WRTSIL 32

ENGINE TECHNOLOGY
FOR EMERGENCY DIESEL GENERATORS
Wrtsil will deliver W6L32 Emergency Diesel Generators for the Olkiluoto 1 and Olkiluoto 2 plants in Finland

Wrtsil delivered a W20V32 Stand-By Diesel Generator for the Fortum nuclear power plant in Loviisa, in Finland

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WRTSIL 32 ENGINE TECHNOLOGY
FOR EMERGENCY DIESEL GENERATORS
The Wrtsil 32 diesel engine is based on the
latest innovations in combustion technology.
It is well suited to operating in challenging
nuclear emergency applications, which require
a fast and reliable start, rapid loading, large
load steps, and the ability to withstand long
periods in stand-by mode.
Nuclear applications impose special
demands on the engine and ancillary
equipment, which can have a significant
impact on the plants operation and
maintenance routines. The engine is fully
equipped with all essential ancillaries and
features a comprehensive interface to the
plant systems. Testing, operating routines, and
maintenance are performed in order to secure
and verify that the plant is always ready to start
in an instant from a constant hot stand-by mode.
Features such as slow-turning, pre-
lubrication and extensive monitoring possibilities
are built-in features of the Wrtsil 32 engine,
which comes complete with integrated
lubrication and cooling systems. The control
and automation system is designed to minimize
risks, such as start failures, the blocking of
start requests, and automatic shut-downs. The
engine is able to operate reliably over extended
periods of time at high or low load, thereby
allowing long maintenance-free periods and a
minimum of supervision.
WRTSIL 32
More than 4,000 engines in operation
More than 10 million accumulated
running hours
Production capacity of more than 500
engines per year
Optimized for specific project
requirements
Strong engineering and project
management capability
Secured spare parts and service
availability
Local service personnel and workshops
available
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CRANKSHAFT AND BEARINGS
The latest advances in combustion technology
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 the crankthrow dimensions and fillets. The
specific bearing loads are 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
the oil film thickness. Optimal balancing of engine with a clean outer exterior. temperatures. Wrtsils patented skirt
the rotational masses ensures that there is Resilient mounting is state-of-the-art in lubrication is applied to minimize frictional
ample oil film thickness in the main bearings, many applications and requires a sti engine losses and to ensure appropriate lubrication
while in the big end bearing, adequate oil film frame. The integrated water and oil channels in of the piston rings, the piston skirt and the
thickness is achieved by ungrooved surfaces the engine block are designed with this in mind cylinder liner. This design ensures proper
in the critical areas. All the factors needed and serve the double purpose of transferring lubrication of these vital engine parts even
for making the right choice of the most liquids and stiening the engine block. after extended periods in stand-by mode.
appropriate bearing material are present.
PISTON PISTON RINGS
ENGINE BLOCK For years, the outstanding piston concept In Wrtsils three-ring concept each piston
Nodular cast iron is the natural choice for for highly rated diesel engines has been a ring has a specific task. They are dimensioned
engine blocks today because of its strength composite piston with a steel crown and a and profiled for consistent performance
and stiness properties, along with all the nodular cast-iron skirt. More than 30 years throughout their operating lives. To avoid
freedom oered by casting. The Wrtsil of experience has fine-tuned the concept. carbon deposits in the ring grooves, the
32 makes optimum use of modern foundry When it comes to reliability, there is no real pressure balance above and beneath each
technology to integrate most oil and water alternative today for modern engines running ring is crucial. Experience has shown that this
channels. The result is a virtually pipe-free with high cylinder pressures and combustion eect is best achieved with a three-ring pack.

