 1.9 = 169.1 g/kWh
Example:
BSEF at Rx-point:
DBSEF 0.17 kg/kWh (figure C87)
BSEF (Rx) = 8.2 + 0.17 = 8.37 kg/kWh
Example:
tEaT at Rx-point:
DtEaT –9 °C (figure C88)
tEaT (Rx) = 275 – 9 = 266 °C
As a leading designer and licensor we are con- The shafting system is also able to vibrate in the
cerned that satisfactory vibration levels are ob- axial direction. This vibration is due to the axial ex-
tained with our engine installations. The assess- citations coming from the engine and the propeller.
ment and reduction of vibration is subject for
continuous research and we have developed ex- In order to limit the influence of these excitations,
tensive computer software, analytical procedures and limit the level of vibration, an integrated axial
and measuring techniques to deal with the subject. detuner/damper is fitted to the crankshaft of all Sul-
For successful design the vibration behaviour zer RTA engines. In rare cases (e.g. five-cylinder
needs to be calculated over the whole operating engines and very stiff intermediate and propeller
range of the engine and propulsion system. shafts) the influence of axial vibration may be ap-
parent at the engine top. This can be reduced by
C3.2.5.1 Torsional vibration longitudinal friction stays attached to the ship’s
structure.
This involves the whole shafting system compris-
ing crankshaft, propulsion shafting, propeller, en- C3.2.5.3 Hull vibration
gine running gear, flexible couplings and power
take off. It is caused by gas and inertia forces as The hull and accommodation are susceptible to
well as by the irregularities of the propeller torque. vibration caused by the propeller, machinery and
sea conditions. Controlling hull vibration is
It is vitally important to limit torsional vibration in achieved by a number of different means and may
order to avoid damage to the shafting. If the vibra- require fitting longitudinal and lateral stays to the
tion at a critical speed reaches dangerous stress main engine and installing second order balancers
levels, the corresponding speed range has to be on each end of the main engine. These balancers
passed through rapidly (barred-speed range). are available for our engines and involve counter-
However, barred-speed ranges can be reduced, weights rotating at twice the engine speed. There
shifted, and in some cases avoided by installing a are also electrically driven secondary balancers
heavy flywheel at the driving end and/or a tuning available for mounting at the aft end of the ship and
wheel at the free end or a torsional vibration which are tuned to the engine’s operating speed
damper at the free end of the crankshaft. and controlled in accordance with it.
Torsional vibration dampers of various designs are Eliminating hull vibration requires co-operation be-
available to reduce energy on different levels of tween the propeller manufacturer, naval architect,
vibration. shipyard and engine builder.
Lower energy vibrations are absorbed by viscous
dampers. C3.2.5.4 Estimation of engine vibration
Higher energy vibrations are absorbed by a spring data
loaded damper type. In this case the damper is
supplied with oil from the engine’s lubricating sys- The RTA72U-B engine has been designed to elim-
tem and the heat dissipated can range from 20 kW inate free forces and minimize unbalanced exter-
to 80 kW depending on the size of the damper. nal couples of first and second order.
peed
ed
ber of cylin
ngine sp
En
En
M1V M1H M1V M1H M2V M2V M1V M1H M1V M1H M2V M2V ∆M ∆M ∆M ∆M
Nu
[rpm] [±kNm] [±kNm] [±kNm] [±kNm] [±kNm] [±kNm] [rpm] [±kNm] [±kNm] [±kNm] [±kNm] [±kNm] [±kNm] [±kNm] [±kNm] [±kNm] [±kNm]
5 349 266 – – 3277 1260 222 169 – – 2087 803 1888 1905 1856 1850
6 99 0 0 – – 2280 111 79 0 0 – – 1452 71 1332 1480 1332 1365
7 207 159 – – 662 – 132 101 – – 422 – 1042 1200 1042 1095
8 696 531 – – 0 – 443 338 – – 0 – 733 931 733 810
Remarks: *) These data refer to engines equipped with ELBA (electrical balancer) at the free end together with a gear-driven
integrated balancer at the driving end.
Table C41 Free couples of mass forces and torque variations T10.3965
C3.2.5.5 Summary
The following table C43 indicates where special installations incorporate PTO arrangements
attention is to be given to dynamic effects and the further investigation is required and Wärtsilä NSD
countermeasures required to reduce them. Where Switzerland Ltd, Winterthur, should be contacted.
5 A *1) *2) A B
6 B *1) *2) B C
7 C *1) *2) C C
8 C *1) *2) A C
Remarks: *1) Detailed calculations have to be carried out for every installation, countermeasures to be selected accordingly
(shaft diameter, critical or barred speed range, damper).
*2) An integrated axial detuner is fitted as standard.
To enable us to provide the most accurate information and advice on protecting the installation and vessel from the effects of
main engine/propeller induced vibration, please photocopy this questionnaire and send us the completed copy.
Client specification
Client name
Owner, yard, consultant, other:
Address:
Department, reference:
Country: Tel., telefax, telex:
Contact person:
Project
Type, size of vessel: Owners name (if available):
Wärtsilä NSD Switzerland Ltd representative:
Engine specification
Engine type: Sulzer RTA72U-B Engine speed [rpm]:
Engine power [kW]: Engine rotation: [clockwise] / [anticlockwise]
Barred speed range accepted: [Yes] / [No]
Shafting
Manufacturer: Drawing number:
(detailed drawings with the propulsion shafting used, to be enclosed)
Propeller
Pitch: [fixed] / [controllable]
Manufacturer: Number of blades:
Drawing number: Diameter [m]:
Mass [kg]: Expanded area blade ratio:
Mean pitch [m]:
Inertia without water [kgm2]: Inertia with water [kgm2]:
General
Order number: Deadline:
Cooler Water flow Design air flow Pressure drop Water content Insert
[m3/h] [kg/h] Water [bar] *1) Air [mbar] *1) [dm3/cooler] Length [mm] Mass [tonnes]
SAC 15 157 90 000 0.7 30 420 2024 3.0
SAC 17 128 57 600 0.6 30 270 1654 2.3
SAC 23 254 140 400 0.6 30 506 2774 4.1
F10.3970
Fig. C92 Turbocharger and scavenge air cooler selection (ABB VTR type turbochargers)
F10.3826
Fig. C93 Turbocharger and scavenge air cooler selection (MHI MET type tubochargers)
F10.3827
Fig. C94 Turbocharger and scavenge air cooler selection (MAN NA type tubochargers)
Number of cylinders
5 6 7 8
Auxiliary air blowers required 2 2 2 2
Remark: *1) The output of the installed electric motor should be at least 10% higher than the maximum power demand at the shaft of the
auxiliary blower.
