W34SG-V00TMCB005L - 01 Engine W34SG Operation Advanced

ENGINE W34SG OPERATION ADVANCED
Wärtsilä Land & Sea Academy
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TRAINING MANUAL
Document number W34SG-V00TMCB005L_01en
Manual type Hand-out
Engine W34SG Operation Advanced
SG, TCFE, UNIC C3,

2-stCAC, CGR, PP
Wärtsilä Finland Oy, Services

Turku Training Centre
Stålarminkatu 45
FIN-20811 Turku
P.O. Box 50
Finland
Telephone: +358 10 709 0000
Telefax: +358 10 709 3595
Table of contents
Introduction
Risk reduction
Welding precautions
Environmental hazards
Design and function
General design
Terminology & Concept
Main data
Engine main components
Function of built-on systems
Lean-burn concept
Compact gas ramp
Fuel system
Lubricating oil system
Cooling water system
Starting air system
Exhaust gas and air intake system
Installation dependent engine systems
Preventive maintenance
Measuring instructions
Maintenance tools
Maintenance schedule
Maintenance procedures
Component condition evaluation
Troubleshooting
Evaluation of engine operating data
Evaluation of engine operating data
Condition based maintenance
Table of contents
Fuel, lubricating oil and cooling water requirements and

treatment
Requirements and treatment of fuel gas
General health and safety aspects of gas
Requirements and treatment of lubricating oil
Requirements and treatment of cooling water
Measuring methods and sampling of lubricating oil
Measuring methods and sampling of cooling water
Fuel injection equipment
Pre-combustion chamber gas system
Engine control, instrumentation and automation systems
Instrument coding
Sensor technology
Calibrating and testing of instruments
Control system
Instrumentation
Automation system
Speed measuring system
Engine start, stop and operation
Starting the engine
Stopping the engine
Operating the engine
Operation support tools
Spare part ordering process
Use of online support tools
Properties & conclusions
Properties and conclusions
Engines
INTRODUCTION
© Wärtsilä
00.5 Risk reduction v3
Read this manual before installing, operating, or servicing the engine and related
equipment. Failure to follow the instructions can cause personal injury, loss of life, or
damage to property.
Use proper personal safety equipment, for example, gloves, hard hat, safety glasses and
ear protection in all circumstances. Missing, unsuitable or defective safety equipment may
cause serious personal injury or loss of life.
All electronic equipment is sensitive to electrostatic discharge (ESD). Take all necessary
measures to minimize or eliminate the risk of equipment being damaged by ESD.
00.5.1 Use of symbols v2
This manual contains different kinds of notes emphasized with symbols. Read them
carefully. They contain warnings of possible danger or other information that you must take
into consideration when performing a task.
WARNING
Warning means there is a risk of personal injury.
WARNING - ELECTRICITY
Electricity warning means there is a risk of personal injury due to electrical
shocks.
CAUTION
Caution means there is a risk of damaging equipment.
NOTE
Note contains important information or requirements.
00.5.2 General identified hazards v2
The table below lists general hazards, hazardous situations and events which are to be
noticed during normal operation and maintenance work. The table lists also the chapters in
this manual which are concerned by the respective hazard.
Identified hazard, hazardous situation Concerned Protection and Notes

or event chapters safety equipment
Dropping parts during maintenance 4, 10, 11, 12, 13, Personal
work 14, 15, 16, 17, protection
18, 19, 20, 21, equipment, e.g.
22, 23 hard hat, shoes to
be used.
Continued on next page
00.5-1
Turning device engaged during 3, 4, 10, 11, 12,
maintenance work and operated 13, 14, 16
unintentionally
Crankcase safety explosion valves 3, 10, 23
opening due to crankcase explosion
Running engine without covers 3, 4, 10, 11, 12,
13, 14, 16, 21, 22
Risk of ejected parts in case of major 3, 4, 10, 11, 12,
failure 13, 14, 22
Contact with electricity during 4, 11, 17, 18, 21,
maintenance work if power not 22, 23
disconnected
Electrical hazard if incorrect grounding 3, 4, 11, 18, 19
of electrical equipment
Ejection of components or emission of 3, 4, 12, 13, 14,
high pressure gas due to high firing 16, 21
pressures
Risk of ejected parts due to break down 3, 15
of turbocharger
Overspeed or explosion due to air-gas 3, 4, 15 Suction air must
mixture in the charge air be taken from gas
free space.
Ejection of fuel injector if not fastened 4, 12, 16
and turning device engaged
Engine rotating due to engaged gear 3, 4, 10, 11, 12,
box or closed generator breaker during 13, 14, 16
overhaul
Fire or explosion due to leakage in 3, 4, 16, 17, 18,
fuel /gas line or lube oil system 20
Inhalation of exhaust gases due to 3, 15, 20 Proper ventilation
leakage of engine room/
plant is required.
Inhalation of exhaust gas dust 4, 8, 10, 11, 12,
15, 20
Explosion or fire if flammable gas/vapour 3, 20 Proper ventilation
is leaking into the insulation box and/or gas
detectors are
required in the
engine room.
Touching of moving parts 3, 4, 8, 10, 11,
12, 13, 14, 15,
16, 17, 18, 21,
22, 23
Risk of oil spray from high pressure 3, 4, 8, 10, 11, Personal
hoses 12, 13, 14, 15, protection
16, 18, 19, 21, 22 equipment, e.g.
hard hat, safety
glasses to be
used.
Identified general hazards for gas installations are:
00.5-2
Gas fire or explosion if maintenance 3, 17, 20 Proper ventilation
(welding) is done on gas filled pipes and/or gas
detectors are
required in the
engine room.
Gas explosion due to excess of unburnt 3, 17, 20 External gas
gas fed into the exhaust gas system system built
according to the
instructions, i.e.
with pressure
relief valves,
forced ventilation,
etc.
00.5.3 Hazards due to moving parts v1
● Running the engine without covers and coming in contact with moving parts
● Touching pump parts during unintentional start of electrically driven pump motor
● Turbocharger starting to rotate due to draft if not locked during maintenance
● Thrusting a hand into the compressor housing when the silencer is removed and the
engine is running
● Unexpected movement of valve or fuel rack(s) due to a broken wire or a software/
hardware failure in the control system
● Unexpected movement of components
● Turning device engaged during maintenance work
● Accidental rotation of the crankshaft if the turning device is not engaged during
maintenance work, for instance, because it has been removed for overhaul
● Mechanical breakage (for example of a speed sensor) due to incorrect assembly of the
actuator to the engine or faulty electrical connections.
00.5.4 Hazards due to incorrect operating conditions v1
● Overspeed or explosion due to air-gas mixture in the charge air

● Overspeed due to air-oil mist mixture in the charge air
● Malfunction of crankcase ventilation
● Crankcase explosion due to oil mist mixing with air during inspection after an oil mist
shut down
● Crankcase safety explosion valves opening due to a crankcase explosion.
00.5.5 Hazards due to leakage, breakdown or improper

component assembly v3
● A fuel pipe bursting and spraying fuel.

● A gas pipe bursting and spraying gas.
00.5-3
● Leakage of:
○ Fuel at joints on the low and/or high pressure side
○ Lubricating oil
○ HT water
○ Charge air
○ Exhaust gas
○ Pressurised air from air container, main manifold or pipes
● Fire or explosion due to leakage from a fuel or gas line
● Fire or explosion due to flammable gas/vapour (crude oil) leaking into the insulation box
● Inhalation of exhaust gases or fuel gases due to leakage
● Failure of pneumatic stop
● Ejected components due to:
○ Breakdown of hydraulic tool
○ Breakdown of hydraulic bolt
○ Breakdown of turbocharger
○ High firing pressures
○ Major failure
● Ejection of:
○ Pressurised liquids and gases from the engine block or piping
○ High pressure fluid due to breakdown of hydraulic tool
○ Gas due to high firing pressures
○ Pressurised gases from high pressure gas system
○ High pressure fluid due to breakdown of HP sealing oil pipe
○ High pressure air from compressed air supply pipes during maintenance of
pneumatically operated equipment
○ Cooling water or fuel/lubricating oil if sensor is loosened while the circuit is
pressurised
○ Leaks during maintenance work
● Oil spray if running without covers
● Ejection of fuel injector if not fastened and:
○ The turning device is engaged and turned.
○ The engine turns due to closed generator breaker or coupling.
00.5.6 Electrical hazards v2
● Fire or sparks due to damage or short circuit in electrical equipment

● Contact with electricity during maintenance work if power not disconnected
● Hazards due to incorrect grounding of electrical equipment
● Electrical shocks because electrical cables or connectors are damaged
● Electrical shocks because electrical equipment is dismantled with the power connected
● Incorrectly wired or disconnected emergency stop switch
00.5-4
● Overload of a control system component due to incorrect electrical connections,
damaged control circuitry or incorrect voltage
● Engine out of control due to a failure in the shutdown circuitry
● Unexpected startup or failed stop
● Crankcase explosion if:
○ Engine not safeguarded at high oil mist levels, due to energy supply failure
○ Engine not (fully) safeguarded at high oil mist levels, due to failure in oil mist detector
circuitry
○ Engine not (fully) safeguarded at high oil mist levels, due to an incorrect electrical
connector or leakage in a pipe connection.
CAUTION
All electronic equipment is sensitive to electrostatic discharge (ESD). Take all
necessary measures to minimize or eliminate the risk of equipment being
damaged by ESD.
00.5.7 Other hazards v2
● Slipping, tripping or falling

● Improper treatment of water additives and treatment products
● Touching the insulation box, turbocharger, pipes, exhaust manifold, or other unprotected
parts without protection during engine operation
● Dropping parts during maintenance work
● Starting maintenance work too early, thus, causing burns when handling hot
components
● Neglecting use of cranes and/or lifting tools
● Not using proper tools during maintenance work
● Not using correct protecting outfits when handling hot parts, thus, causing burns
● Contact with fuel, lubrication oil or oily parts during maintenance work
● Exposure to high noise levels
● Touching or removing turbocharger insulation too soon after stopping the engine
● Ejection of preloaded springs when dismantling components
00.5-5
00.6 Welding precautions
00.6.1 Personal safety when welding v1
It is important that the welder is familiar with the welding safety instructions and knows how
to use the welding equipment safely.
00.6.1.1 Welding hazards and precautions v2
General work area hazards and precautions

● Keep cables, materials and tools neatly organised.
● Connect the work cable as close as possible to the area where welding is being
performed. Do not allow parallel circuits through scaffold cables, hoist chains, or ground
leads.
● Use only double insulated or properly grounded equipment.
● Always disconnect power from equipment before servicing.
● Never touch gas cylinders with the electrode.
● Keep gas cylinders upright and chained to support.
Precautions against electrical shock

WARNING
Electrical shock can kill.
● Wear dry hole-free gloves. Change when necessary to keep dry.

● Do not touch electrically “hot” parts or electrode with bare skin or wet clothing.
● Insulate the welder from the work piece and ground using dry insulation, for example,
rubber mat or dry wood.
● If in a wet area the welder cannot be insulated from the work piece with dry insulation,
use a semi-automatic, constant-voltage welder or stick welder with a voltage reducing
device.
● Keep electrode holder and cable insulation in good condition. Do not use if insulation is
damaged or missing.
Precautions against fumes and gases

WARNING
Fumes and gases can be dangerous.
● Use ventilation or exhaust fans to keep the air breathing zone clear and comfortable.
● Wear a helmet and position the head so as to minimize the amount of fumes in the
breathing zone.
● Read warnings on electrode container and Material Safety Data Sheet (MSDS) for the
electrode.
● Provide additional ventilation or exhaust fans where special ventilation is required.
● Use special care when welding in a confined area.
● Do not weld with inadequate ventilation.
00-10 DBAC150339
00.6-1
Precautions against welding sparks
WARNING
Welding sparks can cause fire or explosion.
● Do not weld on containers which have held combustible materials. Check the containers
before welding.
● Remove flammable material from welding area or shield them from sparks and heat.
● Keep a fire watch in area during and after welding.
● Keep a fire extinguisher in the welding area.
● Wear fire retardant clothing and hat. Use earplugs when you weld overhead.
Precautions against arc rays

WARNING
Arc rays can burn eyes and skin.
● Select a filter lens which is comfortable for you while welding.

● Always use helmet when you weld.
● Provide non-flammable shielding to protect others.
● Wear clothing which protects skin while you weld.
Precautions when welding in confined spaces

● Ensure that the ventilation is adequate, especially if the electrode requires special
ventilation or if welding causes the formation of gas that may displace oxygen.
● If the welding machine cannot be insulated from the welded piece and the electrode, use
semi-automatic constant-voltage equipment with a cold electrode or a stick welder with
voltage reducing device.
● Provide the welder with a helper and plan a method for retrieving the welder from the
enclosure in case of an emergency.
00.6.2 Protecting equipment when welding v2
The main principles for protecting equipment when welding are:

● Preventing uncontrolled current loops
● Radiation protection
● Preventing the spread of welding splatter
● Switching off or disconnecting all nearby electrical equipment when possible
00.6.2.1 Preventing uncontrolled current loops v1
Always check the welding current path. There should be a direct route from the welding
point back to the return connection of the welding apparatus.
00.6-2
The main current always flows along the path of least resistance. In certain cases the return
current can therefore go via grounding wires and electronics in the control system. To avoid
this, the distance between the welding point and the return connection clamp of the welding
apparatus should always be the shortest possible. It must not include electronic
components.
Pay attention to the connectivity of the return connection clamp. A bad contact might cause
sparks and radiation.
00.6.2.2 Radiation protection v2
The welding current and the arc is emitting a wide electromagnetic radiation spectrum. This
might damage sensitive electronic equipment.
To avoid such damages:
● Keep all cabinets and terminal boxes closed during welding.
● Protect sensitive equipment by means of shielding with a grounded (earthed) conductive
plate.
● Avoid having the cables of the welding apparatus running in parallel with wires and
cables in the control system. The high welding current can easily induce secondary
currents in other conductive materials.
00.6.2.3 Prevention of damage due to welding splatter v2
Welding splatter is commonly flying from the welding arc. Few materials withstand the heat
from this splatter. Therefore all cabinets and terminal boxes should be kept closed during
the welding. Sensors, actuators, cables and other equipment on the engine must be
properly protected.
Welding splatter can also be a problem after it has cooled down; for example: short-circuits,
leaks.
00.6.3 Welding precautions for engine control system v3
CAUTION
All electronic equipment is sensitive to electrostatic discharge (ESD). Take all
necessary measures to minimize or eliminate the risk of equipment being
damaged by ESD.
00.6.3.1 UNIC precautions checklist v3
Take the following precautions before welding in the vicinity of a UNIC control system:
Procedure
1 Deactivate the system.

Disconnect all external connectors from the power module and from the external interface
connectors (XM#).
2 Disconnect all connectors of any electronic modules located close to (approximately
within a radius of 2 m) the welding point.
3 Close the cabinet covers and all the distributed units.
4 Protect cables, sensors and other equipment from splatter with a proper metal sheet
as far as possible.
00.6-3
00.7 Hazardous substances v1
Fuel oils, lubricating oils and cooling water additives are environmentally hazardous. Take
great care when handling these products or systems containing these products.
00.7.1 Fuel oils v3
Fuel oils are mainly non-volatile burning fluids, but they may also contain volatile fractions
and present a risk of fire and explosion.
The fuel oils may cause long-term harm and damage in water environments and
contaminate the soil and ground water.
Prolonged or repetitive contact, for example, of polyaromatic hydrocarbons with the skin
may cause irritation and increase the risk of skin cancer. Fumes that are irritating for eyes
and respiratory organs, such as hydrogen sulphide or light hydrocarbons, may be released
during loading or bunkering.
NOTE
Refer to the safety instructions provided by the fuel oil supplier.
00.7.1.1 Safety precautions for fuel oil handling v1
● Isolate the fuel oils from ignition sources, such as sparks from static electricity.
● Avoid breathing evaporated fumes, for instance, during pumping and when opening
storage tanks. The fumes may contain toxic gases, for instance, hydrogen sulphide. Use
a gas mask if necessary.
● Keep the handling and storage temperatures below the flash point.
● Store the fuel in tanks or containers designed for flammable fluids.
● Note the risk of methane gas formation in the tanks due to bacterial activities during
long-term storage. Methane gas causes risk of explosion, for instance, when unloading
fuel and when opening storage tanks. When entering tanks, there is a risk of suffocation.
● Do not release fuel into the sewage system, water systems or onto the ground.
● Cloth, paper or any other absorbent material used to soak up spills are a fire hazard. Do
not allow them to accumulate.
● Dispose of any waste containing fuel oil according to directives issued by the local or
national environmental authorities. The waste is hazardous. Collection, regeneration and
burning should be handled by authorised disposal plants.
00.7.1.2 Personal protection equipment for fuel oils v4
Protection of respiratory organs ● Respirator with combined particle and gas filter against
oil mist
● Respirator with inorganic gas filter against evaporated
fumes (for example hydrogen sulphide)
Hand protection ● Strong, heat and hydrocarbon resistant gloves (nitrile

rubber for example)
00.7-1
Eye protection ● Goggles if splash risk exists
Skin and body protection ● Facial screen and covering clothes as required
● Safety footwear when handling barrels
● Protective clothing if hot product is handled
00.7.1.3 First aid measures for fuel oil accidents v3
Inhalation of Move the victim to fresh air.

fumes
Keep the victim warm and lying still.
Give oxygen or mouth to mouth resuscitation if needed.
Seek medical advice after significant exposure or inhalation of oil mist.
Skin contact If the oil was hot, cool the skin immediately with plenty of cold water.
Wash immediately with plenty of water and soap.
Do not use solvents as they will disperse the oil and might cause skin absorption.
Remove contaminated clothing.
Seek medical advice if irritation develops.
Eye contact Rinse immediately with plenty of water, for at least 15 minutes.
Seek medical advice.
If possible, keep rinsing until eye specialist has been reached.
Ingestion Rinse the mouth with water.

Do not induce vomiting as this may cause aspiration into the respiratory organs.
00.7.2 Natural gas v1
Natural gas is non-toxic and will not harm anyone breathing in the low concentrations near
minor fuel leaks. Heavy concentrations, however, can cause drowsiness and eventual
suffocation.
In a gas engine installation, gas may be dangerous. Particularly serious are fires and
explosions, caused by gas leakage into the engine room, and explosions caused by
unburned gas in the exhaust system.
If a gas explosion occurs, it is important to protect people, equipment and environment
from damage. Damage is caused by the shock wave and the burning effect of the
expanding and partly burning gases. Damage can be avoided by preventing pressure build
up in equipment and extracting the released gas to an open area.
00.7.3 Lubricating oils v2
Fresh lubricating oils are normally not particularly toxic but they should be handled with
care.
Used lubricating oils may contain significant amounts of harmful metal and PAH
(polyaromatic hydrocarbon) compounds. There is a risk of long term contamination of the
soil and the ground water.
00.7-2
NOTE
Refer to the safety information provided by the supplier of the lubricating oil.
00.7.3.1 Safety precautions for handling lubricating oil v1
When handling lubrication oils:

● Ensure adequate ventilation if there is a risk of vapours, mists or aerosols releasing. Do
not breathe vapours, fumes or mist.
● Keep the oil away from flammable materials and oxidants.
● Keep the oil away from food and drinks. Do not eat, drink or smoke while handling
lubricating oils.
● Use only equipment (containers, piping, etc.) that are resistant to hydrocarbons. Open
the containers in well ventilated surroundings.
● Immediately take off all contaminated clothing.
Note also the following:
● Empty packaging may contain flammable or potentially explosive vapours.
● Cloth, paper or any other absorbent material used to recover spills are fire hazards. Do
not allow these to accumulate. Keep waste products in closed containers.
● Waste containing lubricating oil is hazardous and must be disposed of according to
directives issued by the local or national environmental authorities. Collection,
regeneration and burning should be handled by authorised disposal plants.
00.7.3.2 Personal protection equipment for lubricating oils v3
Hand protection Use impermeable and hydrocarbon resistant gloves (nitrile rubber for
example).
Eye protection Wear goggles if splash risk exists.
Skin and body Wear facial screen and covering clothes as required.
protection
Use safety footwear when handling barrels.
Wear protective clothing when handling hot products.
00.7.3.3 First aid measures for accidents with lubricating oil v3
Inhalation of fumes Move the victim to fresh air.

Skin contact Wash immediately with plenty of water and soap or cleaning agent.
Do not use solvents (the oil is dispearsed and may be absorbed into the skin).
Remove contaminated clothing. Seek medical advice if irritation develops.
Eye contact Rinse immediately with plenty of water, and continue for at least 15 minutes.
Ingestion Do not induce vomiting, in order to avoid the risk of aspiration into respiratory
organs.
00.7-3
Seek medical advice immediately.
Aspiration of liquid If aspiration into the lungs is suspected (during vomiting for example) seek
product medical advice immediately.
00.7.4 Cooling water additives, nitrite-based v2
Cooling water additives are toxic if swallowed. Concentrated product may cause serious
toxic symptoms, pain, giddiness and headache. Significant intake results in greyish/blue
discoloration of the skin and mucus membranes and a decrease in blood pressure. Skin
and eye contact with the undiluted product can produce intense irritation. Diluted solutions
may be moderately irritating.
NOTE
Refer to the safety information provided by the supplier of the product.
00.7.4.1 Safety precautions for handling cooling water additives v1
● Avoid contact with skin and eyes.

● Keep the material away from food and drinks. Do not eat, drink or smoke while handling
it.
● Keep the material in a well ventilated place with access to safety shower and eye
shower.
● Soak up liquid spills in absorbent material and collect solids in a container. Wash floor
with water as spillage may be slippery. Contact appropriate authorities in case of bigger
spills.
● Bulk material can be land dumped at an appropriate site in accordance with local
regulations.
00.7.4.2 Personal protection equipment for cooling water additives v2
Respiratory protection Normally no protection is required.

Avoid exposure to product mists.
Hand protection Wear rubber gloves (PVC or natural rubber for example).
Eye protection Wear eye goggles.
Skin and body protection Use protective clothing and take care to minimise splashing.
Use safety footwear when handling barrels.
00.7.4.3 First aid measures for accidents with cooling water

additives v3
Inhalation In the event of over exposure to spray mists, move the victim to fresh air.
Keep the victim warm and lying still. If the effects persist, seek medical advice.
Skin contact Wash immediately with plenty of water and soap.
00.7-4
If irritation persists, seek medical advice.
Eye contact Rinse immediately with plenty of clean water and seek medical advice.

Make the victim drink milk, fruit juice or water.
Do not induce vomiting without medical advice.
Immediately seek medical advice.
Never give anything to drink to an unconscious person.
00.7.5 Fly ashes and exhaust gas dust v2
NOTE
See the safety instructions before starting to overhaul the exhaust gas system,
or engine components that have been in contact with exhaust gases.
00.7.5.1 Precautions for handling fly ashes and exhaust gas dust v1
When handling fly ashes, exhaust gas dust or any contaminated components, observe the
following requirements and precautions:
● Avoid inhaling and swallowing fly ashes and dusts. Prevent eye and skin contacts.
● Avoid spreading and spilling the fly ashes and dusts to the environment.
● Take measures to avoid spreading the dust in the surrounding area when opening the
manholes of the exhaust gas system, especially the Selective Catalytic Reduction (SCR)
system (if included). Avoid spreading dust when handling exhaust gas system
components.
● Take care that the ventilation is suitable when collecting dust arisen during the
machining and cleaning of the components.
● Apply appropriate disposal instructions for flue gas dust spillage. The dust collected
from the exhaust gas system must be considered as hazardous waste. It must be
treated according to the local regulations and legislation.
00.7.5.2 Personal protection equipment for fly ashes and exhaust

gas dust v3
Respiratory organ Use P3 filter respirator against toxic particles.

protection
For work inside the SCR or other places in the exhaust gas system,
where the dust concentration is high, a respiration mask with fresh
filtered compressed air supply is recommended.
Hand protection Use gloves.
Eye protection Wear goggles.
Skin and body protection Wear covering clothes.
Use proper protection also when machining or cleaning engine components that have been
in contact with exhaust gases.
00.7-5
00.7.5.3 First aid measures for fly ash and exhaust gas accidents v3
Inhalation of Move the victim to fresh air.

ashes
Give oxygen or mouth to mouth resuscitation if needed.
Seek medical advice after a significant exposure.
Skin contact If the ash is hot, cool the skin immediately with plenty of cold water.
Wash immediately with plenty of water and soap.
Do not use solvents as it disperses the ash and may cause skin absorption.
Seek medical advice if irritation develops.
Eye contact Rinse immediately with plenty of water for at least 15 minutes and seek medical
advice.

Do not induce vomiting as it may cause aspiration into respiratory organs.
00.7.6 Lead in bearings v1
Lead has valuable lubricating properties and is therefore incorporated into many bearing
alloys.
The bearings in Wärtsilä engines contain lead and are therefore toxic. Bearings that are to
be scrapped and contain lead must be disposed of according to the local authority
regulations.
00.7.7 Fluoride rubber products
00.7.7.1 Precautions when handling fluoride rubber products v2
Normal sealing applications

In normal sealing applications the use of fluoride rubber products does not cause any
health hazards. The products can be handled without any risk provided that normal
industrial hygiene is maintained.
When changing O-rings of valve seats

Always wear protective rubber gloves when changing the O-rings of the valve seats.
When handling the remains of burnt fluoride rubber

When handling the remains of burnt fluoride rubber, for instance, when changing O-rings
after a valve blow-by, wear impenetrable acid-proof gloves to protect the skin from the
highly corrosive remains. Appropriate glove materials are neoprene or PVC. All liquid
remains must be considered to be extremely corrosive.
The remains can be neutralized with large amounts of calcium hydroxide solution (lime
water). Used gloves must be disposed of.
00.7-6
Grinding dust
Dust and particles originating from grinding or abrasion (wear) of fluoride rubber may when
burned form toxic degradation products. Smoking must therefore be prohibited in areas
where fluoride rubber dust and particles are present.
In case of fire
When burned fluoride rubber can cause the formation of toxic and corrosive degradation
products, for example, hydrofluoric acid, carbonyl fluoride, carbon monoxide, and carbon
fluoride fragments of low molecular weight.
Operators handling the remains of burnt fluoride rubber must wear impenetrable acid-proof
gloves to protect the skin from the highly corrosive remains. Appropriate glove materials are
neoprene or PVC. All liquid state remains must be considered extremely corrosive.
Burning (incineration) of fluoride rubber is allowed only when approved incinerators
equipped with gas emission reduction systems are used.
Use of fluoride rubber products at temperatures above 275°C (527°F)

Fluoride rubber can be used in most applications (up to 275°C) without any substantial
degradation or health hazard. Use or test of fluoride rubber at temperatures above 275°C
must be avoided. If the material is exposed to higher temperatures, the temperature may
get out of control.
00.7.7.2 Personal protection equipment for fluoride rubber products v3
Hand protection Use impenetrable acid-proof gloves (neoprene or PVC).
Inhalation protection Use breathing mask.
00.7.7.3 First aid measures for accidents with fluoride rubber

products v3
Inhaling Move the victim from the danger zone.

Make the victim blow his nose.
Eye contact Rinse immediately with water.

Skin contact Rinse immediately with water.

Put a 2 % solution of calcium gluconate gel on the exposed skin.
If calcium gluconate gel is not available, continue to rinse with water.
00.7-7
Engines
DESIGN AND FUNCTION
© Wärtsilä
1 © Wärtsilä 23.3.2015 W34SG-V00R01CBA103D002L_01en / Turku Training Centre
The location and the existence of the connections and the equipment may vary depending on
design and installation.

