Mechanical Configuration BA VM43C 1-0 en

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3 Mechanical Configuration
Fig. 3-1 Dual Fuel Engine VM 46 DF, overview of the free end
1 Turbocharger cladding 7 Engine block

2 Exhaust cladding 8 Crankcase door
3 Valve cover 9 Engine block foot
4 Pump covering 10 Oil pan
5 Supporting arms for grating 11 Point of installation vibration dampers
6 Camshaft cover 12 Covering for the air inlet casing
BA_VM_46_DF_2-4_GL_en.docx Mechanical Configuration 3–41

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Fig. 3-2 Overview of the free end: Media guide at the engine
1 Combustion air filter / air intake silencer 10 Connections for HFO and MDO
2 Blow-off valve outlet 11 Lubricating oil connection pressure side
3 Exhaust gas guide connection (C91a) 12 Lubricating oil connection intake side
4 Double-walled gas system 13 Diesel fuel connection for ignition fuel
5 Inert gas piping system
6 Fuel supply injection pumps 14 HT cooling water inlet (C16)
7 Starting air connection 30 bar 15 Lubricating oil connection safety strainer
8 HT cooling water supply pipe cylinder heads 16 Cooling water connection for preheating
9 Gas (C96) and inert gas (C97) connection with external cooling water pump
3–42 Mechanical Configuration BA_VM_46_DF_2-4_GL_en.docx

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Fig. 3-3 Overview of the free end: Pumps, explosion protection, electrics
1 Actuation exhaust gas control valve and blow- 8 FCT drive for valve gear adjustment
off valve
2 Exhaust gas turbocharger 9 Duplex fuel filter
3 Gas valves in the cylinder heads 10 Lubricating oil pump
4 Magnet shut-off valves in the inert gas pipe 11 Cooling water pump HT
5 Barring device 12 High-pressure pump of the ignition fuel
system
6 Big-end bearing monitoring system 13 Lubricating oil safety strainer
7 Explosion relief valves 14 Charge air cooler

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Fig. 3-4 Overview of the driving end: Mechanical components
1 Engine block 10 Combustion air filter/air intake silencer

2 Governor shaft 11 Connection for LT cooling water inlet
3 Actuator for governor shaft 12 Connection for LT cooling water outlet
4 Point of installation of the gas valves 13 Connection for HT cooling water outlet
5 Injection pump 14 FCT eccentric shaft with drive
6 Inlet valve rocker arm 15 Cam follower push-rod exhaust valve
7 Exhaust rocker arm 16 Cam follower push-rod inlet valve
8 Crankcase breather connection 17 Camshaft driving gear
9 Exhaust gas turbocharger 18 Flywheel

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Fig. 3-5 Driving end: Electrical components, explosion protection
1 Explosion relief valves charge air duct 6 Turbocharger washing device

2 Explosion relief valve exhaust manifold 7 Crankcase oil mist detector
3 Flushing valve at the gas supply pipe 8 Explosion protection for crankcase
4 Solenoid shut-off valves in the inert gas pipe 9 Point of installation speed pick-up
5 Explosion relief valve crankcase breather 10 Control stand

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Fig. 3-6 Dual Fuel Engine VM 46 DF, top view
1 Cooling water supply pipe to cylinders 5 Exhaust gas guide connection (C91a)
2 Exhaust gas to exhaust gas control valve 6 Crankcase breather connection
3 Output of the exhaust gas control valve 7 Double-walled gas supply pipe
(wastegate)
4 Output of the blow-off valve (blow-off) 8 Inert gas flushing valve in the gas supply pipe

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3.1 Overview
The Dual Fuel Engine VM 46 DF is a four-stroke engine with cylinders arranged in a
V shape which can be operated with natural gas as well as with marine diesel oil and
heavy fuel oil.
The engine is suitable for the propulsion of ships via reverse gearbox or controllable-pitch
propeller as well as for stationary or marine power generation.
The engine can be supplied for both directions of rotation, but is not reversible.
During operation, it is possible to change between various fuels. However, engine start-up
always takes place in diesel operation.
Due to the utilisation of natural gas – natural, compressed or fluid – as the fuel, the engine
is equipped with special control and safety devices which exceed the usual equipment for
diesel engines. This applies, amongst others, to the double-walled gas piping and the
explosion protection equipment.
Operation and monitoring can take place locally, remote controlled or fully automated.
The timing gear has been designed for particularly eco-friendly operation. The engine is
equipped with an engine monitoring system.
The most important features are:
The bore diameter is 460 mm with a piston stroke of 610 mm.
Thanks to single-stage turbocharging with double-stage charge air cooling, the cylinder
capacity is 900 kW. The engine has been designed as a V-engine for 12 or 16 cylinders.
The average working pressure is between 20.7 and 21.3 bar. The piston speed with a
rated speed of 500 rpm and 514 rpm is 10.2 m/s and 10.5 m/s respectively.

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3.2 Assembly Description
3.2.1 Engine block
Fig. 3-7 Engine block, driving end
1 Bearing for intermediate wheel 9 Camshaft chamber

2 Bore for oil duct 10 Vibration damper chamber
3 Charge air duct 11 Engine block foot with leak oil drainage channel
4 Locating bearing of the main bearing
with oil inlet 12 Crankcase with crankshaft channel
5 Camshaft bearing with oil inlet 13 Side bolts with round nuts
6 Driving gear crankcase 14 Crankshaft bearing cap of a normal bearing
7 Camshaft bearing 15 Crankshaft bearing cap of the locating bearing
8 Installation area for the lower valve
drives 16 Thrust washers for axial guide of the crankshaft

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The engine block (Fig. 3-7) is produced from nodular case iron in one piece. The following
functional areas are combined in this cast part:
• Support of the main bearings (Fig. 3-7/14, 15) in the crankshaft channel,
• Support of the camshaft bearings (Fig. 3-7/5, 7) in external camshaft chambers
(Fig. 3-7/9),
• Driving gear crankcase (Fig. 3-7/6),
• Vibration damper chamber (Fig. 3-7/10),
• Charge air duct (Fig. 3-7/3),
• Oil duct (Fig. 3-7/2) and
• Engine block foot (Fig. 3-7/11):
Large recesses in the walls ensure that all the respective components in the engine block
are accessible for maintenance work.
After removing the crankshaft bearing caps (Fig. 3-7/14, 15), the crankshaft can be
removed in one piece from below. Side bolts are used as the cross connection for the main
bearing caps (Fig. 3-7/13).
The driving gear crankcase (Fig. 3-7/6), in which the camshafts are driven by a crankshaft
gearwheel via an intermediate wheel, is located at the driving end of the engine block.
Deep-hole bores, which intersect inside the housing, enable the distribution of lubricating
oil from the main lubricating oil pump through the oil duct (Fig. 3-7/2) to the individual
bearing lubricating points and up to the turbochargers. The arrangement of the deep-hole
bores prevents the accumulation of harmful particles.

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Fig. 3-8 Engine block, free end
1 Return channel 9 Bores for cylinder head screws

2 Cover surface 10 Lubricating oil supply turbocharger
3 Charge air outlet 11 Charge air duct
4 Upper counter bore cylinder liner 12 Point of installation lubricating oil pump
5 Push-rod chamber inlet valve gear 13 Point of installation HT cooling water pump
6 Push-rod chamber exhaust valve gear 14 Leak oil drain channel in the engine block foot
7 Bore for injection pump 15 Lubricating oil return camshaft trough
8 Support for cylinder liner 16 Seats for camshaft bearings

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Drain channels (Fig. 3-8/1) integrated in the cover surfaces (Fig. 3-8/2), similar to a roof,
are used to improve the purity of the engine and the safety for collecting residual oil and
small leaks from other media pipes. Channels moulded in the engine block foot
(Fig. 3-8/14) collect leak oil.
The partitions and each section of the laterally arranged camshaft chambers contain the
seats for the camshaft bearings (Fig. 3-8/16) and the installation areas for the bearing
blocks of the lower valve drive respectively. Lubricating oil leaking from the bearing points
is returned to the lubricating oil circuit via the camshaft troughs (Fig. 3-8/15).
The free end contains the bearing bore for the coupled main lubricating oil pump
(Fig. 3-8/12) which is driven by a gear wheel at the vibration damper end of the crankshaft.
The point of installation for the cooling water pump of the HT circuit is located next to it.
The charge air duct (Fig. 3-8/11), which is accessible from both front sides of the engine
block, distributes the charge air from the charge air cooler via air outlets in the cover
surface (Fig. 3-8/3) to the individual inlet ducts of the cooling water distribution casing and
subsequently to the cylinder heads.
Threaded holes (Fig. 3-8/9) in the cover surfaces accept the cylinder head screws.
Respective openings are available for the push-rods (Fig. 3-8/5, 6) and the injection pumps
(Fig. 3-8/7).The cylinder liners have been inserted with their upper counter bore (Fig. 3-8/4)
in the supports (Fig. 3-8/8) of the cover surfaces.
The engine block is not part of the cooling water circuits.
The threaded bores for the handling device are located on top of the engine block.