Number of cylinders El. mot. power El. mot. speed Main supply
[kW] [rpm]
5 3.7
6 5.5 1800 440 V / 60Hz
7 5.5
8 5.5
5 3.1
6 4.3 1500 380 V / 50 Hz
7 4.3
8 4.3
*3)
(single-stage SAC)
Outlet – – – –
ea
avenge
Sea water
Sea-water Conventional cooling *3)
Outlet – – – 57
F10.3891
Number of cylinders 5 6 7 8
A 7 529 8 819 10 109 11 399
Dimensions
Di i iin mm with
iha B 4 070
approx ± 10 mm
tolerance of approx.
C 1 570
D 10 105
E(1) 4 900
E(2) 4 400
F1 11 875
F2 11 121
F3 11 888
G 2 155
I 653
K 451
L 1 474
M 1 290
N 895
O 3 170
T 9 525
V(1) 4 022
V(2) 3 960
V(3) 3 787
Net engine mass without oil / water [tonnes] 485 565 640 715
Minimum crane capacity [tonnes] 6.0
Remark: E(1) dimension aacross platform for engines with turbocharger VTR714
E(2) dimension aacross platform for engines with turbocharger VTR564 or VTR454
F1 min. crane hook height for vertical withdrawal
F2 min. height of ceiling for tilted piston removal when using a double jib crane
F3 min. height of ceiling for vertical withdrawal when using a double jib crane
V(1) dimension across turbocharger VTR714 with SAC23
V(2) dimension across turbocharger VTR564 with SAC15
V(3) dimension across turbocharger VTR454 with SAC17
Mass calculated according to nominal dimensions of drawings, including
turbochargers and SAC (specified for R1 and ABB turbochargers), pipings and platforms
Table C49 Dimensions and masses T10.3977
F10.3979
F10.3980
F10.3981
F10.3982
Note:
This is a typical example, other foundation arrangements may be possible.
F10.3983
Fig. C100 Engine foundation for RTA72U-B engine seating with epoxy resin chocks
F10.3899
PTO
Category Engine arrangement
gear type
Free end F1 to F5 all engines
Tunnel T1 to T5 all engines
F10.0475
Fig. C102 Free-end PTO gear Table C50 PTO feasibility T10.0472
Table C51 presents the PTO options for power and The tunnel gear is similar to the free-end gear but
speed available for the RTA72U-B engine mounted at the intermediate propeller shaft.
depending on the gear type. Positioning the PTO gear in that area of the ship
depends upon the amount of space available.
Dimensions and masses as well as arrangement
PTO with without drawings are available on request.
gear type ConSpeed ConSpeed
Free end
C3.4.3.5 Constant-speed gear
Generator speed 1000, 1200, 1500, 1800
[rpm]
The constant-speed gear unit, available for free-
700 700 end and tunnel gear, is coupled to the main engine
Power 1200 1200 PTO to provide controlled constant speed of the
[kWe] 1800 1800 generator drive when the main engine speed is va-
*1) *1) ried over a range of 70–104 per cent. It uses the in-
Tunnel herent variable-ratio possibilities of epicyclic
1000, 1200, 1500, 1800 gears, combining the epicyclic gear itself with hy-
Generator speed
[rpm] draulic variable transmission. The generator sup-
ply frequency is maintained within extremely nar-
700
to suit
row limits by the fast response of the
Power 1200
the ship constant-speed gear to input speed variations. It
[kWe] 1800 requirement also allows for continuous parallel operation be-
*1)
tween PTO generator and auxiliary diesel
Remark: *1) Higher powers on request generator(s).
Table C51 PTO options for power and speed T10.2864
F10.0007
C3.5.1.1 Introduction
Client specification
Company:
Name:
Address:
Department:
Country:
Telephone:
Telefax:
Telex:
Date of contact:
Project specification
Project number:
Shipowner, country:
Shipyard, country:
Project manager:
Wärtsilä NSD representative:
Engine specification
Number of cylinders: RTA72U-B
PTO: f Yes j No (continue to ‘Rating point’ below)
(see PTO options table C51)
Max. PTO [kW] f 700 f 1200 f 1800 f
Constant-speed output: f Yes j No (continue to ‘Rating point’ below)
Speed [rpm]: f 1000 f 1200 f 1500 f 1800
Calculations are based on an operating mode according to propeller law and design (tropical) conditions.
C3.5.1.3.2 Full power (R1) engine system data for conventional sea-water cooling system
F10.1906
Remark: *1) Excluding heat and oil flow for balancer, damper (see chapter C3.2.5) and PTO gear (see table C51).
*2) Available heat for boiler with gas outlet temperature 170°C and temperature drop 5°C from turbine to boiler.
*3) For 12 starts and refilling time 1 hour.
*4) Pressure difference across pump (final delivery head must be according to the actual piping layout).
Table C53 R1 data for conventional sea-water cooling system for engines with ABB VTR turbochargers. T10.3984
C3.5.1.3.3 Full power (R1) engine system data for central fresh water cooling system
(single-stage)
F10.1907
Remark: *1) Excluding heat and oil flow for balancer, damper (see chapter C3.2.5) and PTO gear (see table C51).