The location and the existence of the connections and the equipment may vary depending on
design and installation.

1 © Wärtsilä 23.3.2015 0-000R01CBA001A001L_04en / Turku Training Centre
Consequently:
A clockwise rotating engine is coupled to a counter-clockwise rotating alternator

Stand in the driving end of the engine facing the flywheel:
Driving end is the end where the flywheel is located
Free end is opposite the driving end
Manoeuvring (or operating) side is on the left hand side, as well as A-bank on a V-
engine
Rear side is on the right hand side, as well as B-side on a V-engine

Numbering of bearings starts from the driving end
Main bearing next to the flywheel is number zero (the flywheel bearing)
Thrust bearing rails, located on each side of the shield bearing (flywheel bearing)
The outer rails closer to the flywheel are marked with 00
The inner rails are marked with 0

TDC at firing for every cylinder is marked on the flywheel, 0° corresponding the TDC at
firing for cylinder No. 1 (A1).
There is a common marking for the cylinders in engines with even cylinder numbers, one
cylinder is at TDC at firing and the other is at TDC at scavenging.
Firing intervals, in crank angles, can be determined by dividing 720° with the number of
cylinders.
On the example engine, the fuel timing is read to 17° before TDC for cylinder A2 when the
flywheel is in the position shown in the figure.

Outputs are given in kW including engine driven pumps, ISO 3046 conditions except for LT-water
temperature which is 35 °C for the Wärtsilä 34SG engine.
The Wärtsilä 34SG engine can be optimized for either high methane number (MN > 80) or low
methane number (MN < 80). In the low methane number optimization, it is possible to run with
rated output down to 65 in methane number. This can be achieved by lowering the compression
ratio. Due to the lower compression ratio, the specific energy consumption is higher compared
with the high methane number optimization.
NOx optimization may also affect to electrical power and efficiency.

Calculating the mean effective pressure
The mean effective pressure (MEP) is a quantity related to the operation of an internal
combustion engine and is a valuable measure of an engine's capacity to do work that is
independent of engine displacement.
Formulas are shortened from the main formula for MEP:
P
pme =
1,31 ⋅ D 2 ⋅ S ⋅ N a
where:
pme = calculated mean effective pressure [bar]
P = power (cylinder output) [kW]
D = piston diameter [m]
S = stroke [m]
Na = working cycles per minute (for a four stroke engine, the engine revolution divided by two)
[rpm/2]

Dimensions and weights are given according to the latest engine design stage. Those may vary
depending on design and installation.

1 © Wärtsilä 23.3.2015 W34SG-V00R01CB0101A002L_01en / Turku Training Centre
The engine block is made of cast iron in one piece. The block has been given a stiff and durable
design to absorb internal forces.
It works as a frame, where the most of the other components are mounted on.
The main bearing caps are fixed by hydraulically tightened screws.
A combined flywheel/thrust bearing is located at the driving end of the engine.
Components
01 Engine block
02 Main bearing cap
03 Main bearing shell, upper
04 Main bearing shell, lower
07 Lateral tie screw
09 Thrust bearing cap
10 Thrust bearing shell, upper
11 Thrust bearing shell, lower
14 Thrust bearing rail
17 Camshaft bearing bush
18 Intermediate shaft bearing bush

The main and thrust bearing shells are of tri-metal type with steel back and lead bronze lining.
The main bearing shells offer a good sliding surface for the crankshaft journals in the main
bearing caps.

The main and thrust bearing shells are bi-metal aluminium bearings with steel back and
aluminium alloy lining.
The main bearing shells offer a good sliding surface for the crankshaft journals in the main
bearing caps.

The camshaft and intermediate shaft bearings are made of bronze.

The oil sump is of welded design and it increases the strength and rigidity of the engine block.
If the oil sump is of wet type, a separate system oil tank is not needed.
After circulation the lubricating oil flows back to the oil sump.
The running-in filters must be removed according to the Maintenance Schedule in the user
Manual.

The crankshaft opening at the driving end of the engine block is covered with a three-piece
cover.
The crankshaft through hole is sealed with a V-ring to prevent oil leak from the crankcase.

The crankcase side covers and camshaft covers are made of cast light-weight metal. They are
sealed against the engine block by means of rubber seals and tightened with screws.
The covered openings in the engine block are there to facilitate easy maintenance.
Some of the crankcase covers on the rear side of the engine are equipped with a safety valve
which relieve the overpressure in case of a crankcase explosion. The number of relief valves
depends on the crankcase volume.

The reciprocating motion of the pistons and the connecting rods is converted into a rotating
motion of the crankshaft. The power of the engine can then be taken out to the application
through a powerful connection at the crankshaft.

The crankshaft can be equipped with a vibration damper or a tuning mass. Both are assembled
with screws.

The connecting rod is of a three-piece design with hydraulically tightened screws and nuts.
It converts the reciprocating motion of the piston to a rotating motion of the crankshaft.
NOTE!
Always handle the connecting rods with care. No scratches are allowed on the connecting rod
web.

The connecting rod small end bearing is stepped to achieve a large enough bearing surface for
the piston pin.
The small end bearing shell is of bi-metal type and the big end bearing shells are of tri-metal
type.
Both bearings have a steel back and lead bronze lining.

The piston conveys the energy coming from the combustion of the fuel to the connecting rod.
The rapid expansion of combustion gases drives the piston downward, supplying power to the
crankshaft via the connecting rod.
The piston is of a composite type with a nodular cast iron skirt and a forged steel crown.
The space between the crown and the skirt is supplied with lubricating oil for cooling of the crown
by means of a cocktail shaker effect.

Piston rings maintains combustion pressure, prevents lubricating oil from getting into the
combustion chamber and aid sin the control of thermal changes in the engine.

The cylinder liner forms the combustion space where the piston moves back and forth.
The antipolishing ring at the top of the cylinder liner removes deposits from the piston top on
every stroke.
Cooling water to the cylinder liner collar is led through the water jacket.
Only the collar of the cylinder liner is cooled. There is no risk of water leaking into lubricating oil
as the lower part of the liner is completely dry.
The pitch angle of honing marks is 30°.

The rotating movement of the crankshaft is transferred to the camshaft via intermediate gearing.
The basic adjustment of valve timing and fuel injection is done with the bigger and smaller
intermediate gear wheels.
If their position in relation to each other is changed, the position of the camshaft is changed in
relation to the crankshaft.
CAUTION!
The valves and the pistons may come in contact with each other if the valve timing is set wrong,
which will cause serious damages to the engine.

Turning of the crankshaft is performed by means of an electrically driven turning device built on
the engine.
The turning device consists of an electric motor which drives the turning gear through a gear
drive and a worm gear.
The turning device is provided with a start blocking valve which prevents starting in case the
turning gear is engaged.
For careful adjustment of the crankshaft position there is a hand wheel.

The camshaft is made up of one-cylinder sections with integrated cams. The bearing journals are
separate pieces.
The camshaft operates the inlet, exhaust and pre-chamber gas valve mechanisms and starting
air distributor.

Valve tappets follow the cam profile of a rotating camshaft and transfer the movement through
push rods to the rocker arms.
The rocker arms operate inlet and exhaust valves through a yoke.

The cylinder head is a cover for the combustion space where the valves for gas exchange are
located. It is made of special cast iron and fastened on the engine with four cylinder head screws.
Inlet and exhaust outlets are on the same side, allowing for compact design of exhaust manifold
and charge air receiver arrangement and easy maintenance.
The two inlet valves and two exhaust valves are all provided with valve rotators.

The seats of the inlet valves are stellite plated and the stems are chromium plated
The inlet seat rings are made of a special cast iron alloy and are replaceable

The upper end of the seat ring seals to the water space of the cylinder head. The lower end of
the seat ring seals with a press fit.
Cooling of the valve and the seat ring is optimized because the cooling channel is placed very
close to the contact surface.
The open type exhaust seat rings, made of corrosion and pitting resistant material, are
replaceable

A ductile seal ring between the cylinder head and liner separates and seals the combustion
space from the cooling water space. The radial guiding of the gasket is taken care of by the
guiding lugs (B).

Charge air is delivered from charge air receiver (04) to cylinder head through multiduct (03). The
cylinder head in turn connects to exhaust manifold with multiduct and exhaust pipe (01).
The exhaust manifold is covered with insulation box (02). The exhaust manifold and insulations
are supported with multiducts.

Engines
FUNCTION OF BUILT-ON SYSTEMS
© Wärtsilä
1 © Wärtsilä 23.3.2015 0-000R02CB0221C001L_02en / Turku Training Centre
Lean-burn concepts are often used for the design of heavy-duty natural gas engines.
These engines can either be full-time lean burn where the engine runs with a weak
air/fuel ratio regardless of load and engine speed, or part-time lean burn (also known as
"lean mix" or "mixed lean") where the engine runs lean only during low load and at high
engine speeds, reverting to a stoichiometric air-fuel mixture in other cases.
Heavy-duty lean-burn gas engines admit as much as 75% more air than theoretically
needed for complete combustion into the combustion chambers. The extremely weak
air/fuel ratios lead to lower combustion temperatures and increased forced induction
possibilities (that would otherwise be limited by high exhaust gas temperatures), leading
to higher theoretical efficiencies when compared to engines running on a stoichiometric
air/fuel ratio.

The SG engines are spark-ignited lean-burn engines.
The gas is mixed with air before the inlet valves. The lean gas/air ratio in the cylinder is
too low to initiate a proper ignition without the pre-chamber. During the intake period gas
is also fed into a small pre-chamber where the gas mixture is rich compared to the gas in
the cylinder. At the end of the compression phase the gas/air mixture in the pre-chamber
is ignited by a spark plug. The flames from the nozzle of the pre-chamber ignite the
gas/air mixture in the whole cylinder. Combustion is fast. After the working phase the
cylinder is emptied of exhaust and the process starts again.
This two stage lean burn combustion produces low NOX and no particulate emissions.
Thermal efficiency is better as higher compression ratios are achieved.

There are three examples on this NOX formation chart:
1.Diesel engine flame front where λ value varies from 1,1 to 1,2.
2.Open-chamber lean-burn gas engine where the λ value is normally between 1,5 to 1,7.
3.Spark ignited gas engine with pre-chamber technology the lambda can be 2,1 or even
more.
In a diesel engine the overall λ value is above 2,0 but during the injection period air-
fuel mixture is not homogenous. In the flame front the λ value can be 1,1-1,2 (or even
lower). This creates high temperature spots which leads to high NOX production.
In an open-chamber lean-burn gas engine the λ value is normally from 1,5 to 1,7.
Richer mixture is needed to enable ignition by a spark plug in the main combustion
chamber. If mixture is leaner the spark energy might not be enough for ignition and the
result is misfiring. The lower the λ value is, the higher the NOX emissions will be.
In spark ignited gas engine with pre-chamber technology the lambda can be 2,1 or
even higher. Weaker air-fuel mixtures leads to lower combustion temperatures and
therefore lower NOX production. Strong energy burst from the pre chamber will ensure
ignition of the lean mixture in the main combustion chamber.

Individual adjustment of gas feed and ignition for every cylinder.
Every cylinder equipped with a knocking sensor.
The gas feed is adjusted individually to get the correct air/fuel ratio in every cylinder.
This ensures optimal combustion in all cylinders.
In case of knocking only that specific cylinder is adjusted.
Light knocking leads to automatic adjustment of the air-fuel ratio.
Heavy knocking leads to load reduction and after that to gas trip if heavy
knocking does not disappear.

Normally the engine is controlled by the closed loop control, based on the cylinder
wise pressure measuring from 30% up. Loads below 30% exhaust gas balancing is
used. Closed loop control is the primary control method when the pressure sensors
are working properly and load is above 30%.
The cylinder peak pressure is measured in every cycle from the pressure measuring signal.
The peak pressures are controlled by Pmax control.
From same measurement value the pressure waves are separated and from these values the
cylinder knocking level is concluded. This level is controlled by knock control.
The same measurement value is used as well in the cylinder output balancing control. With
this function the cylinder peak pressures between cylinders are attended to keep at the same
level.
One cylinder wise pressure sensor fail is enough to switchover from the closed loop control to
adaptive light knock control/exhaust gas temperature control.
The engine derate when the closed loop control switches off, thus when running with adaptive
light knock control/exhaust gas temperature control it is not possible to get full power out from
the engine.
Switchover back to closed loop control from the adaptive light knock control/exhaust gas
temperature control does not happen automatically. Engine stop and resetting all fail signals is
mandatory. After these the engine can be started with closed loop control.

The combustion process in the SG engine needs a correct mixture of air and fuel in the
cylinders.
The fuel amount is driven by engine output.
The task for the A/F control is then to match that fuel amount with the correct amount of air by
means of an exhaust waste gate, an anti-surge system or an charge air by-pass.
The anti-surge system and the charge air by-pass are not controlling the A/F ratio.
These are only used on variable speed engines to prevent compressor surge.

Offset for receiver temperature
Low receiver temperature
Reduced rec. pressure to keep constant NOX.
High receiver temperature
Increased rec. pressure to prevent knock.
Operating window becomes smaller with increased temperature Æ De-
rating when temperature exceeds nominal value by 5 °C.
Offset for suction air humidity
Reduced rec. pressure with high humidity to keep constant NOX
With high humidity the receiver temperature is normally increased to avoid
excessive condensation (drain) from the receiver.
Zero offset if humidity sensor is broken. When humidity is > 5,97 g/kg
(=most cases) the change to zero offset will increase the receiver pressure.

The cylinder output balancing is trying to keep the cylinder wise Pmax value (average
of 10cycles) within x bar of the engine Pmax average value (all cylinders 10 cycle
average).
The allowed deviation is load dependent and is divided into “small cylinder balancing”
and “large cylinder balancing”. The “small cylinder balancing” adjusts the MFI duration
offsets for small deviations. The “large cylinder balancing” adjusts for more than 40 bar
deviations, e.g. acts as a wake-up function.
No balancing is made for a certain cylinder if the cylinder is close to knocking (average
knock value for 10 latest cycles above the “Limit for setting engine into no-knock
state”).

While running with cylinder pressure based closed loop control the exhaust
temperature balancing and the adaptive light knock balancing is replaced by a Pmax
based balancing when load is above 30%.
If in cylinder pressure based control occur a problem the system switches to
exhaust/knock balancing control regardless of the engine load. One cylinder pressure
sensor fail is enough for switch. This will cause automatic load reduction.
The switch back from exhaust/knock balancing control caused by failed pressure
sensor to cylinder pressure based control is not possible without shutting down the
engine.

Until a cylinder pressure sensor fails the cylinder pressure based knock measurement
is the primary source. The accelerometer based knock measurement is used as
backup.
This means that the accelerometer based knock is constantly measured, but the
knock control strategy is based on the knock readings from the cylinder pressure
sensor. If heavy knock is detected by the accelerometers the safety precautions
are still valid.
If a cylinder pressure sensor fails the system switches over to the adaptive light knock
control based on the knock values from the accelerometers. If heavy knock is detected
by the cylinder pressure sensor based knock also here the safety precautions are still
valid (if the sensor is OK).

The cylinder control module compares cylinder’s exhaust gas temperature with the
average exhaust gas temperature of the entire engine, and adjusts the opening
duration of the individual gas valve with an offset in order to minimise the deviation.
There are limitations for the maximum adjustment in order to prevent that possible
component failures cause a too rich or too lean gas/air mixture.

Alarm limits depends on the engine type and installation’s ambient conditions. Following
limits are given as an example:
ALARM LR TRIP SHUTDOWN

Engine type
[°C] [°C] [°C] [°C]
W34DF 550 550 560 580
W50DF 560 580 570 -
W34SG 550 550 - 580
W50SG 550 550 - 580

Light knock in any cylinder will immediately result a ignition timing retarding in that
specific cylinder in SG engines. When the situation normalises in the cylinder, the
ignition timing will slowly be restored to the original setting. This process is continuous
and keeps the cylinders slightly out of knocking conditions.
In case the ignition timing change have been done several times inside given time
window without permanent result to keep cylinder out of light knocking, slight
permanent reduction of gas injection duration is done for that cylinder. If light knock
control is deactivated this setup will be stored to memory. Stored setup is restored in
case light knock control is reactivated. In order to maintain the same engine load level,
the speed/load controller will automatically increase the gas admission into other
cylinders.

Reasons to unbalance:
Deviation between main gas valves (wear, fouling).
Pressure pulsation in charge air receiver and main gas pipe.
Temp. gradient of charge air along the receiver.
Deviation in compression ratio.
Carbon build up in combustion chamber.

1 © Wärtsilä 23.3.2015 0-000R02CB0231A001L_03en / Turku Training Centre
A compact gas ramp (CGR) controls the gas feed pressure to the engine depending on
the engine load. In addition the CGR ensures a safe maintenance area at the engine and
performs a leakage test of the main shut-off valves after every engine stop or shut down.
One CGR is installed in the gas system before each engine to control the engine specific
gas pressure. The distance between the CGR and the engine is normally kept as short
as possible to secure a good control.

Before the fuel gas is supplied to the engine it passes through a compact gas ramp. The
gas outlet pressure in the unit is controlled by the engine automation system according to
engine load.
The CGR for Wärtsilä spark-ignited gas engines is designed with a main gas line (MCC)
and a separate pre-combustion chamber line (PCC) for separate control of gas pressure
to the pre-chambers.
In the engine the main gas is supplied through common pipeline(s) and gas manifold(s)
running along the engine continuing with individual feed pipes to each main gas
admission valve. There is also common pipeline(s) for pre-chamber gas supply and
individual feed pipes to the pre-chambers located on each cylinder head.

For W34SG and W50SG engines.

Fuel gas enters the inlet section of the compact gas ramp which measures and
conditionates the fuel gas. There is an option to install a mass flow meter in front of CGR
to gas line if the engine based gas consumption information is wanted. The unit is
equipped with a manual closing valve to isolate the unit and with an optional inert gas
inlet connection that can be used to purge the unit with nitrogen. The particle filter is
installed to ensure a clean operation surrounding for the control valves. At the inlet the
pressure and temperature are measured.
The shut-off valves together with the first venting valve forms a block and bleed
connection that blocks the gas flow to the engine at shut down and ensures a safe
maintenance area around the engine. The venting valves will always remain open when
the engine is stopped. After the engine has been stopped or shut down a leakage test of
the shut-off valves is performed. The test is made to check the function of the shut-off
valve. Furthermore an automatic daily check (every 23h) of the first shut-off valve is
preformed when the engine is in standby mode.
The gas pressure to the engine is controlled by the gas regulating valve. A 4..20 mA
control signal is given by the engine automation system to set the position of the gas
regulating valve.
6 © Wärtsilä 23.3.2015 0-000R02CB0231B001L_03en / Turku Training Centre

The supply of clean fuel gas is an essential part of reliable engine operation and that is
why efficient filtration is needed. Gas from a gas well may contain quite a lot of particles
and liquid impurities. Also during work done at site and in the transmission lines,
impurities will be introduced into the gas stream. The impurities can be e.g. rust, debris,
sand, moisture or hydrocarbon condensate.

The filter is equipped with a differential pressure gauge to monitor the condition of the
filter.

The automatic shut-off valves are operated during the start and stop sequences and they
are controlled by the PLC. The shut-off valves are opened pneumatically and closed by a
spring. The valves are ball type valves. Together with the first automatic venting valve the
shut-off valves forms a double block.
There is a leakage test of the shut-off valves to increase the safety of the CGR but also
to reduce the start-up time and preparations. When the engine is stopped a longer
leakage test is performed to ensure that the shut-off valves are not leaking during engine
stop mode. The test is made when the engine is complete stopped and the exhaust gas
ventilation fan is in operation. When the engine is in stop mode for a longer time the
leakage check is made every 23h to ensure the performance of the valve and to be able
to detect possible leakage.

The CGR is equipped with three venting valves to enable venting of the unit (one manual
and two automatic) during the start and stop sequences and they are controlled by the
PLC. The first automatic venting valve is part of the safety connection that ensures a
safe maintenance area. It is always open when the engine is stopped. The second
venting line, vents the space between the second shut-off valve and the gas regulating
valve. In order to ensure that the block and bleed connection is working as intended the
two venting lines should not be connected.

Gas regulating unit is equipped with the digital valve controller which is connected to the
engine automation system. The controller converts an input current signal (4-20 mA) to a
pneumatic output pressure and controls the gas regulating unit. In addition the digital
valve controller communicates via a local display panel and/or via the HART protocol.
With digital valve controller no standard pneumatic and electro-pneumatic valve
positioner are needed.
There are isolated circuitries for two integrated limit switches (for open/close valve
indication) and a valve position transmitter (for separate valve position feedback).
Input Signal
Analog Input Signal: 4-20 mA DC, nominal; split ranging available.
Minimum Voltage: Voltage available at instrument terminals must be 8,5 V for analog
control, 9,0 V for HART communication.
Maximum Voltage: 30 V DC
Output Signal
Pneumatic signal as required by the actuator up to 95 % of supply pressure
Minimum Span: 0,5 bar (7 psig)
Maximum Span: 7 bar (101 psig)
Action: Single Acting, direct

The gas flow can be measured for the whole plant, for a group of engines or separately
for each engine. There are several possible ways to measure flows of gas as well. Flow
as either volume or mass can be measured. Volume flow is measured in actual
volumetric units which must be converted to normalised conditions (base conditions,
normal conditions, ...).

The gas flow meter is used to measure the actual fuel gas flow using Coriolis measuring
principle. This type of flow meter enables simultaneous recording of several process
variables (mass/density/temperature) in various process conditions during measuring
operation.
The flow mater is equipped with a transmitter with two-line liquid-crystal display and
operation with push buttons. The transmitter converts the gas flow data to output current
signal (4-20 mA). A flow meter housing contains two sensors and measuring tubes.

The measuring function is based on the controlled generation of Coriolis forces:
FC = 2 ⋅ Δm(v ⋅ ω ) FC = Coriolis force
∆m = moving mass
ω = rotational velocity
v = radial velocity in rotating or oscillating system
These forces occurs when both translational and rotational movements are
superimposed. The amplitude of the Coriolis force depends on the moving gas mass ∆m,
its velocity v in the gas system and thus on the gas mass flow. Instead of a constant
angular velocity ω, the sensor uses oscillation. The measuring tubes through which the
measured gas flows are brought into oscillation. The Coriolis forces produced at the
measuring tubes cause a phase shift in the tube oscillations:
At zero flow, in other words when the gas is at a standstill, the two tubes oscillate
in phase (1).
Mass flow causes deceleration of the oscillation at the inlet of the tubes (2) and
acceleration at the outlet (3).
The phase difference (A-B) increases with increasing mass flow. Electrodynamic sensors
register the tube oscillations at the inlet and outlet. System balance is ensured by the
antiphase oscillation of the two measuring tubes. The measuring principle operates
independently of gas temperature, pressure, viscosity, conductivity and flow profile.

The compact gas ramp start sequence is started after the engine start sequence gives a
start preparation command. If there are no start blocks active e.g. leakage test and
sequential leakage check has been passed the engine is allowed to start.
Components
01 Manual gas shut-off valve
02 Gas filter
03 Shut-off valve
04 Shut-off valve
05 Venting valve
06 Venting valve
07 Main gas regulating valve
08 PCC gas regulating valve
09 Air filter
10 Flow meter (optional)
Connections
A Fuel gas inlet
B Main fuel gas outlet
C PCC fuel gas outlet
D1 Venting outlet
D2 Venting outlet
E Control air inlet
F Inert gas inlet (optional)

Components
01 Gas admission valve
02 Charge air receiver
03 Cylinder control module (Engine automation system)

Components
01 Manual gas shut-off valve
02 Gas filter
03 Shut-off valve
04 Shut-off valve
05 Venting valve
06 Venting valve
07 Main gas regulating valve
08 PCC gas regulating valve
09 Air filter
10 Flow meter (optional)
Connections
A Fuel gas inlet
B Main fuel gas outlet
C PCC fuel gas outlet
D1 Venting outlet
D2 Venting outlet
E Control air inlet
F Inert gas inlet (optional)

When the engine is stopped a longer leakage test is performed to ensure that the
shut-off valves are not leaking during engine stop mode.
The test is made when the engine is complete stopped and the exhaust gas ventilation
fan is in operation.
When the engine is in stop mode for a longer time the leakage check is made every
23h to ensure the performance of the valve and to be able to detect possible leakage.

Initial state.
Shut-off valves are closed and the venting valve in between is open.
Engine is in stop mode.
Components
03 Shut-off valve
04 Shut-off valve
05 Venting valve
06 Venting valve

Both shut-off valves are closed and the venting valve in between is closed.
The pressure transmitter monitors the fuel gas pressure in between the safety shut-off
valves for 1 minute.
If the transmitter indicates an increase of over predetermined limit value (bar)
between the main shut-off valves, the first shut-off valve is leaking:
Æ An alarm, leaking first shut off valve, is set.
Æ Gas leakage test failure alarm is activated and the gas leakage test is ended.
Otherwise the sequence goes to step 2.
Components
03 Shut-off valve
04 Shut-off valve
05 Venting valve
06 Venting valve

First shut-off valve is opened and fuel gas is admitted into the space between the main
shut-off valves.
If the pressure does not increase, indicated by the pressure transmitter, the
transmitter is broken or the first shut-off valve is malfunctioning:
Æ An alarm, first shut off valve stuck or pressure transmitter broken, is set.
Æ Gas leakage test failure alarm is activated. The gas leakage test is ended.
Components
03 Shut-off valve
04 Shut-off valve
05 Venting valve
06 Venting valve

First shut-off valve is closed again.
If the pressure between the main shut off valves decrease more than
predetermined limit value (bar) within 1 minute, the second shut off valve is
leaking:
Æ An alarm, leaking second shut off valve, is set, all shut off valves are closed, all
venting valves are opened.
Æ Gas leakage test failure alarm is activated. The gas leakage test is ended.
Otherwise the sequence continues to step 4.
Components
03 Shut-off valve
04 Shut-off valve
05 Venting valve
06 Venting valve

Both shut off valves are closed and the venting valve in between is opened.
The CGR is in initial state.
The signal that gas leakage test successfully passed is activated. The gas leakage
test sequence is ended.
Components
03 Shut-off valve
04 Shut-off valve
05 Venting valve
06 Venting valve

The leakage check is performed 23h after a successful leakage test and in sequence
every 23h during the time the engine is in stand-by mode.
The leakage check checks the tightness of the first shut off valve during engine
standby.
If the gas leakage check fails a start block is activated, until a successful leakage test
is passed.
Step 0
Initial state.
Shut-off valves are closed and the venting valve in between is open.
Engine is in stand-by mode.
Components
03 Shut-off valve
04 Shut-off valve
05 Venting valve
06 Venting valve

Step 1
Both shut-off valves are closed and the venting valve in between is closed.
The pressure transmitter monitors the fuel gas pressure in between the safety shut-off
valves for 1 minute.
If the transmitter indicates an increase of over predetermined limit value (bar)
between the main shut-off valves, the first shut-off valve is leaking:
Æ An alarm, leaking first shut off valve, is set.
Æ Gas leakage test failure alarm is activated and the gas leakage test is ended.
Components
03 Shut-off valve
04 Shut-off valve
05 Venting valve
06 Venting valve

Step 2
Both shut off valves are closed and the venting valve in between is opened.
The CGR is in initial state.
The signal that gas leakage test successfully passed is activated. The gas leakage
test sequence is ended.
Components
03 Shut-off valve
04 Shut-off valve
05 Venting valve
06 Venting valve

General
The gas is supplied to the engine through a compact gas ramp. This unit includes filter,
pressure regulators, shut-off valves and ventilating valves. The unit has separate outlets for the
main gas and the pre-combustion chamber (PCC) gas. The gas outlet pressure in the unit is
controlled by the engine automation system according to engine load.
On the engine, the gas is led through a common pipe, via individual feed pipes to each
cylinder. A separate pipe system provides the pre-chamber with gas.
A filter with filtration degree 98% @ 0,5 micron is installed at the gas inlet on the engine. A filter
is placed before every gas admission valve, preventing particles from entering the valve.
The gas inlet to the engine is controlled by the "Main Gas Admission Valves" in the main
charge system and by the “Pre-chamber control valves" in the PCC gas system. The main gas
valves are direct actuated solenoid valves, controlled by the engine automation system and the
PCC valves are camshaft controlled mechanical valves.
The main gas and the PCC gas pressures can be read from both the remote and the local
display units. Alarms are set for low pressure difference between charge air pressure and the gas
pressures.