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3.2.2 Main Running Gear
3.2.2.1 Cylinder Liner
Fig. 3-9 Cylinder liner in the cooling collar
1 Cylinder liner 7 Cooling water chamber

2 Anti-polishing ring 8 O-ring in the cooling collar
3 Joint ring, copper plated 9 Contact surface
4 Cooling collar 10 Upper counter bore in the engine block
5 O-ring 11 Lower counter bore in the engine block
6 Narrow part of the cooling water chamber 12 Scraper edge at the anti-polishing ring

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The cylinder liner (Fig. 3-9/1) is inserted as a separate component into the engine block
from the top. The cylinder liner rests with the contact surface (Fig. 3-9/9) on the respective
cover surface of the engine block. To achieve this, the cylinder liner is guided in bores on
two levels with the upper (Fig. 3-9/10) and lower counter bore (Fig. 3-9/11).
The cylinder liner is made from grey cast iron.
The area in the combustion chamber above the cover surface of the engine block which is
affected by the highest temperatures is surrounded by the cooling water chamber
(Fig. 3-9/7) of the cooling collar (Fig. 3-9/4).
The narrow part of the cooling collar (Fig. 3-9/6) in the area of the top edge of the cylinder
liner ensures better cooling of the hottest zone via an increased flow speed of the cooling
water.
The water chamber is sealed with an O-ring (Fig. 3-9/8) between the cooling collar and the
cylinder liner directly above the cover surface. Therefore, the engine block does not come
into contact with the cooling water.
The anti-polishing ring (Fig. 3-9/2) is inserted in the top area in a recess on the inside wall
of the cylinder liner.
The inside diameter of the anti-polishing ring is slightly less than that of the cylinder liner.
This ensures that the gap between the anti-polishing ring and the piston skirt is reduced
and the effect of the cylinder pressure is calibrated to the compression rings.
Combustion residues which preferably accumulate in the gap between the piston crown
and the cylinder liner above the compression rings at the piston and increase wear of the
cylinder liner are scraped off from the piston surface at the lower edge (Fig. 3-9/12) of the
anti-polishing ring with each stroke.
A copper-plated joint ring made of heat-treatable steel (Fig. 3-9/3) has been countersunk
into the front side of the cylinder liner from the top and seals it against a seal seat surface
at the bottom part of the cylinder head (see Fig. 3-16/12).
Additionally, an O-ring (Fig. 3-9/5) at the top of the cylinder liner seals the joint ring against
cooling water.

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3.2.2.2 Piston
Fig. 3-10 Piston with piston pin
1 Piston crown 11 Circlip

2 Parallel pin for positioning 12 Plug
3 Vaulted chamber in the piston crown 13 Oil bores for distributing fresh oil
4 Combustion chamber 14 Fresh oil supply duct in the connecting rod
5 Hollow space with ceiling bores 15 Small-end bush
6 Compression rings 16 Fresh oil transfer through small-end bush
7 Oil control ring (bevelled-edge oil control 17 Fresh oil outlet, lubrication of the small end
ring)
8 Returning lubricating oil 18 Small end
9 Fresh oil rising in bore 19 Piston skirt
10 Piston pin 20 Cylinder liner

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The piston basically consists of two components, the piston crown (Fig. 3-10/1) and the
piston skirt (Fig. 3-10/19).
The piston sits in the cylinder liner (Fig. 3-10/20) and seals the combustion chamber
(Fig. 3-10/1) gastight in downward direction.
The piston crown made from heat-treatable steel is exposed to higher thermal and
mechanical strains during the combustion process and must therefore be cooled. To
achieve this, the piston crown has a circumferential hollow space (Fig. 3-10/5) with
cylindrical ceiling bores while the central area (Fig. 3-10/3) has been designed as a vaulted
chamber. This artificially enlarges the surface. The piston crown features optimised piston
bowl geometry.
Two laterally circumferential compression rings (Fig. 3-10/6) made from grey cast iron have
been cast into the piston crown and rest against the wall of the cylinder liner due to
residual stress. They prevent the escape of combustion gases from the side of the piston.
A third oil control ring (Fig. 3-10/7), designed as a bevelled-edge oil control ring and
stretched by an expansion ring, is used to scrape off lubricating oil from the cylinder liner
wall.
The piston crown is screwed to the piston skirt. The lateral areas of the piston skirt made
from spheroidal graphite iron are used to guide the piston in the cylinder liner.
The central element in the piston skirt is the support of the piston pin (Fig. 3-10/10). Oil
guide grooves guide the lubricating oil from the piston pin via bored ducts (Fig. 3-10/9) into
the circumferential hollow space below the piston crown where it is distributed through the
oscillating movement of the piston.
The lubricating oil returns to the cylinder liner and thus into the lubricating oil circuit via
cross bores in the piston skirt and the vaulted chamber of the piston crown.
3.2.2.3 Piston Pin

The piston pin establishes the connection between the oscillating piston and the connect-
ing rod and is used for supplying the piston with lubricating oil.
To this end, the pin has been axially drilled hollow and sealed with end plugs
(Fig. 3-10/12). The lubricating oil escapes from the small end (Fig. 3-10/18) and enters the
pin (Fig. 3-10/16) via centrally arranged cross bores, is distributed and exits the piston pin
via the cross bores (Fig. 3-10/13), which are connected to the piston via oil guide grooves
(see section 3.2.2.2, Piston).
Circlips (Fig. 3-10/11) hold the piston pin in position.

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3.2.2.4 Connecting Rod
Fig. 3-11 Connecting rod with small end, big-end bearing and fresh oil guide
1 Piston pin 10 Connecting rod shank
2 Plug 11 Connecting rod bolt with washer
3 Small-end bush 12 Cross bore to oil guide
4 Small end 13 Point of installation big-end bearing
temperature sensor
5 Small end flange 14 Round nuts for big-end bearing bolts
6 Intermediate plate 15 Lower big-end bearing shell
7 Connecting rod shank flange 16 Big-end bearing cap
8 Segment 17 Oil passage to big-end bearing cap
9 Connecting rod shank bolts 18 Upper big-end bearing shell

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The connecting rod, consisting of the small end (Fig. 3-11/4), the connecting rod shaft
(Fig. 3-11/10) and the big-end bearing cap (Fig. 3-11/16), is forged from a single piece of
heat-treatable steel.
After forging, the blank is divided and the individual parts are machined.
The upper small end accepts the small-end bush (Fig. 3-11/4) which is iced over. An oil
guide groove is located behind the small end bush.
The division of the shank enables easy disassembly and is used to set the compression
ratio by inserting a respective intermediate plate (Fig. 3-11/6) and thus changing the height
of the upper clearance volume. Parallel pins in the connecting rod shank flange
(Fig. 3-11/7) are used to align the small end, the intermediate plate and the connecting rod
shank. The components are connected via connecting rod shank bolts (Fig. 3-11/9) whose
terminal length is enlarged on both sides via a segment (Fig. 3-11/8).
In order to mount the connecting rod at the crankshaft, the lower big-end bearing must be
divided. The toothing at the big-end bearing division is ground in a positive locking manner.
The connecting rod shank and the big-end bearing cap are screwed together using big-end
bearing bolts (Fig. 3-11/11) and round nuts (Fig. 3-11/14).
The big-end bearing temperature sensor (Fig. 3-11/13) can be optionally integrated into the
big-end bearing cap.
The lubricating oil escapes from the rear oil guide ducts via openings in the less stressed
bearing shell halves of the main bearings (Fig. 3-12/3) of the engine block and enters the
crankshaft. The lubricating oil is transported to the big-end bearings (Fig. 3-12/10) through
intersecting bores in the crankshaft (Fig. 3-12/4, 5, 6). The lubricating oil enters the oil
guide ducts in the big-end bearing caps via openings in the less stressed lower shells of
the big-end bearings (Fig. 3-12/10).
The lubricating oil subsequently flows through the connecting rod shank and the piston
pins towards the piston (see 3.2.2.4, Connecting Rod and 3.2.2.2, Piston).
The connecting rod is laterally guided in the upper small end through the side surfaces of
the small-end bush (Fig. 3-11/3).

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3.2.2.5 Crankshaft
Fig. 3-12 Detailed view of the crankshaft

1 Camshaft gear wheel 15 High-pressure pump
2 Drive gear for governor hydraulic pump 16 Drive gear wheel for engine driven pumps
3 Cam follower shaft valve drive inlet valves 17 Lubricating oil pump
4 Cam follower shaft valve drive outlet valves 18 HT-cooling water circulation pump
5 Cam follower shaft injection pump drive 19 Drive gear wheel for # 18
6 Connecting rod 20 Drive gear wheel for # 17
7 Cam follower shaft with oil guide bore 21 Vibration damper on crankshaft
8 Camshaft bearing on B-side 22 Main bearing caps
9 Oil passage through big-end bearing lower 23 Oil guide bore in crankshaft
shell
10 Drive gear wheel for cam follower shaft 24 Camshaft bearing on A-side
11 FCT-gear 25 Main bearing top shell as oil passage
12 Cam shaft vibration damper 26 Flywheel hub
13 Compressed air drive for cam follower shaft 27 Flywheel
14 Drive gear wheel for high-pressure pump 28 Camshaft gear wheel

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The crankshaft is forged from a single piece of alloyed heat-treatable steel.
A hub (Fig. 3-12/26) to which the flywheel (Fig. 3-12/27) is screwed has been pressed on
the crankshaft at the driving end. The gear wheel for the camshaft drive (Fig. 3-12/28) is
screwed directly to the crankshaft.
The flywheel features toothing on its outer circumference for propulsion by the barring
device. A bore pattern, which is read by sensors for speed pick-up and position determina-
tion for controlling the ignition fuel system, is located on a further circumference surface.
The crankshaft is suspended in the main bearing caps screwed below the engine block
using studs.
The main bearing of the crankshaft after the hub has been designed as an axial locating
bearing and assumes the axial guide of the crankshaft with little play using two thrust
washers made from an aluminium-tin alloy.
All further main bearings have been designed as radial normal bearings. The main bearing
caps are additionally fixed to the engine block via side screws on both sides.
All main bearings are equipped with divided bearing shells (Fig. 3-12/22; 25).
The balance weights are screwed to the opposite side of the cranks as mass balance using
studs.
Two big-end bearings (Fig. 3-12/6) are located between two adjacent cranks.
A vibration damper (Fig. 3-12/21) has been mounted to the anti-driving end of the crank-
shaft.
The vibration damper is a mechanical-hydraulic attenuator and damps the torsional
vibrations in the crankshaft. The vibration damper is supplied with lubricating oil by the
crankshaft.
Furthermore, a drive gear wheel (Fig. 3-12/16) for the propulsion of the engine driven
pumps is available at this crankshaft end.
The main bearings are also used to supply the main running gear with lubricating oil:
The lubricating oil escapes from the engine block through openings in the less stressed
upper bearing shell halves of the main bearings and enters the rear oil guide duct in the
main bearing shell (Fig. 3-12/25) and then reaches the oil guide duct in the less stressed
lower shells of the big-end bearings (Fig. 3-12/9) via bores in the crankshaft (Fig. 3-12/23).
The lubricating oil subsequently flows through the openings into the big-end bearing caps
from where it reaches the piston (see 3.2.2.4, Connecting Rod and 3.2.2.2, Piston) through
the connecting rod shank and the piston pin.