*2) Available heat for boiler with gas outlet temperature 170°C and temperature drop 5°C from turbine to boiler.
*3) For 12 starts and refilling time 1 hour.
*4) Pressure difference across pump (final delivery head must be according to the actual piping layout).
Table C54 R1 data for central fresh water cooling system for engines with ABB VTR turbochargers, single-stage SAC T10.3985
F10.0509
Fig. C108 Conventional sea-water cooling system
*1)
F10.3188
The cooling medium for the cylinder water cooler using boiler raised steam, hot water from the diesel
is either sea-water for the conventional system or auxiliaries, or by direct circulation from the diesel
fresh water for the central cooling system. In case auxiliaries. If the requirement is for a separate pre-
of the latter one, the cylinder water cooler 012 in heating pump (003), a small unit of five per cent of
figure C110 may be omitted as shown in figure the main pump capacity (002) and an additional
C109. non-return valve between the CCW pumps and the
heater (004) are to be installed. In addition, the
The cylinder cooling water outlet from the engine pumps are to be electrically interlocked to prevent
is thermostatically controlled by an automatic both pumps running at the same time. The oper-
valve (011). A static pressure head is provided, ation of the heater is controlled by a separate tem-
thermal expansion allowed and water losses made perature sensor installed at the engine outlet and
up by the expansion tank (013), to be installed as the flow rate is set by a throttling disc. If the diesel
high as possible above the pump suction (002) to auxiliaries are to be used to provide warming-
prevent ingress of air into the cooling system through directly, it is important at the design stage
through the pump gland. The freshwater generator to ensure that there is sufficient heat available and
(010) is not to require more than 40 per cent of the that cross-connecting pipework and isolating non-
heat dissipated from the cylinder cooling water at return valves are included.
CMCR and is to be used at engine loads above 50
per cent only. In the event that more heat is re- Before starting and operating the engine, a tem-
quired (up to 85%), an additional temperature con- perature of 60°C at the cylinder cooling water
trol system is to be installed ensuring adequate outlet of the main engine is recommended. If the
control of the cylinder cooling water outlet tem- engine is to be started below the recommended
perature (information can be obtained from temperature, engine power is not to exceed 80 per
WNSD). cent of CMCR until the water temperature has re-
ached 60°C.
Correct treatment of the fresh water is essential for
safe engine operation. Only totally demineralized
water or condensate must be used as water and it
must be treated with a suitable corrosion inhibitor
to prevent corrosive attack, sludge formation and
scale deposits in the system. No internally galvan-
ized steel pipes should be used in connection with
treated fresh water, since most corrosion inhibitors
have a nitrite base. Nitrites attack the zinc lining of
galvanized piping and create sludge.
in figure C110 ‘Cylinder cooling water system’, Fig. C111 Engine pre-heating power
To estimate the heater power capacity required to For marine crosshead engines with oil-cooled pis-
achieve 60°C, the heating-up time and the engine tons, an additive-type crankcase oil of the SAE 30
ambient temperature are the most important para- viscosity grade must be used as system oil. It must
meters. They are plotted on the graph shown in fig- have a minimum BN of 5, detergent properties and
ure C111 to arrive at the required capacity per cyl- meet load carrying performance of the FZG gear
inder; this figure is multiplied by the number of machine method IP 334/90, load stage pass 9.
cylinders to give the total heater capacity required. Good thermal stability, antifoam properties and
good demulsifying performance are further re-
Example for 7RTA52U-B: quirements.
For an estimated heating-up time of 6 hours to
achieve 60°C and for an engine ambient tempera- The cylinders in the crosshead diesel engines are
ture of 40°C the approximate amount of heat for lubricated by a separate system working on the
engine pre-heating per cylinder is 18 kW (see fig- once-through principle, i.e. fresh lubricating oil is
ure C111) is: directly fed into the cylinders to provide lubrication
Heater capacity = 7 · 18 kW = 126 kW for the liners, pistons and piston rings.
Example:
Estimation of minimum throughput
of the lubricating oil separator for
7RTA72U-B with CMCR = 21 560 kW
.
V separator(CMCR) 0.14 21 560 3018 dm 3h
F10.3545
F10.3547
Remark: All cylinder oils must be of SAE 50 viscosity grade with a minimum kinematic viscosity of 18.5 cSt at 100_C.
For running-in new cylinder liners and piston rings, refer to the appropriate sections in the instruction manual and Service
Bulletins.
Remark: *1) Density of up to 1010 kg/m3 (ISO 8217:1996, class F, RMK55) can be accepted if the fuel treatment plant is suitably
equipped to remove water from high-density fuel.
*2) Until publication of this standard X-ray fluorescence or AAS are suggested.
*3) ISO standards can be obtained from the ISO Central Secretariat, PO Box 56, Geneva, Switzerland.
F10.0265
F10.3193
F10.3850
F10.3303
Remark: *1) 12 consecutive starts of the main engine, alternating between ahead and astern
Treatment and disposal of wastes must fulfill all laws for the protection of the environment of those
countries the ship will trade with.
F10.4098
Fig. C119 Leakage collection and washing layout. Typical arrangement of wash water supply and drains collection
Number of cylinders
Units
5 6 7 8
Cylinder cooling water expansion tank
[m3] 0.5 0.75 0.75 0.75
Cyl. cooling water system (fig. C110, item 013)
Cylinder lubricating oil daily service tank *1)
[m3] 0.8 1.0 1.1 1.3
Cylinder lub. oil system (fig. C113, item 003)
Lubricating oil drain tank (initial filling)
[m3] 20 24 28 33
Main lub. oil system (fig. C112, item 002)
HFO daily tank *2)
[m3] (0.20 CMCR t1) / 1000
Heavy fuel oil treat. system (fig. C115, item 002)
MDO daily tank *3)
[m3] (0.20 CMCR t2) / 1000
Heavy fuel oil treat. system (fig. C115, item 003)
Remark: *1) The capacity indicated is valid for R1 rating, it can be proportionally reduced to actual CMCR
*2) t1 = value in hours for required running time with HFO at CMCR [kW]. This figure can be reduced to 8 hours
depending on the operational requirements and efficiency of the fuel treatment plant.