Pipe connections: A 108 Main gas inlet, B 110 PCC gas inlet, C 727 Gas system vent, D
PCC venting gas, E 311 Control air to main gas venting valve.
The gas system on the engine consists of a covering system, gas delivery piping attached to
gas manifold, gas admission valve assemblies, gas venting systems with control equipment and
PCC gas system.
The gas pipes are partly integrated in the protection cover. From the common pipe system,
separate gas feed pipes are led to the pre-chamber valves and to the main gas admission valves.
The gas pipe connections are sealed by O-rings.

Fine filter before the engine
Fabric/Fiberglas element → can not be cleaned.
Filtration degree 98% filtration above 0,5 μm

The connections from gas manifold to cylinder are provided with flexible expansion bellows
(02) in order to eliminate the forces caused by pressure pulses in main gas system and providing
flexible installation.
The main gas admission valves are working as the engine speed regulator and the valves are
controlling the amount of gas fed to each cylinder of the engine. The valve is located on the
multiduct and the gas is fed into the inlet channel of the cylinder head. The main gas valve is a
direct actuated solenoid valve.
Functions as speed regulator

Individually adjustable during operation
Fast respond time
Short opening / closing time (stroke 0,2 mm)
Controlled by the engine automation system
With the engine automation system, it is possible to adjust the amount of gas fed to individual
cylinders, even when the engine is running.

Actuation force
All valve actuation forces are generated magnetically through an E-core solenoid device.
Magnetic flux generated in the E-core solenoid assembly attracts a low carbon steel plate (the
armature) that is attached to the valve mechanism. The E-core produces very high forces over
short travels.
The valve mechanism travels 0.40 mm from full closed to full open position. The short travel
along with the high forces result in fast and consistent opening and closing response.

Valve
The valve is similar to an air (or gas) compressor valve. It is a face type poppet with multiple
concentric grooves. The moving metering plate is spring loaded (and pressure loaded) against
the lower stop & metering plate and is pulled off the lower stop & metering plate by the E-core
solenoid assembly.
When the plates are separated, gas flows from the grooves in the moving metering plate to the
grooves in the lower stop & metering plate (See valve open position).
When the moving metering plate and the lower stop & metering plate are in contact, gas
cannot pass from the grooves in the moving metering plate to the grooves in the lower stop &
metering plate (See valve closed position).
The groove edges are the metering edges. Overlapped, flat lapped sealing surfaces, spring
loading, and pressure imbalance across the moving metering plate provide excellent sealing
while the valve is closed.
An array of springs, combined with pressure imbalance across the moving metering plate,
rapidly close the valve once the E-core is de-energized. The same array of springs center the
moving plate relative to the lower stop & metering plate. This centering technique eliminates
sliding (wearing) motion.

Gas venting systems consists of main gas venting unit, PCC gas venting valve and gas venting
piping.
PCC gas venting is controlled by 2/2 solenoid valve. A bank and B bank PCC gas systems are
connected to venting system with connection pipes.

Main gas venting from the gas manifold is arranged with a main gas venting valve controlled by
actuator and solenoid valve. Solenoid valve gets control air from the instrument air system.

General
Wet sump lubricating oil systems are the most common design used on Wärtsilä engines.
The 34SG engine is provided with a direct driven lube oil pump (01), located in the free end
of the engine. An electrical stand-by pump is usually connected in parallel with the pump.
From the oil sump the oil is circulated, at a pressure of 4-5 bar, through the engine. First the
oil is circulated via the thermostatic valve (06) equipped oil cooler (05) and the lube oil
automatic filter (07) module, then through the hydraulic jacks (now just acting as ordinary
pipes) to the main bearings. The oil is circulated further on through the connecting rods to the
gudgeon pins , partly to the piston skirts and finally sprayed on the piston crown cooling
surfaces.
Besides lubricating, the oil is also cooling the engine.
The lube oil is also led to other lubricating points, like camshaft bearings, valve tappets and
pre-chamber valve tappets, rocker arm bearings and valve mechanism gear wheel bearings.
The turbocharger is also connected to the engine lubricating oil system.
The dirty back-flush oil from the automatic filter is cleaned in the centrifugal filter (08) before
it is returned to the oil sump.
The electrically driven pre-lubricating pump is a gear-type pump. The pumps are connected
in parallel and uses the same regulating/safety valve (02) of lubricating oil system.

The oil pressure in the distributing pipe is regulated by a pressure control valve on the pump.
The pressure can be adjusted on the set screw on the control valve. It is essential to
maintain correct pressure to ensure an appropriate lubrication of the bearings and cooling of
the pistons. Normally, the oil pressure remains constant when adjusted to the correct value,
varying with the temperature though.
The oil pressure can rise above the nominal value when starting with cold oil but will return to
the normal value when the oil is heated. A pressure gauge on the instrument panel indicates
the lubricating oil pressure before the engine. The system includes three pressure switches,
for low lubricating oil pressure, connected to the automatic alarm- and stop system.
The oil temperature can also be checked from gauge on the instrument panel before and
after the oil cooler. A temperature switch for high lubricating oil temperature is connected to
the automatic alarm system.
The oil dipstick is located at the middle of the engine.
Optional connections for an oil separator are mounted on the oil sump in the free end of the
engine.
For oil sampling a valve after the oil filter is available.

The arrangement on the engine consist of lubricating system at free end, lubricating oil
system at driving end, storage system, delivery system, lubricating oil control devices and oil
condition monitoring systems.
Lubricating oil piping is made of seamless carbon steel and seamless precision tubes in
carbon or stainless steel. Engine block and other cast constructions contain oil channels
which are used for lubrication oil delivering and collecting.

Suction pipes to the lubricating oil pump and if used, for the separator, as well as for the
main lubricating oil distributing pipe for crankshaft bearings, are incorporated in the oil sump.

The lubricating oil is led up from the lubricating oil delivery pipe to the main bearings through
the centre of the hydraulic jack.
Lifting and lowering function for bearing caps provides an operational environment when
inspecting the bearings. Hydraulic jack contains an operating cylinder which is controlled by
pressurized oil connection.
The hydraulic jack operating oil circuit is separate from the engine circulation oil supply.
A low pressure hand pump is used for lifting with hydraulic jack.
Normal engine oil, which is used in the engine lubricating system (sump) must be used in
this pump because the drain oil from the tools is led to the sump of the engine.
Lowering the main bearing cap:

Connect the hoses of the hydraulic pump and to the side marked A (DOWN) on the
hydraulic jack.
Connect the return hose to the side marked B (UP) and an additional quick coupling male
part to the
free end of the return hose and place it in the crankcase.
Lower the main bearing cap by pumping oil to the hydraulic jack with the hydraulic pump.
Lifting the main bearing cap:

Remove the quick coupling from the return hose and reverse the oil feed to the hydraulic
jack by
connecting the pump to the side marked B (UP). Mount the quick coupling male part to the
free end
of the hose, connected into the side marked A (DOWN), and place it in the crankcase.
Lift the main bearing cap by pumping oil to the hydraulic jack with the hydraulic pump.

Lubricating oil to main moving parts
From driving end oil flows to distribution channel at the bottom of the oil sump (01).
From distribution channel oil flows through hydraulic jack (02) to main bearings (03), through
crankshaft (04), to connecting rod bearings (05), up through connecting rod (06) to gudgeon
pin bearings (07) and further on to cooling space of piston skirt (08).

Part of the lubricating oil flow is branched for lubrication of the gear wheels by special
lubricating oil nozzle channels and pipes (04). The nozzle pipes include small nozzle holes
where a lubricating oil jet lubricates the gear wheels. Through channels in the end cover and
gear assembly the oil flows to bearings and back to oil sump.

Lubricating oil module consists of lubricating oil cooler, thermostatic valves, centrifugal filter
and full flow automatic filter.
Module housing is attached into engine driving end with bracket with channels for LT water
and lubricating oil.

The lubrication for the intermediate gear wheel bearings is arranged through channels in the
crankshaft, engine block, end cover and for the gear wheels from a distributing pipe through
nozzles. Through the intermediate gear, oil flows back to oil sump.

The oil supply is arranged for the axial bearing from the driving end of the engine. From
lubricating oil channels oil flows through channels in the cover for bearing and camshaft end.
The oil returns to the sump via channels.
Lubricating oil is supplied to every camshaft bearing through drillings in the engine block.

The oil supply is arranged for the axial bearing from the driving end of the engine. From
lubricating oil channels oil flows through channels in the cover for bearing and camshaft end.
The oil returns to the sump via channels.
Lubricating oil is supplied to every camshaft bearing through drillings in the engine block.

Lubrication to valve tappets is arranged through oil channels in Hot-box. From tappet guide
the oil is led to cylinder head via lubricating oil pipe connection. Lubrication for tappets is
provided through oil channels.
The lubricating oil from the rocker arm bracket returns through a pipe to the valve tappet
guide. After circulation the oil then returns to the oil sump.

Lubricating oil lubricates the yoke pins and further on also the valve rotators. The rocker
arm supplies oil only when it is in the “open valve” position. When the rocker arm is in "valve
closed" position, the surface between rocker arm and the shaft is lubricated.
The oil flow for the pre-chamber valve is arranged via oil connection top of the valve where
oil flows to the valve and then returns to top of the cylinder head.
The lubricating oil is returned via the push rod covering pipe through the valve tappets
assemblies and back to the oil sump as a free flow.

The system consist of a pre-lubricating oil pump and a main lubricating oil pump. The pre-
lubricating oil pump is powered by an electric motor through a flexible coupling. The
lubricating oil pump is powered by the drive gear wheel at the end of crankshaft, which
rotates the pump mechanism.

The pump is an of gear-type with two gears, driving and driven gear, powered by an electric
motor.
The pre-lubricating oil pump fills the engine lubricating oil system before starting, e.g. when
the engine has been out of operation for a long time. It also provides continuous pre-
lubrication of a stopped engine through which fuel oil is circulating and continuous pre-
lubrication of stopped engine(s) in a multi-engine installation, when one of the other engines
is running.

The valve is a directly controlled pressure regulating valve which is installed at the outlet of
the pre-lubricating pump. Valve regulates the oil pressure before the engine by returning the
surplus oil directly from the pressure side of the pump to the suction side.
The sliding piston (poppet) is pressed against the sealing face by a compression spring and
separates the inlet connection of the valve from outlet connection while also sealing the bore.
As soon as the operation pressure is adjusted by the adjusting screw, the sliding piston
(poppet) releases the oil flow to the outlet. As the inlet pressure falls below the set pressure
value, the valve closes. The spring chamber is pressure compensated by a borehole to the
outlet. During valve start-up, the spring chamber must be expelled from possible air by
releasing the venting screw.
The pressure shall be limited to the recommended operation value by unscrewing the
adjusting screw to the end position in order to prevent the electric motor from being
overloaded when running with very cold oil.

The lubricating oil pump is a screw pump with three screw spindles, driving and two idler
spindles. The pump is dimensioned for actual lubricating oil viscosity. The direction of
rotation for pump is counter clock wise (CCW) in clock wise rotating engine.
The working parts of the pump are the three screw spindles, which rotate in the
surrounding casing. The liquid moves axially when the screws rotate and is forced hereby
creating a pumping action.
The pump has an built-in pressure regulating valve, which functions is to maintain constant
pressure in lubricating oil system.
The pump lubrication is supplied by the pumped lubricating oil.

The lubricating oil system is equipped with a pressure regulating valve to maintain the oil at
a constant pressure to the engine lubrication oil system under variable conditions. The
pressure regulating valve is designed for the maximum lubricating oil flow of the pump.
The pressure regulating valve, is integrated in the lubricating oil pump housing and
regulates the oil pressure before the engine by returning the surplus oil direct from the
pressure side of the pump to the suction side.
When pressure exceeds the adjusted values on the pressure side, the valve cone lifts from
the seat and the lubricating oil circulates into the suction side of the pump housing. The
opening pressure is adjusted by compressing the valve spring with the adjusting screw at the
factory.
For engines running at varying speeds, the valve is arranged to maintain a speed
dependent pressure, according to the operating pressures recommended at various speeds.
If the pressure significantly increases in the pressure pipe, the ball will open and admit oil to
pass onto the regulating piston. This serves as a safety valve operation.

The cooler combines both advantages of using a tube bundle and plate finned heat
exchanger technology.
The bundle consists of a tube stack and applied plate fins, which is built together as one rigid
cooler bundle. Tube stack is sealed into housing of the lubricating oil cooler at tube sheets
with O-ring.

Components: 01 Lubricating oil cooler, 02 Automatic filter, 03 Thermostatic valve.
Connections: A1 Lubricating oil to cooler, A2 Lubricating oil delivery (uncooled) , A3
Lubricating oil delivery (cooled), A4 Lubricating oil to filtration and delivery, B1 LT
cooling water inlet, B2 LT cooling water outlet.

In principle, the thermostatic valve is a three-way valve with a built-in thermal element. A
self-acting thermostatic valve is installed to keep the lubricating oil temperature constant
for filtration and delivery. The thermostatic valve is designed to act for a specified
temperature range. This temperature range cannot be adjusted.
Function of thermostatic valve

The figure shows the valves are in closed position.
When the temperature exceeds the nominal value of the thermostatic valve, the content
of the thermostat element expands and moves the valve unit toward the end flange.
Then part of lubricating oil stat to flow through the cooler.
This movement is continuous and controls the right temperature of the mixed oil.
OPEN position
When the temperature of oil has rise, valve unit moves to the maximum open position.
Lubricating oil ports are fully open from the cooler and cooled oil flows through the cooler
and via thermostatic valve to the automatic filter.
CLOSED position
When the temperature of oil is low, valve unit has closed the ports from the cooler.
Lubricating oil flow via thermostatic valve and bypass the cooler to the automatic filter.

Components: 01 Filter cartridge, 02 Connection pipe, 03 Shaft, 04 End plate, 05
Safety filter, 06 End plate, 07 Turbine, 08 Tap, 09 Toothed gear, 10 Worm gear, 11
Overflow valve, 12 Lubricating oil vent.
Filter construction includes separate safety valves, which open at a specified pressure
difference between the inlet and outlet. The filter pressure differential alarm is actuated by
the engine control system.
The filter works with permanent back-flushing using its own process fluid. No external power
is required to operate the automatic filter.

Safety filter, 06 End plate, 07 Turbine, 08 Tap, 09 Gear wheel, 10 Gear box, 11
Filtration phase
During the filter operation, the lubricating oil passes through the inlet flange and turbine (07)
into the first end of the filter cartridges (01). About half of the flow is fed via the central
connection pipe to the second end of the filter cartridges (01). This means that the lubrication
oil flows through the filter cartridges (01) at both ends, from inside to outside, and the larger
particles of dirt are thus kept back inside the filter cartridges (01).
The cleaned lubricating oil passes through the additional protective mesh (safety filter (05) to
the filter outlet and is fed back to the engine lubrication oil circulation system.

Safety filter, 06 End plate, 07 Turbine, 08 Tap, 09 Gear wheel, 10 Gear box, 11
Back-flushing phase
The flow energy drives the turbine (07) installed in the inlet flange. The high speed of the
turbine (07) is reduced via the gear box (10) and gear wheel(09) to the lower speed required
for turning the tap (08). The individual filter cartridges (01) are now in turn connected to the
flushing oil outlet via the continuously rotating flushing mechanism.
The pressure difference between lubricating oil system and flushing oil outlet, results in
particularly effective cleaning.
The filter cartridges (01) are cleaned continuously and in sequence, without
interruption to the filtration process.
While one of the tap (08) is in back-flushing position,

1. the other end of the filter cartridges to be flushed is blanked off, so that all of the
back-flushed liquid flows through the filter mesh in the reverse flow direction.
2. the flushing opening of the other tap during the back-flushing should be prevented if
possible.
Counter-current back-flushing:
The lower pressure inside of the filter cartridges during the back-flushing operation
(connected to the centrifugal filter and sump) and the higher pressure (operating pressure)
outside the filter cartridges produce a counter-flow through the mesh from the clean filter
side through the dirty filter side to the centrifugal filter.
Flow during back-flushing, from outside of the filter cartridges to the inside through flushing
arms in to the flushing line. The resultant turbulent flow in the longitudinal direction of the
filter cartridges (cross-flow back flushing) and the counter flow back-flushing through the filter
cartridges result in a especially effective and continuous back-flushing action.
Operation mode of the overflow valves
If for some reason the filter cartridges (01) (first filter level) are no longer cleaned
adequately, the overflow valves (11) are opened at the differential pressure of 2 bar
upward and the lubricating oil is filtered via the safety filter (05) (second filter level).
Before the overflow valves starts to operate, a differential pressure switch emits a
differential pressure alarm to the alarm system (first contact). At the same time the
visual differential pressure indicator (located after the LO-filter) becomes red. The
cause must now be localized and eliminated.
If this warning is not observed, an alarm is emitted by the second contact of the
differential pressure indicator.
CAUTION!
The filter may only be operated in this emergency condition for a short time (open overflow valves
and differential pressure warning). Prolonged operation in this mode can result in damage to
components switched downstream components.
NOTE!
The overflow valves are closed in normal operating conditions, including in start-up status
with lower fluid temperatures.

The oil flows through the filter and dirt particles are collected to filter insert. A safety valve is
built into the middle of the lower end flange. This safety valve opens if the pressure rises too
much and allows the oil to pass through.
It is recommended to use running-in filters after certain maintenance operations, such as

major engine repairs and oil system maintenance or repair.
The filters are removed by the installation personnel.

Connections: A Back-flush oil inlet, B Oil to crankcase, C Drive oil inlet, D Cleaning
chamber, E Out let chamber, F Out let hole.
The centrifugal filter acts as a complement to the automatic filter and it is located in
lubricating oil module. The filter cleans the dirty automatic filter back-flush oil by centrifuging
it.
The filter comprises a housing in which a dynamically balanced rotor unit with a hardened
steel spindle rotates. The rotor comprises a cleaning chamber and an outlet chamber. The oil
flow at oil inlet from the back flush filter enters at the inner side of the spindle and flows to the
cleaning chamber. The oil then passes from the cleaning chamber to the outlet chamber with
outlet holes at the lower part of the rotor.
The oil flow at the drive oil inlet connection comes, directly from the lubricating oil pump and
drives a pelton turbine wheel which is connected to the spindle. By the high speed of the
rotor, the oil inside the cleaning chamber is subjected to a high centrifugal force. The dirt
particles will form a deposit of heavy sludge on the wall of the rotor.
The clean oil from the outlet holes and the oil from the turbine wheel drive returns via drain
hole of the filter housing back to the engine sump.

Condensed oil from venting connection is collected to chamber of upper part of the venting
pipe. Collected oil flows back through the pipe to the crankcase and the remaining "dry"
vaporized oil continues further up the pipe and out from the engine.

Treated cooling water is used for cooling the cylinder liners, charge air, lubricating oil and
cylinder heads including exhaust valve seats and pre-chambers.
Connections
401 HT water inlet
404 HT water air vent
406 HT water inlet from pre-heater
414 HT water outlet from air cooler
416 HT water air vent from air cooler
451 LT water inlet
452 LT water outlet
454 LT-water air vent from air cooler
483 LT water air vent

The High Temperature cooling water system cools cylinder liners and cylinder heads
including exhaust valve seats and pre-chambers.

HT water to the cylinder head comes from the cylinder liner, flows around the exhaust valve
seat rings, starting air delivery valve and pre-chamber and continues upwards from the
cylinder head water space to the return pipe.
The seat cooling circuit cools the exhaust valve seats and valves against thermal load.

The multiduct is a cast iron support for the exhaust pipe and insulation box, located behind
the cylinder head.
It conveys charge air from receiver to cylinder head, exhaust gases from cylinder head to
exhaust manifold and HT water from cylinder head to the return manifold.

The Low Temperature cooling water system controls the temperatures of charge air and
lubricating oil.

The engine driven LT and HT water pumps are both centrifugal pumps driven by a gear
mechanism at the free end of the engine.
The shafts are made of stainless steel and other main components of cast iron.

The LT and HT water pumps are driven by a gear mechanism at the free end of the engine.

The engine is started by means of compressed air. Control air is needed for timing the
operation of pneumatically operated starting valves.

Pressurised air is supplied to the engine through the starting air delivery piping to the main
starting valve (02).
The start is performed by direct injection of air into the cylinders through the starting air
delivery valves (04) in cylinder heads, which are opened by a minor part of the air volume
being diverted to the correct cylinder head by the starting air distributor (05).
Control air to the distributor is conveyed through a blocking valve, which prevents starting
when the turning gear is engaged.

Pressurised air to the engine is supplied through the starting air delivery piping to the main
starting valve.
After the main starting valve the starting air pipe is provided with a flame arrester and a
safety valve before entering the air block.

The starting air manifold is placed in the Hot-box. It consists of a starting air passage in
the air block and starting air pipes to cylinder heads.
Flame arrester
The connection piece before the air block contains a flame arrester.
The flame arrester prevents possible flame outburst from entering the starting air devices
if any cylinder fires before the starting sequence is over.

Control air from the distributor is conveyed to the air block through cylinder specific control
air delivery pipes.
The air block is a monolithic aluminium rail containing the starting and control air
passages.
Control air for a certain cylinder is diverted from the correct passage through a bore and a
control air pipe to the cylinder head.

The main starting valve controls the starting air flow to the starting valves in cylinder heads
during the starting procedure.

The starting air delivery valve opens and closes the starting air supply to the cylinders.
Control air coming from the starting air distributor controls the opening and closing of the
valve during the starting procedure.
Normally the valve is closed.
If there are no starting air delivery valves in the B-bank cylinder heads, a dummy has
been installed instead.

The starting air distributor controls the opening sequence and timing of the starting valves
in cylinder heads.
The starting air distributor is driven directly from the camshaft. There is one piston type
valve for controlling each starting air delivery valve mounted in the cylinder head. The
valves are situated radially in the housing of the distributor.
Connections
A Control air inlet
B Control air to starting air delivery valve

Before the air block there is a safety valve to relieve any sudden overpressure in the starting
air manifold.

1 © Wärtsilä 23.3.2015 W34SG-V00R02CB0601D003L_01en / Turku Training Centre
An exhaust gas system guides waste exhaust gases away from a controlled combustion. The
exhaust gases flow through a turbocharger to increase engine power.
The air intake system provides the ambient air (charge air) to engine’s combustion process in
combustion chamber. The filtered air is compressed in turbocharger and cooled in the charge air
cooler. The ambient air needs to be free from sea water, dust, fumes, etc.

Power Plant application
Wastegate: YES
By-pass: NO
Anti-surge YES (when the plant is running both island and grid mode)

A turbocharger consists of an exhaust driven turbine and a compressor wheel which are mounted
on the same shaft. The turbine uses the waste energy of the exhaust gases as a power source.
The rotational speed of a turbocharger is usually in the range 10000 rpm to 30000 rpm
depending on the size of the unit.
Turbocharger increases specific power over naturally aspirated engine. This means a
turbocharged engine can achieve more power from same engine volume.
The housings fitted around the compressor and turbine collect and direct the gas flow through the
wheels as they spin. The size and shape can dictate some performance characteristics of the
overall turbocharger.
The turbine and compressor wheels are each contained within their own folded conical housing,
the cartridge group, on opposite sides.
The turbine and compressor wheel sizes dictate the amount of air or exhaust that can be flowed
through the system and the relative efficiency at which they operate. This normally means that
the larger the turbine wheel and compressor wheel the larger the flow capacity.
The cartridge design of the turbocharger allows all normal service work to be done from the
compressor side of the turbocharger without removing the whole unit from the engine.

The turbocharger turbine is driven by exhaust gases coming from cylinders through opened
exhaust valves. The compressor is driven by the turbine. The energy of the exhaust gases is
used to compress the intake air of ambient pressure to higher level. The charged air enlarges the
air quantity fed into the combustion space and thus makes it possible to burn a bigger amount of
fuel in the cylinder space.
The combustion air is taken outside of engine to the compressor side of the turbocharger.
Passing through the compressor side, the air pressure and density increases as well as the
temperature. The heated air is cooled down in the charge air cooler.
The turbocharger can either have its own built on oil system or it can be connected to the engine
lubricating oil system. Oil inlet and outlet normally located at bottom.

The engine is equipped with air cooler(s) to cool down the compressed and thus heated air after
turbochargers. The outlets are connected to the charge air receiver (06) through air inlet box(s)
(03) and charge air cooler housing (05).
The charge air cooler(s) is of rigid frame type and mounted to charge air cooler housing.

The purpose of the charge air cooler is to reduce the temperature of charge air before it enters
the cylinders. Air temperatures can reach levels which are above 200 ºC depending on the
charge air pressure. The charge air temperature is kept at the correct level by high temperature
and low temperature cooling water flows. The cooling water is circulated through the tubes while
the charge air passes between the fins outside the tubes.
By lowering the temperature of the charge air it becomes more dense and therefore contains
more oxygen per unit volume. This allows for more fuel and oxygen to react in the combustion
chamber generating more combustion pressure and thus power to be produced.

The Wärtsilä turbocharger water cleaning system with Wärtsilä Turbocharger Wash (WTW) -unit
is fully-automated eliminating the need for manual timing of the water cleaning sequence and the
manual opening and closing of valves. One unit is installed per one engine. The whole washing
sequence is controlled with the installation’s/stand-alone PLC. On the Power plant installations
the unit is normally connected to (WOIS).
The turbocharger wash interval is controlled by the PLC and can be changed based on the
operation experience, ambient conditions etc. In WOIS, or on the control unit touch screen, an
operator reminder can be set between 5 to 500 hours. The timer is reset when a successful wash
sequence has been performed. The wash sequence must be manually started from the WOIS
station or from the separate control unit.
The turbocharger wash sequence is done in the following steps:
Ready System is in stand-by, ready for washing.
Compressor wash The main water valve (01) and the compressor inlet valve (02) open to
allow water to be injected to the compressor for 10 seconds.

The compressor cleaning system consists of pipeline(s) (01 and 02) for compressor washing.
Deposits in the compressor stage (compressor wheel and diffuser) and the deposit of dirt in the
flow ducts are cleaned up with an amount of clean water which is injected with air pressure.
Compressor washing is normally performed with the high engine load, i.e. at high compressor
speed.

In Spex (single pipe exhaust) system the exhaust manifold is divided into sections to facilitate
easy maintenance. Each section consists of branched exhaust pipe (02) connected to the
cylinder head through a multiduct (01).
The exhaust pipe manifolds are provided with flexible expansion bellows (03 and 06) in order to
eliminate the forces caused by thermal expansion. The bellows are fitted to the pipes with screws
and sealed with sealing rings.

Charge air is delivered from charge air receiver (04) to cylinder head through multiduct (03). The
cylinder head in turn connects to exhaust manifold with multiduct and exhaust pipe (01).
The exhaust manifold is covered with insulation box (02). The exhaust manifold and insulations
are supported with multiducts.