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3.2.2.6 Camshaft with Valve Mechanism
Fig. 3-13 Crankshaft with camshaft, camshaft drive and valve mechanism
1 Drive gear camshaft A-side 12 Cam follower shaft with FCT eccentrics
2 Intermediate wheel 13 Camshaft section
3 Step wheel for camshaft drive 14 Cam follower for injection pump drive
4 Inlet valves 15 Cam follower for exhaust valve mechanism
5 Rocker arm inlet valves 16 Cam follower for inlet valve mechanism
6 Rocker arm exhaust valves 17 Camshaft bearing
7 Exhaust valves 18 Drive gear camshaft B-side
8 Push-rod for inlet valve mechanism 19 Main bearing cap as normal bearing
9 Push-rod for exhaust valve mechanism 20 Main bearing cap as locating bearing
10 Injection pump 21 Gear wheel on the crankshaft hub
11 Injection pump drive 22 Crankshaft

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The camshafts (Fig. 3-13/13) consist of individual camshaft sections which each operate a
cylinder unit.
The camshafts are mounted in plain bearings (Fig. 3-13/17) in the engine block.
The gear wheel (Fig. 3-13/21) screwed to the camshaft hub drives the drive gear wheels
(Fig. 3-13/1, 18) of the camshaft via a step wheel and an intermediate wheel (Fig. 3-13/3)
at a speed ratio of 2:1.
The drive gear wheel is connected to the camshaft via a hydraulically unlockable shrink
connection. The position of the drive gear wheel in relation to the cams is used by the
manufacturer to determine the feed start of the injection pumps.
Each camshaft section of the camshaft has three cams:
• The inlet valve cams,
• The exhaust valve cams and
• The injection pump cams.
The cam followers (Fig. 3-13/15, 16) mounted on the cam follower shaft (Fig. 3-13/12) push
the push-rods (Fig. 3-13/8, 9) on the cam followers upwards when the camshaft is rotated.
These then open the inlet and exhaust valves (Fig. 3-13/4, 7) using the rocker arms
(Fig. 3-13/5, 6). These valves are closed and the rocker arms and cam followers reset by
spring force.
The shafts of the valve stems are guided in valve guide bushes in the cylinder head while
valve bridge guide bolts guide the valve bridges (see 3.2.3, Cylinder Head, Fig. 3-14). The
rocker arm shaft is included in the main lubricating oil circuit via the rocker arm bracket.
The cam follower (Fig. 3-13/14) for driving the injection pump (Fig. 3-13/10) is also guided
on the cam follower shaft.
All the cam followers are mounted eccentrically on the cam follower shaft so that the
control times of the inlet and exhaust valves and the injection time of the injection pump
can be modified to a certain extent by rotating the cam follower shaft.
For further information on FCT functioning, see section 4.1.9, Variable Valve and Injection
Start Adjustment.
Lubrication of the camshaft takes place via oil inlet in the first two camshaft bearings
(Fig. 3-13/17). The lubricating oil then flows through the segments of the camshaft to the
remaining camshaft bearings.
The escaping lubricating oil is collected in the camshaft trough of the engine block and
returned to the lubricating oil circuit.

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3.2.3 Cylinder Head
Fig. 3-14 Cylinder head, overall view with valve cover
1 Valve cover 7 Connection flange exhaust duct

2 Star handle screw 8 Plug
3 Point of installation fuel injector 9 Ignition fuel injector outside the cylinder head cap
4 Gas valve 10 Indicator valve
5 Connection flange gas inlet 11 Cylinder relief valve
6 Connection flange inlet duct 12 Push-rod shaft

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Cylinder Head
Each cylinder unit has its own cylinder head with an identical design.
The cylinder head (Fig. 3-14) is used as the upper end of the combustion chamber as well
as for the supply and discharge of media required for engine operation.
For this purpose, numerous ducts and enclosed spaces have been integrated in the
cylinder head made from spheroidal graphite iron. A large number of bores, which partially
intersect and thus enable various changes of direction, guide the control air, the starting
air, the lubricating oil, the cooling water and the fuels to the points of consumption, as well
as leak oil to the outside. Plugs are available in the cylinder head in order to seal these
bores externally.
Numerous larger plugs (Fig. 3-14/8) seal casting openings, particularly to the cooling water
chambers.
Furthermore, the connection flanges for
• the gas inlet (Fig. 3-14/5),
• the combustion air inlet from the charge air duct (Fig. 3-14/6) and
• the exhaust duct to the exhaust gas collecting tube (Fig. 3-14/7)
are available.
Valve cover
The cylinder head is equipped with a removable valve cover (Fig. 3-14/1) fixed into position
using two star handle screws (Fig. 3-14/2). Parallel pins ensure unique positioning on the
cylinder head. The circumferential O-ring seals the sealing surfaces on the cylinder head.
The valve cover is also part of the safety devices of the engine, it prevents hazards due to
moving engine parts and splashing hot lubricating oil.
Lubricating oil escaping at numerous points of lubrication below the valve cover exits the
area through the push-rod shaft (Fig. 3-14/12) and is returned to the lubricating oil circuit.
The following equipment is located outside the valve cover and can be accessed:
• The ignition fuel injector (Fig. 3-14/9) with attachment lugs and fuel supply pipe,
• The cylinder relief valve (Fig. 3-14/11),
• The indicator valve (Fig. 3-14/10) as well as
• The pressure and temperature sensors.

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Fig. 3-15 Cylinder head, top view
1 Rocker arm shaft 8 Connection flange gas inlet

2 Rocker arm bracket 9 Connection flange exhaust duct
3 Rocker arm 10 Position exhaust gas temperature sensor
4 Valve bridge guide bolt 11 Ignition fuel injector with attachment lug
5 Point of installation cylinder 12 Indicator valve
6 Point of installation fuel injector 13 Cylinder relief valve
7 Gas valve 14 Exhaust valve

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Top side of cylinder head
The following equipment is located on top of the cylinder head below the valve cover:
• The upper valve mechanism for the inlet and exhaust valves with rocker arm bracket
(Fig. 3-15/2), rocker arm shaft (Fig. 3-15/1), valve bridge on the valve bridge guide
bolt (Fig. 3-15/4) and the valve stems (Fig. 3-15/14),
• The fuel injector (Fig. 3-15/6) with attachment and
• The starting air valve below the rocker arm bracket.
The indicator valve (Fig. 3-15/12) and the cylinder relief valve (Fig. 3-15/13) are arranged
next to the valve cover.
The pressure sensor for the cylinder pressure (Fig. 3-15/5) is installed on the opposite side.
The ignition fuel injector (Fig. 3-15/11) is installed in a recess of the valve cover using a lug
and can be accessed from the outside.
The gas valve (Solenoid Operated Gas Admission Valve "GAV") (Fig. 3-15/7), which is
electronically controlled and features a gas-tight cable inlet, is located on the inlet duct in
an upward-facing pipe union with flange (Fig. 3-15/8).
The temperature sensor (Fig. 3-15/10) for the exhaust gas temperature downstream of the
cylinder unit should be located on the exhaust duct.
Various bores are used as fastening points for the exhaust cladding and pump covering.

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Fig. 3-16 Cylinder head, bottom view
1 Cooling water inlets 10 Indicator bore joint ring leakage

2 Connection flange exhaust duct 11 Joint ring surface to the water chamber
3 Cooling water outlet 12 Seal seat surface to the cylinder liner
4 Gas outlet from the gas valve 13 Control air supply pipe
5 Connection flange inlet duct (air) 14 Exhaust valves
6 Inlet valves (gas and air) 15 Fuel injector
7 Position for pressure sensor 16 Indicator bore
8 Starting air valve 17 Ignition fuel injector
9 Starting air inlet

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Bottom side of cylinder head
The bottom side of the cylinder head features the following main elements:
• The nozzle of the fuel injector (Fig. 3-16/15) is located in the centre.
• The nozzle of the ignition fuel injector (Fig. 3-16/17) is positioned next to it.
The nozzle is kept clear due to the regular injection of ignition fuel and thus cooled
by the fuel.
• Two inlet valves (Fig. 3-16/6) and
• Two exhaust valves (Fig. 3-16/14) are available.
• The starting air valve (Fig. 3-16/8) is located next to one of the inlet valves.
Moreover, a bore (Fig. 3-16/7) is intended as entry point to the pressure sensor.
Outside the seal seat surface of the cylinder liner (Fig. 3-16/12), an outward-facing bore
(Fig. 3-16/10) is used to detect leaks of the joint ring (Fig. 3-16/11) towards the water
chamber.
Connections for the supply of control air (Fig. 3-16/13) and starting air (Fig. 3-16/9) to the
cylinder head are located outside the combustion chamber.
The cooling water enters the cylinder head via lateral openings (Fig. 3-16/1) in the cylinder
head collar and escapes via the opening (Fig. 3-16/3).
The view also shows the arrangement of the inlet openings (Fig. 3-16/4) for the gas in the
inlet duct for combustion air (Fig. 3-16/5).

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Fig. 3-17 Cylinder head, cross section of the inlet duct
1 Gas inflow (yellow) 5 Gas/Air mixture in the inlet duct

2 Media bores 6 Inlet valves (open)
3 Cooling water chambers (green) 7 Compressed charge air (blue)
4 Valve seat inserts 8 Gas valve (electrically operated)
Gas entry into the combustion chamber

In gas operation, the gas is available at the inlet of the gas valve (Fig. 3-17/8) at a pressure
adjusted by the gas valve unit depending on load and charge air pressure.
This electronically controlled gas valve releases two inflow ducts. The gas partly flows
towards the airflow of the compressed charge air (Fig. 3-17/7) from the charge air duct to
the cylinder unit, thus achieving a good gas/air mixture in the inlet duct (Fig. 3-17/5).
The inflow duct supplies two inlet valve openings with the gas/air mixture which are
released by the inlet valves (Fig. 3-17/6).
The cylinder head is cooled with cooling water via numerous water chambers (Fig. 3-17/3).
The lubricating oil flows towards the rocker arm lubrication through the media bores
(Fig. 3-17/2); and leak fuels are discharged.