*3) t2 = value in hours for required running time with MDO at CMCR [kW]. This figure depends on the operational
requirements.
Extinguishing Piston underside at bottom Bottle Recommended total number of fire extinguishing
medium dead centre including common bottles
section of cylinder jacket
Number of cylinders
Volume Mass Size
5 6 7 8
[m3/cyl.] [kg/cyl.] [kg]
Carbon-
6 22 45 4 4 5 6
dioxide
F10.4162
Example:
Estimation of exhaust pipe diameters for
7RTA72U-B CMCR (Rx) specified and for de-
sign (tropical) conditions: 1) Exhaust gas mass flow (acc. to figure C87):
Power (R1) = 21 560 kW
Speed (R1) = 99 rpm q m + (8.37 * 0.4) · 18 326 + 146 058 kgńh
Power (Rx) = 85.0% R1 = 18 326 kW
Speed (Rx) = 89.9% R1 = 89 rpm 2) Exhaust gas temperature (acc. to figure C88):
4) Number of turbochargers
(acc. to figure C92, C93 and C94):
n TC + 2
F10.3907
F10.3917
Pipe A:
qm 146 058
q VA + ò @ n TC + + 115 919 m 3ńh
EXH 0.63 @ 2
Pipes B and C:
qm
q VB + q VC + ò + 146 058 + 231 838 m 3ńh
EXH 0.63
dA = 1010 mm,
dB = 1830 mm,
dC = 1530 mm,
or calculated:
d pipe + 18.81 @ Ǹ wq V
pipe
[mm]
F10.3991
F10.3992
F10.3993
F10.3994
D1 Introduction
Developments in engine management systems at to introduce a new engine control philosophy: that
Wärtsilä NSD Switzerland Ltd are bringing the ‘in- of the intelligent engine-management system.
telligent engine’ nearer. The introduction of a stan-
dard electrical interface, designated DENIS (Die- Much has been written in recent literature about
sel Engine CoNtrol and optImizing Specification), the ‘intelligent engine’ an engine which monitors its
facilitates connection with approved remote con- own condition, and adjusts its parameters for opti-
trol systems, while new computer-based tools mum performance in all situations. Intelligent en-
under the designation of the MAPEX family (Moni- gine-management takes this important idea a step
toring and mAintenance Performance Enhance- further by incorporating not only engine optimizing
ment with eXpert knowledge) enable shipowners functions but also management features, such as
and operators to improve the operating economy maintenance planning and spare parts control, into
of their diesel engines. a complete management system for the ‘intelligent
engine-management’.
Market research with leading shipowners and
shipbuilders has led Wärtsilä NSD Switzerland Ltd
40
F10.1745
D2 DENIS family
An important step towards an intelligent engine- control diagram of the engine, the signal list
management system has been to create a basis and a minimum of fuctional requirements.
for the integration of diverse control systems and
automation levels into a unified ship management – DENIS remote control specification:
system. This is achieved by providing the engine This file contains the detailed functional spec-
with a clearly defined, all-electrical interface be- ification of the remote control system, includ-
tween the engine and its remote control system. ing also optimizing functions particular to the
RTA52U-B, RTA62U-B and RTA72U-B engi-
This electrical interface, which is designated nes namely variable injection timing (VIT), fuel
DENIS, is defined by Wärtsilä NSD Switzerland quality setting (FQS), and the load dependent
Ltd, while the manufacture and supply of the re- cylinder lubricating system (CLU-3).
mote control system itself is the responsibility of
the approved specialist manufacturers. Co-oper- The intellectual property of these specifications re-
ation agreements have been reached with estab- mains with Wärtsilä NSD Switzerland Ltd. There-
lished remote control suppliers, who operate fore this file is licensed to Wärtsilä NSD Switzer-
world-wide, in order to offer engine customers the land Ltd’s remote control partners only. These
solutions they need. Wärtsilä NSD Switzerland Ltd companies offer systems built completely accord-
accepts application of approved remote control ing the engine designer’s specifications, tested
systems only. and approved by Wärtsilä NSD Switzerland Ltd.
The DENIS family contains specifications for the Due to the co-operation between Wärtsilä NSD
engine management systems of all Sulzer diesel Switzerland Ltd and leading remote control
engines. The diesel engine interface specification suppliers additional optimizing functions can be
applicable for the RTA52U-B, RTA62U-B and integrated into the remote control system, thereby
RTA72U-B engines is DENIS-6. making these systems even more attractive and
In installations with Sulzer main engines and S20U avoiding the need for many interfaces between dif-
generating sets, the unified control concept facili- ferent electronic systems.
tates the application of automation. DENIS is thus
a comprehensive control concept for complete Many advantages arise from the use of DENIS:
ship propulsion plants.
– Systems approved by the engine designer;
D2.1 DENIS specification – Easy adaptation of a remote control system;
– Integrated optimizing function;
The DENIS specification does not represent any – Simpler troubleshooting;
hardware. It is the description of the signals ex- – Clear separation of responsibilities;
changed between engine, remote control, safety – Single supplier possible for all shipboard au-
and alarm system, and defines the control and tomation;
safety functions required by the engine. – Greater flexibility in integrating engine control
The DENIS specification is presented in two vol- within a ship management system.
umes:
Table D1 identifies the correct DENIS specification and approved remote control suppliers for each engine
type.
F10.3913
Wärtsilä NSD Switzerland Ltd has an agreement D2.3.1 Approved speed control
concerning the development, production, sales (Governor)
and servicing of remote control and safety systems
for their RTA engines with each of the following Wärtsilä NSD Switzerland Ltd accepts the applica-
companies: tion of approved speed controls only. The ap-
proved speed controls for RTA52U-B, RTA62U-B,
ABB Systemen BV
RTA72U-B comprise standard electronic systems
P.O. Box 433
using electric actuators only.