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Finally, it is a known that most frictional losses
in a reciprocating combustion engine originate
from the piston 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 stiness 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 eect 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.
CYLINDER HEAD
The cylinder head design is based on the four-
screw concept developed by Wrtsil and used
for more than 30 years. Its internal structure
is designed for maximum stiness, which is
essential for obtaining both liner roundness
and even contact between the 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 to achieve the
optimal port design.
The vast amount of experience gained from
having more than four thousand W32 engines
in daily operation around the world has greatly
contributed to the design and development of
the exhaust valve. Put together, this means
that the material and geometry of the valve
is now such that the performance is clearly
superior.
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MULTIDUCT
Multiducts replace a number of individual
components in traditional engine designs.
Their main functions are:
To transfer air from the air receiver to the
cylinder head
To transfer the exhaust to the exhaust system
To provide a cooling water outlet after the
cylinder head
To provide a cooling water return channel
from the engine.
Additional functions include:
To introduce an initial swirl to the inlet air for
optimal part-load combustion
To insulate and cool the exhaust transfer
duct
To provide support for the exhaust system
and its insulation.
STARTING AIR SYSTEM
Rapid and reliable starting is secured by the
air-over-piston starting system. Starting air is
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distributed to each cylinder via air pipes and
channels, while the starting air valves in the
cylinder head are pneumatically controlled by
air passing through the starting air distributor
at the end of the cam shaft.
The A and B-bank of the V-engines are fitted
with separated starting air trains, each capable
of starting the engine. The air receiver and
valves for the pneumatic emergency shutdown
system are built onto the engine.
FUEL INJECTION SYSTEM
An extremely high level of safety has been
incorporated into the low-pressure fuel system
design of Wrtsils patented multihousing allowing only a minimum of oil to pass down
principle. With this system the fuel line
consists basically of drilled channels in cast
parts clamped firmly onto the engine block. In
the Wrtsil 32 these parts are:
The pump housing
The tappet housing
The fuel transfer housing
The multicover. outstanding nozzle life.
For ease of assembly/disassembly, these
parts are connected to each other with slide
connections. Since both the entire low and
high pressure systems are housed in a fully
covered compartment, the safety standard is
unbeatable. The high-pressure system was
designed and endurance tested at 2000 bar.
The 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 the
plunger and barrel can be kept small, thereby
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. This, together
with the oil cooling of the nozzles, guarantees
Each injection pump is equipped with an
integrated electropneumatic shutdown
cylinder, connected to the overspeed,
connected to the overspeed protection
system. The engine has an independent
mechanical overspeed protection system,
acting directly at the fuel control rod.
The engine is equipped with engine driven
fuel feed pump, fuel fine filter, electrical
motor driven stand-by pump, thus reducing
installation work at site and securing
functional and pressure interphases.
The engine is equipped with double shielded
high pressure pipes and leak fuel alarms for
early detection of possible malfunctions.
TURBOCHARGING SYSTEM
The charging systems are designed to give
high efficiency and extremely good start and
load acceptance.
Non-cooled turbochargers with inboard
plain bearings lubricated from the engines
lube oil system are used. This secures
readiness to start and acceptance of rapid
loading at any time.
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 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 cools the charge air and the
lube oil. It is fully integrated with the engine,
including parts such as the LT water pump, LT
thermostatic valve and transfer channels in the
engine block.
LUBRICATING OIL SYSTEM
The Wrtsil 32 engine is equipped with a
complete engine on-built lube oil system,
including an engine-driven main pump,
electrical motor driven prelubricating pump,
lubricating oil cooler, full flow automatic
filter, centrifugal filter, thermostatic valve and
pressure control valve. The engine is fitted with
running-in filters before each main bearing,
these filters are removed after start-up of the
installation.
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. A special feature
is the centrifugal filter, connected to the
back-flushing line of the automatic filter. This
provides the means for extraction of particles
from the system.
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ENGINE INSTRUMENTATION
AND CONTROL (I&C)
The engine is extensively instrumented to
provide I&C interface to the external engine
control system. The engine I&C is designed to
comply with international nuclear requirements
and standards, and comprises safety related
(SR) and non-safety related (NSR) I&C
equipment.
SR instrumentation and actuators required
for streamlined safety functions such as
engine start and stop management are
realized with non-programmable and mainly
non-electronic discrete I&C equipment,
e.g. switches and solenoids. The NSR
instrumentation providing information for
supervision and monitoring purposes mainly
consists of sensors and transmitters.
Reliable and safe engine I&C is created
by, for instance, adhering to the following
fundamental safety principles and design
aspects:
Separation of
Protection, monitoring and control signals
Redundant signals
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SR and NSR signals separated with terminal
enclosures and cable routes
Redundancy of
2-out-of-3 protection functions
Safety critical control functions e.g. start
signal.
Fail-safe operation realized with
Reverse acting speed regulator
Alarms with NC contacts
Protection philosophy
Essential SR protection (e.g. overspeed
detection) available at all times
Extensive NSR protection during test runs
Ingress protection
Terminal enclosures IP55 or higher
Electric motors IP55
Environmental and ageing qualification to meet
demanding ambient conditions on site as well
as during transportation and storage.
AUXILIARY SYSTEMS
The proper function of the EDG depends on
the mechanical auxiliary systems. The function
of these systems is to provide the engine with
fuel, lubricating oil, starting air, cooling water,
and charge air of the required quantity and
quality, as well as to dispose of exhaust gases
in a proper manner.
Fuel feed system
The fuel system is designed to provide fuel
for the engine with four essential parameters;
viscosity, filtration grade, flow over engine,
and pressure. The storage and transfer
system is used for storing the fuel oil in the
fuel oil storage tank and fuel oil day tank. Two
redundant fuel oil transfer pumps are used for
transferring the fuel oil from the fuel oil storage
tank to the fuel oil day tank.
The fuel feeding and collection system is
used for supplying the fuel oil from the fuel
oil day tank to the engine. It also collects the
leaked fuel oil and transfers it back to the fuel
oil day tank.
Lubricating oil system
The lubricating oil system provides required
lubrication for all moving parts of the engine
and also cools the piston tops.
The lubricating oil in the sump needs to be
refilled or drained (for maintenance purposes),
and topped up so as to cover consumption.
This can be done by utilizing a manual or
electrical driven lubricating oil transfer pump.
Compressed air system
Compressed air is used for starting the engine.
The start is performed by direct injection
of compressed air into the cylinder via the
cylinder specific starting air valves. The
starting air is distributed to the starting air
valves by the main start valve(s).
A starting air compressor unit is provided
with a pressure switch to start automatically
when the pressure in the start air bottles drop
below the pressure required for a successful
start of the engine. An oil and water separator
on the compressor unit ensures that the
compressed air is free of water and oil.
Air dryer is a refridgerating or desiccant
type. It functions to keep the compressed
air dry enough to avoid any corrosion in the
equipment downstream.
Air bottle(s) are sized for the project specific
number of successful consecutive startups.
The bottle is provided with drain trap to remove
any remaining moisture.
Cooling system
The main task of the cooling system is
to provide adequate cooling of engine
components such as cylinder jackets,
cylinder heads as well as to cool the
lubrication oil and charge air entering the
cylinders after it has been compressed by
the turbocharger.
The engine cooling water is separated
into two circuits. The low temperature (LT)
circuit cools the LT-charge air cooler and the
lubricating oil cooler and the high temperature
(HT) circuit cools the HT-charge air cooler and
engine jackets.
For the standby period, the HT-circuit is
preheated to 70C, to ensure proper engine
start up. This is achieved by the HT preheating
unit , which consists of an electrically driven
centrifugal pump and an electric heater.
During extreme cold ambient conditions,
the LT-circuit is heated to ensure proper engine
start up and also to achieve a stable heat
balance of the engine.
Cooling circuit is cooled by circuit cooling
radiators. The radiators are remote mounted,
horizontal or vertical type, single circuit, fin
tubed with electrically driven induced draft
fans.
The wax-element thermostatic valves
regulate the temperature in both LT-and HT-
circuits.
Charge air system
The main function of the charge air system is
to provide the engine with an adequate supply
of clean and dry air.
The charge air to the engine is drawn from
outside the building, through an air filter via
a pipe system, provided with a charge air
silencer, into the turbo charger, which forces
the air into the engine via the charge air
cooler(s).
Exhaust gas system
The main function of the external exhaust
gas system is to lead exhaust gases out from
the engine. The exhaust gas of the engine is
discharged at the required height through the
exhaust gas silencer and stack pipe.
The pipes shall be properly fixed and
completely insulated inside the building.
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 Page 1 of 2