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Fig. 3-18 Cooling of fuel injector and ignition fuel injector
1 Ignition fuel injector, electronically 5 Fuel injector

controlled
2 Nozzle cooling of the fuel injector with 6 Fuel injector nozzle
lubricating oil
3 Fuel supply pipe fuel injector 7 Exhaust valves
4 Supply of rocker arm lubrication and 8 Indicator bore
nozzle cooling
9 Ignition fuel injector nozzle
10 Cooling water chambers and ducts

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Cooling of the ignition fuel injector and the fuel injector
The ignition fuel injector (Fig. 3-18/1) is electronically controlled and injects small amounts
of diesel fuel as the ignition fuel into the combustion chamber. The nozzle (Fig. 3-18/8) is
cooled by leaking fuel and thus remains unblocked. Furthermore, the upper area of the
injector is water-cooled (Fig. 3-18/10).
The centrally arranged fuel injector (Fig. 3-18/5) is, on the one hand, cooled by the flowing
fuel and, on the other hand, by lubricating oil which is branched off from the rocker arm
lubrication via a duct. The lubricating oil almost flows through the entire length of the fuel
injector (Fig. 3-18/2) before it can escape upwards again.
Additionally, the lower end of the fuel injector with the nozzle is cooled by the ambient
water chambers (Fig. 3-18/9).

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Fig. 3-19 Cylinder head, cross section of the exhaust duct
1 Exhaust gas flows 4 Open exhaust valves

2 Cooling water chambers 5 Water-cooled valve seat inserts at the exhaust
valves
3 Exhaust duct 6 Media bores
Exhaust ducts
After opening the exhaust valves (Fig. 3-19/4), the combusted gas (Fig. 3-19/1) flows
through the exhaust duct (Fig. 3-19/3) to the exhaust gas collecting tube.
The valve seat inserts of the exhaust valves (Fig. 3-19/5) are – in contrast to those of the
inlet valves – water-cooled.
Due to the high temperatures of the exhaust gas, the exhaust duct is surrounded by a
cooling water chamber (Fig. 3-19/2).
The temperature of the exhaust gas flow is recorded at the end of the exhaust duct by a
sensor.

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3.2.4 Gas Valve Unit
Fig. 3-20 Gas valve unit, functional scheme
1 Gas inlet 11 Outlet flushing valve of the engine supply pipe

2 Ball valve 12 DBB: "Double Block and Bleed Valve"
3 Gas filter 13 Gas outlet to engine
4 Flow meter 14 Pressure transducers in the engine supply
pipe
5 Gas pressure control valve 15 Shut-off valve on the engine side in DBB
6 Gas discharge pipe of gas valve unit 16 Pressure transducer in DBB for leak tests
7 Ball valve for manual flushing 17 Shut-off valve on the inlet side in DBB
8 Flushing valve for pressure relief 18 Gas valve unit demarcation
9 Relief valve of DBB 19 Inert gas supply inlet
10 Gas discharge pipe of the engine 20 Inert gas ball valve for manual flushing of the
supply pipe gas valve unit for maintenance tasks

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In gas operation, the gas is available at the inlet of the gas valve (Fig. 3-17/8) at a pressure
adjusted by the gas valve unit depending on load and charge air pressure.
The gas valve unit is equipped with all the necessary control and monitoring components
which enable safe operation with natural gas.
The main components in the gas flow direction are:
• Ball valve at the gas inlet (Fig. 3-20/2)
• Gas filter (Fig. 3-20/3)
• Flow meter (Fig. 3-20/4)
• Gas pressure control valve (Fig. 3-20/5)
• Ball valves for manual flushing (Fig. 3-20/7 and 20)
• Flushing valve for pressure relief (Fig. 3-20/8)
• Double Block and Bleed Valve (Fig. 3-20/12), consisting of:
o Shut-off valve at the input side (Fig. 3-20/17)
The pneumatically operated shut-off valve is the inlet-sided stage of the
double-stage main shut-off component of the gas valve unit.
o Relief valve (Fig. 3-20/9)
The relief valve is used to execute leak tests.
o Shut-off valve on the engine side (Fig. 3-20/15)
The pneumatically operated shut-off valve is the engine-sided stage of the
redundant, double-stage main shut-off component of the gas valve unit.
o Pressure transducer (Fig. 3-20/16)
The pressure transducer monitors the pressure between the two shut-off
valves of the DBB and is required for the leak tests.
For information on gas valve unit functioning, see section 4.1.3.1, Functions of the Gas
Valve Unit.

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3.2.5 Gas Supply Pipe
Fig. 3-21 Gas piping and flushing piping
1 Double-walled gas piping 4 Double-walled T-piece (cast part)

2 Extraction of inert gas at the first T-piece 5 C96 gas inlet from the gas valve unit
3 Monitoring and flushing piping 6 C97 inert gas inlet via jacket space in the
double-walled gas supply pipe

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Gas Supply Pipe
In gas operation, the gas is transferred to the engine at interface C96 (Fig. 3-21/5) at a
pressure adjusted by the gas valve unit depending on load and charge air pressure.
The complete gas piping (Fig. 3-21/1), including expansion joints and T-pieces
(Fig. 3-21/4), has a double-walled design.
At interface C97 (Fig. 3-21/6), it is possible to provide the engine with inert gas via the
outer jacket space of the double-walled gas supply pipe. The inert gas can be extracted at
the first T-piece of the gas piping (Fig. 3-21/2) and inserted via the monitoring and flushing
piping (Fig. 3-21/3) at the following T-pieces into the double-walled gas piping. The
monitoring and flushing piping is divided into sections via solenoid valves and leads up to
the flushing valve at the end of the gas supply pipe.

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Fig. 3-22 Gas supply pipe, cross section of the gas piping, gas valve and inlet duct
1 Flushing pipe for inert gas 11 Double-walled expansion joint

2 Joint rings 12 Gas inlet from gas valve unit
3 Connection flange with flushing slots 13 Double-walled T-piece (cast part)
4 Solenoid valve 14 Gas valve
5 Jacket spaces 15 Gas outlet from the gas valve into the inlet duct
6 Last section of the flushing pipe 16 Combustion air inlet from the charge air duct
7 Solenoid valve 17 Electrical connection gas valve
8 Inflowing inert gas 18 Connection flange without flushing slots
9 Escaping gas in case of leaks 19 Connection flange cylinder head
10 Gas transfer through flushing slots 20 Flushing valve

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In the area of the cylinder heads, the gas supply pipe consists of double-walled T-pieces
(Fig. 3-22/13) which are connected to double-walled expansion joints (Fig. 3-22/11). The
jacket space of the gas piping is divided into sections, wherein a new section always starts
after the T-piece of the previous cylinder head. The expansion joints whose direction of
installation is specified by the design fulfil a key function for the sectional safety concept.
Thanks to structural measures, the double-walled expansion joints can be dismantled and
installed without having to remove the T-pieces. Due to the double-walled design of all the
components, each connecting flange is sealed with two joint rings (Fig. 3-22/2). These joint
rings are equipped with retaining burls which fit into a groove to enable safe assembly
without losing the joint rings.
Connections for the monitoring and flushing piping (Fig. 3-22/6) are available at the
T-pieces in order to monitor the pressure or to flush the jacket spaces. The jacket spaces
are monitored continuously for leaks via two pressure transducers at the start and end of
the flushing pipe. An increase in pressure or the presence of methane in a jacket space
due to a leak is detected by the safety devices and triggers respective countermeasures.
An electromagnetically operated flushing valve (Fig. 3-22/20) has been installed at the end
of the gas supply pipe and can be used to flush the entire gas supply pipe at short notice
with inert gas to eliminate any ignitable gas mixture. To achieve this, the inert gas fills the
jacket spaces (Fig. 3-22/5) and the entire gas supply pipe up to the gas valve unit.
Solenoid valves (Fig. 3-22/7) have been installed upstream of the connections to the
T-pieces in the discharge and flushing piping and can be used to block the sections
individually. It is thus possible to allocate an occurred leak to a specific section and carry
out repairs in a targeted manner without having to dismantle the entire piping.
Gas valves
The gas valves (Fig. 3-22/14) in the intake ducts of the cylinder heads are the central
switching element of the internal gas system.
The electronically controlled and electromagnetically driven gas valve has been designed
as a plate valve. Two opposite, gas-tight and face-ground plates with concentric recesses,
one of which is flexible, release a large, effective cross section with a very short power
stroke at a high operating speed.

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3.2.6 Ignition Fuel Injection System
3.2.6.1 Ignition Fuel Filter Module
Fig. 3-23 Filter module for the ignition fuel injection system
1 Changeover valve 10 Leak oil outlet to the leak oil system
2 Venting connection 11 Ignition fuel outlet to the engine
3 Switchbox 12 MDO inlet to the day tank
4 Screw circulating pump DP10 13 Drain outlet of relief valves
5 Screw circulating pump DP11 14 MDO return inlet from the engine
6 Screw circulating pump DP12 15 Level indicator mixing tank DT8
7 Ribbed cooler 16 Mixing tank DT8
8 Single filter DF8 17 Mixing tank DT7
9 Single filter DF9 18 Level indicator mixing tank DT7

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Risk of severe damage to the high-pressure pump of the fuel
system due to contaminated fuel!
Prior to commissioning the engine (this also includes recommissioning
after working on the filter module or the interface between the filter
module and the high-pressure pump of the ignition fuel system), make
sure that the connecting pipes have been cleaned in accordance with
the CAT standard 1E2500 D.
The ignition fuel filter module is connected upstream of the engine.
The filter module has the following interfaces:
• MDO inlet from the day tank,
• Ignition fuel outlet to the high-pressure pump of the ignition fuel system at the engine
fuel pressure 8 bar,
• MDO return inlet from the engine,
height of fall from the injectors to the interface at least 1 m
• Leak oil to the leak oil system,
• Venting to the outside,
• Electrical interfaces.
Installation of the ignition fuel filter module must ensure a natural incline between the
injectors and the module interface for the fuel return.
The internal control of the filter module is integrated in the timing gear.
For further information on the ignition fuel injection system, see section 4.1.1.3, External
Filter Module of the Ignition Fuel Injection System.