3000 AK Rotterdam Tel +31-10 407 88 67
No drive for mechanical-hydraulic speed control is
The Netherlands Fax +31-10 407 84 45
available.
Remote control system ‘FAHM III‘
Siemens AG Abt. Schiffbau List of approved speed controls for RTA52U-B,
Lindenplatz 2 RTA62U-B and RTA72U-B engines:
Postfach 105609
D-20038 Hamburg Tel +49-40 28 89 0 • ABB ‘DEGO-II’ system with actuator
Germany Fax +49-40 28 89 20 02 ‘ASAC200’
Remote control system ‘SIMOS RCS 33‘ • Norcontrol digital speed control system
Kongsberg Norcontrol AS ‘DGS8800e’
P.O. Box 1009 • NABCO ‘MG-800’ speed control system
N-3191 Horten Tel +47-330 41 436 • STN Atlas Electronics EA2000 System
Norway Fax +47-330 45 250 • Lyngsø Marine EGS2000 System
Remote control system ‘AutoChiefR-4‘
STN Atlas Marine Electronics
(Lyngsø Marine SA) *1)
Behringstrasse 120
D-22763 Hamburg Tel +49-40 88 25 0
Germany Fax +49-40 88 25 4116
Remote control system ‘Geamot 40 M‘ (STN)
Remote control system ‘DMS2000‘ (LM)
Nabco Ltd
Control Systems Division
Sannomiya Grand Bldg 8F
2–2–21, Isogami dori Chuo-ku
Kobe Tel +81-78 251 8109
Japan Fax +81-78 251 8090
Remote control system ‘M800–II‘
H. Cegielski-Poznan SA
Ul.Czerwca 1956 Nr. 223/229
60-965 Poznan Tel +48-61 831 1350
Poland Fax +48-61 832 1541
Remote control system ‘SANO 97‘
Application of an electronic speed control is The classification societies require different alarm
Wärtsilä NSD Switzerland Ltd’s exclusive and safety functions, depending on the class of the
standard for the RTA52U-B, RTA62U-B and vessel and its degree of automation.
RTA72U-B engines.
Only electronic speed controls include all functions These requirements are listed together with a set
necessary for extensive engine protection, i.e. a of sensors defined by Wärtsilä NSD Switzerland
combination of charge air pressure fuel limiter and Ltd in tables D2 and D3 ‘Alarm and safety functions
torque limiter. Their application is therefore of marine diesel engines’.
generally recommended by WNSCH for all RTA
type engines. The time delays for the slow-down and shut-down
Wärtsilä NSD Switzerland Ltd strongly functions given in tables D2 and D3 are maximum
recommends to select the same supplier for values. They may be reduced at any time accord-
the electronic speed control and the remote ing to operational requirements.
control system. In this way the effort for
commissioning both on testbed and at the yard can When decreasing the values for the slow-down
be considerably reduced. delay times, the delay times for the respective
Therefore one of Wärtsilä NSD Switzerland Ltd’s shut-down functions are to be adjusted accord-
requirements for its remote control partners is their ingly.
ability to supply their own electronic speed control.
The remote control partners which do not have an The delay values are not to be increased without
approved electronic speed control at present, are written consent of Wärtsilä NSD Switzerland Ltd.
either in the process of development and will apply
for approval by Wärtsilä NSD Switzerland Ltd in the Included in the standard scope of supply are the
near future or use a product of an already minimum of safety sensors as required by WNSCH
approved supplier. for attended machinery space (AMS). If the option
of unattended machinery space (UMS) has been
D2.3.3 Technical assistance selected the respective sensors according to
Wärtsilä NSD Switzerland Ltd’s requirement have
Wärtsilä NSD Switzerland offers assistance in to be added.
stability and plant simulation studies for speed
control selection and dynamic performance The exact extent of delivery of alarm and safety
calculations of the controlled system with respect sensors has to cover the requirements of the re-
to its response to power and speed variations. spective classification society, Wärtsilä NSD
Switzerland Ltd, the shipyard and the owner.
Table D2 Alarm and safety functions of RTA.2U-B marine diesel engines (continued table D3) T10.3914
Table D3 Alarm and safety functions of RTA.2U-B marine diesel engines T10.3915
D3 MAPEX Family
An intelligent engine-management system also – Management support for spare parts and for
needs to include functions such as the monitoring maintenance;
of specific engine parameters, analysing data, and – Access on board ship to the knowledge of ex-
managing maintenance and spare parts purchas- perts;
ing activities. Many of these functions involve spe- – Full support of data storage and transmission
cific and complex engine knowledge and are most by floppy diskette and by satellite communica-
appropriately handled directly by the engine de- tion;
signer. – Reduced costs and improved efficiency.
Wärtsilä NSD Switzerland Ltd provides a full range
of equipment for carrying out these functions, The MAPEX family currently comprises seven sys-
called the MAPEX family. MAPEX, or ‘Monitoring tems: MAPEX-PR, SIPWA-TP, MAPEX-SM,
and mAintenance Performance Enhancement MAPEX-TV, MAPEX-AV, MAPEX-CR and
with eXpert knowledge’, encompasses the follow- MAPEX-FC.
ing principles:
Further members of the MAPEX family are also en-
– Improved engine performance through re- visaged.
duced down time;
– Monitoring of critical engine data, and intelli- In each case special emphasis has been placed on
gent analysis of that data; user friendliness and ease of installation.