INDUSTRY & FACILITIES

TYPE TEST CERTIFICATE n HSK40130064

This is to certify that:

General:
Manufacturer: Wrtsil Vaasa, FINLAND
Engine type: W32 Emergency Diesel Generator, W16V32 EDG
Specification: Wrtsil type test plan for W16V32EDG, Document
DBAC485518 r -, (Based on IEEE 387 - 1995 chapter 6.2.)

Type description:
Four stroke, sixteen (16) cylinder, turbo charged, trunk piston engine.

Nominal power: 6784 kWe

Design service life: 60 years
Failure rate(s): Stand-by 2.2 x 10-5 1/h
Operation 5.0 x 10-4 1/h

Type test criteria:

- As per document DBAC482518 r -; 16.01.2013

Conclusion:

After examination of the following documents:

- Type approval test report DBAC505921 rev. A; dated 31/1/2013.
- Factory acceptance test report DBAC485592 rev. A dated 30/1/2013

Type tested engine:

Type: W16V32 EDG

Serial n:o: PAAE22473
Procedure: Type test plan DBAC482518 r -; 16.01.2013

WRTSIL ENHANCES The cornerstone of our nuclear quality prudent approach, by communicating and
management system is nuclear safety. Wrtsil suggesting new safety activities, and by
NUCLEAR SAFETY
promotes a strong nuclear safety culture by: reporting any deviations.
Wrtsils quality management system
GM SI 210 Type Approval Certificate continuously developing and improving
Copyright Bureau Veritas 12/2008

has been certified according to ISO 9001 the management system for nuclear
requirements for over 20 years. applications
Wrtsil has established a specific nuclear implementing a graded approach to ensure
quality management system which is audited Quality certificates: Statement of
that products and services get the right
every year by an external certification body. Conformity Nuclear Business, KTA 3702,
amount of attention warranted by their
IEEE 387, ISO 9001, ISO 14001, OHSAS
Furthermore, our project management and significance
18001 and AEO
manufacturing facilities are audited on a encouraging personnel and partners to
Marine certificates: ABS, BV, CCS, DNV,
regular basis by customers operating nuclear develop a nuclear safety attitude by having
GL, IRS, LR, NK, RINA; RS, and more
power plants worldwide. a questioning attitude and a rigorous and