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Fig. 3-24 Fuel pipes of the ignition fuel injection system
1 Injectors 5 Fuel inlet from the filter module

2 Corner connecting blocks 6 Fuel return connection to the filter module
3 High-pressure pipe to the injectors 7 Connecting block 1 with monitoring sensors
4 High-pressure pump of the 8 Connecting block 2 with monitoring sensors
ignition fuel system 9 Jumper pipes between the injectors

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3.2.6.2 High-Pressure Pump of the Ignition Fuel System
The high-pressure pump of the ignition fuel system (Fig. 3-24/4) is designed as a recipro-
cating piston pump with two cylinders. The working pressure is 1000 bar, the maximum
pressure is 1500 bar.
The maximum feed rate of 650 mm³ per stroke is regulated with the help of an electromag-
netically controlled drainage coil.
The high-pressure pump has the following connections:
• Fuel inlet from the filter module (Fig. 3-24/5)
• Fuel return to the filter module (Fig. 3-24/6)
• High-pressure connection to the injectors (Fig. 3-24/3)
• Electrical connection for controlling the drainage coil
• Relief valve with output to the fuel return to the module
The high-pressure pump controls the pump output pressure and the feed rate automatical-
ly. The pressure in the pump output is throttled to below 600 bar
• if the permissible pressure is exceeded in the high-pressure pipe and the relief valve
is activated or
• if the flow control fails.
In this case, emergency operation (limp home) is possible.
3.2.6.3 Fuel Pipes

The fuel is fed to the last injector of the respective cylinder bank via double-walled high-
pressure pipes (Fig. 3-24/3) and from there via double-walled jumper pipes to the other
injectors. The volume of the supply pipe and the connecting pipes between the injectors
serves as a fuel pulsation damper (rail).
The high-pressure pipe is divided into several sections for which the following connecting
elements are available:
Connecting block 1 (Fig. 3-24/7) combines the following connections:
• Input
• Rail pressure sensor 1
• Leakage probe (Bedia) and
• Pressure drain plug
• Output to connecting block 2
• Output of the leak oil pipe to the filter module
Connecting block 2 (Fig. 3-24/8) has the following connections:
• Input of connection block 1
• Rail pressure sensor 2
• Outputs to the following connecting blocks (Fig. 3-24/2)
Connecting block 2 therefore assumes the distribution function to the two line sections to
the following connecting blocks that only have a connecting function.

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3.2.6.4 Injectors
Fig. 3-25 Injector for ignition fuel
1 Attachment lug 5 Pin as positioning aid

2 Electric supply line 6 Joint rings
3 Access high-pressure pipe from the 7 Injection nozzle
high-pressure pump
4 Jumper pipe access to the following injector 8 Outlet opening for the leakage control

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The injectors are installed on top of the cylinder heads outside the valve covers and fixed
into position using an attachment lug (Fig. 3-25/1).
The injectors are controlled electronically via solenoid valves. The electronic control of the
injectors permits the greatest possible flexibility of the injection volume and the control
times.
The following serve as interfaces:
• Two internally connected high-pressure connections for the input (Fig. 3-25/3) and
guidance to the subsequent injector via the jumper pipe (Fig. 3-25/4),
• Output of the leakage control (Fig. 3-25/8) between the two joint rings (Fig. 3-25/6)
• Electrical connection (Fig. 3-25/2).
The injectors have a pin as the positioning element (Fig. 3-25/5) which engages in a
respective slot in the cylinder head.
At the lower end, the injectors boast a separate combustion chamber gasket between the
injection nozzle and the cylinder head.
Fuel return (leakage control) occurs via a low-pressure pipe. The leakage control of the
injectors is fed through the media guides at the cylinder heads, collected and combined
with the output of the high-pressure pump relief valve via a T-piece. The returning fuel then
enters the storage tank of the filter module via the return interface.
For further information on the filter module, see section 4.1.1.3, External Filter Module of
the Ignition Fuel Injection System.

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3.2.7 HFO / MDO Fuel System
3.2.7.1 Fuel Supply
Fig. 3-26 Main components of the fuel module

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Legend for Fig. 3-26, Main components of the fuel module
1 Fuel preheater for heavy fuel oil 9 Stand-by fuel primary pressure pump
2 Heat exchanger for diesel oil 10 Duplex fuel filter
3 Diesel temperature control valve 11 Steam control valve
4 Heavy fuel oil / Diesel changeover valve 12 Fuel circulating pump
5 Mixing tank 13 Stand-by fuel circulating pump
6 Heavy fuel oil / Diesel input valve 14 Automatic filter
7 Pressure regulating valve 15 Single filter
8 Fuel primary pressure pump 16 Steam trap in the vaporisation pipe
Fig. 3-27 Black out fuel feed module
1 Fuel feed pump 5 Fuel outlet to the engine

2 Pressure reducer 6 Compressed air inlet from starting air system
3 Pressure gauge fuel pressure outlet 7 Base frame
4 Fuel inlet from the MDO day tank 8 Pressure gauge fuel pressure inlet

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Fig. 3-28 Interfaces of the fuel module

1 Fuel to the engine 9 Compressed air inlet for automatic filter
2 Cooling water inlet from the cooling system 10 Fuel return inlet from the engine
3 Cooling water inlet from the LT circuit 11 Cooling water outlet to the LT circuit
4 Vent outlet of the mixing tank 12 Cooling water outlet to the cooling system
5 Diesel fuel inlet (MDO) 13 Overflow outlet from relief valves
6 Heavy fuel oil inlet (HFO) 14 Residual steam / condensate outlet
7 Drain outlet, base frame 15 Saturated steam inlet for the heavy fuel oil
8 Drain outlet, automatic filter preheater

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The fuel module supplies the engine(s) with the right amount of heavy fuel oil (HFO) and
marine diesel oil (MDO) at the required pressure.
The fuel is stored in separate day tanks for both types of fuel. The heavy fuel oil day tank is
supplied with separate heavy fuel oil and must be preheated to ensure the fuel can be
pumped.
3.2.7.2 Black Out Fuel Feed Module

During a power outage, the engine can be supplied with fuel from the MDO day tank via
the compressed air driven black out fuel feed module.
The engine can therefore be started irrespective of the power supply.
The high air consumption of the pneumatically driven fuel feed pump limits the period of
use, as the applied compressed air is retrieved from the starting air system of the engine.
In order to reduce the unnecessary consumption of starting air, ensure the system is
powered entirely by electricity as soon as possible after a successful engine start.

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3.2.7.3 Main Injection System
Fig. 3-29 Main injection system: Media guide with interfaces
1 Fuel supply pipe injection pumps 11 Interface starting air supply 30 bar
2 Media block (leak fuel/starting air/ lubricating 12 Duplex fuel filter
oil)
3 Lubricating oil supply pipe to the cylinder heads 13 Interface C76 fuel supply
4 Leak fuel return pipe from the cylinder heads 14 Interface C78 fuel return
5 Leak control return pipe 15 Interface C81 leak oil discharge pipe
6 Return from injection pumps 16 Fuel media block
7 Control leak return 17 Leak oil discharge pipe from the pumps
and troughs
8 Fuel injector delivery pipe to the fuel injector 18 Fuel pressure damper inlet (optional)
9 Injection pump 19 Fuel pressure damper return (optional)
10 Indicator pipe fuel primary pressure 20 Leak media block

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HFO or MDO is transferred to the engine at interface C76 (Fig. 3-29/13) at a pressure of 4
to 5 bar.
For information on the external fuel system, see section 4.1.1, External Fuel System.
Immediately after entering the engine, the fuel flows through a duplex filter (Fig. 3-29/12).
The engine may also be equipped with fuel pressure dampers (Fig. 3-29/18, 19) which
absorb potential fuel pressure surges before and after the injection pumps (Fig. 3-29/9).
The fuel is distributed in a media block (Fig. 3-29/16) to the fuel supply pipes (Fig. 3-29/1)
of the cylinder banks.
The fuel return from the injection pumps is collected in the same media block (Fig. 3-29/16)
and then transferred to the fuel module via interface C78 (Fig. 3-29/14). The return can
also be optionally equipped with a fuel pressure damper (Fig. 3-29/19).
The leak fuel from the cylinder heads is released at interface C81 (Fig. 3-29/15) before
reaching the media block via the leak fuel pipes (Fig. 3-29/4 and Fig. 3-29/17). This also
contains media from the drain channels on both sides of the engine block which are
collected at the leak media blocks (Fig. 3-29/16).
For further information on the main injection system, see section 4.1.2, Internal Fuel
System.

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3.2.7.4 Injection Pump
Fig. 3-30 Main injection system: high-pressure pump with drive, fuel injector
1 Injection pump 13 Injection pump cams on the camshaft

2 Push-rods for the valve mechanisms 14 Camshaft section
3 Fuel injector delivery pipe to the fuel 15 Injection pump tappet on the cam follower
injector
4 Inlet valve 16 FCT shaft
5 Exhaust valves 17 Bearing seat of the FCT shaft
6 Ignition fuel injector 18 Cam follower for exhaust valve mechanism
7 Fuel injector 19 Cam follower for inlet valve mechanism
8 Shut-down cylinder for emergency stop 20 Governor shaft
9 Pressure supply pipe to the shut-down 21 Control lever on the governor shaft
cylinder
10 Fuel return to the fuel module 22 Spring-loaded actuator
11 Fuel feed from the duplex filter 23 Rod linkage
12 Leak oil discharge pipe injection pump 24 Rod with toothed segment

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A pressure pump supplies the pressurised fuel to the injection pumps installed on the
respective cylinder unit (Fig. 3-30/1) through a fuel filter and the fuel pipe (Fig. 3-30/11).
The piston of the respective injection pump (Fig. 3-30/15) is driven by the camshaft of the
engine (Fig. 3-30/14). As long as the tappet with cam follower is positioned on the base
circle of the camshaft, pressurised fuel can flow into the chamber above the pump piston.
As soon as the cam (Fig. 3-30/13) raises the pump tappet, the upper piston edge closes
the inlet bore. The further rotating cam forces the piston to move towards the upper dead
centre and increases the fuel injector pressure until the fuel injector (Fig. 3-30/7) opens
and injection occurs.
The cylinder jacket of the rotatable pump piston is equipped with a curved milled slot in
order to change the amount of fuel being injected. If the control edge of this milled slot
releases the inlet bore as the piston moves upwards, the pressure decreases and injection
is completed.
The effective distance between the upper edge and the control edge of the pump piston at
inlet bore level therefore determines the amount of fuel conveyed under high pressure.
This can be changed by rotating the pump piston.
This rotation is controlled by an electronic governor which rotates the governor shaft
(Fig. 3-30/20) according to the fuel specifications. The rotary motion of the governor shaft
is converted into the horizontal movement of a pump-sided rack segment via a lever
mechanism consisting of an actuator (Fig. 3-30/22), linkage (Fig. 3-30/23) and rod
(Fig. 3-30/24). The rack segment rotates a toothed segment on the circumference of the
pump piston.
Excess fuel from the injection pumps returns to the respective fuel circuit via the return
pipes (Fig. 3-30/10).
The injection pump pistons are supplied with lubricating oil from the lubricating oil circuit of
the engine via the cam follower.
3.2.7.5 Starting Air Control

In addition to the task of increasing the pressure in the fuel, the high-pressure pump
assumes the temporal control of starting air distribution for the starting process.
For detailed information on the compressed pressure starting device, see section 4.1.8.1,
Start Method.