The wastegate system consists of the wastegate valve and an exhaust pipe system. The
wastegate valve is mounted near the turbocharger above the charge air cooler housing.
The wastegate valve is working as a regulator and adjusts the air-fuel ratio to the correct value by
opening to limit the exhaust gas flow to the turbocharger turbine. The wastegate valve thus
reduces the charge air pressure and firing pressure to suitable level in whole scale of the power
output range.
The anti-surge device is used to prevent the turbocharger compressor from surging and the
engine from stalling in sudden load drops and frequent grid trips by relieving pressurized air from
the charge air system to the exhaust system. The system consist of anti-surge device, brackets
and pipelines.
The point and duration of the valve openings are controlled by the engine automation system.

The wastegate valve is situated in a pipeline between exhaust inlet to turbocharger and exhaust
outlet to stack. The valve is controlled electronically and operated pneumatically. The wastegate
control system takes compressed air from the instrument air system.

The anti-surge device is built on the engine. It consists of a fast-acting two-way pneumatic
actuator connected to a butterfly valve. The movement of the actuator is controlled by a
pneumatic solenoid valve. The control system takes compressed air from the instrument air
system.
In normal operation, the solenoid valve is de-energized and butterfly valve stays closed. During
fast and sufficiently large load drops at higher loads (>~50%), the solenoid valve (4) is energized
and the butterfly valve opens briefly.

The turbocharger is insulated with insulation covers for turbine and compressor. Charge air
piping and air inlet box are also protected with insulation.
The insulation for exhaust manifolds consist of insulation segment split up in parts that can easily
be dismantled for maintenance of the exhaust manifold. The insulation sections are fastened to
each others with cover profiles. Also exhaust connection from manifolds to turbochargers is
insulated with insulation box mounted to exhaust manifold insulation and turbochargers.
The wastegate and anti-surge connections from the exhaust and the charge air systems are
protected with insulation box and covers.

1 © Wärtsilä 23.3.2015 W34SG-V00R02CB0903B002L_01en / Turku Training Centre
The flywheel, as a rotating element, is encased with a protective cover preventing
physical injuries.

The amount and the location of the fitting screws depends on the engine configuration.

Both the flywheel and the indicator have a graduation of their own.

With a flexible coupling, shocks and vibrations are dampened, resonances shifted to
subcritical ranges and a very low noise level for more comfort onboard can be achieved.
The coupling size and related equipment can be vary depending on the installation. As
the engine’s crankshaft is equipped with an additional shield bearing at the driving end, a
rather heavy coupling can be mounted on the flywheel without using intermediate
bearings.
The power is transmitted from the flywheel directly to several segmented flexible
elements made of rubber . These elements have two concentric sections each, which are
bonded to metal parts and radial loaded by shear. The sections are acting in parallel and
therefore they share the torque.

The engine and the alternator are rigidly mounted on the common base frame, the
alternator aligned with fitting pieces.

The common base frame is mounted on the foundation with spring elements. The
amount of fitting plates (04) depends on installation.

Engines
PREVENTIVE MAINTENANCE
© Wärtsilä
1 © Wärtsilä 23.3.2015 W34SG-000R03CBA601A001L_01en / Turku Training Centre
Measuring the main and flywheel bearing shells
1. Measure the thickness of the lower bearing shell
2. Use a ball anvil micrometer
3. Measure thickness on five points (1…5) on both sides (A and C)
4. Distance of the measuring point should be 10 mm from the bearing edge
5. The wear limit must be applied
6. The shell can be used again if:
the thickness of the lower bearing shell has not reached the wear limit
AND
the difference in thickness of all lower bearing shells is max. 0,03 mm
7. Use Measurement record “Main and flywheel bearing shell” found within Engine delivery
documents
8. If you install a new bearing shell, remember to mark it with the bearing number

Measuring the cylinder liner
Nominal diameter of the cylinder liner bore can be found in Engine manual
Wear limits are different on different levels (I, II, III and IV)
Ovality = difference between Dmax and Dmin measured on any level
Work steps:
1. Measure the bore and replace the liner if wear limits are exceeded
2. Hone the liners
3. Check the inner diameter of the cylinder liner, especially at the level of the guiding
surfaces
4. Renew the anti-polishing ring
5. Use Measurement record “Cylinder liner” found within Engine delivery documents

NOTE!
The connecting rod shank and bearing housing must be mounted together and the
screws tightened before measuring.
Tighten the M27 screws in this order: First screws (1), then (2).
The M27 screws are tightened in two steps.
See hydraulic pressures for tightening and loosening the screws in Engine manual.
Use measurement record ”Big end bearing bore” found within Engine delivery documents.

Wear limit: When visible bronze lining wear areas meet, i.e. B = 0
Wear pattern shown in view A–A
Use measurement record ”Big end bearing bore” found within Engine delivery documents

S = Height of top land
Nominal heights and wear limits for Grooves I, II and III can be found in Engine manual
Use measurement record “Piston ring groove height” found within Engine delivery
documents

If the piston has only inner support surface, there is no need to measure the gap.
For evaluating the wear of piston crown support surfaces, use measurement record
”Support surfaces for the piston crown” found within Engine delivery documents.

Tools for measuring the piston support surfaces are not included in standard tools

Damage to the big end bearing / crank pin (D.P.)
The deflections and circular run outs can be checked according to the figure.
No maximum allowed deviations are given, however run out readings of more than 0,03
mm are typical.
Figure 1 shows dial calliper positions for the initial checks of a damaged crank pin
One journal or two journals can be checked at the same time for max. run out. The
difference between the two adjacent journal checks is expected to be negligible.
Damage to the main journal (D.M.J.)

Figure 2 shows deflection and radial run-out checks in case of a main bearing failure.
Use measurement record ”Crank pin and main journal dimensions & surface roughness”,
found within Engine delivery documents.

1. Cracks
After a bearing failure a magnetic particle examination is to be performed on the pin in
question. Bearing material remnants are to be cleaned from the surface. All the cracks
must be ground out (=removed). The depth of cracks can be evaluated based on the
premise that the depth of a crack is normally about 20% of its length.
2. Material hardness
Hardness readings higher than 350 HB call for further action. Heat treatment for reducing
the hardness can be applied to a damaged pin.
3. Mechanical wear
Wear of crankshaft journals or pins can occur as a consequence of operation for long
time under unfavourable conditions, for example with contaminated lubricating oil.
Wear limits for circularity, cylindricity and diameter of crank pin and journal can be found
in Engine manual.
If all measurements are within the acceptable limits but there is still doubt about the
general state of the surface, checking with marking blue should be carried out.
Use measurement record “Crankshaft hardness / cracks”, found within Engine delivery
documents.

Whenever a damage occurs to the crankshaft bearings or a connecting rod fails, the
straightness of the crankshaft has to be measured.
The main bearing shells adjacent to the damaged pin or journal should be removed.
The measurement should be taken in both clockwise and counter-clockwise rotation in
order to eliminate measurement faults which might occur due to lifting of the crankshaft by
the turning gear.
The maximum allowable deviation can be found in measurement record “Crankshaft runout”.

Guidelines for the allowable deflections on warm engines
When the first crankpin (1) from flywheel end is at TDC, the reading should be negative.
The allowable limits depend on the coupling type.
Find the limits for
allowed difference between diametrically opposed readings on the same crank
allowed difference between corresponding readings on two adjacent cranks
in the measurement record ”Crankshaft alignment” within Engine delivery documents.

01 Turning tool for main bearing shell 0,1 kg
02 Turning tool for thrust bearing shell 1,1 kg

01 Deflection indicator for crankshaft 4,3 kg

01 Locking device for connecting rod big end parts 2,9 kg
02 Mounting/dismounting tools for connecting rod big end parts -
03 Limiter for piston/connecting rod assembly 1 kg
04 Hydraulic tightening tool 24 kg
05 Mounting tool for M27x2 screw 0,5 kg
06 Pin for tightening tool of M27x2 nut 0,1 kg

01 Lifting tool for piston 5,7 kg
02 Pliers for piston rings 0,6 kg
03 Assembly tool for piston -
04 Pliers for retaining rings 1,5 kg
05 Lifting and lowering tool for piston 8,4 kg
06 Supporting flange for piston 1 kg
07 Screw for piston tool -

01 Lifting tool for cylinder liner 23 kg
02 Honing tool box for cylinder liner 12 kg
03 Dismounting tool for anti-polishing ring 1,8 kg

01 Mounting tool for camshaft bearing 24,8 kg

01 Lifting tool for cylinder head -
02 Mounting device for valves 9,5 kg
03 Turning tool for grinding of valves 1,7 kg
04 Extraction for start and injection valve 5,1 kg
05 Adapter for extractor tool -
06 Feeler gauge for valve clearance 0,4 kg
07 Feeler gauge for PCC valve clearance -
08 Extraction mandrel for valve guide 4,5 kg
09 Assembly tool for rocker arm bracket -

10 Socket (magnetic) for spark plug 0,3 kg
11 Extension bar 12.5x250 0,3 kg
12 Torque wrench 20-1000Nm 1,1 kg
13 Torque wrench 40-1000Nm 0,5 kg
14 Adjusting tool for pre-chamber with valve -
15 Pressure test device for pre-chamber with valve -

01 Extractor for impeller 0,9 kg

01 Tool for speed sensor adjustment -

01 Quick coupling male -
02 Extractor plate for holder thermostatic element -
03 Securing pin -
04 Lifting device for valve tappet housing -
05 Lifting eye bolt M12 0,2 kg
06 Lifting eye bolt M16 0,3 kg
07 Wrench 0,8 kg
08 Extractor for intermediate gear bearings 6,3 kg
09 Inhex socket 17x20 0,3 kg

10 Box wrench head 0,2 kg
11 Checking device for cylinder tightness -
12 Hydraulic pump (1000 bar) 14 kg
13 Hose 820 mm 1 kg
14 Hose 3067 mm 1,1 kg
15 Hydraulic pump (150 bar) 15 kg
16 Hose 3000 mm with fittings 1 kg

01 Hydraulic tightening tool for M42 screw 4,5 kg
02 Distance sleeve for hydraulic tool of M42 screw 21,3 kg
03 Pin for hydraulic tensioning tool 0,1 kg
04 Extractor for M42 and M56 studs 1,5 kg
05 Distance sleeve for tightening of counterweight screws 1,1 kg
06 Hydraulic tightening tool for M56 screw 18 kg
07 Hydraulic tool for M56 screw 26 kg
08 Pin 0,1 kg
09 Lifting tool for M56 hydraulic tightening tool 14 kg

10 Lever for tightening tool -
11 Hydraulic tightening tool for M56 tool 26 kg

Wärtsilä 34SG Engine O&MM 04. Maintenance schedule
04. Maintenance schedule

Maintain the engine regularly according to the maintenance schedule. Regular maintenance
helps to avoid engine malfunction and increases the engine's lifespan.
The actual operating conditions and the quality of the fuel used have a large impact on the
recommended maintenance intervals. Because of the difficulty in anticipating the engine
operating conditions encountered in the field, the maintenance intervals stated in the
schedule are for guidance only.
NOTE
Do not exceed the maintenance intervals during the warranty period.
If there is any sign indicating the need for a maintenance operation in advance of the
scheduled time, prudent industry practice dictates that the maintenance operation must be
performed. Likewise, if an inspection or observation reveals wear of any part or use beyond
the prescribed tolerances, replace the part immediately.
For maintenance instructions, see the references given in the schedule. Also see the
turbocharger instructions and other equipment manufacturer's instructions.
Before taking any maintenance measures, carefully read the corresponding instructions in
this manual.
WARNING
Note all safety instructions.
04.1 Basic maintenance principles v3

GUID-A703D9C0-545A-47DC-B6E2-3CA64DEFC05C
● Observe utmost cleanliness and order during all maintenance work.

● Before dismantling, check that all concerned systems are drained and the pressure
released.
● After dismantling, immediately cover the lubricating oil, fuel oil and air holes with tape,
plugs, clean cloth or similar means.
● When exchanging a worn-out or damaged part provided with an identification mark
stating cylinder or bearing number, mark the new part with the same number on the
same spot. Enter every exchange in the engine log along with the clearly stated reason
for the exchange.
● Always renew all gaskets, sealing rings and O-rings at maintenance work.
NOTE
The O-rings in the cooling water system must not be lubricated with oil based
lubricants. Use soap or similar.
● After reassembling, check that all screws and nuts are tightened and locked (as
required).
● If any welding is performed on the engine, disconnect the electronic equipment
according to the welding instructions. Keep the return connection near the welding
point.
DBAD208223- 04-1
04. Maintenance schedule Wärtsilä 34SG Engine O&MM
● Consider that well cleaned oil spaces (oil sump and camshaft spaces) spare the oil
pump and oil filter.
● When supervising engine operation or doing maintenance, record all relevant data in the
measurement records. This helps you evaluate the engine condition and follow up
changes over time. You can find the measurement records in the Attachments binder.
04.2 Before starting maintenance v7

GUID-4B97B862-B07D-431F-A11D-F8F5B2C8C746
WARNING
To prevent personal injury or engine damage, take all the necessary safety
precautions before starting any maintenance work on a stopped engine.
● Check that the engine mode selector switch is in the blocked position.
● Disconnect all the concerned circulation pumps, for example, for prelubricating oil,
lubricating oil, cooling water and fuel.
● Drain the starting air system.
● Secure the generator breaker or disengage the gearbox to avoid accidental crankshaft
rotation.
● Disconnect the power supply before removing any electrical components.
04.3 Maintenance intervals
04.3.1 Every second day v3

GUID-5A856393-2802-487A-9333-26052BFA3438
Part or system Maintenance task Chapter

Automatic prelubrication Check the operation of automatic prelubrication. 03
18
04.3.2 Once a week v3

GUID-1AC06B8F-3009-4577-BA10-D6B54493AA14

Start process Test start (if the engine is on standby). 03
04.3.3 Interval: 50 operating hours v3

GUID-99A90C24-497C-4220-AFC1-4B3288A7C5A2

Charge air system Check the draining of the charge air system. 03
Check that the drain pipes are open. 15
Check for leaks from air coolers.
Connecting rod Check the tightness of the connecting rod screws on a new engine and, after 07
overhaul, those screws that have been loosened. 11
Note! Pump to stated pressure. Tighten if possible. Do not loosen!
04-2 DBAD208223-

Cooling water system Check the water level in the expansion tanks. 19
Check the static pressure in the engine cooling circuits.
Crankshaft Check the tightness of the counterweight fastening nuts on a new engine and, 07
after overhaul, those nuts that have been loosened. 11
Gauges and indicators Read and record all temperature and pressure gauges and the engine load. 03
Note! Use the form “Operating Data Record”.
Gas filter Check the pressure drop indicators.
Replace the filter cartridges if a high pressure drop is indicated.
Lubricating oil filter Clean or replace the filter candles if a high pressure drop is indicated. 03
18
Lubricating oil sump Check the oil level in the sump with the dipstick and compensate for 02
consumption. 18
Main bearing Check the tightness of the main bearing screws on a new engine and, after an 07
overhaul, check the screws that have been loosened. 10
Multiduct Check the tightness of the multiduct screws on a new engine and, after an 07
overhaul, check the screws that have been loosened. 20
The engine should be at normal operating temperature.
Running-in filter Remove the running-in filter.
Pump up the hydraulic jack. Tighten and secure the screws of the jack.
Note! Do not run the engine for more than 100 hours with the running-in filters.
Turbocharger Clean the compressor by injecting water. 15
Valve mechanism Check the valve clearances on a new engine and after an overhaul. 06
12

GUID-E41A1C78-8660-499D-B0A3-031E4C69F248

Cooling water system Check the water quality. 02
Check the content of additives. 19
Lubricating oil In a new installation and after changing lubricating oil brand, take oil samples and 02
send them for analysis. 18
To ensure safe engine operation, frequent oil analysis at 500-1000 operating
hours intervals is recommended also after the first year of operation.
Change the lubricating oil if the oil analysis results are not within the limits set by
the engine manufacturer.
Regardless of the analysis results, change the oil in connection with every piston
overhaul, or every four years (every six years if the engine is in operation less than
1000 hours per year), whichever comes first.
When changing the oil, clean all oil spaces with a high quality fibre-free and lint-
free cloth.
DBAD208223- 04-3

GUID-5D0186E3-5B3D-4182-BFA2-0BE6C47C51F2

Air filter Remove the turbocharger air filter and clean the filter according to the 15
manufacturer's instructions.
Clean the filter more often if necessary.
Gas filter (engine-mounted) Replace the filter cartridges. 17
Clean the filter housing from both outside and inside.
Note! The following intervals for the gas filter are 4000 hours.
Gas filter (on gas regulating Replace the filter cartridges.
unit) Clean the filter housing from both outside and inside.
Note! The following intervals for the gas filter are 4000 hours or when the pressure
difference measuring instrument shows a pressure drop of at least 0.2 bar.
Ignition system Replace the spark plugs if the engine is started and stopped at least once a day. 16
Clean and check the ignition coil if the engine is started and stopped at least once
a day. Replace the O-rings.

GUID-91C16B7B-089A-4C5E-80F1-16AA633CE8C2

Automation Check the functioning of the safety and alarm system. 23
Replace faulty sensors.
Check the functioning of the automatic stop devices.
Centrifugal filter Clean the centrifugal filter(s). 18
Clean more often, if necessary.
Note! Remember to open the valve before the filter after cleaning.
Cooling water spaces Check the LT and HT water spaces. 15
Open the thermostatic valve covers and check for abnormal corrosion and dirt.
If corroded, check whether water additives are used according to the
recommendations. If the LT circuit is dirty, find out the reason and wash the air
and oil coolers.
Gas system Perform the leak test with 3 bar compressed air or 3 bar nitrogen pressure.
Ignition system Replace the spark plugs if the engine is running more or less continuously. 16
Clean and check the ignition coil if the engine is running more or less
continuously. Replace the O-rings.
Turning device Regrease the drive shaft when the turning device is connected (engine stopped). 11
Valve mechanism Check the valve clearances. 12
04-4 DBAD208223-

GUID-A4D9A8B9-4B3E-450E-ADB4-B10A20D26498

Automation Check the condition of connectors, cables, wires and cable glands. Replace parts 23
if necessary.
Check the mounting and connections. Apply contact lubricant to the contact
surfaces.
Check the tightness of the connections.
Camshaft Check the contact faces of the cams and tappet rollers. 13
Check that the rollers rotate.
Rotate the engine with the turning gear.
Charge air cooler Check the pressure difference over the charge air cooler (air side) at full load using 15
a u-tube or an electric gauge.
Check for possible leakage.
Replace parts if necessary.
Cooling water spaces Inspect the jacket cooling water spaces for possible deposits. 15
Remove the cooling water channel end flange on cylinder B1 multiduct. 19
If the deposits are thicker than 1 mm, clean all the liners and the engine block
water space and improve the cooling water treatment.
Crankshaft Check the crankshaft alignment. The check must be performed on a warm engine. 06
Note! Use the form "Crankshaft alignment". 11
Check the axial clearance of the thrust bearing.
Gas filter (engine-mounted) Replace the gas filter cartridges. 17
Clean the filter housing from both outside and inside.
Gas filter (on gas regulating Replace the gas filter cartridges.
unit) Clean the filter housing from both outside and inside.
Note! Replace the gas filter cartridges earlier if the pressure difference measuring
instrument shows a pressure drop of at least 0.2 bar.
Valves and piston rings Check the cylinder tightness with a pneumatic test. 12

GUID-3D290A5B-DF3A-4E61-895B-F3A6413360CD

Automation Check the wiring condition inside the cabinets and boxes. 23
Check for insulation wear, loose terminals and loose wires.
Check for cable insulation wear, damage, loose cable glands, connectors, holders
and loose grounding shields.
Check for loose grounding straps and corrosion.
Check the sensors, actuators, solenoids etc. for leakages and physical damage.
Also check the signal measurement where applicable.
Check the condition of the vibration dampers. Replace, if necessary.
Verify that the readings on the engine displays and meters are correct.
Check the electronic modules visually for damage. Rectify, improve or replace the
equipment, if necessary.
Check the sealing condition on the cabinets and boxes.
Charge air cooler Clean the charge air cooler.
Perform a pressure test.
Look carefully for corrosion.
Exhaust manifold Check for leaks.
DBAD208223- 04-5

Gas regulating unit Overhaul the gas pressure regulating and safety shut-off valves.
See the manufacturer’s instructions.
Ignition system Overhaul the ignition coil. 16
Replace the spring, boot, and grommet.
Lubricating oil cooler Clean the lubricating oil cooler. 18
Examine the oil cooler carefully for corrosion and possible leakage.
Clean the oil cooler before the alarm limit is reached.
Note! If the lubricating oil temperature before the engine is within normal operating
values, the interval can be prolonged. Unnecessary opening of the cooler should
be avoided.
Wastegate Check the functioning of the wastegate valve and actuator. 15
Replace the positioner pilot valve.

GUID-B041EF68-62DD-49F6-A922-3FD9E31D41A6

Cooling water system Dismantle and check the cooling water pumps. 19
Inspect the cooling water pump driving gears.
Inspect and clean thermostatic elements, valve cone-casings and O-rings.
Replace parts, if necessary.
Lubricating oil filter Replace the lubricating oil filter candles. 18
Clean the protecting filter.
Lubricating oil pump Inspect the lubricating oil pump. 18
Inspect the lubricating oil pump driving gear.
Lubricating oil thermostatic Inspect and clean the thermostatic element, valve cone-casing and O-rings. 18
valve
Prelubricating oil pump Inspect the prelubricating oil pump. 18
Turbocharger bearings Inspect the turbocharger bearings. 15
Replace the bearings after 36,000 hours at the latest. See the manufacturer's
instructions.

GUID-D32A1CDB-51EC-4EEB-BA59-08605506088E

Camshaft Inspect the camshaft bearings. 14
Replace if necessary.
Camshaft driving gear Inspect the intermediate gears. 06
Replace worn parts. 13
04-6 DBAD208223-

Connecting rod Replace the big end bearings. 06
Inspect the mating surface serrations. 11
Measure the big end bore.
Note! Use the measurement record form for connecting rod.
Inspect the small end bearings.
Replace the connecting rod screws and shims with new ones at every second
overhaul.
Clean and examine the nuts for the connecting rod screws at every overhaul.
Replace them if they appear damaged.
Crankshaft Inspect one main bearing. 06
If the condition of the bearing is bad, inspect all main bearings and replace if 10
necessary.
Perform the inspection according to the type of the bearing.
Cylinder head Overhaul the cylinder heads. 12
Dismantle and clean the underside, inlet and exhaust valves and ports.
Inspect the cooling spaces and clean if necessary.
Grind the valves.
Inspect the valve rotators and rocker arms.
Replace the O-rings in the valve guides.
Replace the O-rings at the bottom of the cylinder head screws.
Cylinder liner Measure the bore of all cylinder liners. 06
Replace the liner if wear limits are exceeded. 10
Hone the liners.
Replace the anti-polishing rings.
Note! Use the form “Cylinder liner and antipolishing ring”.
Engine fastening bolts Check the tightness of the engine fastening bolts. Retighten, if necessary.
Gas admission valve Replace the main gas admission valve or the valve stack. 17
Clean the main gas admission valve filter insert. Replace, if necessary.
Gas system Replace the sealings in pipe connections.
Check the sealing faces for wear and corrosion.
Perform the leak test with 3 bar compressed air or 3 bar nitrogen pressure.
Hydraulic jack for main Check the functioning of the hydraulic jack. 10
bearing caps Replace the O-rings in the hydraulic jack if they are leaking when lifting the main
bearing cap.
Replace the O-rings in the hydraulic jack at every second overhaul interval.
Lubricating oil Change the lubricating oil in connection with every piston overhaul, or every four 02
years (every six years if the engine is running less than 1000 h/year), whichever
comes first.
Clean all oil spaces with a high quality fibre-free and lint-free cloth.
Piston Dismantle the composite pistons and inspect the mating surfaces between the 06
piston skirt and piston crown. 11
Inspect and clean oil spaces.
Fit new bolts and sleeves.
Pull, inspect and clean the pistons and piston rings.
Check the height of the ring grooves (the height clearance of the rings). Use the
form “Piston ring groove height”.
Check the retainer rings of the gudgeon pins.
Replace a complete set of piston rings.
Note the running-in programme.
Prechamber Replace the prechamber lower part. 16
Replace the O-rings and bottom sealing rings.
Clean and check the prechamber valve. Replace parts, if necessary.
DBAD208223- 04-7

Starting valve Overhaul the starting valves in the cylinder head. 21
Turning device Change the oil in the turning device. 02
Regrease the drive shaft.
Valve mechanism Check the valve mechanism parts. 06
Check the tappets. 14
Vibration damper Check the vibration damper. 11
(Geislinger) Dismantle the vibration damper at every second overhaul interval.
See the manufacturer's instructions.
Vibration damper (viscous) Take an oil sample from the vibration damper to be analysed. 11

GUID-4AFADEDB-1856-452D-860F-DA6F6897220D

Automation and control Replace the drive electronics, such as coil drivers, fuel injection controls and 23
system actuator controls.
Replace, the electronics every 10th year, at the latest.
Replace the vibration dampers (rubber elements).
Replace the rubber elements for components such as the connection boxes,
control modules, connection rails and main cabinet.
Replace the vibration dampers every 4 th year, at the latest.
Exhaust manifold Check the expansion bellows. 20
Replace, if necessary.
Flexible coupling Dismantle and check the flexible coupling according to the manufacturer's
(oil supply from the engine) instructions.
Main starting valve Overhaul the main starting valve. 21
Starting air distributor Overhaul the starting air distributor. 21

GUID-85332AE0-D0FE-4BB7-8712-68FD98011EC0

Automation Replace the measuring electronics. 23
Replace the electronics every 10th year, at the latest
Camshaft driving gear Inspect the intermediate gear bearings. 13
Crankshaft Inspect the crankshaft for wear. 11
Engine foundation Check the flexible elements of the engine foundation.
Replace, if necessary.
Flexible coupling Dismantle and inspect the flexible coupling according to the manufacturer's
instructions.
Replace the spring packs/inner star, if necessary.
Turbocharger Replace the rotor and rotating parts. 15
Component lifetime depends on the operating conditions. See the manufacturer’s
instructions.
04-8 DBAD208223-
1 © Wärtsilä 23.3.2015 W34SG-V00R03CBA401A003L_01en / Turku Training Centre
Components: 01 Connecting rod, lower part, 05 Connecting rod, upper part.

Tighten B1, B2, simultaneously with stated hydraulic pressure.
Tighten the nuts if possible.
Tighten A2, one or two nuts simultaneously on the same side. Pump to stated hydraulic pressure
Tighten A1, one or two nuts simultaneously on the same side. Pump to stated hydraulic pressure

Components: 01 Adjusting screw for rocker arm, 02 Counter nut.
Adjusting the valve clearance

Loosen the counter nut of the adjusting screws on the rocker arm.
Hit the push rod end of the rocker arm with soft hammer to ensure that the push rod is correctly
seated.
Put a feeler gauge corresponding to the valve clearance between the surface of the yoke and the
shoe at the rocker arm.
Tighten the adjusting screw (01) until the feeler gauge can be moved to and fro only with slight
force.
Hold the adjusting screw and tighten the counter nut to the stated torque.
Check that the clearance has not changed while tightening.

Components: 01 Filter ring, 02 Tension ring, 03 Trap cover, 04 Cover panel, 05 Cover panel, 06
Fleece segment.

