Technology review

This is a brief guide to the technical features and advantages of the Wrtsil 32 engine.

Design philosophy . . . . . . . . . . . . . . . . 4 Efficient low-emission combustion. . . . . . . . 5 Crankshaft and bearings . . . . . . . . . . . . . 5 Engine block . . . . . . . . . . . . . . . . . . . 6 Piston. . . . . . . . . . . . . . . . . . . . . . . 6 Piston rings . . . . . . . . . . . . . . . . . . . 7 Cylinder liner and anti-polishing ring . . . . . . 7

Connecting rod . . . . . . . . . . . . . . . . . 8 Cylinder head . . . . . . . . . . . . . . . . . . 8 Multiduct . . . . . . . . . . . . . . . . . . . . . 8 Fuel injection system . . . . . . . . . . . . . . . 9 Turbocharging system . . . . . . . . . . . . . 10 Cooling system . . . . . . . . . . . . . . . . . 11 Lubricating oil system . . . . . . . . . . . . . 12 Automation system . . . . . . . . . . . . . . . 12 Easy application . . . . . . . . . . . . . . . . 14 Easy maintenance. . . . . . . . . . . . . . . . 14 Main technical data . . . . . . . . . . . . . . . 15

Design philosophy
The WRTSIL 32 is based on the latest achievements in combustion technology; it is designed for flexible manufacturing methods and long maintenance-free operating periods. The engine is fully equipped with all essential ancillaries and a thoroughly planned interface to external systems. The main qualities of the Wrtsil 32 are:
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Low-NOX combustion Reliability and low maintenance costs Integrated monitoring and control or basic automation system Ergonomic interface Minimized consumables.

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Development of engine performance

0 -2 World Bank / IMO limit 1200 1000 800 600 400 200 Vasa 32 Wrtsil 32 Wrtsil 32 Wrtsil 32 economy optimized emission optimized 0

SFOC (g/kWh)

-4 -6 -8 -10 -12

New Asian limit NOX

SFOC

Efficient low-emission combustion

Hydrocarbons can be burned under a wide range of conditions. To burn them efficiently with low emissions, in particular thermal NOX, Wrtsil has used the Low-NOX combustion method since 1994 in all its diesel engines. This combustion process, which reduces thermal NOX caused by high combustion flame temperatures, has been further enhanced on the Wrtsil 32 to meet not only current IMO limits and World Bank guidelines, but even lower NOX emission limits, such as IMO-30% and 710 ppm @ 15% O2. This also results in significantly improved engine efficiency. The enhanced Low-NOX combustion process features:
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conservative and the cylinder spacing, which is important for the overall length of the engine, is minimized. Besides low bearing loads, the other crucial factor for safe bearing operation is oil film thickness. Ample oil film thicknesses in the main bearings are ensured by optimal balancing of rotational masses and, in the big end bearing, by ungrooved bearing surfaces in the critical areas. All the factors needed for a free choice of the most appropriate bearing material are present.

High combustion air temperature at the start of injection, which radically reduces ignition delay A late start of injection with short duration and optimized injection rate to fuel the engine, avoiding temperature peaks during combustion

NOX

Fully machined connecting rod

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New combustion chamber optimized for low emissions High pressure ratio turbocharging with optimized valve timing, which reduces flame temperature and increases engine efficiency.

Crankshaft and bearings

The latest advances in combustion development require a crank gear that operates reliably at high cylinder pressures. The crankshaft must be robust and the specific bearing loads kept at an acceptable level. This is achieved by careful optimization of crankthrow dimensions and fillets. The specific bearing loads are
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Engine block
Nodular cast iron is the natural choice for engine blocks today thanks to its strength and stiffness properties, along with all the freedom offered by casting. The Wrtsil 32 makes optimum use of modern foundry technology to integrate most oil and water channels. The result is a virtually pipe-free engine with a clean outer exterior. Resilient mounting is state-of-the-art in many applications and requires a stiff engine frame. Integrated channels designed with this in mind can serve a double purpose.

Piston
For years, the outstanding piston concept for highly rated heavy fuel engines has been a composite piston with a steel crown and nodular cast-iron skirt. Twenty years of experience has fine-tuned the concept. When it comes to reliability, there is no real alternative today for modern engines running with high cylinder pressures and combustion temperatures. Wrtsil-patented skirt lubrication is applied to minimize frictional losses and ensure appropriate lubrication of both piston rings and the piston skirt.