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Fig. 3-31 Main injection nozzle and corresponding nozzle needle
1 Seat for pressure shoulder 5 Cone-shaped tip

2 Main injection nozzle 6 Outlet bores
3 Nozzle needle 7 Valve seat for cone-shaped nozzle needle tip
4 Pressure shoulder

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3.2.7.6 Main Fuel Injector
A main fuel injector is arranged axially to the cylinder liner in each cylinder head.
It basically consists of a cylindrical housing (Fig. 3-31/2) and a nozzle bore (Fig. 3-31/1),
which is gradually tapered, ending with a cone-shaped valve seat (Fig. 3-31/7) at the
bottom. This housing also accommodates the nozzle needle (Fig. 3-31/3) as the piston,
whose cone-shaped tip (Fig. 3-31/5) is forced into the valve seat via a return spring in the
nozzle holder. At the top, the piston seals against the housing. The nozzle chamber
between the upper seal surface and the lower valve seat is connected to the high-pressure
pump via the fuel injector delivery pipe and filled with fuel. If the pressure in the nozzle
chamber is increased by the high-pressure pump, the force acting on the pressure
shoulder (Fig. 3-31/4) from below increases. If the injection pressure has been reached,
the piston moves upwards against the pressure of the return spring and the cone-shaped
tip of the piston thus releases the valve seat, enabling injection. The fuel is atomised via
the outlet bores (Fig. 3-31/6) in the semi ball-shaped nozzle head.
Injection continues until the injection pressure provided by the high-pressure pump is so
low that the return spring can push the piston back to the initial position and the cone-
shaped tip of the nozzle needle seals against the valve seat again.
Excess fuel that has not been injected by the fuel injectors as well as fuel which has
entered the ambient space in the cylinder head via leaks is leaded back to the respective
fuel circuit via return pipes.
This is connected to the lubricating oil system of the engine for cooling the main fuel
injector. The lubricating oil escapes from the cylinder head and enters the main fuel injector
via an inlet between two O-rings in the upper third. It then flows almost entirely through the
main fuel injector via cooling ducts before escaping from the top. Furthermore, cooling
water flows around the main fuel injector in the lower area.

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3.2.7.7 Control
Fig. 3-32 Control of the diesel drive
1 Transmission shaft to the A-side 5 Rod with toothed segment

2 Electronic-hydraulic actuator 6 Spring-loaded actuator with linkage
3 Pneumatic shut-down cylinder for 7 Injection pump at the cylinder head
emergency stop
4 Governor shafts 8 Spring element and adjusting lever

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The fuel quantity to be injected is controlled by an electronic-hydraulic actuator
(Fig. 3-32/ 2) which acts on the high-pressure pumps (Fig. 3-32/ 7) via a continuous
governor shaft (Fig. 3-32/ 4) and a lever mechanism (Fig. 3-32/ 6). The hydraulic pressure
for the control tasks of the actuator is generated by the rotating engine via a hydraulic
pump that is driven by a gear train from the camshaft. When idle or at low speeds, the
required hydraulic pressure is replaced by an appropriate amount of compressed air from
the starting air system.
An electronically controlled control valve in the actuator ensures the correct governor
position by setting the hydraulic pressure.
The arrangement of the lever mechanism for setting the individual injection pumps on the
governor shaft ensures that, in the event of an emergency stop, the compressed air
actuated pistons of the shut-down cylinders (Fig. 3-32/ 3) can regulate the quantity of
injected fuel to zero irrespective of the governor shaft position.

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3.2.8 Turbocharger
Fig. 3-33 Exhaust gas side of the turbocharger with washing unit and exhaust gas control
valve
1 Exhaust gas outlet 7 Washing nozzles turbine side

2 Outlets of the blow-off valves 8 Exhaust gas collecting tube
3 Outlets of the exhaust gas control valve 9 Exhaust gas supply pipe to the exhaust gas
control valve
4 Scavenging air supply pipe to the bearing 10 Exhaust gas supply pipe to the exhaust gas
of the exhaust gas control valve control valve
5 Exhaust gas outlet 11 Exhaust gas collecting tube
6 Turbine inlet casing 12 Exhaust gas control valve

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Depending on the installation conditions, the turbocharger can be mounted on both front
ends of the engine block. The design of the exhaust nozzle may also differ from the one
shown in the manual as a result of the installation conditions.
Each turbocharger basically consists of an exhaust turbine with ram effect and a compres-
sor.
3.2.8.1 Turbocharger Turbine Side

During operation, gases flowing from the cylinder units are concentrated in the exhaust
collecting tubes (Fig. 3-33/8, 11) before being fed to the inlet casings of the exhaust gas
turbine (Fig. 3-33/6). The flow energy rotates the turbine blades and drives a compressor
wheel via a plain bearing mounted shaft.
During heavy fuel oil operation, the particle materials in the exhaust gas cause deposits to
form on the exhaust gas turbine components. These deposits initially result in an increase
in the turbine output due to the reduced cross section.
However, an increasing level of contamination will cause the output and the speed of the
exhaust gas turbine, and thus also the compressor, to drop. The consequence of this trend
is a reduced level of charge air pressure and less air flowing through the engine, resulting
in a considerable increase in exhaust gas temperatures. Since the fuel / air ratio is also
negatively affected, particulate emissions increase, while engine output is curbed. Deposit
removal occurs with the aid of the turbocharger washing unit.
For details of the turbocharger washing unit, see section 3.2.8.3, Turbocharger Washing
Unit.
In order to influence the charge air pressure, an exhaust gas control unit is provided for
each cylinder bank on the exhaust gas side. The exhaust gas control unit ensures a
controllable percentage of exhaust gas bypasses the turbocharger to prevent the perfor-
mance of compression work and to limit the charge air pressure.
The exhaust gas control unit consists of a supply pipe (Fig. 3-33/9, 10) for each cylinder
bank with the respective controllable exhaust gas control valve (Fig. 3-33/12) and the
outlets to the exhaust nozzle (Fig. 3-33/3). The exhaust gas control valves are electric-
motor operated via a system of rods.
The plain bearings of the shaft of the exhaust gas control valve (Fig. 3-33/12) are subject-
ed to high exhaust gas temperatures and pressure. To prevent the bearing gap becoming
clogged with deposits and the shaft from freezing, locking air is introduced into the
bearings and flows from the outside inwards in the opposite direction to the exhaust gas.

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3.2.8.2 Turbocharger Compressor Side
Fig. 3-34 Turbocharger, air inlet and blow-off unit, overview
1 Crankcase breather interface 9 Turbocharger drainage turbine side

2 Lubricating oil supply pipe to the 10 Turbocharger washing unit
turbocharger
3 HT circuit overflow interface 11 Cooling water preheating HT interface
4 Turbocharger compressor 12 Cooling water inlet HT interface
5 Air intake silencer 13 Cooling water inlet LT interface
6 Blow-off pipe outlets 14 Cooling water return pipe LT interface
7 Blow-off valve 15 Cooling water return pipe HT interface
8 Air inlet casing 16 Lubricating oil return pipe from the
turbocharger

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The air intake silencer (Fig. 3-34/5) is mounted on the compressor (Fig. 3-34/4). Besides
the damping of intake noise, its main purpose is to hold back coarse particles in the
combustion air.
The compressor is driven by the exhaust gas turbine and forces the combustion air through
the air inlet casing (Fig. 3-34/8) into the charge air cooler. The now cooled charge air flows
through the charge air duct of the engine block into the inlet ducts of the cylinder heads.
Moreover, the charge air is used to
• keep the bearings of the exhaust gas control valves (Fig. 3-34/12) unblocked (see
section 3.2.8.1, Turbocharger Turbine Side),
• keep the injection nozzles of the turbine washing unit (Fig. 3-34/7) of the exhaust
gas turbines unblocked with locking air (see section 3.2.8.3, Turbocharger Washing
Unit) and
• convey the washing water for compressor cleaning (see section 3.2.8.3, Turbo-
charger Washing Unit) to the washing nozzles (Fig. 3-34/2).
The compressor wheel and the exhaust gas turbine wheel are seated on a joint shaft
whose plain bearing is lubricated hydro-dynamically. The lubricating oil is conveyed via the
supply pipes (Fig. 3-34/2) and returns to the lubricating oil circuit via the pipe unions
(Fig. 3-34/16).
A branch pipe runs from the air inlet casing to the blow-off valve (Fig. 3-34/7). The blow-off
valve is electrically operated by an actuator.
The blow-off valve can be used to regulate the charge air downstream of the compressor
by discharging a controllable percentage of the charge air into the exhaust nozzles prior to
entry in the charge air cooler.