Components: 01 Top cover, 02 O-ring, 03 Filter cover, 04 Fastening plate, 05 O-ring, 06
Spring, 07 Spindle, 08 Upper filter cartridge, 09 Spindle, 10 Shim, 11 Lower filter cartridge,
12 Filter plate, 13 Spring.
Connections: A Fuel gas inlet, B Fuel gas outlet.
Spare part sets
Sealing set

Components: 01 Filer body, 02 Filter cap cover, 03 Filter insert, 04 Filter basket,
05 Filter mesh with rubber rings, 06 O-ring, 07 Plastic ring, 08 Half pipe, 09 Sealing
screw, 10 Magnetic insert.

Components: 01 Grommet, 02 Spring, 03 Boot, 04 Terminal, 05 Insulator, 06 Gasket ring, 07 Center
electrode, 08 Spark plug gap.

Components: 01 Adjusting screw for rocker arm, 02 Counter nut, 04 Yoke adjusting screw nut, 05
Yoke counter nut.

Rotate the crankshaft using the turning device to TDC at firing of the cylinder concerned.
Loosen the counter nuts of the adjusting screws on the rocker arm and on the yoke.
Turn the adjusting screws in counterclockwise direction to provide enough clearance.
Adjusting the yoke balance

Press the fixed end of the yoke against valve stem by pressing down on adjustable end.
Screw down the adjusting screw (04) until it touches the valve end and note the position of the
spanner (pos. a).
Continue screwing while the yoke tilts, until the guide clearance is on the other side and the fixed
end of the yoke starts lifting from valve stem. Press down on the fixed end. Note the position of
spanner (pos.b).
Turn the adjusting screw anti-clockwise to the middle position between "a" and "b", i.e. "c".
Lock yoke counter nut (05).

Hit the push rod end of the rocker arm with soft hammer to ensure that the push rod is correctly
seated.
Put a feeler gauge corresponding to the valve clearance between the surface of the yoke and the
shoe at the rocker arm.
Tighten the adjusting screw (01) until the feeler gauge can be moved to and fro only with slight
force.
Hold the adjusting screw and tighten the counter nut to the stated torque.
Check that the clearance has not changed while tightening.

Components: 01 Filter cover, 02 Rotor unit, 04 Cutting off valve, 07 Paper cartridge.
Clean centrifugal filters

It is very important to clean the filter regularly as it collects considerable quantities of dirt.
If it is found that the filter has collected the maximum quantity of dirt (corresponds to a 18 mm thick
layer) at the recommended cleaning intervals, it should be cleaned more frequently.

System components: 01 Main gas filter, 02 Main gas piping, 03 PCC gas piping, 04 Gas
manifold,05 Main gas admission valve, 06 PCC gas channels in Hot-box, 07 PCC gas
delivery piping, 08 Main gas venting valve, 09 Actuator for main gas venting valve, 10 PCC
gas venting valve, 11 Non-return valve, 12 Gas venting piping.
Pipe connections: A 108 Gas inlet, B 110 PCC gas inlet, C 727 Gas system vent,
D PCC venting gas, E 311 Control air to main gas venting valve.
WARNING!
Release the system pressure before disassembling any connections.
If a leak is detected, shut off the supply of gas immediately.

System components: 01 Main gas filter, 02 Main gas piping, 03 PCC gas piping, 04 Gas manifold,
05 Main gas admission valve, 06 PCC gas channels in Hot-box, 07 PCC gas delivery piping,
08 Main gas venting valve, 09 Actuator for main gas venting valve, 10 PCC gas venting valve,
11 Non-return valve, 12 Gas venting piping.
Pipe connections: A 108 Gas inlet, B 110 PCC gas inlet, C 727 Gas system vent, D PCC venting
gas, E 311 Control air to main gas venting valve

Components: 01 Measuring unit, 02 Cable, 03 Transducer, 04 Cable holder, I Operating
side II Rear side (as seen from flywheel end)
Check crankshaft hot deflection

Check of deflection, use measurement record.
The crankshaft deflection measurement is always done on a thoroughly warm engine,
after the engine is stopped.
The measurement should be carried out rapidly but carefully.
If mounted on rubber not necessary to perform.
Only the crankcase cover for the cylinder being measured should be opened and it
should be closed immediately after measuring.
It is recommended to switch off any forced ventilation close to the engine.
NOTE!
During the deflection procedure the crankshaft should be
turned in the direction of rotation, only.
Check thrust bearing axial clearance

Lubricate the bearings by running the pre lubricating pump for a few minutes.
Apply a measure gauge, for instance, against the plane end surface of the flywheel.
Move the crankshaft by a suitable lever in either direction until contact is established
with the thrust bearing.
Set the measure gauge at zero.
Move the crankshaft in the opposite direction, and read the axial clearance from the
measure gauge.
NOTE!
Repeat the movement of crankshaft to ensure that correct clearance is
measured.

Connections: A Air inlet
NOTE!
A general condition of engine is indicated with the test device, but more important is the
operation data records.
The overhauls must be made according to recommended overhaul intervals and not only when
The pressure test shows a big blow-by.
Check cylinder tightness (valves, piston rings) with a pneumatic test.

In general, the location of leakage can be found by listening when the air valve is open
Measure the time in seconds it takes for the pressure dropping to 0.5 bar.
If the pressure from the beginning was 6 bar and it takes more than 10 sec. for the
pressure to drop to 0.5 bar, the result is acceptable.
If the pressure drops directly to 0 bar, it is possible that one or more valves are sticking
or the valve(s) are burnt.
Carbon particles trapped between the valve and the seat causing a direct pressure
drop.
Blow-by between the cylinder liner and piston could be noticed from fast fouling of filters
or high crankcase pressure.
Always replace the gasket ring when spark plug removed. (Alternative)

Components: 01 Steam or air, 02 Perforated pipes, 03 Cooler insert
Cleaning of charge air coolers

Remove the cooler.
Look carefully for corrosion.
Check for possible leakage.
Clean the air side of the cooler.
Clean the water side of the cooler.
Air side cleaning

Clean the air side of the cooler by immersing the air cooler in a chemical cleaning bath
for at least 24 hours. Use approved cleaning detergents. The best cleaning effect is
achieved if the cleaning tank is equipped with perforated pipes. During cleaning, steam or
pressurized air is fed through the pipes. When cleaning is completed, the cooler should
be flushed thoroughly with water.
NOTE!
The use of a high pressure water jet for flushing, should be avoided because:- it will pack
the dirt into the middle of the cooler- the cooler fins will be damaged. This will cause
lowered air cooling efficiency.
Water side cleaning

Clean the water side by immersing the tube bundle into a chemical cleaning bath for at
least 24 hours. Follow the recommendations given for the air side.

Components: 01 Multiduct, 02 Exhaust pipe, 03 Bellows, 04 Sealing ring, 05 Exhaust
pipe, 06 Bellows , 07 End flange.

Components: 01 End flange, 05 O-ring, 06 Retaining ring, 08 Tube stack, 09 Cooler
housing, 10 O-ring
Spare part sets
Sealing set for lube oil module
Remove lubricating oil module.

Dismantle the oil cooler.
Clean oil side of tube stack.
Due to the design, the tube stack cannot be cleaned mechanically on the outside. Slight
fouling can be removed by blowing steam through the tube stack.
If the amount of dirt is considerable, use chemical cleaning solutions available on the
market.
Clean water side of tube stack.
If the deposits are soft, tubes can be cleaned mechanically. Use special nylon brushes.
The cleaning should be carried out without causing damage to the natural protective
layer on the tubes.
If the deposit in the tubes is hard, e.g. calcium carbonate, it can be removed chemically
by using commercial agents.
Cleaning the cooler hydraulically
Spray water to the inner surface of the tubes until the deposits are removed.
Spray water to the outer surface of the tubes using a 3 mm diameter nozzle. Apply 120
bar pressure at 2 m distance from the fin surface. The water jet has to attack the surface
of tubes in vertical direction, parallel to the fins.
Clean oil and water sides of the module.
Clean and inspect thermostatic valves.
Test the cooler by hydraulic pressure.

Components: 03 Positioner; 031 Pilot valve in positioner, 032 Lever, 033 Cam, 034
Adjusting screw, 035 Adjusting screw
Connections: A Control air from external system, B Connections to and from actuator, C
Control air from I/P converter
Spare part sets

Pilot valve
Spare part kit
Diaphragm, complete
Check the function of air throttle valve and actuator

1. Check of wear of the waste gate system.
Check for wear of the key connection between the actuator and the positioner.
Check for possible wear inside actuator by moving the shaft.
2. Change of positioner pilot valve.

Pay attention to the pilot valve stem and the lever (13), remove the pilot valve
carefully.
Replace the positioner pilot valve.
Adjust the wastegate positioner.
Calibrate the wastegate I/P converter.
Check the function of the valve by following the positioners movement when the
engine is re-started and runs on load.

Components: 01 Pair of friction rings, 02 Clamping ring, 03 Screw
Spare part sets
Sealing set

Components: 01 Pair of friction rings, 02 Clamping ring, 03 Screw
Spare part sets
Sealing set

Spare part sets
Sealing set
Replace lubricating oil filter candles

Check filter and connections for leaks.
Drain the filter housing.
Remove entire filter element.
Clean the parts and check the overflow valves. Replace worn parts if necessary.
Clean the wire gauze.
Replace the O-rings and seals.
Replace the filter candles.
Check the ease of movement of the worm gear unit, the turbine including gear with flushing arm.

Components: 01 Clamping ring, inner, 02 Clamping ring, outer, 03 Screw.
Spare part sets

Sealing set

Spare part sets
Sealing set

Components: 01 Cartridge group, 02 Gas inlet casing, 03 Nozzle ring, 04 Gas outlet casing, 05
Turbine diffuser, 06 Foot, 07 Compressor casing, 08 Wall insert, 09 Diffuser, 10 Packing ring.

Components:11 Turbine wheel (shaft), 12 Compressor wheel, 13 Thrust bearing, 14 Radial plain
bearing, comp. End, 15 Radial plain bearing, turbine end, 16 Bearing housing, comp. End, 17 Bearing
housing, turbine end, 18 Bearing casing, 19 Seal plate, 20 Lubricating oil pipe.

Replace connecting rod screws
Replace connecting rod screws by new ones at every second overhaul when doing piston
overhauls at 16 000 h intervals and at every overhaul when doing piston overhauls at longer
intervals than 16 000 h.
The nuts for the connecting rod screws do not need changing, unless they appear damage.
Clean and examine the nuts carefully at every overhaul
Replace connecting rod shims

Replace connecting rod shims by new ones at every second overhaul when doing piston
overhauls at 16 000 h intervals and at every overhaul when doing piston overhauls at longer
intervals than 16 000 h.
Replace big end bearings

Replace big end bearings.
Inspect mating surfaces.
Measure the big end bore, use measurement record.
When measuring, upper and lower screws must be tightened to the stated pressure.
Inspect the small end bearings

Inspect the small end bearings clearance by
measuring the gudgeon pin diameter and small end bearing bores separately.

Spare part sets
Sealing set for cylinder head replacement
Sealing set for cylinder head overhaul
Overhaul of cylinder head

Pressure test cylinder head water side.
Dismantle and clean the underside,
Dismantle, clean and check condition of inlet and exhaust valves and ports.
Inspect cooling spaces and clean, if necessary.
Grind the valves and seat rings.
Inspect the valve rotators.
Check rocker arms.
Pressure test cylinder head water side.
Replace the O-rings in the valve guides.
Replace the O-rings at bottom of cylinder head screws at every overhaul.
Fill cylinder head screw pocket with engine oil.

Tools
Honing equipment
Replacement components
Anti-polishing ring
Inspect the cylinder liners

Always hone the cylinder liner when new piston rings are mounted.
Normally a light honing is sufficient.
If the honing is done when the cylinder liner is on its place in the engine block, the crankshaft under the
cylinder liner concerned must be covered by plastic film.
Honing rests must be prevented from falling into the oil sump of the engine.
Inspect the cylinder liners

1. Measure the cylinder liner diameter using measurement record.
2. Replace liner if wear limits are exceeded.
3. Hone the liners.
The honing is to be carried out by means of Plateau honing.
Only ceramic hones with a coarseness of 80 and 400 should be used.
The pitch angle of the honing lines in the cross hatch pattern should be about 30°.
As coolant a honing oil is preferred.
When honing the liner fitted to the engine the used honing oil must be directed from the engine
with e.g. a tarpaulin or similar.
The honing time depends on the condition of the bore surface. Usually only a few minutes'
honing is required.
4. After honing, clean bore carefully.
5. Check the cylinder liner diameter.
6. Clean the cylinder liner cooling bores.
7. Renew the anti-polishing ring after piston mounting.

Inspection of the piston crown
Clean all the parts and all spaces carefully.
Inspect combustion space for corrosion and/or burning marks.
Check a deposit layers thickness in the cooling spaces.
Inspect all surfaces by crack detection test.
No cracks are allowed.
Measure the distance between the inner and outer support surfaces, see measurement record.
Check the height of the ring grooves, use measuring record.
Replace complete set of piston rings. Note the running-in programme.
The piston assembly must be dismantled for inspection of mating surfaces between piston skirt and
piston crown and for inspection and cleaning of cooling oil spaces.
Visual inspection
The combustion space must be checked for corrosion and/or burning marks.
If marks deeper than 2 mm are found the piston crown should be replaced.
Check a deposit layers thickness in the cooling spaces.
Deposits in the cooling oil space thicker than 0.5 mm is an indication of contaminated lubricating
oil. Such extensive deposit layers can cause overheating of the piston crown.
Crack detection test
A crack detection test by use of liquid penetrant or, preferably, magnetic particle detection method
should be performed, comprising all surfaces.
No cracks are allowed.
Measurements
Assessment of wear of the support surfaces to be made by measurement of the distance between the
inner and outer support surfaces, see measurement record.
Check the height of the ring grooves, use measuring record.
Replace complete set of piston rings. Note the running-in programme.
NOTE!
No repair welding is allowed.

Inspection of the piston skirt
Clean all the parts and all spaces carefully.
Consequently cleaning with use of emery cloth or other abrasives is not allowed.
Inspect running surface for wear marks and/or scoring/seizure marks.
Inspect entire piston skirt by crack detection test.
Indications exceeding of normal “defects” 5 mm in length should be examined more in detail.
If a crack is confirmed, the piston skirt must be replaced with a new or reconditioned one.
Measure the distance between the inner and outer support surfaces, see measurement record.
Visual inspection
Inspect running surface for wear marks and/or scoring/seizure marks.
The running surface of the skirt is coated with a graphite-phosphate
layer. Consequently cleaning with use of emery cloth or other abrasives
is not allowed.
Excessive wear marks and/or scoring/seizure marks on the running surface may require replacement of
the skirt.
Crack detection test
Crack detection test of the entire piston skirt with use of liquid penetrant must be made. Special
attention must in this regard be given to the upper part of the piston skirt and to the gudgeon pin bore
with its supports to the upper part and to the circumferential part of the skirt,
As piston skirts are cast pieces a crack detection test may also give indications for surface "defects"
which are normal in castings. Indications exceeding 5 mm in length should be examined more in detail.
If a crack is confirmed, the piston skirt must be replaced with a new or reconditioned one.
Measurement
Assessment of wear of the support surfaces to be made by measurement of the distance between the
inner and outer support surfaces, see measurement record.
Assembling of pistons
If the inspections are resulting in a conclusion that a piston can be reused the same pair of crown and
skirt must be assembled together again .

Components: 01 Crankshaft gear, 02 Bigger intermediate gear, 03 Smaller intermediate gear, 04
Camshaft gear

System components: 01 Gas manifold, 02 Bellow, 03 Main gas admission valve, 04 Safety filter,
05 O-ring
Pipe connections: A Gas supply, B Charge air , C Exhaust gas.
Replace the main gas admission valves

Check that the gas supply valves are closed, the gas ventilation valve is in open position and gas
pressure is drained out from the gas lines.
Dismantle flexible pipe connection.
Disconnect the cable of admission valve and remove the gas admission valve.
Replace the main gas admission valve with new one.
Replace O-rings with new ones.
Clean the main gas admission valve filter insert

Clean the main gas admission valve filter insert.
Replace if needed.
Replace O-ring with new ones.

Inspect camshaft bearings.
Replace bearings if necessary.
1. Remove camshaft bearing journal.

2. Measure inner diameter of bearing bush.
Measure three diameters in a position 120° from each other. The average diameter to
be compared with wear limit. The wear limit is stated in chapter clearance and wear
limits.
If the wear limit for one camshaft bearing bush is reached, all camshaft bearing bushes
should be replaced.
3. For visual inspection of the camshaft bearing bush has the camshaft piece and bearing
journal to be removed.

Tools:
Hydraulic tools
Turning tool of main bearing
Inspect main bearings.
1. Dismantle side screws and main bearing nuts.

2. Lower the main bearing cap by hydraulic jack.
3. Remove the lower bearing shell.
4. Insert the turning tool into the main bearing journal radial oil hole.
5. Turn the crankshaft carefully until the bearing shell has turned 180° and can be removed. Remove
turning tool.
Clean the bearing shells and check for wear, scoring and other damages.
The main bearing journals should be inspected for surface finish. Damaged journals, i.e. rough
surface, scratches, marks of shocks etc., should be polished.
No scraping or other damage of bearing shells, caps and saddles is allowed. Burrs should be
locally removed, only.
WARNING!
Never re-install a bearing with the nickel-barrier exposed in any part of the bearing shell.
WARNING!
Mark the new bearings with the bearing numbers.

Components: 01 Rocker arm shaft, 02 Tappet, 03 Tappet roller, 04 O-Ring, 05 Protecting pipe.
Spare part kit

Spare part kit for guide block
Check valve mechanism parts.

1. Dismantle and inspect valve mechanism parts
Clean the rocker arm bore and the shaft (01) and measure for wear. When cleaning, pay special
attention to the oil holes.
Clean and inspect all parts of the valve tappets. When cleaning, pay special attention to the oil
holes.
Measure the valve tappet boring and the tappet (02) as well as the tappet roller (03) for wear.
Change the O-rings (04) of the protecting pipes if they are damaged or hard.
2. Assembling of valve mechanism
3. Check the valve clearances

Components: 01 Control air in, 02 Spring, 03 Housing, 04 Starting air in, 05 Spidle, 06 Piston.

Components: 01 Hollow piston, 02 Throttle valve, 03 Sealing ring, 04 Housing, 05 Valve assembly.
Connections: A Starting air inlet, B Starting air outlet, C Control air for slow turning, D Control air for
starting, E Air vent.
Spare part sets

Spare part and Sealing set.

Inspect the intermediate gear bearings
Measure tooth backlash and bearing clearances.
Check gears for damages.
Remove camshaft gear wheels.
Remove intermediate gear wheels.
Check and clean trust bearing and parts.
Change bearings.

Abrasive wear
Abrasive wear occurs when material is removed by contact with hard particles.
There are two different types of abrasive wear. The particles either may be present
at the surface of a second material (two-body wear) or may exist as loose particles
between two surfaces (three-body wear).
Abrasive wear can be measured as loss of mass.
Typical components: sealing surfaces of the valves, injection pump elements and
bearings.

Adhesive wear
Adhesive wear occurs when two solid surfaces slide over one another under
pressure.
Surface projections are plastically deformed and welded together by the high local
pressure. As sliding continues, these bonds are broken, producing cavities on the
surface, projections on the second surface, and frequently tiny, abrasive particles,
all of which contribute to future wear of surfaces.
Adhesive wear is also known as scaling, seizing, scuffing or pitting.

Scuffing
Scuffing is normally related to piston rings. Scuffing is a kind of micro- seizure of
the piston rings.
There is always some oil between the ring and the liner, but when scuffing appears
the oil film has been too thin or partially missing.

Pitting
Pitting is an adhesive wear that is caused by point-sized contact of two
components having local overpressure on the component surfaces.
Typical components: gear wheel cogs and valve rotator disk plate.
Contact between gear cogs should be rolling if not will cause pitting holes. This
due to oil that stays between contact surfaces and then it’s pressurised, which
causes material to peel off.
Pitting can also be seen in valve rotator disk plate (see figure). This causes that
the ball is not moving properly. The ball, which is effected by pitting, may have
taken the whole force of the valve springs.

Fretting wear
Fretting wear is the repeated cyclical rubbing between two surfaces over a period
of time, which will remove material from one or both surfaces in contact.
It occurs typically in bearings, although most bearings have their surfaces
hardened to resist the problem.
Another problem occurs when cracks in either surface are created, known as
fretting fatigue. It is the more serious of the two phenomena because it can lead to
catastrophic failure of the bearing.
An associated problem occurs when the small particles removed by wear are
oxidized in air. The oxides are usually harder than the underlying metal, so wear
accelerates as the harder particles abrade the metal surfaces further. Fretting
corrosion acts in the same way, especially when water is present.
Typical components: bearing back side, piston top and piston skirt.

Caviatation damage
Cavitation damage occurs when the steam bubbles collapse and high velocity
liquid jets forms and impact the walls.
Steam bubbles start to form when the pressure in a liquid locally drops due to:
rapid volume change (bearings),
mass forces in the liquid (connecting rod),
disturbances in the flow (small holes, bends).
Typical components: bearings and fuel pump plungers.

Surface fatigue
Surface fatigue is a process by which the surface of a material is weakened by
cyclic loading, which is one type of general material fatigue.
Weakness in metals occurs when repeated high surface pressure is applied on a
surface. It can lead to cracks in surface and loose of surface material.
Typical components: bearing tappet rollers, cams and gear wheels.

Three types of corrosion
1. Galvanic corrosion
Typical components: cylinder heads, engine block.
2. Cold corrosion
Temperature below 150 °C and fuel with high sulphur content.
Typical components: valve guides, cylinder liners.
3. Hot corrosion
Temperature over 450 °C.
Typical components: exhaust gas valves, piston top.
Pour savaging and thermal over load, fuel with high sulphur vanadium and
sodium content.

Galvanic corrosion on cooling water quality
The position of the curve peak on the x-axis (= dangerous condition for corrosion) is
not stable, but varies depending on temperature, pH, chlorides and sulphates
contents, etc. in the cooling water.

Charge air cooler
The charge air cooler must be cleaned latest when the pressure drop (∆P) over
the cooler is 1,5 x ∆P of a new cooler.
Example: If ∆P of a new cooler is 400 mmWG
→ Clean when ∆P is 600 mmWG

Damage on inlet valve sealing surface
If exhaust gas re-circulation appears, the risk to this kind of cracking increases.
Then sulphur in exhaust gases together with water in receiver can corrode the inlet
seat ring.

Engines
EVALUATION OF ENGINE OPERATING DATA
© Wärtsilä
An important parameter for an engine is the power rating figure, which is usually stated as
kW per cylinder at a given rotational speed

Derating of engine output is one way to ensure safe engine operation in difficult conditions
Derating means lowering the engine load to avoid overload situations

Warm ambient conditions usually cause increased thermal load
High engine load increases mechanical loading of the components
It’s also possible to optimize the fuel consumption by derating

Three K-factors
KTC :
The reason for derating due to ambient air pressure and suction air temperature (before
the turbocharger) is to prevent the turbocharger from overspeeding.
KKNOCK :
The reason for derating due to charge air receiver temperature and methane number is to
avoid knocking.
KGAS :
The reason for derating due lower heating value and gas feed pressure is that if not
enough gas is supplied to the cylinder the engine can not run rated output. The required
gas feed pressure is depending on the lower heating value of the gas.
The service output (adjusted output for all site conditions) is calculated from the lowest value
of these derating factors.

P = T N 2π
Where:
P = power output (W)
T = torque (Nm)
N = number of revolutions per second

This temperature level is determined by the turbine efficiency, i.e. it will tell something
about the condition of the turbine
Higher back pressure in the external exhaust pipe system will increase the exhaust
temperature after turbocharger.
This will also reduce the efficiency of the turbine and less air will enter the engine

The main idea is to prevent crankcase explosions, but also to protect the engine against
bigger mechanical damage
This alarm comes often too late in medium speed engines.
In case of a main or big end bearing overheating, the crankshaft is already damaged
before the engine is stopped by the oil mist detector.

1 © Wärtsilä 23.3.2015 0-000R04CBA101B001L_01en / Turku Training Centre
Engines
FUEL, LUBRICATING OIL AND COOLING WATER

REQUIREMENTS AND TREATMENT
© Wärtsilä
1 © Wärtsilä 23.3.2015 0-000R05CBA201C001L_03en / Turku Training Centre
The major difficulty in the use of natural gas is transportation and storage because of its low
density. The most important type of gas storage is in underground reservoirs which can be
made from previous gas or oil wells, salt domes or in tanks as liquefied natural gas. There
are three principal types: depleted gas reservoirs, aquifer reservoirs and salt cavern
reservoirs. The gas is stored during periods of low demand and extracted during periods of
higher demand. Underground Gas Storages (UGS) can be filled or extracted with various
compression solutions by mechanical gas compression drives.
Depleted gas reservoirs are the most prominent and common form of underground storage.
They are the reservoir formations of natural gas fields that have produced all their
economically recoverable gas.
Aquifer reservoir are underground, porous and permeable rock formations that act as natural
water reservoirs.
Underground salt formations can be modified for natural gas storing by the process of cavern
leaching. Salt caverns allow very little of the injected natural gas to escape from storage
unless specifically extracted.
Other solutions are storages, processing plants, transportation units and terminals, etc. for
liquefied natural gas (LNG) and compressed natural gas (CNG). Also pipelines can store gas
temporarily in the pipeline system itself through a line packing process. Gas can be stored
above ground in a gas holder largely for balancing but not long-term storage.

Wärtsilä has a portfolio of powerful reciprocating engines with versatile fuelling from
natural gas to crude oil with power, efficiency and emission rates superior to other
technologies.
Diesel and gas engines have replaced traditional solutions in power generation and
mechanical drives especially within the power range of 1-20 MW.

Fossil natural gas can be "associated" which can found in oil fields or "non-associated" which
is isolated in natural gas fields.
Natural gas can also be found in coal beds as coalbed methane (CBM) which basically is
methane adsorbed into the solid matrix of the coal. It is also called as “sweet gas” because of
its lack of hydrogen sulphide. CBM is distinct from a typical sandstone or other conventional
gas reservoir as the methane is stored within the coal by a process called adsorption. The
methane is in a near-liquid state lining the inside of pores within the coal.
Sour gas is natural gas containing significant amounts of hydrogen sulphide (H2S). Natural
gas is usually considered sour if there are more than 5.7 milligrams of H2S per cubic meter of
natural gas, which is equivalent to approximately 4 ppm by volume.
Shale gas is natural gas produced from shale. Because shales ordinarily have insufficient
permeability to allow significant fluid flow to a well bore most shales are not commercial
sources of natural gas. Shale gas is one of a number of “unconventional” sources of natural
gas.

Liquefied natural gas or LNG is natural gas that has been converted temporarily to liquid
form for ease of storage or transport. Liquefied natural gas takes up about 1/600th the
volume of natural gas in the gaseous state.
Compressed Natural Gas (CNG) is made by compressing natural gas to less than 1% of its
volume at standard atmospheric pressure. It is stored and distributed in hard containers at a
normal pressure of 200–220 bar.
Methane is also an asphyxiant and may displace oxygen in an enclosed space. High amount
of methane in breathing air can cause oxygen-deficient (asphyxiating) atmosphere if the
oxygen level decreases below 19,5 % by displacement.
Methane is an important greenhouse gas with a global warming potential of 25 kg CO2 over a
100-year period. This means that a methane emission will have 25 times the impact on
temperature of a carbon dioxide emission of the same mass over the following 100 years.