Piston rings
In Wrtsils three-ring concept each ring has a specific task. They are dimensioned and profiled for consistent performance throughout their operating lives. To avoid carbon deposits in the ring grooves of a heavy fuel engine, the pressure balance on top of and underneath each ring is crucial. Experience has shown that this effect is most likely achieved with a three-ring pack. Finally, it is well-known that most frictional losses in a reciprocating combustion engine originate from the rings. Thus a three-ring pack is the obvious choice in this respect, too. The top ring, which bears the greatest load, is provided with a special wear-resistant coating.

Cylinder liner and anti-polishing ring

The thick high-collar type cylinder liner is designed to have the stiffness needed to withstand both pre-tension forces and combustion pressures with virtually no deformation. Its temperature is controlled by bore cooling of the upper part of the collar to achieve a low thermal load and to avoid sulphuric acid corrosion. The cooling water is distributed around the liners with simple water distribution rings at the lower end of the collar. At the upper end the liner is equipped with an anti-polishing ring to eliminate bore polishing and reduce lube oil consumption. The function of this ring is to calibrate the carbon deposits formed on the piston top land to a thickness small enough to prevent any contact between the liner wall and the deposits at any piston position. Since there is no contact between the liner and piston top land deposits no oil can be scraped upwards by the piston. The other positive effect is that the liner wear is significantly reduced at the same time. The strength of the wear-resistant liner materials used for years in Wrtsil engines has been further increased to cope with the high combustion pressures expected in the future.

Connecting rod
A three-piece connecting rod with all the highly stressed surfaces machined is the safest design for engines of this size intended for continuous operation at high combustion pressures. For easy maintenance and accessibility the upper joint face is placed right on top of the big-end bearing housing. A special hydraulic tool is developed for simultaneous tensioning of all four screws. To eliminate any risk of wear in the contact surfaces, an intermediate plate with a special surface treatment is placed between the main parts.

Multiduct
Multiducts replace a number of individual components in traditional engine designs. Their functions are:
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Air transfer from the air receiver to the cylinder head Exhaust transfer to the exhaust system Cooling water outlet after the cylinder head Cooling water return channel from the engine.

Additional functions are:

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Introduction of an initial swirl to the inlet air for optimal part-load combustion Insulation and cooling of the exhaust transfer duct Support for exhaust system and its insulation.

Cylinder head
The cylinder head design is based on the four-screw concept developed by Wrtsil and used for more than 15 years. Its internal structure is designed for maximum stiffness, which is essential for obtaining both liner roundness and even contact between exhaust valves and their seats. A four-screw cylinder head design also provides all the freedom needed for designing inlet and exhaust ports with a minimum of flow losses. Computational fluid dynamics (CFD) analysis in combination with full-scale flow measurements has been used for port design optimization. The vast amount of experience gained from heavy fuel operation all around the world has contributed greatly to exhaust-valve design and development. Put together, this means that a valve material and geometry with superior performance is now available.
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Fuel injection system

The ultimate safety in low-pressure fuel system design is achieved with the Wrtsil-patented multihousing principle. With this system the fuel line consists basically of drilled channels in cast parts clamped firmly on the engine block. In the Wrtsil 32 these parts are:
n n n n

The pump housing The tappet housing The fuel transfer housing The multicover.

For easy assembly/disassembly these parts are connected to each other with slide connections. Since both the whole low-pressure system and the high-pressure system are housed in a fully covered compartment, the safety standard is unbeatable. The high-pressure system was designed and endurance tested at 2000 bar. Injection pressure is around 1800 bar. With a wear-resistant low-friction coating on the plunger no lubricating oil is required for the pump element. Thanks to the profiled plunger geometry the clearance between plunger and barrel can be kept small, thereby allowing only a minimum of oil to pass down the plunger. This small leakage is collected and returned to the fuel system. Any likelihood of the fuel mixing with the lube oil is eliminated. Both nozzle holders and the nozzle are made of high-grade hardened steel to withstand the high injection pressures. Combined with oil cooling of the nozzles this guarantees outstanding nozzle lifetimes.
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Turbocharging system
Every Wrtsil 32 engine is equipped with the turbocharging system that best fulfils the requirements of each specific application. The standard options are:
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Non-cooled chargers with inboard plain bearings lubricated from the engines lube oil system are used. All this makes for longer intervals between overhauls and reduced maintenance. The turbocharger technology is going through a period of intense design and performance development. Only the best available charger technology will be used on the Wrtsil 32.