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3.2.8.3 Turbocharger Washing Unit
Fig. 3-35 Turbocharger washing unit and drainage of the charge air ducts
1 Drain pipe turbine side 9 Actuator slide compressor cleaning

2 Washing water supply pipe compressor side 10 Dosing tank with screw cover
3 Washing water supply pipe turbine side 11 Three-way cock freshwater/locking air
4 Drain cock drainage turbine side 12 Drainage outlet charge air cooler casing
5 Drainage outlet turbine side 13 Drainage discharge pipe charge air duct
6 Drainage charge air cooler casing 14 Freshwater supply connection
7 Pressure reducer for locking air supply 15 Source for locking air from the charge air
8 Solenoid valve locking air supply 16 Source for washing air from the charge air

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Exhaust side
The exhaust gas turbines are equipped with a washing unit to eliminate turbocharger
contamination that occurs during heavy fuel oil operation. The deposits are removed by
injecting freshwater at intervals onto the rotating turbine blades. The exhaust gas tempera-
ture thus drops significantly.
Certain operating conditions must be observed prior to carrying out the washing procedure.
For details, please refer to the "Daily Maintenance" Manual.
The exhaust gas turbine side is drained via the drain pipe (Fig. 3-35/1) with a drain cock
(Fig. 3-35/4) and an outlet (Fig. 3-35/5).
Compressed charge air from the charge air cooler casing (Fig. 3-35/15) is permanently
forced through the injection nozzles as locking air in order to protect the injection nozzles in
the turbine inlet casing of the turbocharger against exhaust gas deposits. At low speeds,
the charge air pressure is insufficient to overcome the exhaust gas resistance in the
turbocharger. If a specified speed is not achieved, compressed air from the starting air
supply is used as locking air via the solenoid valve (Fig. 3-35/8) and the pressure reducer
(Fig. 3-35/7).
Compressor side
The compressor can be cleaned by injecting a precisely dosed amount of freshwater into
the intake duct. This involves filling a dosing tank (Fig. 3-35/10) manually and forcing the
washing water through the charge air diverted from the charge air cooler casing
(Fig. 3-35/16) to the washing nozzles (Fig. 3-35/3), please refer to the "Daily Mainte-
nance" Manual.
For information on the operating conditions for compressor cleaning, please refer to the
"Daily Maintenance" Manual.
3.2.8.4 Drainage of the Charge Air Ducts

Condensation water must be drained from the charge air in the charge air ducts. A water
separator in the charge air cooler casing is used for this purpose. The separated water is
diverted via four connections (Fig. 3-35/3) and the pipe (Fig. 3-35/12) prior to entry in the
charge air duct of the engine block.
Water which has collected in the charge air duct of the engine block is discharged via two
connections and the pipe (Fig. 3-35/13).

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3.2.9 Cooling System
Fig. 3-36 Cooling water system, overview
1 Cooling collar 8 HT inlet to the charge air cooler

2 Cooling water inlet to the cylinder heads 9 HT inlet cooling water pump interface
3 Cooling water return from the cylinder heads 10 Coupled cooling water pump
4 Charge air cooler block LT circuit 11 Drive gear coupled CW pump
5 HT supply pipe upstream of the engine 12 LT inlet to the charge air cooler
6 Charge air cooler block HT circuit 13 LT return from the charge air cooler
7 Interface HT inlet of the stand-by pump 14 HT return downstream of the engine

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3.2.9.1 Charge Air Cooler
The charge air cooler is positioned between the compressor output of the turbocharger and
the charge air duct input on the engine block. The charge air temperature is reduced in the
charge air cooler via heat exchange; the internal energy of the charge air is thus trans-
ferred to the cooling water circuits.
This means the air flows through two zones successively:
• Cooling initially occurs with cooling water from the engine circuit (HT) (Fig. 3-36/6),
• and then with cooling water from the external LT circuit (Fig. 3-36/4).
For further information on the charge air cooler, see section 4.1.5, Cooling Water System.
3.2.9.2 High-Temperature Cooling Water Circuit (HT)

The HT cooling water circuit successively cools the charge air, the cylinder liners and the
cylinder heads.
The cooling water of the HT circuit enters the engine at interface C21 (Fig. 3-36/9) and is
initially pumped into the high-temperature cooling water heat exchanger (Fig. 3-36/6) via
the cooling water pump (Fig. 3-36/10) driven ("coupled") by the crankshaft via a gear wheel
(Fig. 3-36/11). It is then conveyed through the piping (Fig. 3-36/5, 2) to the cooling water
inlet openings of the cooling water distributor casing (Fig. 3-36/1) where it is forced into a
tangential flow path around the cylinder liner due to the shape of the inlet. It subsequently
uses the transfer openings to enter the cylinder heads and flows through their water
chambers. The HT cooling water exits the cylinder heads via the vertical outlets. Via
descending ducts in the cooling collars, the HT cooling water enters the collecting pipes for
the cooling water return (Fig. 3-36/3) which lead to outlet interface
C25 of the engine (Fig. 3-3614).
Interface C23 (Fig. 3-36/7) can be used to supply the idle engine with cooling water heated
by the cooling water module to preheat the cylinder heads.
For further information on the HT cooling water circuit, see section 4.1.5.1, HT Cooling
Water Circuit.
3.2.9.3 Low-Temperature Cooling Water Circuit (LT)

Within the engine, the externally supplied LT cooling water circuit is only used to cool the
charge air in the low-temperature cooling water heat exchanger (Fig. 3-36/4) of the charge
air cooler.
The cooling water enters the engine at interface C14 (Fig. 3-36/12), flows through the LT
zone of the heat exchanger and exits the engine at interface C15 (Fig. 3-36/13).
For further information on the LT cooling water circuit, see section 4.1.5.2, LT Cooling
Water Circuit.

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3.2.10 Exhaust Gas System
Fig. 3-37 Exhaust gas system overview
1 Outlets of the exhaust gas control valves

2 Outlets of the exhaust gas turbines
3 Exhaust cladding
4 Segments (T-pieces) in exhaust gas collecting tubes
5 Expansion joints
6 Explosion relief valves

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3.2.10.1 Internal Exhaust Gas System
The exhaust gas system consists of individual T-piece shaped segments (Fig. 3-37/4) of
the collecting tube at each cylinder head which are connected to each following section via
an expansion joint (Fig. 3-37/5).
The segment at the last cylinder outlet has an additional branch pipe as the supply pipe to
the exhaust gas control valve. On the one hand, the main flow of gas is conveyed directly
to the exhaust gas turbine via an expansion joint, on the other hand, part of the exhaust
gas flow can be guided to the exhaust gas control valve via an expansion joint and a pipe.
If this is fully or partially open, part of the exhaust gas bypasses the turbine of the turbo-
charger without being involved in the energy conversion process at the turbine and
transferring mechanical energy to the rotor of the turbocharger. This means the charge air
pressure of the engine can be controlled according to requirements largely independent of
the exhaust gas pressure. The exhaust gas escaping through the exhaust gas control
valve is conveyed directly to the external exhaust manifold in the exhaust nozzle.
An explosion safety valve (Fig. 3-37/6) is fitted at the closed end of the exhaust gas
collecting tube.
For further information on the exhaust gas system, see section 4.1.7, Exhaust Gas System.
For further information on the turbocharger washing unit, see section 3.2.8.3, Turbocharger
Washing Unit, paragraph exhaust gas side.
3.2.10.2 Exhaust Gas Temperatures

Exhaust gas temperatures are measured at three points of the exhaust gas guide:
• At the exit of the outlet duct of each individual cylinder head,
• In front of the turbocharger inlet and
• At the turbocharger outlet.
The measurements are analysed by the control and monitoring system.

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3.2.10.3 Flushing Unit of the External Exhaust Gas System
Fig. 3-38 Exhaust tube flushing module
1 Fresh air intake opening 5 Butterfly valve

2 Manual emergency drive for butterfly valve 6 Base frame
3 Electric drive for butterfly valve 7 Electrical connection box
4 Scavenging air outlet to exhaust piping 8 Electric fan motor

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To ensure that any remaining ignitable gas in the exhaust manifold is fully removed from
the entire exhaust gas system after an emergency stop during gas operation, a flushing
unit is installed behind the forked pipe, which combines the internal exhaust gas system
outlets.
This consists of a radial fan and an electrically controlled flap. The required fresh air is
drawn in from the engine room and forces the possibly gas-charged exhaust gas into the
open as quickly as possible via the external exhaust gas system.

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3.2.11 Barring Device
Fig. 3-39 Barring device
1 Reduction gearing
2 Electric motor
3 Engaging lever with limit switches
4 Point of installation for sensor position determination
5 Gear ring on the flywheel
6 Hand wheel for rotating the gear

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The barring device is mounted at the engine block on the driving end and used for the slow
and precise turning of the crankshaft for maintenance, assembly and measurement tasks.
An electric motor (Fig. 3-39/2) adapted to the on-board power supply system drives an
output pinion via a reduction gear (Fig. 3-39/1), consisting of a self-locking helical gear and
spur gear speed.
The output pinion is laterally adjustable and can, with the aid of a lever (Fig. 3-39/3), be
engaged in the gear ring (Fig. 3-39/5) on the flywheel (see section 3.2.2.5, Crankshaft)
when the engine is idle. The hand wheel (Fig. 3-39/6) on the drive motor shaft of the
barring device is used to manually rotate the adjustable pinion to a position suitable for
engagement.
Due to the self-locking helical gear, the engaged barring device can also be used to stop
the engine. A limit switch detects the position of the lever in the "disengaged" end position
and cancels start blocking in the timing gear.

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Fig. 3-40 Starting air treatment
1 Starting air valve 5 Starting air test pipe to the LCP

2 Fuel leak return 6 Control air pipe to the injection pumps
3 Compressed air filter 7 Emergency start pushbutton
4 Fuel feed to the injection pumps 8 Starting air supply 30 bar from interface C86

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3.2.12 Compressed Air Starting Unit
The engine is started with compressed air, which is fed to the engine at a maximum
pressure of 30 bar at interface C86 (Fig. 3-40/8). The lowest air pressure at which the
engine can still be started is 14 bar. A test pipe (Fig. 3-40/5) for monitoring the starting air
pressure is routed to the pressure transducer at the control stand.
The starting air inlet is controlled by the starting valve (Fig. 3-40/1), a pushbutton
(Fig. 3-40/7) is available for emergency start-up.
The control air is branched off from the starting air valve and conveyed to the injection
pumps of the cylinder units arranged for start-up via two air filters (Fig. 3-40/3) connected
in parallel and the control air pipe (Fig. 3-40/6).
For information on compressed air starting unit functioning, see section 4.1.8.1, Start
Method.