Natural gas properties vary according to its composition.
Natural gas is a combustible, non-odorous, colourless and tasteless gas, and therefore
difficult to detect. To make it sensible, it is normally scented (aromatization) with
tetrahydrothiophene (THT, C4H8S)
Using this additive, natural gas can be detected by smell already at as low concentrations as
0.05 – 0.2 vol.-%.
The density of natural gas is around 0.75 – 0.85 g/cm3. Thus, it is lighter than air and tends
to rise in closed, draughtless space.
Natural gas requires certain concentration to be ignited or burned. At 0°C the concentration
has to be 5 – 15 vol.-%, lower or higher concentrations do not ignite or burn. At a higher
temperature this area is slightly enlarged and at 500°C it is 3 – 20 vol.-%. Previous values
apply to if gas is mixed with air. If oxygen only is present instead of air, the limit is 5 – 60 vol.-
% at 0°C.
The auto-ignition temperature for natural gas is around 600°C. At this temperature natural
gas will self-ignite and burn independent of concentration as long as any oxygen is present.
Complete burning of natural gas yields carbon dioxide (CO2) and water (H2O). If there is not
enough air, carbon monoxide (CO) will build up.

Methane Number is a scale for evaluation of the knock resistance of the fuel. A higher
number means better knock resistance. If the components of the fuel gas are known, the
methane number can be calculated. Heavier hydrocarbons as ethane, propane and butane
will lower the methane number. If the methane number does not match the requirements, the
engine should be derated according to special instructions.

The knock resistance of gaseous fuel is often evaluated by methane number.
Methane, which has high knock resistance, is given the index 100. Hydrogen, which has low
knock resistance, is given the index 0. If a certain gas mixture has a methane number of 70,
its knock resistance is equivalent to that of a gas mixture of 70 % methane and 30
% hydrogen.

1 © Wärtsilä 23.3.2015 W34SG-000R05CBA202B003L_01en / Turku Training Centre
The Wärtsilä 34SG engine is designed and developed for continuous operation on natural
gas, without reduction in the rated output, on gas qualities according to the following
specification:
1) The required gas feed pressure is depending on the LHV, see document ” Derating due to
gas feed pressure and lower heating value (KGAS) ” .
2) Values for volume (m3N) are given at 0 °C and 101.3 kPa.
3) Engine output is depending on the methane number, see document “Derating due to
methane number and charge air receiver temperature (KKNOCK)”. Methane number (MN)
can be assigned to any gaseous fuel indicating the percentage by volume of methane in
blend with hydrogen that exactly matches the knock intensity of the unknown gas mixture
under specified operating conditions in a knock testing engine. The methane number
(MN) gives a scale for evaluation of the resistance to knock of gaseous fuels.
The MN is calculated by Wärtsilä.
If the concentration of the heavier hydrocarbons (>C4) exceeds 1.0 % v/v, Ship Power 4-
stroke / Product Management & Engineering has to be contacted for further evaluation.
4) If the hydrogen content is higher than 3,0 % v/v, Ship Power 4-stroke / Product
Management & Engineering has to be contacted for further evaluation.
5) In the specified operating conditions (temperature and pressure) dew point of natural gas
has to be low enough in order to prevent any formation of condensate.
6) Content of gas in engine inlet.

Derating due to methane number and charge air receiver temperature ( KKNOCK)
High methane number optimized engine, NOX = 500 mg/m3N at 5 % O2 ,dry.
Notes for High MN, NOx = 500, 250mg/Nm3 at 5% O2, and 75 mg/Nm3 at 15% O2 (KKNOCK) :
NOTE 1) ! Compensating a low methane number gas by lowering the charger air receiver
temperature below 48 °C is not allowed.
NOTE 2) ! Compensating a higher charge air receiver temperature than 58 °C by a high

methane number gas is not allowed. If the nominal charge air receiver temperature is above
58 °C, please contact PowerTech/Product Management & Engineering.
NOTE 3) ! The dew point shall be calculated for the specific site conditions. The minimum LT
water temperature shall be above the dew point, otherwise condensation will occur in the
charge air cooler. The LT water temperature affects the charge air receiver temperature,
which is a function of the charge air cooler pinch point and LT water temperature.
NOTE 4) ! The “dew point control” UNIC software functionality (see chapter Dew point
calculation and control) may be used instead of increased nominal charge air receiver
temperature, when increased LT water temperature is occasionally needed to avoid
condensation.
NOTE 5) ! Higher charge air temperature (nominal or during dew point control) than 48°C
means higher charge air pressure. See chapter Correction of heat balance for the required
increase in charge air pressure. These tables are different, depending on whether the
increase comes from raising the nominal charge air receiver temperature or from dew point
control. These will have an influence on the KGAS derating and on the KTC derating calculation.
NOTE 6) ! The charge air receiver temperature is approximately 5 °C higher than the charge
air coolant temperature at rated load
NOTE 7) ! Glycol usage in cooling water according to Wärtsilä specifications. DAAE062266.

High methane number optimized engine, NOX = 75 mg/m3N at 15 % O2 ,dry (IED2010)
and NOX = 250 mg/m3N at 5 % O2 ,dry.

Low methane number optimized engine, NOX = 500 mg/m3N at 5 % O2 ,dry.
Notes for Low MN, NOx = 500, 250 and 75 mg/Nm3 (KKNOCK) :
NOTE 1) ! Compensating a low methane number gas by lowering the charger air receiver
temperature below 48 °C is not allowed.
NOTE 2) ! Compensating a higher charge air receiver temperature than 55 °C by a high

methane number gas is not allowed. If the nominal charge air receiver temperature is above
55 °C, please contact PowerTech/Product Management & Engineering.
NOTE 3) ! The dew point shall be calculated for the specific site conditions. The minimum LT
water temperature shall be above the dew point, otherwise condensation will occur in the
charge air cooler. The LT water temperature affects the charge air receiver temperature,
which is a function of the charge air cooler pinch point and LT water temperature
NOTE 4) ! The “dew point control” UNIC software functionality (see chapter Dew point
calculation and control) may be used instead of increased nominal charge air receiver
temperature, when increased LT water temperature is occasionally needed to avoid
condensation.
NOTE 5) ! Higher charge air temperature (nominal or during dew point control) than 45°C
means higher charge air pressure. See chapter Correction of heat balance for the required
increase in charge air pressure. These tables are different, depending on whether the
increase comes from raising the nominal charge air receiver temperature or from dew point
control. These will have an influence on the KGAS derating and on the KTC derating
calculation.
NOTE 6) ! The charge air receiver temperature is approximately 5 °C higher than the charge
air coolant temperature at rated load

Low methane number optimized engine, NOX = 75 mg/m3N at 15 % O2 ,dry (IED2010)
and NOX = 250 mg/m3N at 5 % O2 ,dry.

Derating due to ambient air pressure and suction air temperature (KTC)
General Instructions
An example of the effect of ambient air pressure and suction air temperature is given in the
figure. The actual values shall be calculated according to "Calculations". The
notes are valid for both MN optimisations and NOx levels.
NOTE 1) ! High suction air temperature (40 °C) gives a higher air temperature after
compressor, before the charge air cooler, and therefore a higher heat output from the 1-stage
of the charge air cooler, compared to low suction air temperature.
NOTE 2) ! Temperatures given above are max. (continuous) operating temperature at site.
For suction air temperatures above 40 °C or altitude above 1500 m above sea level the
standard turbocharger specification is no longer valid. The need for turbocharger rematching
must then be evaluated case by case when defining the engine’s Internal Order Specification.
NOTE 3) ! The permissible pressure drop in the inlet pipe before the turbocharger is
max. 1 kPa.
NOTE 4) ! The total sum of exhaust gas back pressure and air inlet pressure drop is not
allowed to be higher than 7 kPa.

Derating due to gas feed pressure and lower heating value ( KGAS )
High MN optimization, derating due to gas feed pressure and lower heating value,
NOX = 500 mg/m3N and charge air temperature 48°C.
Notes for High MN, both NOx = 500/250 mg/Nm3 and 75 mg/Nm3(KGAS) :
NOTE 1) ! The above given values for gas feed pressure are before the engine (after the
gas regulating unit).
NOTE 2) ! No compensation (uprating) of the engine output is allowed, neither for gas feed
pressure higher than required in the graph above nor lower heating value above 36 MJ/m3N
NOTE 3) ! Lower heating values as MJ/Nm3 are given at 0°C and 101.3 kPa.
NOTE 4) ! A 13 kPa higher gas feed pressure is required per 10°C higher charge air
temperature due to increased charge air pressure.
NOTE 5) ! If the gas pressure is lower than required, a pressure booster unit can be
installed before the gas regulation unit to ensure adequate gas pressure. If pressure arise
is not possible the engine output has to be adjusted according to derating above.


IED2010 NOX = 75 mg/m3N and charge air temperature 48°C.

Low MN optimization, derating due to gas feed pressure and lower heating value,
Notes for Low MN, both NOx = 500/250 mg/Nm3 and 75 mg/Nm3(KGAS) :
NOTE 1) ! The above given values for gas feed pressure are before the engine (after the
gas regulating unit).
NOTE 2) ! No compensation (uprating) of the engine output is allowed, neither for gas feed
pressure higher than required in the graph above nor lower heating value above 36 MJ/m3N.
NOTE 3) ! Lower heating values as MJ/Nm3 are given at 0°C and 101.3 kPa.
NOTE 4) ! A 13 kPa higher gas feed pressure is required per 10°C higher charge air
temperature due to increased charge air pressure.
NOTE 5) ! If the gas pressure is lower than required, a pressure booster unit can be
installed before the gas regulation unit to ensure adequate gas pressure. If pressure arise
is not possible the engine output has to be adjusted according to derating above.


IED2010 NOX = 75 mg/m3N and charge air temperature 48°C.

.To prevent condensation, the charge air receiver temperature is allowed to be increased above
the site-specific nominal value without needing to reconsider the KKNOCK calculation (methane
number requirement), as long as the maximum allowed charge air receiver temperature
(mentioned later) is not exceeded.
This requires the UNIC software functionality called CA dew point control. Operating the engine
with the charge air receiver temperature above nominal may require automatic adjustments of
receiver pressure and ignition timing, which will have an negative impact on engine efficiency.
The CA dew point control functionality adjusts the charge air pressure and ignition timing to
allow for temporarily higher charge air temperature without KKNOCK derating. These adjustments
may however have an effect on KGAS and KTC derating, or the highest allowable exhaust gas
temperature after cylinder, all of which have to be taken into account.
The maximum allowed charge air receiver temperature during dew point control is: 58°C, a
derating slope of -20% has to be used every +10°C receiver temperature above this value. The
charge air receiver temperature is controlled by the LT water temperature. The highest possible
charge air receiver/LT water temperature may thus in some cases be restricted by the highest
allowable engine lubrication oil temperature.
0FA2X0151_01en
Fig. name: Charge air receiver temperature according to dew point control

Dangerous situations with natural gas are caused by gas leakage and its consequences.
These include gas fires and explosions as well as inhalation of natural gas or carbon
monoxide, which forms in cases where natural gas is burning without a sufficient oxygen
supply.

Natural gas in itself is not poisonous. With high concentrations it displaces air and may
therefore cause suffocation. Inhaling small amounts and concentrations of natural gas
does not pose any danger. Higher concentrations will cause sleepiness, headache and
drowsiness. In even higher concentrations, it causes suffocation.
Normally natural gas has been odourised to facilitate its detection in case of leak. The
odorant has a repulsive smell and it can be detected readily when the concentration of
the gas is well below the ignition limit. However, there is no way to tell the concentration
by the smell.
First aid for natural gas exposure depends on the symptoms. Slight breathing difficulties
normally disappear when moving the person to fresh air. Serious breathing difficulties or
unconsciousness will call for revival actions and medical attention.

Generally, most of the deaths associated with natural gas accidents are caused by
carbon monoxide, CO. Carbon monoxide is a gas which is formed when natural gas is
burning without sufficient amount of oxygen (incomplete burning). Carbon monoxide
often forms during gas fires.
Carbon monoxide is a highly poisonous, odourless and tasteless gas, which is slightly
lighter than air. Its relative density is 0.967. This makes it a very dangerous gas: It is very
difficult to observe without proper measurement equipment and it tends to be at the level
of relief.

Carbon monoxide’s poisonous effect is based on that it very effectively replaces oxygen
in blood circulation. Carbon monoxide quickly binds with haemoglobin with an affinity 200
to 250 times greater than that of oxygen to form COHb. This happens already in very low
Concentrations and severe symptoms are quickly developed.
The first symptom of carbon monoxide poisoning is a cheerful, happy feeling and
headache. At this point, it is very important to realise the symptoms and leave the area
immediately.
If the exposure to carbon monoxide continues, the person will soon loose the ability to
control his/her muscles, effectively paralysing him/ her and soon followed by
unconsciousness. At this point, the person will need aid to get out from the area. Further
exposure quickly leads to death.
First aid for symptoms, like breathing difficulties and headache, caused by carbon
monoxide is moving the patient to fresh air. Unconsciousness requires proper revival
actions and immediate medical attention.

1 © Wärtsilä 23.3.2015 SG-000R05CBA203A001L_02en / Turku Training Centre
The American Petroleum Institute (API) has categorized base oils into five categories (API 1509, Appendix E). The
first three groups are refined from petroleum crude oil. Group IV base oils are full synthetic (polyalphaolefin) oils.
Group V is for all other base oils not included in Groups I through IV. Before all the additives are added to the
mixture, lubricating oils begin as one or more of these five API groups.
Group I
Group I base stocks are composed of fractionally distilled paraffinic mineral oil stock which is further refined with
solvent extraction processes. This improves certain properties such as oxidation resistans and removes wax, which
improves the VI.
Group II
Group II base stock is composed of fractionally distilled paraffinic mineral oil stock that has been solvent dewaxed
and hydrocracked to further refine and purify the oil.
Since all the hydrocarbon molecules of these oils are saturated, Group II base oils have better antioxidation
properties. They also have a clearer color and cost more in comparison to Group I base oils.
Group III
Similar characteristics to Group II base stocks, Group III base stocks have higher viscosity indexes. Some Group III
base stocks with VHVI are sometimes referred to as Group III+. Group III base stocks are produced by a wide
range of processes, such as further hydrocracking of Group II base stocks, or by chemically modifying slack wax,
which is the end-product of the dewaxing process, which improves the VI. Some Group III+ oils are created by
highly processing oil into what have been called "Severely Hydrocracked" “ChemicalIy Modified," or “Semi-
Synthetic.”
Group IV
This group is reserved for one type of synthetic oil made up of a class of molecules called PADs (polyalphaolefins).
Contrary to popular misconception, the molecules which make up PAD and many other synthetic oils originate in
crude oil. In the case of PAOs, they are created by polymerizing olefin molecules obtained from the cracking of wax
molecules. In many cases these wax molecules are a by-broduct of mineral oil dewaxing processes. They have a
much broader temperature range and are great for use in extreme cold conditions and high heat applications.
Group V
Group V base oils are classified as all other base oils, including silicone, phosphate ester, polyalkylene glycol
(PAG), polyolester, biolubes, etc. These base oils are at times mixed with other base stocks to enhance the oil’s
properties. An example would be a PAO-based compressor oil that is mixed with a polyolester. Esters are common
Group V base oils used in different lubricant formulations to improve the properties of the existing base oil. Ester
oils can take more abuse at higher temperatures and will provide superior detergency compared to a PAO
synthetic base oil, which in turn increases the hours of use.

From crude oil a various number of different products including lubricating oils are refined.
Lubricating oils are normally manufactured in separate blending plants. Paraffinic crude oils are
used to achieve good base oil and finished lubricating oil quality.
The base oils are mixed to achieve the right viscosity class and different additives are added to
adjust the desired properties of the final product.
In natural gas engine lube oils additive content is about 10%, in LFO engine oils 15% and in HFO
engine oils 25%.
There are a few companies which are developing and marketing lube oil additives. Some oil
companies are using commercial additive packages manufactured by additive companies and
some oil companies are buying additive components only and developing the final products by
themselves.

Depending on the nature of movement, different kind of lubrication types can be identified.
Hydrodynamic lubrication
This kind of lubrication is common for rotating shafts which are supported by plain bearings or
sleeve type bearings. Lube oil can be brought in to the bearing by different means. In a diesel
engine the most common way is to feed the lube oil under pressure in to the bearing.
The oil film is formed by the rotating motion of the shaft. This kind of movement is “pulling
along” the oil film and distributing it nicely on the bearing surface. The oil film thickness is a
function of load, rpm of the shaft and the viscosity of the lube oil.
Hydrostatic lubrication
This kind of lubrication is typical for example in the valve mechanism of a diesel engine. The
oil film is formed by the oil pressure which squeezes the oil in to a narrow gap between the
lubricated surfaces. The oil film thickness depends on load, oil pressure and oil viscosity.
Boundary lubrication
This type of lubrication is reserved for heavily loaded engine components which have a rolling
contact with each other. Typical places in a diesel engine are gearwheel transmissions. The
oil film is extremely thin and lubrication is based on special EP additives in the oil.
Metal to metal contact

This type of lubrication is no kind of lubrication. When the oil film fails to keep the metal
surfaces away from each other, this is what happens. The result of this metal to metal contact
is extremely high wear rates on the components –even seizure of parts is possible.

Figure
Viscosities can be related horizontally only.
Viscosities based on 96 VI single grade oils.
ISO are specified at 40°C.
AGMA are specified at 40°C.
SAE 75W, 80W, 85W and 5W & 10W specified at low temperature. Equivalent viscosities for
100 & 210°F are shown.
SAE 90 to 250 and 20 to 50 specified at 100°C.
The higher the viscosity, the thicker the oil film will be in the bearings.
The friction caused by the lube oil will also increase when viscosity is increased and this will raise
the fuel oil consumption.
For transmission oils another SAE-scale is used and for hydraulic oils, compressor oils and
turbocharger oils ISO VG-standard is used. For comparison between different viscosity
standards, see the chart:

The engine manufacturers give a recommendation for minimum VI of the engine lube oil.

Lube oil preheating and cooling with thermostatic control will ensure safe operation.

The corrosion protection is based on the alkalinity of the lube oil. Acidic combustion residues
enters the crankcase through blow-by between piston and cylinder liner. These residues and
possibly partly burned fuel have to be neutralized by the lube oil before it causes any corrosion
damage on engine components. Alkaline additives are added in to the lube oil, which provide the
needed alkalinity reserve.
Base Number (BN) is the measurement of a lubricant's reserve alkalinity, which aids in the
control of acids formed during the combustion process. The higher a lube oil's BN, the more
effective it is in suspending wear-causing contaminants and reducing the corrosive effects of
acids over an extended period of time.

The most frequent task in lube oil maintenance is the check of the oil level in the oil sump.
Taking lubricating oil samples. On the basis of the results it is possible to determine suitable
intervals between oil changes.
In general it can be said that the changes in the analyses give a better basis of estimation
than the absolute values.
Fast and great changes may indicate abnormal operation of the engine or of a system.
Compensate for oil consumption with regular top-up. Measure and record the quantity
added. Attention to the lubricating oil consumption may give valuable information about the
engine condition. A continuous increase may indicate that piston rings, pistons and cylinder
liners are getting worn, and a sudden increase motivates pulling the pistons, if no other
reason is found.

Change of lubricating oil
Guidance values (if existing) for oil change intervals

are to be found in instruction manual. Intervals between changes are influenced by system size
(oil volume), operating conditions, fuel quality, centrifuging efficiency and total oil consumption.
1. Empty oil system while oil is still hot. Be sure that oil filters and coolers are also emptied.
2. Clean oil spaces, including filters and camshaft compartment. Insert new filter cartridges.
3. Fill a small quantity of new oil in the oil sump and circulate with the pre-lubricating
pump. Drain!
4. Fill required quantity of oil in the system.
5. Oil sampling
Oil samples taken at regular intervals analyzed by the oil supplier, and the analysis results
plotted as a function of operating hours is an efficient way of predicting oil change intervals.
Send (or ask the oil supplier to send) copies of oil analyses to the engine manufacturer who
will then assist in the evaluation.
Note: Normally oil supplier is not allowed to send the analysis reports of customers
Efficient centrifuging and large systems (dry sump operation) generally allow for long intervals
between changes. It is recommended to follow up that the BN value of the lubricating oil keeps
within engine manufacturer's limits during the whole oil change interval.
Note: If an equilibrium in the system will be achieved, lube oil volume does not influence on
final BN level, only a time when an equilibrium is achieved, is influenced.

Change of lubricating oil brand
Change-over procedure:
In order to minimize the risk of lubricating oil foaming, deposit formation, blocking of lubricating oil
filters, damage of engine components, etc., the following procedure should be followed when
lubricating oil brand is changed from one to another:
If possible, change the lubricating oil brand in connection with an engine (piston) overhaul.
Drain old lubricating oil from the lubricating oil system.
Clean the lubricating oil system in case of an excessive amount of deposits on the surfaces
of engine components, like crankcase, camshaft compartment, etc.
Fill the lubricating oil system with fresh lubricating oil.
If the procedure described above is not followed, responsibility of possible damage and
malfunctions caused by lubricating oil change shall always be agreed between the oil
company and customer.
Top-up with another lubricating oil brand than being filled to the system is not allowed, except if
the both two lubricating oils originate from the same manufacturer and are based on same base
oils and additive technology. Otherwise the lubricating oil system has to be drained and then
filled with another brand by following the procedure described here below.

Acid stress:
Acid stress is related to the sulphur content of the fuel. If the additive in the lube oil cannot
neutralize the products of combustion, then acidic attack can occur on cylinder liners, piston
rings and grooves. The resulting wear reduces components life and reliability. The presence
of acid stress is easily noticed from depletion of the oil BN, which shortens the oil life.
Thermal stress:
Thermal stress is caused by exposure of the oil to high temperatures. This leads to breakdown
of the oil molecules and oxidation, which in turn fosters sludge and lacquer formation in the
cooler areas of the engine. In addition, thermal stress can cause deposits in piston rings
grooves and on the internal sur-face of the piston crown. Deposit in ring grooves lead to a
decrease in the pressure build-up behind the ring, causing a reduction in the sealing pressure
of the ring against the liner. Deposit on the internal surface of the piston crown can lead to
overheating of the crown as the heat transfer is reduced.
Piston undercrown deposits reduce the life of the crown. Ring groove deposits shorten the life
of liner and piston rings and reduce reliability, and an increase in the viscosity of the oil
shortens its life.

In order to prevent corrosion, scale deposits or other deposits in closed water systems, the
water must be correctly treated with additives.
The recommended dosage can be found in the instruction manual or it can be asked from the
inhibitor manufacturer.

1. Sea water
Sea water will cause severe corrosion and leads to deposit formation even if supplied to the
system in small amounts.
2. Rain water
Rain water has a high oxygen and carbon dioxide content leading to corrosion.
3. Fresh water generated by a reverse osmosis plant onboard
Fresh water generated by a reverse osmosis plant onboard often has a high chloride content
(higher than the permitted 80 mg/l) causing corrosion. However, if chloride content can be
reduced to acceptable level of less than 80 mg/l, RO is an acceptable method for treating of
cooling water.

The pH value expresses the alkalinity or acidity of water
It indicates the concentration of hydrogen [H+] ions
The pH value is the negative value of the Briggs’ logarithm, -log[H+]
[H+] = 10-7 => pH = -log[10 -7] = 7

Typically hardness in water is present as calcium [Ca] and magnesium [Mg] salts, like
bicarbonates [HCO3]2
Too high hardness leads to scale formation, for instance to:
cooler
engine components
water pump surfaces
Calcium and Magnesium salts in small amounts protect component surfaces against
corrosion.
In distilled water almost no hardness is present.

Conductivity describes the presence of dissolved ions in water.
Treated water has much higher conductivity than raw water, mainly due to presence of sodium
in one form or another.
Each cooling water additive has its specific conductivity.
The conductivity is measured typically as mS/m (old unit µS/cm).
1 mS/m = 10 µS/cm
The conductivity is one of the main parameters affecting the corrosion rate once a corrosion
gets started.
The higher the conductivity the higher the corrosion rate.
Dissolved solids are typically present in water as ions. These ions increase the conductivity of
the water and will then increase the rate of corrosion. However, if a cooling treated with
Additive A results in a higher conductivity than Additive B, it doesn’t mean that Additive A will
cause higher corrosion rate. I.e. one has to make a difference between the conductivity
caused by additive salts itself vs. other dissolved solids entering water from different origins.

Nitrite is the most commonly used cooling water additive type at the moment, though many
coolants are mixtures of nitrite and borate.
Borate is used mainly as a buffer chemical adjusting the pH. Thus from product performance
point of view the nitrite and nitrite + borate based products could be classed to same category.
Nitrite based cooling water additives are called anodic inhibitors and require proper dosing
and maintenance in order to serve as intended.
The nitrite of the additive is as such a salt and it will increase the conductivity of the water.

If the conditions (nitrite level, chlorides, pH, etc.) in the systems are such that the nitrite based
additive is no longer able to protect the entire surface of the system there may occur a rapid,
local corrosion in the areas that are not protected. The corrosion rate at the attacked areas will
even be much greater than it would be with no additive at all present in the system.
The position of the curve peak on the x-axis (= dangerous condition for corrosion) is not
stable, but varies depending on temperature, pH, chlorides and sulphates contents, etc. in the
cooling water.
Instructions of right dosage / concentration of active corrosion inhibitors

Always follow the given instructions of right dosage and concentration
The concentration of especially nitrite technology based inhibitors is decreasing during the
service of engines
Æ It is recommended to start the dosage of active corrosion inhibitors from the upper level of
the indicated range.

Molybdate
Introduced in 1980’s
Not toxic, but as a metal, Molybdenum can be considered at least harmful, if leaked to waterway
Safer to handle than nitrite
Anodic inhibitor
Concentration remains more stable than with nitrite
Regular checking of molybdate content however important
In case of too low molybdate content, the risk of corrosion increases
More expensive than nitrite
Molybdate based products have not received big sales volumes
This additive chemistry is no more preferred because serious crevice corrosion cases with the
molybdate based cooling water additive have been experienced
In locations, where water can evaporate, molybdate can form deposit layers, and behind those
layers crevice corrosion has been recorded

Important issues
As additives, use products from well-known and reliable suppliers with vast distribution nets.
In an emergency, if compounded additives are not available, treat the cooling water with
sodium nitrite (NaNO2) in portions of 5 kg/m3; to obtain a pH value of 9, add caustic soda
(NaOH), if necessary.
WARNING!
Sodium nitrite is toxic.

Advantages and disadvantages of the most common cooling water additives
Summary of the most common cooling water additives
Additive Advantages Disadvantages
– good efficiency, if dosage is
– suitable as additive except in air cooled heat
controlled carefully
Sodium exchangers with large soft solder surfaces
– small active quantities, 0,5%
nitrite – toxic
by mass
– risk of spot corrosion when too low concentration
– cheap
Nitrite – no increased risk of – tendency to attack zinc coverings and soft solderings
+ corrosion at over doses – toxic: lethal dosage 3 – 4 g solid nitrite
borate – innocuous for the skin – risk of spot corrosion when too low concentration
– not active when water velocity exceeds 2 m/s

– commercial products very expansive
Sodium – not toxic
– increased risk of corrosion when too low
silicate – harmless to handle
concentration: spot corrosion
– limited suitability
– more expansive than toxic additives

– increased risk of corrosion, if insufficiently dosed
Sodium – not toxic
– can cause deposit formation (molybdates can collect
molybdate – harmless to handle
to ferrous sulphates)
– can cause crevice corrosion
Organic and
– more expansive than sodium nitrite and molybdate
inorganic based additives
– not toxic
synergistic
– big active quantities by mass
based

If, against Wärtsilä recommendations, an emulsion oil has been used, the complete system
must be absolutely cleaned of oil and greasy deposits.
Evaporated water should be compensated by untreated water (if treated water is used the
content of additives may become too high). To compensate for leakage or other loss, add
treated water.