Pulse system Spex (single pipe exhaust) system Spex system with exhaust waste-gate and air bypass.

The Spex system is designed for minimum flow losses on both exhaust and air sides. Both charging systems are designed to give high efficiency and extremely good load acceptance. Pulse charging is mainly intended for applications running on variable loads. Spex is designed for the best possible full-load performance. Spex combined with waste-gate and bypass meets the well-known good low-load performance of pulse charging. With its unique design its load acceptance is close to pulse charging.

Exhaust waste-gate and air bypass

Spex charging

Pulse charging

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Cooling system
The cooling system is split into two separate circuits, the high-temperature (HT) and the low-temperature (LT) circuits. The cylinder liner and the cylinder head temperatures are controlled through the HT circuit. The system temperature is kept at a high level, about 95 C, for safe ignition/combustion of low-quality heavy fuels, also at low loads. An additional advantage is maximum heat recovery and total efficiency in cogeneration plants. To further increase the recoverable heat from this circuit it is connected to the high-temperature part of the double-stage charge air cooler. The HT water pump and thermostatic valve are integrated with the pump cover module at the free end of the engine. The complete HT circuit is thus virtually free of pipes. The LT circuit serves the low-temperature part of the charge air cooler and the built-on lube oil cooler. It is fully integrated with engine parts such as the LT water pump with pump cover module, the LT thermostatic valve with the lube oil module and transfer channels in the engine block.
Preheater Engine Exp. 0.71.5 bar HTC central cooler Charge air cooler 9397 C Optional for.CHP Exp. 0.71.5 bar Charge air cooler Lube oil cooler 3545 C 6570 C 6270 C 7380 C Engine

LTC central cooler

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Lubricating oil system

All Wrtsil 32 engines are equipped with a complete lube oil system, i.e. an engine-driven main pump, electrically driven prelubricating pump, cooler, full flow filter and centrifugal filter. The engine may also be fitted with special running-in filters before each main bearing. The pumps, pressure regulation and safety valves are integrated into one module fitted at the free end of the engine. Filter, cooler and thermostatic valves make up another module. On in-line engines this is always located neatly on the back side of the engine whereas on V-engines it is either at the flywheel or free end, depending on the turbocharger position. The lube oil filtration is based on an automatic back-flushing filter requiring a minimum of maintenance. The filter elements are made of seamless sleeve fabric with high temperature resistance. An overhaul interval of one year is recommended. The expected lifetime is four years. A special feature is the centrifugal filter, connected to the back-flushing line of the automatic filter. This provides the means for extraction of distant wear particles from the system. includes only sensors, local instrumentation and a minimum of built-on electronics, while the safety and control logics are external to the engine.
Basic engine automation
Priming pump Filter Cooler Pump

Automation system
The engine automation system for the Wrtsil 32 is available in two versions. The two systems are optimized to meet different customer needs. WECS is a complete built-on automation system, including monitoring, safety and start/stop logics. The basic engine automation system

The basic engine automation system on the Wrtsil 32 is specifically developed for a demanding environment. The main properties of this system are as follows:
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Prefabricated cable modules are used instead of discrete wiring, to minimize the risk of cabling errors and to avoid damage to the cables in the harsh engine environment, such as during overhaul operations.

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WECS cabinet

SMU DCU

operation and remote control. This system is external to the engine, while sensors, cable modules and instruments are located on engine.
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Prior to engine start, automatic checks are performed to prevent a start under prohibited conditions. Start blocking alarms are initiated.

The engine speed is either controlled by a dedicated electronic speed/load control unit, controlling an actuator on the engine, or alternatively by a mechanical/hydraulic governor.

To external systems

Redundant engine overspeed protection. Additionally to a primary electrical overspeed trip, an independent overspeed trip controls the electro-pneumatic system, acting directly on each fuel injection pump.

