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Wrtsil Engine Presentation

Wrtsil 32

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Contents

Wrtsil 32
Main technical data
Engine range
Marine 580 kW/cyl
500 vs. 580 kW/cyl
Power Plants W20V32
460 vs. 500 kW/cyl
Standard W32 presentation
Main components
Variable Inlet Valve Closing (VIC)
Fuel injection system
Lubricating oil system
Cooling water system
Exhaust gas and charge air system
Automation system
Maintenance
Low operating costs

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Wrtsil 32

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Low NOx combustion, fulfilling IMO Tier 2


Reliability and low maintenance costs
Integrated monitoring and control
Ergonomic interface
Minimized consumables

Wrtsil 32

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1/6 picture
85mm x 66mm
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Low NOx combustion, fulfilling IMO Tier 2


Reliability and low maintenance costs
Integrated monitoring and control
Ergonomic interface
Minimized consumables

Main technical data

Marine engines Marine engines

Power Plant
engines

Power Plant
engine

Cylinder bore

320 mm

320 mm

320 mm

320 mm

Piston stroke

400 mm

400 mm

400 mm

400 mm

Engine speed

720 - 750 rpm

720 - 750 rpm

720 - 750 rpm

720 750 rpm

Piston speed

9.6 - 10 m/s

9.6 - 10 m/s

9.6 - 10 m/s

9.6 10 m/s

24.9 bar

28.8 bar

22.9 - 23.3 bar

24.9 bar

480/500 kW

550/580 kW

450/460 kW

480/500 kW

6L, 7L, 8L, 9L, 12V, 16V,


18V

6L, 8L, 9L, 12V, 16V

6L, 7L, 8L, 9L, 12V,


16V, 18V, 20V

W20V32

Mean effective pressure


Output per cylinder
Available cylinder configurations

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Engine range 500 kW/cyl

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Marine 580 kW/cyl

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Engine range 580 kW/cyl

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500 vs. 580 kW/cyl

16% higher output compared to current


Main design actions:
Pmax increased to 230 bar
New turbo charging system with increased pressure ratio
Injection system: conventional with increased pressure and output
New reinforced engine block and crankshaft
New cylinder head, common with W34SG
New high strength pistons

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Power Plants 20V32


With Two Stage Turbocharging

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460 vs. 500 kW/cyl

9% higher output compared to current


Main design actions:
Pmax increased to 230 bar
New two stage turbo charging system with increased pressure
ratio
Injection system: conventional with increased output
New reinforced engine block and crankshaft
New cylinder head
New high strength pistons and connecting rods

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W20V32, Whats updated?


New cylinder head
& equipments

New more efficient chargers


New charge air system

Commonality to gas
engines
Possibility for Higher
design pressure

Upgraded
conventional fuel
injection system
Higher pump capacity

Developed starting air


system
Less starting air consumption
Faster start sequence

Valve timing
adjustments
Advanced Miller
timing

Reinforced
crankshaft
Allows higher
output

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Possibility to
Increased Pmax
Higher output

High strength
pistons
Allows higher
output

High strength
connecting rod
Allows higher output

Added engine block


rigidity
Reducing engine vibrations
Reinforced for heavy TC
package.

Turbocharging system
New improved TC
bracket
HP turbochargers: ABB
P145-M
LP turbochargers: ABB
Z150-M
TC washing system
Production design
SPEX same
manifold as today
Higher charge air
pressure up to 7,35 bar

Note: 2-stage turbocharging results in


lower exhaust gas temperatures.
Engine can therefore not be combined
with a Nox reduction unit (SCR).
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Pump cover & cooling water system


New pump cover with DN 150 water connection
Enlarged fluid channels
Commonality with water pumps

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Lubricating oil module

New lubricating oil cooler housing & end covers


Enlarged fluid channels
Same cooler inserts and thermostatic valves & oil filters as classicW32
New bracket

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Automation system UNIC


C2
Special features added to increase engine safety as:
Slow turning
Big end bearing temperature monitoring
Cylinder liner temperature monitoring as an option

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Engine main dimensions and weight


+100

1-stage
2-stage

+66

+200

2-stage system weight is about 1.5 times the 1-stage system


Total engine weight is 88 tons. (Only engine).