All validated cooling water additives are compatible with glycol
In marine applications glycol is used very seldom
In power plant applications the use is more common
If cooling water additives and glycol are used together, precipitation of additive components
can take place in case of overdosing

Ready-to-use mixtures containing both glycol and corrosion inhibitors are not allowed, since
those are normally designed to be used as strong 30% / 70% … 50% / 50% mixtures.
However, in Wärtsilä engines normally a much lower glycol amount is adequate to protect the
cooling water system against freezing.
The amount of glycol in closed cooling water system shall always be minimized since heat
transfer of water containing glycol has deteriorated significantly.
The engine may therefore be subject to additional output derating when using glycol in the
cooling water.

4-stroke diesel engines and DF engines in back-up fuel operation
The maximum LT-circuit glycol content is 50%.
For glycol content below 20% no derating is needed.
For LT-circuit glycol content above 20% an offset is applied to the K2-derating factor (derating
from charge air coolant temperature). This offset is applied to compensate for the increased
charge air cooler pinch point when using glycol. The degree of offset is greater for engines
with 1-stage CAC, due to a higher sensitivity to glycol.

Excel formula, K2 as function of glycol %:
K2 (% glycol) = MIN(1;(Tref+273-(IF(G%>20;(1/3)*(G%-20);0)))/(Tcacw+273))
where
Tcacw = actual CA cooling water temp [°C]
G% = glycol percentage [%]

Recommended maximum HT-circuit glycol content is 20%. If HT-circuit glycol content above
20% is required, the first option must always be to arrange the cooling circuits so that the
whole HT-circuit can be kept inside the heated engine room, cooled with an intermediate
cooler by a secondary circuit (e.g. LT-circuit). With this arrangement the use of glycol in the
HT-circuit can be avoided altogether.
In exceptional cases where the engine room is subject to sub-zero temperatures a maximum
HT-circuit glycol content of 50% is permitted. In case of HT-circuit glycol content above 20%
and 2-stage charge air cooler, both stages of the charge air cooler must be included as part of
the LT-circuit.
Check LO cooler capacity when using glycol in the cooling water.

PT = Wärtsilä PowerTech
R&D = Wärtsilä Research and Development
CW = Cooling water

Improves the engine’s cooling system performance by improving the quality of the coolant:
Adjusts pH, alkalinity and hardness
Controls scaling
Restricts bacterial growth
Removes sludge
Prevents corrosion in engine components such as cylinder heads, engine block, cylinder
liners, charge air coolers...
Reduces costs of corrosion-related engine repairs, such as machining of seat pockets
Environmentally friendly technology

Cooling water treatment without adding chemical additives to water
Provides non-abrasive, non-toxic, self-regulating cooling fluid treatment
Uses a mineral filter, which includes only chemicals classified as non-hazardous
Enables engine operation at design values, reducing NOx emissions
Economical maintenance of the unit

Consumables limited to the filter material

Frequent sampling of used lubricating oil is strongly recommended.
In order to have a representative sample:
Draw always at a point in the direct supply to the engine.
Take always from the same point.
Avoid sampling from “stagnant” oil or point with small flow.
Avoid sampling when engine is stopped.
Follow trends of lubricating oil properties rather than make decisions on the basis of one absolute
analysis value.

Sampling of lubricating oil
Lubricating oil samples should be taken with the engine in operation immediately after the lubricating
oil filter on the engine. Always take lubricating oil samples before adding fresh oil to the system.
When taking fuel oil or lubricating oil samples the importance of proper sampling can not be over-
emphasised. The accuracy of the analysis results is significantly dependent on proper sampling and
the results will only be as good as the quality of the sample.
Use clean sample containers holding approximately 1 litre. Clean sample containers and accessories
(IATA carton boxes for transportation, ready made address labels, etc.) are available for example from
Wärtsilä local network office. Rinse the sampling line properly before taking the actual sample.
Preferably also rinse the sample bottles with the oil a couple of times before taking the sample,
especially if "unknown" sample bottles need to be used.
Close the bottles tightly using the screw caps provided. Seal all bottles and record all the separate seal
numbers carefully.
Put the bottles to be sent for analysing in "Ziploc" plastic bags to prevent any spillage. Gently squeeze
the "Ziploc" bag to minimise any air content prior to sealing.

Use for example the ready made "Oil Analyse Application" form, see Instruction
Manual attachments.
WARNING!
Observe personal safety precautions when taking and handling fuel oil and lubricating
oilsamples. Avoid breathing oil fumes and mist, use respirator if necessary. Use
strong, heat and hydrocarbon resistant gloves (nitrile rubber for example). Wear eye
goggles if splash risk exists. Wear facial screen and protecting clothes if hot product
is handled.

These are not any exact condemning limits. It is very difficult to give common limits for all engine types
together. The values are for guidance to give some ideas to engine operators. Look at trends rather
that individual analysis results.

In general it can be said that the changes in the analyses give a better basis of estimation than the
absolute values. Fast and great changes may indicate abnormal operation of the engine or of a
system.

The BN value of the lubricant falls in use as the alkalinity is needed to neutralize the
acids formed during combustion.
The rate of BN depletion depends on the following factors.

Fuel sulphur content
Lubricating system capacity
Lubrication oil consumption
The BN will drop over an initial engine operating period. It will then stabilize at a
normal operating level provided that an equilbrium in conditions will be achieved.
The minimum acceptable BN value is dependent on several factors.

Engine type
Fuel quality and sulfur level
BN value of new lubricating oil
When determining whether the minimum allowable BN has been reached, it is

essential to refer to the operating manual for the engine in question. The following
table may be used as a guide for minimum BN values of the used lubricant. BN in the
used oil shall not be allowed to fall below 20, in HFO-operation.

One of the biggest problems in modern medium speed diesel engines is the rapid
depletion of the lube oil BN-value. The fuel qualities are getting worse and the lube oil
consumption of the engine has been decreasing. These two together with small oil
sump volumes are giving big problems in the BN-depletion rates. Given the worst
conditions, lube oil interval in certain engines is down to 1500 hours.
This caused complaints from the engine operators, because such short oil change
intervals are increasing the workload of already stressed engine room staff. Also
handling, storing and destructing larger quantities of used lube oil creates additional
costs.
Several solutions were investigated to improve the situation and the best seems to be
the use of higher BN lubricants. The oil companies have successfully developed lube
oil which have higher BN-values and they are freely available today. The price of this
kind on high BN lube oil is slightly higher than the price of standard lube oil, but still
the savings are greater than the additional cost.

The additive concentration may decrease quite rapidly, especially in the beginning after the
initial dosing of a new or thoroughly cleaned system.
When the properties of the cooling water are found to be stabilized the analysis interval may,
under normal conditions, gradually be prolonged.

The iron levels may be higher in new systems, then it should gradually decrease to the
1)
typical levels
2) Constantly/rapidly increasing nitrate (NO3) levels, especially in combination with
simultaneously decreasing nitrite (NO2) levels indicates presence of possible
bacterial/microbial activity in the systems
3) A total hardness of 10 °dH ↔ 178 mg/l (as CaCO3) and Mg = 4,3 mg/l ↔ 1 °dH and Ca =
7,1 mg/l ↔ 1 °dH.

Engines
FUEL INJECTION EQUIPMENT
© Wärtsilä
The Wärtsilä 34SG is a spark ignited, gas-otto engine working according to the lean burn concept.
In a lean burn gas engine the mixture of air and fuel in the cylinder is combined lean, i.e. there is more air
than is needed for combustion. In order to stabilize the ignition and the combustion of the lean mixture, a
richer fuel mixture starts the combustion through a pre-chamber. The ignition is initiated by a spark plug
located in the pre-chamber, giving a high-energy ignition source for the main fuel charge in the cylinder.
Separate gas feed for main and pre-chamber gas.

Gas pressure in both lines is controlled separately.
Individual adjustment of main gas feed and ignition for every cylinder.
The main gas feed duration is adjusted individually to get the correct air-fuel ratio in every cylinder.
Mechanically hydraulically controlled pre-chamber valve driven by camshaft.

Injected gas amount of pre-chamber is controlled by gas pressure.
The pre-chamber is the ignition source for the main fuel charge.
The pre-chamber is optimised to give best possible ignition with a rapid and repeatable combustion.
Every cylinder equipped with cylinder pressure sensor and knock sensor..
In case of knocking only that specific cylinder is adjusted.

The pre-combustion chamber (PCC) gas pipes are partly integrated in the protection cover. The PCC gas
piping consists of piping at free end side and piping inside Hot-box and Hot-box profile. The PCC gas pipes
are connected to Hot-box with connection pieces. A bank and B bank PCC gas systems are connected with
a connection line. The gas pipe connections are sealed with O-rings.
The connection gas pipes for pre-chamber gas system consist of two parts, the gas piping from side
cover lower part and the connection channel which connects gas piping to pre-chamber and ignition
system.

Mechanically controlled pre-chamber valve is controlled by valve tappet which follows the cam profile of
a rotating camshaft and transfers the movement through a push rod to the rocker arm. The rocker arm
moves the movement of stroke to the hydraulic piston through the inlet valve yoke and the pre-chamber
yoke.
Hydraulic-mechanical design is used for smooth valve lifting and to reduce long lift of inlet valve yoke.
The control valve hydraulic space is filled with engine lubricating oil from the bore on the inlet valve yoke
and the returned oil is led to the cylinder head valve box.

The ignition system is tailor made for this engine type, and is integrated with the engine automation
system. The automation system determines the timing of the spark and the timing can be set individually for
each cylinder. The ignition coil is located on the top of the cylinder head cover, as close to the spark plug as
possible.
The high voltage connection between the ignition coil and the spark plug is a stiff, super isolated
extension, with no joints. This is effectively minimizing the possible disturbances on the ignition system.
The spark plug is of a large and durable design.
Also the cylinder head cooling system is developed to maintain an even thermal load on the pre-chamber
parts and to optimize the operating temperature for the spark plug. To protect the spark plug and the high-
voltage extension from lubricating oil, a sealing sleeve is mounted above the pre-chamber.

The ignition coil creates the ignition voltage for the spark plug. A spark plug boot is used to ensure that
the ignition energy is efficiently delivered to the spark plug and does not flash over. Silicone boot also
provides an exceptional sealing for the spark plug and ensures that the discharge of electrical energy is at
the spark plug electrodes and not along the outside of the insulator.

Pre-chamber gas system is the ignition source for the main fuel charge and it is one of the key
components of a lean-burn spark-ignited gas engines.
The pre-chamber assembly is composed of a lower and upper pre-chamber body, a pre-chamber tip,
built in hydraulic control valve and mechanical and hydraulically controlled pre-chamber valve with ignition
system.

In order to stabilize the ignition and the combustion of the lean mixture, a richer fuel mixture starts the
combustion through a pre-chamber. PCC gas flow is controlled with pre-chamber valve.

The pre-chamber valve assembly parts are pressed together between the valve and the valve spring
retainer.
The mechanical and hydraulically operated pre-chamber valve opens and closes the gas flow to pre-
chamber by control of camshaft with push rod and rocker arm construction.

System components: 01 Upper piston, 02 Drain ports, 03 Lower piston, 04 Pre-chamber valve.
Connections: A Lubricating oil inlet, B Draining outlet, C Gas flow to pre-chamber.

Engines
ENGINE CONTROL, INSTRUMENTATION

AND AUTOMATION SYSTEMS
© Wärtsilä
Resistance temperature detectors (RTD)
Resistance Temperature Detectors (RTD): The electrical resistance of many metals changes
with temperature; metals for which resistance increases with temperature are used in RTDs.
Temperature can therefore be determined from the change in the electrical resistance of the
metal wire according to the effect of temperature on resistance, RT = RT0 (1+αT).

Pt100 is the common abbreviation for the most common type of resistance temperature
sensor used in industry.

Sensor has a specified resistance of 100.00 ohms at 0°C and is made of Platinum which has
an accurately defined resistance vs. temperature characteristic.
Because accurate tables of resistance vs. temperature are available it is common practice to
calibrate instruments using precision decade boxes from table values.

Pt100 sensors were originally made with platinum wire wound on a ceramic former but are
now made more cheaply by depositing a platinum film onto a ceramic substrate.
Typical accuracies are 0.2%, 0.1% and 0.05% of value at 0°C. The higher the accuracy the
higher the price.
Note that there are two error characteristics, an offset error (ie. how far out it is at 0°C) and a
span or gain error (ie. how the resistance change with temperature agrees with the
theoretical figure). The gain error depends on the offset error and the impurities in the
platinum.
These sensors are also made in 200, 500, and 1000 ohms values.
Although the sensors are sold loose, it is usual to buy them made up into stainless steel
probes for insertion into processes.

Thermocouples are the most commonly used temperature sensors. Thermocouple sensors
depend on the phenomenon that when two dissimilar metals are joined at each end and the
two resulting junctions are maintained at different temperatures a voltage is developed
between them (thermoelectric voltage).
There are a dozen of so standard types of thermocouple, each of which complements the
others in terms of the measuring signal, temperature range and tolerance to different
environments. The following are the primary standardized thermocouples:
Thermocouple types
Type MATERIAL RANGE °C Continuous OUTPUT µV/°C
B PtRh6%/PtRh30% 100~1600 6
E Chromel/Constantan 0~1000 56
J Iron/Constantan 0~700 52
K Chromel/Alumel 0~1100 40
N Nicrosil/Nisil 0~1100 38
R Platinum/PtRh13% 0~1600 10
S Platinum/PtRh10% 0~1600 10
T Copper/Constantan -185~300 38
Tungsten/TungstenRh5%
Note! Wärtsilä standard

NOTE!
All types of thermocouple are subjected to varying degrees of wear and ageing depending on
the environments in which they are used. It is therefore essential that all types of sensor
should be regularly inspected.
When the junctions of two dissimilar metals are at different temperatures, an electromotive
force (emf) is developed. The cold junction, referred to as the reference, is maintained at a
known temperature, and the measuring junction is located where the temperature is to be
determined. The temperature difference can be determined from the measured emf. The
relationship between temperature difference and emf has been determined for several
commonly used combinations of metals; the mildly nonlinear relationships are available in
tabular form along with polynomial equations relating emf to temperature (Omega, 1995).
A thermocouple is formed any time two dissimilar metals touch each other. When the
temperature of this junction is different to the temperature of other parts of the metals an
EMF is generated. Fortunately for a lot of people working with metals this EMF is very small
(usually measured in µV/°C) so there is not much chance of receiving an electric shock but it
is sufficient to cause corrosion problems.

This property is used in industry to measure temperatures, especially if these temperatures
cannot be measured by other techniques.
The two metals are usually formed into wires and welded together, however crimping,
soldering or even just twisting the wires together gives results. There is no theoretical limit to
the wire diameter and thermocouples can be made in just about any size required.
Any two metals can be used in theory but in practice we need something which is robust,
stable, has a large enough signal to use, and is affordable. The most popular thermocouples
are listed later.
Over the years the EMF output of each standard thermocouples has been plotted and tables
are available for calibration purposes. To calibrate a thermocouple instrument it is only
necessary to inject a millivolt signal to match the tables.

The cylinder liner temperature is measured with two sensors. Alarm, power reduction or
shutdown is generated if the values exceed specified limits. The updating frequency is 1 Hz.
It is recommended to have trend diagrams of the cylinder liner temperatures in the external
system.

Alarm, power reduction or shutdown is generated if the values exceed specified limits. The
updating frequency is 1 Hz.
It is recommended to have trend diagrams of the main bearing temperatures in the external
system.

Alarm, power reduction or shutdown is generated if the values exceed specified limits. The
updating frequency is 1 Hz.
It is recommended to have trend diagrams of the exhaust gas temperatures in the external
system.
In gas engines the exhaust gas temperature measuring is used in cylinder balancing control.
NOTE!
The measuring point may vary between engine types.

The proportional measuring temperature mechanical deformation is then transferred to the
pointer of the analogical display.
The engine can be equipped by a series of optional analogical thermometers, located close
to the related measuring points.

Pressure transmitter
A pressure sensor is a standardized pressure measurement package consisting of three
basic components: a pressure sensor, its power supply, and a signal
conditioner/retransmitter that converts the transducer signal into a standardized output. The
process pressure usually acting upon a metallic separating diaphragm of the sensor is
transmitted to a resistance bridge usually made of a special quartz crystal.
When pressure force or acceleration is applied to the quartz crystal a charge is developed
across the crystal that is proportional to the force applied. The change in the output voltage
of the bridge is proportional to the pressure and can be measured directly. The electric signal
generated by the crystal decays rapidly.
The accessory shut-off valve, between sensor and the process, allows blocking process fluid
while removing or performing maintenance. A second valve is often added for one of two
reasons: draining of condensate in vapour service (such as steam), or, for higher accuracy
applications, to allow calibration against an external pressure source.

Pressure switches serve to energize or de-energize electrical circuits as a function of
whether the process pressure is normal or abnormal. The process pressure acting upon the
metallic separating diaphragm of the sensor is transmitted to a resistance bridge via a fluid. A
differential amplifier creates a standard signal from the pressure proportional change in
output voltage of the bridge. A comparator with an adjustable hysteresis compares this signal
with the pre-set switch point.

Cylinder pressure sensor
Cylinder pressure is used for closed loop cylinder pressure control:
cylinder balancing
over pressure protection
knock control
missfiring detection
Pressure sensor is located in the combustion chamber and mounted to same level with
cylinder head flame face.

High pressure sensors are mainly used for fuel rail pressures and control oil circuits.
Very good overpressure resistance, ideal for nominal pressures up to 2000 bar.
A special connection plug/adapter is available for the sensors, admitting sensor removal
without turning the sensor body itself. Thus the sensor cable doesn’t have to be
disconnected.

Mechanical gauges measure pressure by making use of the mechanical deformation of tubes
or diaphragms when exposed to a difference in pressure. Typically, one side of the element
is exposed to atmospheric conditions and the instrument measures the mechanical
deformation that occurs when an unknown pressure is exposed to the other side.
An accessory shut-off valve, between sensor and the process, allows blocking process fluid
while removing or performing maintenance. Two common reasons for gauge failure are pipe
vibration and water condensation, which in colder climates can freeze and damage the
gauge housing.

The displacement transducer operates according to the principle of the differential choke, i.e.
an inductive half bridge. It consists of two coils which are encapsulated in a stainless steel
cylinder. A mu-metal plunger core causes opposing changes of inductance when it is
displaced through the centre of a coils (for speed measurement) or of a cam (for fuel rack
control). These changes are converted by the integral electronic circuit into a signal
proportional to the displacement.
The sensors are made of a metal case incorporating the measuring sensor sealed in plastic.

Proximity Probes or Proximity Switches are active devices usually used where slow rpm or a
large air gap is required. This is necessary due to the large run out of the monitored gear and
the slow speeds of large engines or turning gears on turbines. These have a slower surface
speed which a MPU (magnetic pick-up) cannot detect.
Mechanical gauges measure pressure by making use of the mechanical deformation of tubes
or diaphragms when exposed to a difference in pressure. Typically, one side of the element
is exposed to atmospheric conditions and the instrument measures the mechanical
deformation that occurs when an unknown pressure is exposed to the other side.
An accessory shut-off valve, between sensor and the process, allows blocking process fluid
while removing or performing maintenance. Two common reasons for gauge failure are pipe
vibration and water condensation, which in colder climates can freeze and damage the
gauge housing.

Magnetic Pick-Up’s
Single pole, alternating current, electric generator.
Single magnet, attached to a pole piece which is wrapped with multiple layers of copper
wire.
The ferrous gear teeth and the magnet creates a path for the magnetic lines of force.
Making and breaking of the Flux Lines induces an alternating voltage into the coil around
the pole piece.
Each pulse is represented by a gear tooth passing by the Magnetic Pick-up.
The Impedance of a Magnetic Pick-up is approximately 220 ohms.

The displacement transducer operates according to the principle of the differential choke, i.e.
an inductive half bridge. It consists of two coils which are encapsulated in a stainless steel
cylinder.
A mu-metal plunger core causes opposing changes of inductance when it is displaced

through the centre of a coils (for speed measurement) or of a cam (for fuel rack control).
These changes are converted by the integral electronic circuit into a signal proportional to the
displacement.
The transducers are completely sealed to ensure positive protection against vibration, chock,
humidity, oil and corrosive matter.

Level switches are designed to monitor oil, water and similar liquids in the engine.
They operate on the principle of electrical capacitance changes arising when an electrode
surrounded by air is immersed in a liquid medium.
This capacitance change causes the electrical circuit at the sensor electrode to oscillate
(approx. 600 kHz); the resultant signal is processed in the digital control unit. The output
signal at the short-circuit proof transistor output is delayed in order to prevent false indication
when the liquid is temporarily below or above the set limit.

During normal conditions the air/fuel mixture on gas engines ignites and burns in a controlled
manner. However during special, unwanted conditions, the air/fuel mixture can self-ignite in
an uncontrolled manner creating pressure and temperature peaks in the cylinder
(=”cylinder knock”).
Operation
On account of its inertia, a mass exerts compressive forces on the piezoceramic element in
the same rhythm as the vibrations causing them. As a result of these forces, charge transfer
occurs within the ceramic element and a voltage is generated between the upper and lower
sides of the ceramic element. This voltage is tapped via contact washers, often filtered and
integrated, and is available for use as a measurement signal.

Big end bearing monitoring is carried out with one wireless temperature sensor with a
stationary antenna per bearing and one or more signal processing units per engine.

Processing unit generates a radar pulse which is transmitted to the wireless sensor via the
stationary antenna. When the wireless sensor passes the stationary antenna the radar pulse
reflected back to the unit. The shape and characteristic of the received signal is then used to
uniquely determine the temperature of sensor.
Information is communicated to UNIC or to the alarm and monitoring system, (4-20mA /

sensor, RS485 Modbus or CAN).
Unit has two adjustable potential free contacts for safety functions.

The wireless temperature sensor is mounted in the moving part with the tip close to the
bearing that is to be measured. The signal processing unit generates a low energy, high
frequency radar pulse, which is transmitted to the wireless sensor via the stationary antenna.
When the wireless sensor passes the stationary antenna the radar pulse is reflected back to
the signal-processing unit via the stationary antenna. The shape and characteristics of the
received signal is then used to uniquely determine the temperature of the sensor. This
information is then communicated to the alarm and monitoring system.

Introduction
Nobody should ever alter instrument calibration. Many instruments such as voltmeters,
kilowatt meters, ammeters, and pyrometers have external calibration devices. Job-related
pressures or faulty education may induce a person to adjust the calibration of an
instrument, but the knowing operator or journeyman will not do such a thing without
having the means and knowledge to recalibrate the instrument properly and accurately.
Altering the calibrated setting of an instrument without a legitimate and comparisonable

measure is quite unethical and grossly misleading. Such a practice can result in
considerable damage to engines, generators, switchgear or transmission equipment. If
an instrument is suspected of giving an inaccurate reading, it must be reported, tested
and recalibrated if necessary. Such work must be carried out by a suitably qualified
journeyman in a properly equipped instrument repair shop.
If the calibration of an instrument is altered improperly or without authority, it is quite

probable that nobody other than the person making the alteration will know what has
happened. Thus, any subsequent reading made from that particular instrument will be
incorrect. When that is realized, all of the other alterable instruments in the plant will be
regarded with mistrust. Proper tuning and adjustment of the engine generator and
switchgear equipment will be impossible until the whole instrumentation package has
been thoroughly and expensively checked out.
Each plant should have a set of test gauges and adapters so that the true pressures can
be verified. These test instruments must not be allowed to get into general service,
because they are very costly compared with ordinary good-quality gauges.

The pressure transducer is disconnected from the pressure measurement by the shut-off
valve. The pressure calibration device is then connected to the plug for test pressure.
The requested pressure is set with the help of the calibration device.

The electrical control system is centralized to local control panel which is part of the
automation. The emergency stop button is connected to Engine Safety Module (ESM) of the
automation system.
When the emergency stop button is pressed down the ESM instantly shuts the engine down.
The emergency stop button is located on the front side of the main cabinet.

The blocking valve is situated on turning device, and is part of it.
The valve is positioned after the main starting valve and before the starting air
distributor.
© Wärtsilä W34SG-V00R07CB0707A003L_01en / Turku Training Centre

The gas venting system gets compressed air from the control air system. The
pressure is 6-7 bar.

Also the wastegate and anti-surge control system gets compressed air from the compressed
air system. The control air signal to positioner of wastegate valve is supplied from the I/P
converter.

System architecture of UNIC C3 for EFIC engines
Gas engine with integrated engine management system for all engine related monitoring &
control (waste-gate, by-pass, thermostats, torsional vibration monitoring, T/C-cleaning etc).
Management system with electronic combustion control, EFIC.
Complete fuel injection / combustion control.
Integrated speed / load governing.
Integrated data acquisition & processing - including alarm, load reduction, safety handling etc.
Bus link(s) and reduced hardwired interface to plant systems.
Complete local monitoring & diagnostic features, independent of plant systems.

An additional PDM module is used if the driver supply is different than 24 VDC (110 VDC for
CR and DF engines)

The engine control system is designed to:
Achieve the highest possible reliability, with modules components, e.g. sensors, designed
specifically for the on-engine environment,
Reduce cabling on and around the engine, with a clear point of interconnection and a
standardized interface, and
Provide high performance with optimized and pre-tested controls.

The Local Control Panel (LCP) is located on the front side of the engine. The cabinet itself is
resiliently mounted by means of eight rubber-type vibration dampers. This cabinet is the
operator’s local interface when performing starts & stops at the engine, and when viewing
engine measurements.
System components
Display unit (01), graphic display with number of information pages.
Emergency stop button (02).
Main switch (03), a switch for disconnecting the 24 volt DC supply from the external system to
the PDM.

The LDU is connected to the main control module over the CAN bus, over which it receives all
data to be displayed. The graphic display has a number of different pages (menus), and
integrated key buttons for activation of these pages.
Typical information showed on the LDU pages is:

General system layout
Logical name of sensor
Readings
Abnormal values (inverted)
Bar graphs
Various status information (modes etc.)

Standardized main cabinet provides a common interface to external systems, independently
of engine type and size
A common design of external control and alarm systems for any Wärtsilä engine.
Easy engine upgrade and fuel conversion, with only minor modifications in existing engine
controls.

Main controller/speed governor (MCM)
Handles all strategic control functions (such as start/stop sequencing and speed control) of
the engine.
The MCM is a versatile, configurable microprocessor based control- and data acquisition
module. It has a variety of analogue and digital measuring channels, as well as a number of
analogue and binary outputs.
Controller also contains modules e.g.:
Sensor monitoring and alarm generation
Overall engine management
Diagnostics
Safety in general
Speed measurement
Torsional vibration monitoring
Interface for 3rd party CANopen devices

Engine safety module (ESM)
The ESM is an electronic control unit especially developed for the purpose of fundamental
safety and speed measuring functions on Wärtsilä 4-stroke engines. The functionality covers
all present engine applications and the unit is a basic building block for future system
development.
The ESM module is largely redundant, based on multiple microcontrollers and Field-
programmable gate array (FPGA) logic and built to meet the stringest safety requirements.
The module is designed to be used both in a stand-alone fashion as well as in combination
with UNIC, the embedded engine management system.