MCU and display unit

Display Backup instruments
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Condition monitoring of vital engine components is provided. This monitoring is based on reliable measurements by strategically located sensors.

WECS (only for marine engines)

Local control buttons Display selection buttons

Optimum use of this technology greatly simplifies both the wiring on the engine and the whole installation. The WECS system has the following main components:
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DCU unit

The Main Control Unit (MCU) Cabinet, which comprises the MCU itself, a relay module with back-up functions, a Local Display Unit (LDU), control buttons and back-up instruments. The MCU handles all communication with the external system.

The Distributed Control Unit (DCU), which handles signal transfer over a CAN bus to the MCU. The Sensor Multiplexing Units (SMU), which transfers sensor information to the MCU.

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Easy plug-in connections of sensors to the cable modules, and the use of multi-pin connectors ensure fast and easy signal connection to the plant systems. Optionally, terminal blocks are available.

The software loaded into the system is easily configured to match the instrumentation, safety and control functions required for each installation. For maximum safety, the durability of all components is ensured by selecting only the best available and is verified by stringent testing. Thus temperature resistance, vibration resistance and electromagnetic compatibility are guaranteed. Because a diesel engine must sometimes endure pretty rough handling the MCU cabinet is well protected and built into the engine. The same goes for the rest of the hardware, most of which is housed in a special electrical compartment alongside the engine.
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Use of robust sensors, specifically developed for the engine environment. Instrumentation in an engine-built panel, for local reading of engine speed, turbocharger speed, lube oil pressure and HT water temperature. Optionally, reading of fuel oil pressure, starting air pressure, control air pressure, charge air pressure, HT water pressure and LT water pressure is available.

The control and safety system is designed for unmanned

Easy application
An important design principle of the Wrtsil 32 is to build as much auxiliary equipment as possible on the engine. This goes for lube oil and water pumps, lube oil cooler and filter, engine control and monitoring. Application work is thus reduced to a minimum. However, the engine still needs connections to external systems. The trend is increasingly towards standardized modules. To make full use of this from the installation cost point of view, the engine should support smooth interfacing. The Wrtsil 32 comes in a number of standard options, e.g. a turbocharger at either end of the engine and one- or two-stage charge air cooling, without sacrificing the easy interfacing principle.

between overhauls, the hours spent on maintenance are reduced to a minimum. The lube oil filtration is one good example. Hydraulics are used for pre-tension of the cylinder head screws, all the connecting rod screws, and the main bearing screws. The distinctive Wrtsil feature with individual hydraulic jacks for each main bearing is of course adopted. The unique fuel line design enables injection pump exchange with a minimum of work with less risk of error. The multiduct arrangement allows the cylinder head to be lifted without removal of water pipes, while the slide-in connections on the manoeuvring side allows it to be lifted without removal of oil or air pipes. The water pumps are easy to replace thanks to the cassette design principle and water channel arrangement in the pump cover at the free end of the engine. There is greater accessibility to all the above components thanks to a minimal number of pipes and an ergonomic component design.

Easy maintenance
Efficient and easy maintenance is incorporated into the design. In combination with the long intervals

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Main technical data

Marine engines Cylinder bore Piston stroke Cylinder output Speed Mean effective pressure Piston speed Voltage Alternator efficiency Fuel specification: Fuel oil B-output 320 mm 400 mm 450, 460 kW/cyl 720, 750 rpm 23.3, 22.9 bar 9.6, 10.0 m/s 0.4 13.8 kV 0.95 0.97 B2-output 320 mm 400 mm 480, 500 kW/cyl 720, 750 rpm 24.9, 24.9 bar 9.6, 10.0 m/s 0.4 13.8 kV 0.95 0.97 Power plant engines Cylinder bore Piston stroke Rated speed Mean piston speed BMEP Cylinder output Fuel 320 400 720 / 750 rpm 9,6 / 10,0 m/s 23,3 / 22,9 bar 450 / 460 kW/cyl HFO