– Advanced planning of maintenance work;
D3.1 SIPWA-TP: Trend processing SIPWA-TP provides graphic colour displays of the
following parameters:
The ‘Sulzer Integrated Piston-ring Wear-detecting
Arrangement with Trend Processing’ is a powerful – Average ring wear, up to a maximum of
tool for monitoring the piston ring wear and rotation 3.5 mm radially;
on Sulzer large-bore two-stroke engines. SIPWA- – Wear of specific ring segments;
TP gives the ship operator an exact status report – Circumferential ring wear pattern for each cyl-
on the condition of the piston rings, enabling him to inder;
optimize safely lubricating oil consumption and to – Ring rotation with respect to running hours;
undertake piston overhauls only when they are – Engine running speed over a given period, in-
needed. The system allows the ship operator to cluding engine stops;
take countermeasures quickly in the event of ab- – Specific ring wear for each cylinder;
normal running conditions. – Specific ring wear alarm.
F10.3614
Fig. D3 SIPWA-TP
F10.3615
Fig. D4 MAPEX-PR
F10.3242
Partnership agreement closes maintenance A) According to the design of the engine and its
circle components, different maintenance tasks are
required.
Whether installed on a single ship or throughout B) These maintenance requirements are
the fleet, or in a power plant, MAPEX-SM is sup- implemented in a maintenance program such
plied by Wärtsilä NSD Switzerland Ltd as part of a as MAPEX-SM.
complete service package, the ‘MAPEX-SM C) Crew members report the maintenance which
Partnership Agreement’. has been completed directly into the
MAPEX-SM database so that the operator is
The objective of optimizing maintenance with re- continually informed of the maintenance
spect to safety, environment, availability and fuel progress and the spare parts consumption.
consumption is only achieved if the maintenance Reporting of completed work forms the basis
work, its cost, the spare parts consumption and the for optimizing the maintenance process.
engine performance data are reported and ana- D) The results of the analysis of completed
lysed. maintenance and the spare parts
consumption allow Wärtsilä NSD Switzerland
Ltd to give the operator recommendations to
optimize his maintenance programme.
It also gives the engine designer the possibility
to identify the needs for design modifications
to comply with changing requirements for
better safety, availability and maintenance
costs.
• MAPEX-SM software.
• Data for the particular engine or engines cov-
ered by the contract, such as complete de-
scriptions of all components, with their spare
parts and maintenance work orders (a de-
scription of the work itself, as well as the
necessary tools and spare parts).
• Installation and starting.
• Training for administrative and technical per-
sonnel in the use of the system.
• Regular updates of data, including prices,
availability for parts supplied by Wärtsilä NSD
Switzerland Ltd.
• Reduced prices on spare parts for engines
covered by the contract.
• System hardware (PC or multiple PCs and
communication hardware) if required.
E1 IMO-2000 regulations
E1.1 IMO
The International Maritime Organisation (IMO) is
the specialized agency of the United Nations (UN)
dealing with technical aspects of shipping. The
IMO has 151 member states and two associate
members.
E. Engine emissions
Note:
Further engine developments and field experience will aim at
reducing the area of extended measures.
F10.3996
F1 Installation of winGTD
F1.1 System requirements
F10.3918
Fig. F1 winGTD: Main window Select the engine according to cylinder configur-
ation (e.g. 7RTA52U-B). After that you can enter
The winGTD Main window contains four pull-down your desired engine rating (power and speed). The
menus, the Work area and the Status bar. rating point must be within the rating field. The
shaft power can be expressed in units of kW or
By opening the ‘Propeller’ menu and clicking on bhp.
submenu ‘Two stroke’ you then select the engine
type and the program will start. F2.3 Cooling system
The installed CD-ROM contains the RTA52U-B,
RTA62U-B and RTA72U-B engines only. In the ‘Two-stroke engine-propulsion’ mask you
This command can be executed without activating have to select the type of cooling system. Each en-
the menu, simply by pressing the function key F5 gine type is connected with a number of predeter-
(two-stroke propulsion engines). mined and standardized cooling system types. Af-
ter the selection of the cooling system type you can
either click the ‘compute-button’ and calculate the
data of the selected engine or you can choose
‘Temperatures’ or ‘Properties’ from the ‘Cooling
system’ menu.
The option ‘Lubricating oil system’ contains these To show the results of the computation for the
items: Lubricating oil system, Treatment and Sys- selcted rating click ‘Show results’. The previously
tem layout. The ‘System layout’ shows the princi- selected input data are considered and expressed
pal system with all functional elements. The main into the shown results like ‘Engine performance
parameters may be changed directly or in the data, Heat dissipation, Scavenge air system, Cool-
items mentioned below. ant temperatures, Starting air system, Pumps,
Power take off, Dynamic characteristics, Main di-
mensions, Lubricating oil system, Cooling system’.
F10.3919
Choose ‘Service conditions’ from the ‘Propeller’ To save all the data belonging to your project,
menu to enter any ambient condition deviating choose ‘Save as...’ from the File menu. The follow-
from the design condition. ing dialog box appears.
F10.3921
F10.3345
F10.3922
Arrangement of fresh water generator in the cylin- – System Engineering – Concept Guidance
der (jacket) water cooling system – Valid for all 6 pp, issue 4043/J. C. Thomson/05.09.97
Sulzer marine engines (except RTA84T)
Uni-fuel ship installation: – System Engineering – Concept Guidance
Fuel oil systems for S20, AT25H, and A20H marine 20 pp, issue 7056/Lüthi/28.01.94,
auxiliary engines Order No. 29.06.07.40
Fire prevention in exhaust gas systems – System Engineering – Concept Guidance
5 pp, issue 4043/J. C. Thomson/05.09.97
Engine Selection and Project Manual S20U – Detail project and installation information for
Sulzer S20U Generating sets, issue X.1996
Order No. 23.91.07.40
WinGTD – Computerized engine and system data, please
refer to chapter C1.5.1.3.1, C2.5.1.3.1 and
C3.5.1.3.1
EnSel R
– Engine selection program for IBM-XT/AT or
compatible computers, for further information
please contact Wärtsilä NSD Switzerland Ltd,
Winterthur, Dept. 4043.