Cylinder control module (CCM-20)
The module processes locally functions related to fuel injection control and cylinder-specific
measurements. The cylinder control module handles the injection control of 1-3 cylinders and
can be used as backup-controller up to 3 other cylinders. The module calculates the relevant
injection duration and injection timing based on references sent over CAN from the main
control module.
This is a versatile, configurable microprocessor based control- and data acquisition module. It
has a number of analogue measuring channels, as well as analogue signal- and drive outputs.
It communicates over CAN with other modules.
Module features:
Diagnostics
Safety
Position and speed measurement
Torsional vibration monitoring
Ignition control in SG engines (driving WCD)
CR pressure control
Speed governor in limp mode

Ignition control module (WCD)
The WCD (Wärtsilä Coil Driver) module handles the ignition control for up to 10 cylinders. In
practice there is one ignition controller per cylinder bank.
The cylinder controller modules sends firing order impulse to WCD by hardwired signals. Over
a CAN interface to the ignition controller, settings such energy level, and amount of sparks per
ignition (multi strike) are communicated. Also diagnostic information is sent out from the WCD
over CAN.
The analogue part of the ignition control module can provide basic ignition control, even if the
processor based part of it or CAN-communication is down. All CAN-communicated control
features are then lost.

Ignition control module (WCD)
The ignition timing will constitute at which angular position the firing of each cylinder must
occur. The engines cylinder angular displacement map is pre-defined in the cylinder controller,
and at the relevant firing moment for a cylinder, a spark firing timing pulse is generated. The
spark firing timing pulses are commands from the cylinder controller to the ignition control
module to provide a voltage pulse to the coils primary winding for spark generation. The
ignition controller generates this firing pulse on the falling edge of the spark firing timing pulse.

The gas admission valve is an electrically actuated valve for in-manifold (port) fuel admission.
The valve is designed for use on four-cycle, turbocharged, natural gas or dual-fuel engines.

PWM control
The reason for using a higher current level (“pull-in current”) at the beginning of the injection,
is to ensure a very fast and cycle-to-cycle consistent opening of the valve. The lower current
(“hold-in current”) is switched on as soon as the valve has opened, and this lower current (and
energy) level will reduce the heat development in the cylinder control module drive circuitry
and the solenoid valve.

Input/Output module (IOM-10)
The I/O unit is used for data acquisition of analogue/binary/frequency signals, but also for
control, such as waste-gate control, by-pass control and LT/HT-water thermostat valve control.
The module itself contains diagnostic features on internal system integrity as well as
advanced I/O checks based on signal processing, like open/short circuit detection and sensor
diagnostics.

Waste-gate control
On gas engines the waste-gate is used for control i.e. air/fuel ratio control. When the engine’s
generator breaker is closed, the charge air reference is taken from an engine speed and
engine load dependent 16x8 reference table. This derived reference is compensated for
receiver pressure and air humidity.
The charge air pressure control is based on a PID-controller, which compares the measured
pressure with the derived pressure reference. If the charge air pressure sensor fails, the
system will switch to average exhaust gas temp control. In this case the reference is taken
from an engine speed and engine load dependent 8x8 reference table offseted by a manual
offset and a speed dependent vector.

Power distribution module (PDM-20)
Purpose of the module is used to distribute the power supply to all electronic equipment on
the engine. The module handles filtering of the power supplies, protection against over-
voltage and voltage transients and monitoring of earth faults. PDM is supplied with two
supplies which are redundant.

Power distribution module (PDM-20)
Internal connections of power module
LED indications are provided for the input supply voltages, for the fuses and for earth fault
monitoring.
Input voltages are monitored and if the supply voltage drops below 18VDC, the PDM alarm
output is activated. The LED indication corresponding to the input with the low voltage is then
turned off.
Each fuse has an individual (green) LED. The LED will turn off if the fuse has blown.
An earth fault is indicated with LED indications, positive line failure and negative line failure
separately. The earth fault detection alarm level is adjustable between 3 k – 300 k with a 10-
step rotational switch. The earth fault detection can also be turned off with this switch. A time
delay for the activation of the earth fault is selectable between 0 –128 seconds with a 9-step
rotational switch.
The PDM has the following failure outputs:

1 x potential free output for general failure
1 x potential free output for earth fault
The failure outputs are open when active, meaning that total power failure also will result in an
alarm.

Cabling and Wärtsilä Terminal Box (WTB)
Electronic modules which are distributed on the engine, are mounted in specially designed
Wärtsilä terminal boxes.
These enclosures are used to facilitate all interconnections on the engine, i.e. they are acting
as an interface between the control modules and their peripheral devices.

Gas feed system
The gas supplied to the engine passes at first an external compact gas ramp (CGR). This unit
consists of a filter, temperature/pressure sensors, a pressure regulating valve, safety (shutoff)
valves and ventilation valves.
The gas supply pressure reference is calculated in by the main control module, and this
reference is dependent on the engine load and receiver pressure. An electrical pressure
reference signal is sent out to the pressure regulating valve. The quantity of main gas
admitted to each cylinder is controlled by cylinder-individual gas admission valves, which are
actuated by the cylinder control modules. The amount of gas admitted depends on the gas
supply pressure and the time the main gas solenoid valve is open (duration). The solenoid
valves (safety- and ventilation valves) on the gas regulating unit are controlled by an engine
external system, while the pressure regulating valve is controlled by UNIC.
During engine start & stop, the sequenced control of the safety and ventilation valves is
communicated between UNIC and the engine-external system. This communication also
includes a valve leakage test, performed prior to every engine start.

Cylinder control and measurements
An even gas admission duration setting for all gas admission valves will not result in exactly
the same gas quantity in all cylinders, due to the geometry of the engine and due to some
variations in the gas valve performance and charge air pressure and temperature. The
cylinder balancing control will provide compensation for this slight disparity.

Cylinder control and measurements
The cylinder peak pressure is measured in every cycle from the pressure measuring signal.
The peak pressures are controlled by Pmax control.
From same measurement value the pressure waves are separated and from these values the
cylinder knocking level is concluded. This level is controlled by knock control.
The same measurement value is used as well in the cylinder output balancing control. With
this function the cylinder peak pressures between cylinders are attended to keep at the same
level.
One cylinder wise pressure sensor fail is enough to switchover from the closed loop control to
adaptive light knock control/exhaust gas temperature control.
The engine derate when the closed loop control switches off, thus when running with adaptive
light knock control/exhaust gas temperature control it is not possible to get full power out from
the engine.
Switchover back to closed loop control from the adaptive light knock control/exhaust gas
temperature control does not happen automatically. Engine stop and resetting all fail signals is
mandatory. After these the engine can be started with closed loop control.

Pmax control
While running with cylinder pressure based closed loop control the exhaust temperature
balancing and the adaptive light knock balancing is replaced by a Pmax based balancing.
If in cylinder pressure based control occur a problem the system switches to exhaust/knock
balancing control regardless of the engine load. One cylinder pressure sensor fail is enough
for switch. This will cause automatic load reduction.
The switch back from exhaust/knock balancing control to cylinder pressure based control is
not possible without shutting down the engine.

Both sensors are measuring knocking simultaneously. The accelerometers are used as
protection if a cylinder pressure sensor fails.

Knock control
Until a cylinder pressure sensor fails the cylinder pressure based knock measurement is the
primary source. The accelerometer based knock measurement is used as backup.
This means that the accelerometer based knock is constantly measured, but the knock
control strategy is based on the knock readings from the cylinder pressure sensor. If
heavy knock is detected by the accelerometers the safety precautions are still valid.
If a cylinder pressure sensor fails the system switches over to the adaptive light knock control
based on the knock values from the accelerometers. If heavy knock is detected by the cylinder
pressure sensor based knock also here the safety precautions are still valid (if the sensor is
OK).

Cylinder output balancing
The cylinder output balancing is trying to keep the cylinder wise Pmax value (average of
10cycles) within x bar of the engine Pmax average value (all cylinders 10 cycle average).
The allowed deviation is load dependent and is divided into “small cylinder balancing” and
“large cylinder balancing”. The “small cylinder balancing” adjusts the MFI duration offsets for
small deviations. The “large cylinder balancing” adjusts for more than 40 bar deviations, e.g.
acts as a wake-up function.
No balancing is made for a certain cylinder if the cylinder is close to knocking (average knock
value for 10 latest cycles above the “Limit for setting engine into no-knock state”).

Exhaust gas balancing
The cylinder control module compares cylinder’s exhaust gas temperature with the average
exhaust gas temperature of the entire engine, and adjusts the opening duration of the
individual gas valve with an offset in order to minimise the deviation.
There are limitations for the maximum adjustment in order to prevent that possible component
failures cause a too rich or too lean gas/air mixture.

Adaptive light knock control
Light knock in any cylinder will immediately result a ignition timing retarding in that specific
cylinder. When the situation normalises in the cylinder ignition timing will slowly be restored to
the original setting. This process is continuous and keeps the cylinders slightly out of knocking
conditions.
In case the ignition timing change have been done several times inside given time window
without permanent result to keep cylinder out of light knocking, slight permanent reduction of
gas injection is done for that cylinder. If light knock control is deactivated this setup will be
stored to memory. Stored setup is restored in case light knock control is reactivated. In order
to maintain the same engine load level, the speed/load controller will automatically increase
the gas admission into other cylinders.

1 © Wärtsilä 23.3.2015 W00-000R07CB0814B001L_01en / Turku Training Centre
The engine speed is measured, based on the signal from two speed sensors. Both speed
sensors are connected directly to the main control module (MCM-11), where the speed
calculation is carried out in.
For injection timing processing, the cylinder control modules (CCM-20) need accurate
information about the engine speed and engine angular position. Therefore the engine
speed- and phase signals are connected to each cylinder control module, for this
calculation. These signals are hard-wired to each module, i.e. not transferred as data over
CAN.
For redundancy reasons two speed sensors and two phase sensors are connected to
each cylinder control module.

As UNIC must detect the accurate engine angular position, one missing hole is arranged
in both speed sensing hole-peripheries on the flywheel, i.e. the pulse train will contain one
missing pulse for each engine revolution. The angular locations of the missing holes are
such, that the end-edge (= positive electrical flank) of the hole coming after the missing
hole, is accurately at TDC (Top Dead Centre) of cylinder (A)1. The speed sensors use
separate holes, but the holes are “in parallel”, thus the phase difference between the two
signals is negligible. The number of holes is 120 minus the missing one, i.e. 120 – 1.

The sensing gap for these engine speed sensors has to be 2,0 mm ± 0,5 mm. The speed
signal pulse train from the two speed sensors is shown in in picture. This signal is
connected to all cylinder control modules, as well as to the main control module. The main
control module however, has no use of the TDC information, only the speed level.

As the engines controlled by UNIC are 4-stroke engines, the crankshaft and thereby
flywheel will make two revolutions for one complete engine cycle. To detect which TDC
marker signal (missing pulse) belongs to the working phase of cylinder A(1), also engine
phase detection is needed. Two phase sensors are provided of redundancy reasons.
These sensors are mounted at the driving end of the camshaft of the engine. These
sensors are PNP-type proximity switches.
The phase sensors are detecting the “phase” of the engine by means of detecting the
position of a “half-moon” disc, attached to the driving end of the camshaft. This disc is
mounted in such a way, that a positive edge (signal going high) will occur 180° BTDC of
cyl. (A)1, and will remain high until 180° ATDC for the same cylinder. Based on whether
the phase signal is high (24 VDC) or low (0 VDC) when the missing pulse comes, UNIC
can exclude the false missing pulse. Only the missing transition coming while the phase
signal is high, is in UNIC defined as true.

For injection timing processing, the cylinder control modules (CCM-20) need accurate
information about the engine speed and engine angular position. Therefore the engine
speed- and phase signals are connected to each cylinder control module, for this
calculation. These signals are hard-wired to each module, i.e. not transferred as data over
CAN.
For redundancy reasons two speed sensors and two phase sensors are connected to
each cylinder control module.

In the main control module the speed information communicated over the CAN network is
not based on the speed pickup information. In the cylinder control module the accurate
information from the speed pickups is missing and therefore can not provide information
for timing of the injections.
Normal speed measurement and normal injection timing is restored if the speed sensor
failure is only temporary. When switching back to normal speed calculation and normal
injection timing the position of the flywheel need to be known.
In case the virtual flywheel is activated thus the engine speed is calculated from the phase
sensors at the camshaft. If there is some discrepancy between the length of the phase
high and the phase low signals, i.e. the phase high signal does not correspond exactly to
360 crank angle degrees, it is however certain that the rotational angle between two
consecutive positive phase flanks of the phase signal corresponds to exactly 720 CA
degrees (Crank Angle).

Main controller/speed governor (MCM-11)
Handles all strategic control functions (such as start/stop sequencing and speed control)
of the engine.
The MCM-11 is a versatile, configurable microprocessor based control- and data
acquisition module. It has a variety of analogue and digital measuring channels, as well as
a number of analogue and binary outputs.
Speed controller
The main task of the MCM module is acting as the speed/load controller for the engine.
The speed controller functionality is fully embedded in the module, and optimised to suit
Wärtsilä power plant engines as well as ship genset- and main engine applications.
Speed controller parameters are verified and if necessary changed at the test run facilities
at the engine maker.

Main controller/speed governor (MCM-11)
Speed control, general
In the speed control algorithm the speed reference is compared with the measured engine
speed. The difference between these signals constitutes the input to a PID-controller.
The regulation output of the MCM controller will accordingly change, to sustain the
reference level. This PID controller output is the global MFI (Main Fuel Injection) demand
signal, which then is transformed into cylinder-specific injection signals in the CCM’s.
Dynamics
The PID-controller uses different sets of dynamic parameters for operation under
acceleration, under no-load conditions and under loading conditions, to obtain optimal
stability at all times. The PID settings are speed dependent for start acceleration and for
open circuit breaker/clutch conditions, and load/speed dependent when the engine is
loaded.
Limiters
Three fuel limiters are available:
A start fuel limiter is active during the engine start, up to a rotational speed level of 20 rpm
below rated speed.
A charge air pressure limiter (8-point map) is used to reduce overfuelling and black smoke
at load steps at low engine load levels.
A load dependent fuel limiter is used to set an envelope of the max. fuelling at various
engine loads.

Engine safety module (ESM)
The ESM is an electronic control unit especially developed for the purpose of fundamental
safety and speed measuring functions on Wärtsilä 4-stroke engines. The functionality
covers all present engine applications and the unit is a basic building block for future
system development.
The ESM module is largely redundant, based on multiple microcontrollers and Field-
programmable gate array (FPGA) logic and built to meet the stringest safety
requirements. The module is designed to be used both in a stand-alone fashion as well as
in combination with UNIC, the embedded engine management system.

Used for what?
Speed switch 1 - engine running information.
Speed switch 2-4 – e.g. AVR activation.

Used for what?
e.g. clutch-in permission.

Engines
ENGINE START, STOP AND OPERATION
© Wärtsilä
Before the start command is executed after pushing the start button, engine PLC performs:
Gas system tightness check
After start command is received the engine control system performs:
Start system activation
Engine ventilation
Slow turning
NOTE!
Re-start of the engine is possible after the ventilation sequence of the exhaust system is
finished. The exhaust system is equipped with automatic ventilation and it will stay open for a
while after the stop. During this time the start will be blocked.

This will depend on the control and monitoring system that has been installed. Refer to the
operating instructions for the automatic control system.

Main features of UNIC C3:
Complete safety
Complete local monitoring
Speed/load control
Complete engine control
Alarm handling
Full diagnostics & integrated test routines
Bus interface
EFIC (CR & gas), including cylinder balancing
It depends on the installation, which of these features have been activated.

Other features will be found in PLC.
Start solenoid will be active for 10 s or until the engine has reached the pre-set speed.
Start failure is activated if the engine has not reached 300 rpm in 20 seconds.
The start failure will be automatically reset after another 10 seconds. During this time the
start is blocked.
All parameters are adjustable.

Note, that all start block signals don’t show on ESM. Some start blocks come via MCM to
HMI (LDU or WOIS control panel).
ESM = Engine safety module

MCM = Main control module
LDU = Local display unit
WOIS = Wärtsilä operator's interface system

1. Start command:
A = Leak test
The gas regulating unit is tested for leaks by the engine external system.
2. Start mode activated
B = Slow turning
Slow turning function is activated if the engine has been stopped for at least 30
minutes. The engine turns two revolutions in max. two minutes.
3. Engine start
C = Engine ventilation
Inlet gas pressure control enabled
Start solenoid activated
The start sequence will be interrupted if the ventilation sequence is not finished in
10 seconds.
4. Engine speed 50 rpm:
Gas injection activated
Ignition activated
5. Engine speed 120 rpm:
Start solenoid deactivated
Charge air pressure control activated
6. Engine speed 175 rpm, control switched to run mode:
The start sequence will be interrupted if the speed has not reached 175 rpm in 10
seconds after ventilation.
7. Engine speed 20 rpm below rated speed:
A shutdown will be generated if it takes more than 10 seconds for the engine speed
to raise from 175 rpm to speed 20 rpm below rated speed.
Gas injection control switched from start control to speed/load control.
Overfueling during both start and run is prevented by using electronic fuel limitation.
Cylinder balancing control activated

Automatic stop:
The shutdown initiative comes from the automatic shut down system due to an abnormal
engine condition or exceeding of safety limit
Emergency stop:
The emergency stop button is pressed
The emergency stop initiative comes from the automation system due to a seriously
abnormal engine condition or exceeding of safety limit
(E.g. overspeed, overload. Refer to safety documentation)
Can be local or external

Keeping the oil flowing for 10 minutes after stop ensures that heat is removed from the engine
evenly and lubrication is maintained to the turbocharger bearings.

Keeping the oil flowing for 10 minutes after stop ensures that heat is removed from the engine
evenly and lubrication is maintained to the turbocharger bearings.

If the system is not in emergency mode, a shutdown request will cause the engine mode
change to shutdown mode.
The shutdown control task will perform the following sequence of actions in order to stop the
engine:
The stop relay in the cabinet will be activated. The external system will then close the
gas supply to the engine.
The inlet gas pressure control will be disabled.
The gas injection will be switched off.
When the engine speed goes so low that it cannot be trustworthily measured any more,
the ignition system will be switched off.
In case of a normal stop caused by the operator, the mode controller will change to stop
mode.
If the shutdown was caused by an abnormal engine condition the engine will remain in
shutdown mode until the cause has been removed and the system is reset.

1. Stop:
Mode change to shutdown mode.
The inlet gas pressure control will be disabled.
The gas injection is switched off.
2. < 20 - 30 rpm:
When the engine speed cannot be trustworthily measured any more, the ignition system
is switched off.
3. Stop mode:
In case of a normal stop caused by the operator, the mode controller will change to stop
mode.

An emergency stop request can be activated from one of the emergency stop pushbuttons or
from the automation system.
An emergency stop request makes the engine mode controller change to emergency mode.
The emergency control task will perform the following sequence of actions:
Inlet gas pressure control, gas injection and ignition system will be de-activated.
Power to the drivers for the gas injection valves and ignition will be switched off.
To go to stop mode the cause of the emergency request has to be removed and the system
has to be reset by the operator.
When the engine speed is 0 rpm and the system is reset the drivers are powered again.

If the engine is going to be stopped for a long time:
Cover the exhaust pipe opening
On a stopped engine:
Fill the lubricating oil system with oil every second day by running the pre-lubricating pump.
Turn the crankshaft into a new position every second day (Marine installations). This reduces
the risk of corrosion on journals and bearings when the engine is exposed to vibrations. This
also ensures the bearings and valves remain free to move.

Clean the compressor by injecting water
Clean the compressor according to manufacturer’s instructions.

Condensation in charge air coolers
Example:
If the ambient air temperature is 35 °C and the relative humidity (f) is 80 %, the water
content in the air can be read from the diagram: (0.029 kg water/kg dry air).
If the charge air manifold pressure (receiver pressure) under these conditions is 2.5 bar,
i.e. absolute air pressure (P) in the manifold is about 3.5 bar (ambient + charge air
manifold pressure), the dew point will be 55 °C (from diagram).
If the charge air temperature in the air manifold is only 45 °C, the air can only contain
0.018 kg water/kg dry air (from diagram).
The difference, 0.011 kg/kg (0.029-0.018) will appear as condensed water.

Running-in programme after renewing piston rings, pistons or cylinder liners and after
honing cylinder liners
01 Stop. Check big end bearing temperatures.

02 End of running-in programme. The engine may be put to normal mode.

Engines
OPERATION SUPPORT TOOLS
© Wärtsilä
The Spare Parts Catalogue is individually collated and specific for the installation and
engine number(s) stated in the flyleaf of this catalogue.
When compiling this Spare Parts Catalogue the demands for interchangeability
as well as former experiences of adaptability have been considered. Simple
components are normally supplied as complete units. However, details exposed to
wear may be supplied separately.
The customer will get information about prospective modifications and changes in the
specifications when needed through the Service Bulletins. When modifications are
made into the engine by the customer, the nearest Wärtsilä Service Office must
always be informed about the changes in order to update the spare parts database etc.,
see section 5, Updating of the Spare Parts Catalogue.
Regarding spare parts for some of the sub suppliers components, e.g. governor, we
refer to lists in the special instructions enclosed the documentation set. Tools needed
for repair or maintenance of the engine and special equipment are to be found in the
Instruction Manual for this engine.
Concerning the terminology used, see installation specific Instruction Manual.

Wärtsilä is continuously developing the products and reserves all rights to make
technical changes and modifications without any notification in advance.

A section can contain one or several pages, which are numbered 1, 2, 3 etc. The section number
is located on the right side of the headline. A section number is build up of a three digit main
group number and a two to four digit running number, e.g. 100-0002.
For a specific engine the section numbers will not be consecutive.
NOTE!
The format and location of the section number, page number and edition may vary in older
sections between different engine types due to modification of the layout and content.

The upper part of the page is used for the illustration showing a detailed picture of the parts and
the lower part of the page is used for the list of spare parts in the illustration.
The spare parts section can consist of single parts, assembly units and spare parts kits and/ or
sealing sets. If spare parts kits and/ or sealing sets are available, they are normally enclosed as
the last page in a section, please note that normally the parts within these are not sold
separately.
NOTE!
The Remarks/ Notes on the spare parts page indicate if the Part No. can be ordered separately
or is included in a spare parts kit only.
The part numbers can appear on three different levels. The following, indented sub level
indicates that the spare parts is included in the previous part number of higher level. In other
words, when there is a frame (15) around a group of parts, it indicates that all the parts with the
part number inside the frame (Sub level) can be ordered by a single part number (Highest level).
This number will point to the frame, see figure on page 4.
Alternative constructions (e.g. older version) may be described in the same section marked with
“Alternative design”.

Some sections include references to other sections, e.g. See Section 181- (to which the section
in question is related) where connected parts or assemblies can be found.
The development process may bring improvements causing modifications and changes to the
engine. If the validity of the assembly units as spare parts does not change there is not
necessarily any need for a new spare parts section.
If the number of the pages of a section is uneven, the last page is blank (left hand page). It
includes e.g. the following text “This page is intentionally left blank”.

9. Illustration and enframed sketch The upper part of the page is reserved for the illustration
showing a detailed picture of the parts. An enframed sketch in the upper right corner shows the
position of the
illustration in relation to the entire engine or the system.
The illustrations are shown with part numbers indicating the position of each part. On the
following page within the same section, there is normally an exploded view of the same parts or
additional information regarding the section.

1. Qty = Quantity
NOTE!
The number of pieces only indicates the necessary quantity for the shown
assembly, not for the entire engine.
Total quantity of a certain part is sometimes given in a table at the end of the section.
NOTE!
These numbers do not represent the quantity delivered as the quantity must be
specified when placing an order.
Thin pipes (Ø 10 mm or thinner) and most of the electric cables may all be found
under the same part number. This is due to the fact that these are delivered unbounded
as metric goods. Even in these cases the quantity is “pcs” in the Spare Parts Catalogue. We
recommend you to mention the length in meters when ordering. The quantity information can be
missing in some sections.
2. Part No. = Part Number

The Part Numbers are normally in ascending order. The Part Number alone is not sufficient when
ordering spare parts. In addition the engine number and the engine type must be related to the
order.
14. Wt. = Weight

The weight information can be found in the part list only, if this information has been available
and for parts with a weight exceeding 0.1kg (100g). The weight information is missing in older
sections.

When ordering special equipment or some other part not included in this catalogue or in the
Instruction Manual, please give the manufacturer’s type designation and the serial number of the
part. In case such an indication is missing, the part should be described as clearly as possible or,
preferably, a sketch should accompany the order.
Addresses as well as our telephone numbers are given on the appendix called “Any time” at the
beginning of this catalogue and in our website www.wartsila.com.

Engines
PROPERTIES & CONCLUSIONS
© Wärtsilä

W34SG-V00TMCB005L - 01 Engine W34SG Operation Advanced

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ENGINE W34SG OPERATION ADVANCED

Wärtsilä Land & Sea Academy

Manual type Hand-out

Engine W34SG Operation Advanced

SG, TCFE, UNIC C3,

Wärtsilä Finland Oy, Services

 Fuel, lubricating oil and cooling water requirements and

00.5.1 Use of symbols v2

00.5.2 General identified hazards v2

Identified hazard, hazardous situation Concerned Protection and Notes

Identified general hazards for gas installations are:

00.5.3 Hazards due to moving parts v1

00.5.4 Hazards due to incorrect operating conditions v1

● Overspeed or explosion due to air-gas mixture in the charge air

00.5.5 Hazards due to leakage, breakdown or improper

● A fuel pipe bursting and spraying fuel.

00.5.6 Electrical hazards v2

● Fire or sparks due to damage or short circuit in electrical equipment

00.5.7 Other hazards v2

● Slipping, tripping or falling

00.6.1.1 Welding hazards and precautions v2

General work area hazards and precautions

Precautions against electrical shock

● Wear dry hole-free gloves. Change when necessary to keep dry.

Precautions against fumes and gases

Precautions against arc rays

● Select a filter lens which is comfortable for you while welding.

Precautions when welding in confined spaces

00.6.2 Protecting equipment when welding v2

The main principles for protecting equipment when welding are:

00.6.2.1 Preventing uncontrolled current loops v1

00.6.2.2 Radiation protection v2

00.6.2.3 Prevention of damage due to welding splatter v2

00.6.3 Welding precautions for engine control system v3

00.6.3.1 UNIC precautions checklist v3

1 Deactivate the system.

00.7.1 Fuel oils v3

00.7.1.1 Safety precautions for fuel oil handling v1

00.7.1.2 Personal protection equipment for fuel oils v4

Hand protection ● Strong, heat and hydrocarbon resistant gloves (nitrile

00.7.1.3 First aid measures for fuel oil accidents v3

Inhalation of Move the victim to fresh air.

Ingestion Rinse the mouth with water.

00.7.2 Natural gas v1

00.7.3 Lubricating oils v2

00.7.3.1 Safety precautions for handling lubricating oil v1

When handling lubrication oils:

00.7.3.2 Personal protection equipment for lubricating oils v3

Eye protection Wear goggles if splash risk exists.

00.7.3.3 First aid measures for accidents with lubricating oil v3

Inhalation of fumes Move the victim to fresh air.

00.7.4 Cooling water additives, nitrite-based v2

00.7.4.1 Safety precautions for handling cooling water additives v1

● Avoid contact with skin and eyes.

00.7.4.2 Personal protection equipment for cooling water additives v2

Respiratory protection Normally no protection is required.

Eye protection Wear eye goggles.

00.7.4.3 First aid measures for accidents with cooling water

Skin contact Wash immediately with plenty of water and soap.

Ingestion Rinse the mouth with water.

00.7.5 Fly ashes and exhaust gas dust v2

00.7.5.2 Personal protection equipment for fly ashes and exhaust

Respiratory organ Use P3 filter respirator against toxic particles.

Fuel, lubricating oil and cooling water requirements and