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 MAIN TECHNICAL DATA
WRTSIL 32 FOR NUCLEAR POWER APPLICATIONS

Cylinder bore 320 mm

Piston stroke 400 mm
Engine speed 720, 750 rpm
Piston speed 9.6, 10.0 m/s

RATED POWER
60Hz, 720 rpm 50Hz, 750 rpm
Engine type
kWm kWe kWm kWe
6L32 2 880 2 780 3 000 2 890
8L32 3 840 3 700 4 000 3 860
9L32 4 320 4 170 4 500 4 340
12V32 5 760 5 558 6 000 5 790

EASY INSTALLATION 16V32

20V32
7 680
9 600
7 434
9 341
8 000
10 000
7 744
9 730
An important design principle for the Wrtsil 32 engine has been to Acc to ISO3046 standard. 10 % overload allowed 1 hr every 12 hour.

build as much of the essential auxiliary equipment as possible onto the ENGINE DIMENSIONS (MM) AND WEIGHTS (TONNES)
engine. This goes for the lube oil and water pumps and thermostatic Engine type Length Width Height Weight
valves, the lube oil cooler and filter, the amply sized lube oil sump, as 6L32 5 297 2 300 3 421 30
8L32 6 510 2 300 3 571 42
well as the engine control and monitoring systems. Installation work is 9L32 7 116 2 300 3 571 44
thus reduced to a minimum, the systems are fully pressure tested at the 12V32 6 837 2 870 3 595 54
16V32 8 206 3 296 3 595 63
factory, and the interaction between dierent components is tested and 20V32 9 276 3 233 4 139 89
verified at the factory.
GENERATING SET DIMENSIONS (MM) AND WEIGHTS (TONNES)
EASY MAINTENANCE Engine type Length Width Height Weight

Efficient and easy maintenance is incorporated into the design. In 6L32 8 766 2 410 3 740 58
8L32 9 750 2 410 3 740 77
combination with the long intervals between overhauls, the hours spent 9L32 11 200 2 410 3 740 82
on maintenance are reduced to a minimum. The lube oil filtration is one 12V32 10 030 3 050 4 420 92
16V32 11 239 3 300 4 420 119
good example. Hydraulics are used for pre-tensioning of the cylinder 20V32 12 200 3 300 4 420 130
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 Subject to revision without notice.

enables the injection pump to be changed with a minimum of work with

less risk of error.
The multiduct arrangement allows the cylinder head to be lifted
without removing the water pipes, while the slide-in connections on
the manoeuvring side allows it to be lifted without removing the 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.
THE TOTAL SERVICE PROVIDER
More than 11 000 service professionals employed by Wrtsil, and over
70 Wrtsil owned service centres worldwide guarantee outstanding
field service support and fast spare parts supply wherever the plant
is located. Wrtsils total service commitment means more than just
providing a prompt supply of parts or sending a maintenance specialist
to fix a problem. It means taking responsibility.
Depending on the level of partnership required, a service package
can be tailored accordingly. This can include a range of options, from
round-the-clock technical support and original parts deliveries, to a
comprehensive operation and maintenance partnership on a day-
to-day basis. The committed operation and maintenance of power
installations with more than 15 000 MW of installed power makes
Wrtsil the largest diesel engine power plant operator in the world.
All of Wrtsils Field Services personnel are trained by the Wrtsil
Land & Sea Academy (WLSA). This global network of training centres,
with highly qualified personnel and state-of-the-art remote learning
systems, delivers a thorough understanding of how to optimize the
safety, reliability and performance of the installation, taking into
account specific industry related standards, including nuclear safety
standards and policies.
Wrtsil has been committed to delivering outstanding services to
nuclear operators since the early 1980s, in accordance with national
and customer specific nuclear quality requirements.

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Wrtsil is a global leader in complete lifecycle power solutions for the
marine and energy markets. By emphasising technological innovation
and total efficiency, Wrtsil maximises the environmental and economic
performance of the vessels and power plants of its customers.

DBAB540962 04.2014 / Bocks Office / Arkmedia

In 2013, Wrtsils net sales totalled EUR 4.7 billion with approximately
18,700 employees. The company has operations in nearly 200 locations
in 70 countries around the world. Wrtsil is listed on the NASDAQ OMX
Helsinki, Finland.

WRTSIL is a registered trademark. Copyright 2014 Wrtsil Corporation.