G. Appendix
G2 Piping symbols
F10.1910
F10.1911
G. Appendix
F10.1905
G. Appendix
Length Force
G. Appendix
The Netherlands Wärtsilä NSD Nederland B.V. Tel. +31 38 4253 253
Hanzelaan 95 Fax +31 38 4253 352
NL-8017 JE Zwolle
PO Box 10 608
NL-8000 GB Zwolle
The Netherlands
Australia Wärtsilä NSD Australia Pty Ltd Tel. +61 29 6728 200
48 Huntingwood Drive Fax +61 29 6728 585
Huntingwood 2148
New South Wales
Australia
China Wärtsilä NSD Shanghai Repr. Office Tel. +86 21 6415 5218
Unit A, 13 A/F Jiu Shi Fu Xin Mansion Fax +86 21 6415 5868
918 Huai Hai Road (M)
Shanghai 200 020
P.R. China
China Wärtsilä NSD Beijing Repr. Office Tel. +86 10 659 31842
Room 2505, CITIC Building +86 10 650 02255
No. 19 Jianguomenwai Dajie Fax +86 10 659 31843
Beijing 100 004
P.R. China
G. Appendix
Great Britain Wärtsilä NSD UK Ltd Tel. +44 1732 744 400
Tubs Hill House Fax +44 1732 744 420
London Road
Sevenoaks
Kent TN13 1BL
Great Britain
Great Britain Wärtsilä NSD UK Ltd Tel. +44 1224 871 166
Girdieness Trading Estate Fax +44 1224 871 188
Wellington Road
Aberdeen AB11 8DG
Great Britain
Japan Wärtsilä Diesel Japan Co. Ltd Tel. +81 78 392 5333
Kobe Yusen Bldg. Fax +81 78 392 8688
1-1-1, Kaigan-dori
Chuo-ku
Kobe 650
Japan
G. Appendix
Korea (Rep. of) Wärtsilä NSD Korea Ltd Tel. +82 2 3272 8032-5
Noksan Bldg. 6th floor Fax +82 2 3272 8036
50-11, Yonggang-dong,
Mapo-Gu
Seoul 121-071
Korea (Rep. of)
Korea (Rep. of) Wärtsilä NSD Korea Ltd Tel. +82 51 465 2191-2
Pusan Marine Centre, 1002-A Fax +82 51 465 5222
79-1, Chungangdong, 4-Ga
Chung-Gu
Pusan 600-014
Korea (Rep. of)
Pakistan Wärtsilä NSD Pakistan (Pvt.) Ltd Tel. +92 42 541 8846
16-Kilometer, Ralwind Road Fax +92 42 541 9053
PO Box 10 104
Lahore
Pakistan
Peru Wärtsilä NSD del Perú S.A. Tel. +51 1 241 7030
J. Arias Aragües 210 Fax +51 1 444 6867
San Antonio – Miraflores
Lima 18
Peru
Portugal Wärtsilä Diesel Motores (Portugal) Lda Tel. +351 2 944 0101
Zona Industrial Da Maia I Fax +351 2 944 0106
Sector X - Lote 362
No. 43, Apartado 415
P-4470 Maia Codex
Portugal
Puerto Rico Wärtsilä NSD Carribbean Inc. Tel. +1 787 792 8080
Metro Office Park, Suite 101, 2 Calle 1 Fax +1 787 792 2600
Guaynabo 00968
Puerto Rico
Saudi Arabia Wärtsilä NSD Saudi Arabia Ltd Tel. +966 2 637 6470
Industrial City, Phase 4 +966 2 637 6884
PO Box 2132 Fax +966 2 637 6482
Jeddah 21 451
Saudi Arabia
Singapore (Rep. of) Wärtsilä NSD Singapore Pte Ltd Tel. +65 265 9122
14, Benoi Crescent Fax +65 264 0802
Singapore 629 977
Teban Garden, PO Box 619
Singapore 916 001
Singapore (Rep. of)
South Africa Wärtsilä NSD South Africa Pty Ltd Tel. +27 21 511 1230
36 Neptune Street Fax +27 21 511 1412
Parden Eiland 7405
Cape Town
PO Box 356
Cape Town 7420
South Africa
G. Appendix
United Arab Emirates Wärtsilä NSD Gulf FZE Tel. +971 4 838 979
PO Box 61 494 Fax +971 4 838 704
Jebel Ali
Dubai
United Arab Emirates
G5.6 Licensees
China China State Shipbuilding Corporation Tel. +861 068 588 833
5 Yuetan Beijie Fax +861 068 583 380
PO Box 2123
Beijing 100 861
China
Croatia “3. Maj” Engines & Cranes Tel. +385 51 262 666
Liburnijska 3 +385 51 262 700
PO Box 197 Fax +385 51 26 11 27
51 000 Rijeka
Croatia
G. Appendix
G. Appendix
T10.3616
G. Appendix
G. Appendix
G. Appendix
G. Appendix
G. Appendix
G. Appendix
G. Appendix
G. Appendix
A E
Air filter size RTA52U-B, C–55 Electrically driven auxiliary blowers, C–17, C–75, C–133
Air filter size RTA62U-B, C–113 Electrically driven secondary balancer, C–7, C–65, C–123
Air filter size RTA72U-B, C–171 Engine air supply and room vent. , C–55, C–113, C–171
Air receiver and air compressor capacities RTA52U-B, C–48 Engine data RTA52U-B, C–3
Air receiver and air compressor capacities RTA62U-B, Engine data RTA62U-B, C–61
C–106 Engine data RTA72U-B, C–119
Air receiver and air compressor capacities RTA72U-B, Engine description RTA52U-B , C–1
C–164
Engine description RTA62U-B , C–59
Alarm sensors, D–5
Engine description RTA72U-B, C–117
Ancillary systems RTA52U-B, C–29
Engine emissions, E–1
Ancillary systems RTA62U-B, C–87
Engine management systems, D–1
Ancillary systems RTA72U-B, C–145
Engine noise RTA52U-B, C–57
Auxiliary blower requirements, C–17, C–75, C–133
Engine noise RTA62U-B, C–115
Auxiliary power generation, C–25, C–83, C–141
Engine noise RTA72U-B, C–173
Axial detuner/damper, C–7, C–65, C–123