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Standard W32 presentation

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Engine block

Nodular cast iron and closed


box design provide rigidity for
flexible mounting
Underslung main bearing cap
All bolts hydraulically tightened
Integrated channel design

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Crankshaft

Forged in one piece fully machined


Rigid design
Counterweights on every web
Power take-off in both ends of the crankshaft

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Connecting rod

Three piece design


Combustion Forbes are distributed over a maximum bearing area
Hydraulically tensioned screws
Low piston overhauling height

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Cylinder liner and anti-polishing ring

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Small deformations due to high collar to


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

Piston

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Composite low-friction piston


The design assures efficient cooling and
high rigidity
Low friction by skirt lubrication
Well distributed oil film eliminates the risk of
ring scuffing
Tilting movements damped by the oil film
Cleaner rings and grooves

Piston rings

Low-friction three-ring set


Special wear resistant coating
for compression rings
The geometry optimized for
maximum sealing and pressure
balance

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Cylinder head

Rigid box design for even contact pressure


Four fixing bolts for easy maintenance
Water cooled exhaust valve seat rings
Valve rotators on both exhaust and inlet valves

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Camshaft and valve tappets

Uniform one-cylinder camshaft pieces for the complete engine range


Easy maintenance
Cam/roller optimized for even contact pressure
VIC as option for IMO Tier 2

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Variable Inlet Valve Closing (VIC)


Improves part load performance
Smoke reduction
Improved load acceptance
Reduced thermal load
Variable inlet valve closing timing
with hydraulic chamber between
valve tappet and push rod.

Valve lift

TDC

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BDC

Engine
rotation

Fuel injection system

Large low pressure fuel rail


volumes
Easy maintenance
Low NOX emissions
Minimum ignition delay
Optimized injection pressure
and ratio

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Injection pump

Mono element type


Fuel lubrication of element
Constant pressure relief valve
Stepped helix and keyhole
element
Integrated fuel feed line
Flow through type
Integrated stop cylinder
Pre-calibrated

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Fuel injection system - CR

Camshaft driven high-pressure


pumps
Accumulators for elimination of
pressure waves
All in Hot Box, maximum safety
Engine driven control oil pump
for easy black start
Fuel metering for highest
efficiency
Low cam load for maximum
reliability

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Fuel injection system - CR

Modules for 2 cylinders (or 3


cylinders)
One module consists of
1 individual HP fuel pump
1 pump drive cam piece
1 (or 2) individual HP fuel
accumulator
2 (or 3) fuel injectors
pipes that connect the individual
parts within the module

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Fuel injection system - CR

1) Injector

2) Accumulator

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3) HP-pump
4) Shielded HP-pipes
5) Drive cam

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Fuel injection system - CR


Control oil pump,
engine driven

Injector return flow


*

200 bar

Flow control
valve
LP-fuel in
10 bar

SSV
SSV volume
*
Pressure
*
sensor

Pressure
*
sensor

*
Leak alarm
sensor

Pump mist

Alarm leakage

10 bar

Clean leakage,
pressureless

3 bar mixing
tank

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* = controlled by UNIC

Fuel injection system - CR

High pressure pump

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Accumulator

Injector

Lubricating oil system

Dry or wet oil sump


Engine driven pump
Automatic back-flushing filter
Centrifugal filter as a lube oil
condition indicator
Running-in filters
All on engine

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Lubricating oil system

Electrically driven prelubricating pump


Requiring minimum of
maintenance
Modular design

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Cooling water system

Jacket water at a constant high


temperature level
2-stage charge air cooler for
maximum heat recovery
Engine driven pumps

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Exhaust gas and charge air


system
Latest turbocharger
technology
Increased thermal efficiency
No water cooling
Engine oil lubrication
Cleaning device for
compressor and turbine

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127mm x 133mm
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Exhaust gas and charge air


system
SPEX exhaust manifold (SPEX = Single Pulse Exhaust system)
SPEX combines the advantages of both pulse and constant pressure
charging
Optimized for all cylinder configurations and installation types

flat picture
254mm x 66mm
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Automation system - UNIC

Standardized automation system


Modular design
Proper protection
Easy maintenance and high
reliability
Easy diagnostics and fault tracing

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127mm x 133mm
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Automation system - UNIC

C1 for common diesel engines


C2 for common diesel engines with
engine management
C3 for diesel/Common Rail/gas
engines with electronic combustion
control
Hardwired interface (UNIC C1)
Bus interface (UNIC C2 & C3)

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Maintenance

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All main components with hydraulically


tightened bolts
Hydraulic jacks for main bearings
Uniform one cylinder camshaft pieces
Slide in connections
Easy to remove panels on exhaust system
Three piece connecting rods
Special tools for easy maintenance
Ergonomic interface

Low operating costs

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High thermal efficiency


Low lube oil consumption
Long component lifetimes
Fuel versatility
Low emission level