Rated power: Power generation 50 Hz/750 rpm Engine type 6L32 8L32 9L32 12V32 16V32 18V32 20V32 BHP 4 080 5 440 6 120 8 160 10 870 12 240 6L32 8L32 9L32 12V32 16V32 18V32 20V32 3 579 3 456 3 908 5 211 6 970 7 857 8 730 Power, electrical kW 2 636 3 533 3 990 5 327 7 124 8 032 8 924 60 Hz/720rpm 8 155 8 112 8 070 8 070 7 877 7 860 7 860 44.1 44.4 44.6 44.6 45.7 45.8 45.8 Heat rate kJ/kWh 8 240 8 197 8 155 8 155 7 961 7 944 7 944 Electrical efficiency % 43.7 43.9 44.1 44.1 45.2 45.3 45.3

730 cSt/50C 7200 sR1/100F ISO 8217, category ISO-F-RMK 55 SFOC 180-185 g/kWh at ISO condition 5% tolerance
Rated power for mechanical propulsion 750 rpm Engine type kW 6L32 8L32 9L32 12V32 16V32 18V32 2 760 3 680 4 140 5 520 7 360 8 280 460 kW/cyl BHP 3 750 5 000 5 630 7 500 10 000 11 260 kW 3 000 4 000 4 500 6 000 8 000 9 000 500 kW/cyl

Principal engine dimensions (mm) and weights (tonnes) Engine type 6L32 8L32 9L32 12V32 16V32 18V32 Genset dimensions and weights A* 5 108 6 478 6 968 6 795 E 6L32 8L32 9L32 12V32 16V32 18V32 500 500 500 650 650 650 A 5 267 6 480 7 086 6 435 7 890 8 450 F 1 153 1 153 1 153 1 475 1 475 1 475 B* 2 268 2 438 2 438 2 350 H 250 250 250 300 300 300 B 2 268 2 418 2 418 2 390 2 523 2 523 K 1 350 1 350 1 350 1 590 1 590 1 590 C 2 207 2 207 2 207 2 870 3 293 3 293 N* 877 1 294 1 294 1 568 D 2 345 2 345 2 345 2 120 2 120 2 120 Weight 35.5 45.0 48.5 60.5 76.0 82.5 Engine type 6L32 8L32 9L32 12V32 16V32 18V32 20V32 Length mm 8 766 9 750 11 200 10 030 N/A 11 500 12 660 Width mm 2 418 2 418 2 410 3 050 N/A 3 300 3 670 Height mm 3 738 3 740 3 740 4 420 N/A 4 220 4 640 Weight tonne 58 78 87 90 N/A 128 137

*Turbocharger at flywheel end. Weights with liquids (wet sump), without flywheel. Rated power: Generating sets 720 rpm/60 Hz Engine type 450 kW/cyl 480 kW/cyl 750 rpm/50 Hz 460 kW/cyl 500 kW/cyl

Engine Gen. kW Engine Gen. kW Engine Gen. kW Engine Gen. kW kW kW kW kW 6L32 8L32 9L32 12V32 16V32 18V32 2 700 3 600 4 050 5 400 7 200 8 100 2 590 3 460 3 890 5 180 6 910 7 780 2 880 3 840 4 320 5 760 7 680 8 640 2 760 3 690 4 150 5 530 7 370 8 290 2 760 3 680 4 140 5 520 7 360 8 280 2 650 3 530 3 970 5 300 7 070 7 950 3 000 4 000 4 500 6 000 8 000 9 000 2 880 3 840 4 320 5 760 7 680 8 640

Principal genset dimensions (mm) and weights (tonnes) Engine type 6L32 8L32 9L32 12V32 16V32 18V32 A* 9 029 10 463 10 612 9 992 11 692 12 007 H* 2 290 2 690 2 890 3 060 3 060 3 360 D 2 345 2 345 2 345 2 120 2 120 2 120 L* 3 718 4 055 4 025 4 089 4 373 4 373 M 2 268 2 425 2 395 2 378 2 493 2 493 Weight ton* 58.5 75.0 79.5 100.5 115.0 132.5

* Dependent on alternator type and size. The alternator outputs are calculated for an efficiency of 96%.

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Wrtsil is The Ship Power Supplier for builders, owners and operators of vessels and offshore installations. We are the only company with a global service network to take complete care of customers ship machinery at every lifecycle stage. Wrtsil is a leading provider of power plants, operation and lifetime care services in decentralized power generation. The Wrtsil Group includes Imatra Steel, which specializes in special engineering steels. For more information visit www.wartsila.com

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