Engine options, C–2, C–60, C–118
Engine outlines RTA52U-B, C–20
B
Engine outlines RTA62U-B, C–78
BSEF RTA52U-B, C–5
Engine outlines RTA72U-B, C–136
BSEF RTA62U-B, C–63
Engine performance data RTA52U-B, C–3
BSEF RTA72U-B, C–121
Engine performance data RTA62U-B, C–61
BSFC RTA52U-B, C–4
Engine performance data RTA72U-B, C–119
BSFC RTA62U-B, C–62
Engine RTA52U-B , C–1
BSFC RTA72U-B, C–120
Engine RTA62U-B, C–59
Engine RTA72U-B, C–117
C
Engine seating RTA52U-B, C–24
Characteristic design features, C–1
Engine seating RTA62U-B, C–82
Characteristic design features, C–59
Engine seating RTA72U-B, C–140
Characteristic design features, C–117
Engine Selection and Project Manual S20U, G–1
Constant speed gear, C–27, C–85, C–143
Engine system data RTA52U-B , C–29
Conversion factors, G–6
Engine system data RTA62U-B , C–87
Cooling and pre-heating water systems RTA52U-B, C–33
Engine system data RTA72U-B, C–145
Cooling and pre-heating water systems RTA62U-B, C–91
EnSel, G–1
Cooling and pre-heating water systems RTA72U-B, C–149
Cross section RTA52U-B, C–1
Cross section RTA62U-B, C–59
F
Fire prevention in exhaust gas system, G–1
Cross section RTA72U-B, C–117
Fire protection RTA52U-B, C–51
Fire protection RTA62U-B, C–109
D
Fire protection RTA72U-B, C–167
DENIS, D–1
Freshwater generator, C–36, C–94, C–152
DENIS family, D–2
Fuel oil systems, C–42, C–100, C–158
Dimensions, masses and dism. heights RTA52U-B, C–19
Fuel oil viscosity–temperature diagram, C–43, C–101,
Dimensions, masses and dism. heights RTA62U-B, C–77 C–159
Dimensions, masses and dism. heights RTA72U-B, C–135
Index
I Q
Installation data RTA52U-B, C–19 Questionnaire about engine vibration RTA52U-B, C–12
Installation data RTA62U-B, C–77 Questionnaire about engine vibration RTA62U-B, C–70
Installation data RTA72U-B, C–135 Questionnaire about engine vibration RTA72U-B, C–128
Installation of winGTD, F–1 Questionnaire winGTD, C–30, C–88, C–146
Intelligent engine-management, D–1
ISO Standard 3046-1, C–3, C–61, C–119 R
Reference to other documentation, G–1
L Remote control system, D–2
Lateral stays, C–7, C–65, C–123 Remote control systems suppliers, D–4
Leakage coll. syst. and wash. devices RTA52U-B, C–49
Leakage coll. syst. and wash. devices RTA62U-B, C–107 S
Leakage coll. syst. and wash. devices RTA72U-B, C–165 Scavenge air and exhaust gas system RTA52U-B, C–52
Longitudinal stays, C–7, C–65, C–123 Scavenge air and exhaust gas system RTA62U-B, C–110
Lubricating oil system RTA52U-B, C–37 Scavenge air and exhaust gas system RTA72U-B, C–168
Lubricating oil system RTA62U-B, C–95 Scavenge air cooler details RTA52U-B, C–13
Lubricating oil system RTA72U-B, C–153 Scavenge air cooler details RTA62U-B, C–71
Lubricating oils, C–41, C–99, C–157 Scavenge air cooler details RTA72U-B, C–129
Service package, D–13
M SI dimensions, G–5
Main parameters RTA52U-B, C–1 SIPWA-TP, D–9
Main parameters RTA62U-B, C–59 Starting and control air system RTA52U-B, C–47
Main parameters RTA72U-B, C–117 Starting and control air system RTA62U-B, C–105
MAPEX Family, D–8 Starting and control air system RTA72U-B, C–163
MAPEX-PR, D–10 Sulzer S20 diesel generator set, C–28, C–86, C–144
MAPEX-SM, D–11
T
N Tank capacities RTA52U-B, C–50
NOx emissions, E–1 Tank capacities RTA62U-B, C–108
Tank capacities RTA72U-B, C–166
O TC and SAC selection, C–14, C–72, C–130
Order specification, G–19 tEaT RTA52U-B, C–6
tEaT RTA62U-B, C–64
P tEaT RTA72U-B, C–122
Part load data diagram, C–29, C–87, C–145 Tubocharger and scavenge air cooler, C–13
Piping symbols, G–2 Turbocharger and scavenge air cooler, C–71, C–129
Piping systems RTA52U-B, C–33 Turbocharger details RTA52U-B, C–13
Piping systems RTA62U-B, C–91 Turbocharger details RTA62U-B, C–71
Piping systems RTA72U-B, C–149 Turbocharger details RTA72U-B, C–129
Pre–heating system RTA52U-B, C–36 Turning gear requirements, C–17, C–75, C–133
Pr-eheating system RTA62U-B, C–94 Typical attachment points for lateral stays, C–9, C–67,
Pre-heating system RTA72U-B, C–152 C–125
V W
Vibration aspects RTA52U-B, C–7 Waste heat recovery, C–26, C–84, C–142
Vibration aspects RTA62U-B, C–65 winGTD, F–1, G–1
Vibration aspects RTA72U-B, C–123 WNSD Corporation network, G–8
WNSD Corporation worldwide, G–7
WNSD Licensees, G–14
WNSD Marine business, G–7
WNSD Navy business, G–7
WNSD Product companies, G–7