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3.3 Control Elements and Displays
Fig. 3-41 MACS control stand
1 Operating display signal lamp 11 "GAS SHUTOFF" button with cover

2 Multifunctional display 12 "EMERGENCY START" button with cover
3 "Alarm list call" button 13 "RAISE" button, speed increase
4 Button has no function 14 "EMERGENCY STOP" button with cover
5 Button has no function 15 "SLOW TURN" button
6 "DIESEL" button with signal lamp and 16 Control stand selector switch
"LAMP TEST" button
7 "GAS" button > gas mode 17 "RESET" button
8 "START" button 18 Menu selection button
9 "STOP" button with signal lamp 19 Data input button
10 "LOWER" button, speed decrease 20 Button to call the "Help" program

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3.4 Modular Control and Alarm System
For information on the modular control and alarm system, please refer to the separate
manual.
3.5 Emergency Operation Buttons
Fig. 3-42 Emergency stop pushbutton (MACS) / Emergency start pushbutton
1 "EMERGENCY STOP" button with cover at the control stand

2 "GAS SHUTOFF" button with cover at the control stand
3 Emergency start pushbutton at the starting air interface

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3.5.1 Emergency Shut-Down during Diesel Operation
An emergency stop during diesel operation is activated by pressing the "EMERGENCY
STOP" pushbutton at the control stand (Fig. 3-42/1).
This results in two independent processes which stop the engine as quickly as possible:
• The governor is de-energised, a valve in the governor controls the hydraulic pres-
sure to ensure that the governor shaft is rotated to the zero setting.
The lack of fuel injection results in the engine coming to a standstill.
• The shut-down cylinders of the injection pumps are supplied with compressed air.
The pistons in the shut-down cylinders push the rack of the injection pumps to the
zero setting irrespective of the governor shaft setting.
To achieve this, the lever between the governor shaft and the actuator of the rack is
equipped with a spring-loaded joint.
3.5.2 Emergency Shut-Down during Gas Operation

The engine is equipped with an emergency shut-down device for gas operation.
It is activated by pressing the "GAS SHUTOFF" button with a cover at the control stand
(Fig. 3-42/2) and blocks the gas supply to the engine.
This results in the gas supply at the gas valve unit being interrupted and the engine
changing over to diesel operation. All chambers that come into contact with gas are flushed
using an inert gas.
For details about the changeover and the inert gas flushing procedure, see section 4.1.3.4,
Flushing Procedure.
3.5.3 Emergency Start

The engine is equipped with a pneumatic emergency start device.
If the external control fails, the engine can be started via the emergency start device in
diesel operation.
The prerequisites for an emergency start are:
• Starting air pressure of at least 10 - 11 bar at the starting air interface,
• Sufficient supply of
o fuel
o lubricating oil
o cooling water
• Engine start is not blocked.
The engine is started by pressing the emergency start pushbutton (Fig. 3-42/3).
3.5.4 Black Out Fuel Feed Pump

The engine is equipped with a pneumatically operated black out fuel feed pump. This is
activated automatically in case the power supply of the fuel module fails. The pump
supplies the engine with MDO from the day tank.

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3.6 Safety Devices
3.6.1 Crankcase Oil Mist Detector (Crankcase Monitoring)
The crankcase oil mist detector warns of a potentially explosive build-up of oil mist or oil
vapours in the crankcase of the engine block.
An increased oil mist concentration in the crankcase may be due to the following reasons:
• Damage of the crankshaft or big-end bearing,
• Damage of the driving gear,
• Piston seizure,
• Increased blow-by caused by worn piston rings or cylinder liners.
For this purpose, an air mixture is permanently extracted from the crankcase at several
points of the engine block and analysed for the formation of oil mist or vapours via optical
turbidity measurement. As the Venturi effect is used to extract air, the crankcase oil mist
detector must be supplied permanently with compressed air at a pressure of 8 bar when
the engine is running.
The crankcase oil mist detector is equipped with a bar graph display which allows on-site
monitoring.
Moreover, the crankcase oil mist detector is integrated in the engine safety system and
connected to the ship protection system.
3.6.2 Slow Turn Device

If the engine has not been used for a longer period of time, water may have collected in the
combustion chambers which would cause serious damage when starting the engine, as the
volume of the compression chamber decreases.
By slowly turning the crankshaft with compressed air at a low drive torque it is possible to
detect whether water has collected in a combustion chamber, as the increased compres-
sion caused by the volume of water prevented slippage of the crankshaft.
In this case, the crankshaft only starts to oscillate, which can be detected with the help of
speed sensors. A start block has been activated.
3.6.3 Explosion Safety Valves

The crankcase, the charge air duct and the internal exhaust gas system are equipped with
explosion safety valves which reduce the pressure caused by gas or oil mist explosions in
a safe manner.
A flame barrier is additionally installed at the crankcase breather.
The explosion safety valves are equipped with a flame trap.

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3.6.4 Inert Gas System
Fig. 3-43 Inert gas system
1 Double-walled gas piping 4 Flushing valves

2 Inert gas uncoupling from double- 5 Gas supply C96 inside the double-walled
walled gas piping interface
3 Solenoid valve in the inert gas piping 6 Inert gas supply interface C97
Danger of death due to explosive gases!

Ignitable mixtures may form due to the uncontrolled leakage of the
fuel gas. These mixtures can present an explosion hazard if they
come into contact with a source of ignition, such as hot surfaces or
sparks.
For each flushing procedure, a minimum amount of 3.5 kg of inert
gas at a minimum pressure of 7.5 bar at a storage temperature of
20 °C must be available on board in order to flush explosive gas
mixtures from areas at risk of explosion.

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1 Turbocharger cladding 7 Engine block

BA_VM_46_DF_2-4_GL_en.docx Mechanical Configuration 3–41

3–42 Mechanical Configuration BA_VM_46_DF_2-4_GL_en.docx

BA_VM_46_DF_2-4_GL_en.docx Mechanical Configuration 3–43

Fig. 3-4 Overview of the driving end: Mechanical components

1 Engine block 10 Combustion air filter/air intake silencer

3–44 Mechanical Configuration BA_VM_46_DF_2-4_GL_en.docx

Fig. 3-5 Driving end: Electrical components, explosion protection

1 Explosion relief valves charge air duct 6 Turbocharger washing device

BA_VM_46_DF_2-4_GL_en.docx Mechanical Configuration 3–45

Fig. 3-6 Dual Fuel Engine VM 46 DF, top view

3–46 Mechanical Configuration BA_VM_46_DF_2-4_GL_en.docx

BA_VM_46_DF_2-4_GL_en.docx Mechanical Configuration 3–47

Fig. 3-7 Engine block, driving end

1 Bearing for intermediate wheel 9 Camshaft chamber

3–48 Mechanical Configuration BA_VM_46_DF_2-4_GL_en.docx

BA_VM_46_DF_2-4_GL_en.docx Mechanical Configuration 3–49

Fig. 3-8 Engine block, free end

1 Return channel 9 Bores for cylinder head screws

3–50 Mechanical Configuration BA_VM_46_DF_2-4_GL_en.docx

BA_VM_46_DF_2-4_GL_en.docx Mechanical Configuration 3–51

Fig. 3-9 Cylinder liner in the cooling collar

1 Cylinder liner 7 Cooling water chamber

3–52 Mechanical Configuration BA_VM_46_DF_2-4_GL_en.docx

BA_VM_46_DF_2-4_GL_en.docx Mechanical Configuration 3–53

Fig. 3-10 Piston with piston pin

1 Piston crown 11 Circlip

3–54 Mechanical Configuration BA_VM_46_DF_2-4_GL_en.docx

3.2.2.3 Piston Pin

BA_VM_46_DF_2-4_GL_en.docx Mechanical Configuration 3–55

3–56 Mechanical Configuration BA_VM_46_DF_2-4_GL_en.docx

BA_VM_46_DF_2-4_GL_en.docx Mechanical Configuration 3–57

Fig. 3-12 Detailed view of the crankshaft

3–58 Mechanical Configuration BA_VM_46_DF_2-4_GL_en.docx

BA_VM_46_DF_2-4_GL_en.docx Mechanical Configuration 3–59

3–60 Mechanical Configuration BA_VM_46_DF_2-4_GL_en.docx

BA_VM_46_DF_2-4_GL_en.docx Mechanical Configuration 3–61

Fig. 3-14 Cylinder head, overall view with valve cover

1 Valve cover 7 Connection flange exhaust duct

3–62 Mechanical Configuration BA_VM_46_DF_2-4_GL_en.docx

BA_VM_46_DF_2-4_GL_en.docx Mechanical Configuration 3–63

Fig. 3-15 Cylinder head, top view

1 Rocker arm shaft 8 Connection flange gas inlet

3–64 Mechanical Configuration BA_VM_46_DF_2-4_GL_en.docx

BA_VM_46_DF_2-4_GL_en.docx Mechanical Configuration 3–65

Fig. 3-16 Cylinder head, bottom view

1 Cooling water inlets 10 Indicator bore joint ring leakage

3–66 Mechanical Configuration BA_VM_46_DF_2-4_GL_en.docx

BA_VM_46_DF_2-4_GL_en.docx Mechanical Configuration 3–67

Fig. 3-17 Cylinder head, cross section of the inlet duct

1 Gas inflow (yellow) 5 Gas/Air mixture in the inlet duct

Gas entry into the combustion chamber

3–68 Mechanical Configuration BA_VM_46_DF_2-4_GL_en.docx

Fig. 3-18 Cooling of fuel injector and ignition fuel injector

1 Ignition fuel injector, electronically 5 Fuel injector

BA_VM_46_DF_2-4_GL_en.docx Mechanical Configuration 3–69

3–70 Mechanical Configuration BA_VM_46_DF_2-4_GL_en.docx

Fig. 3-19 Cylinder head, cross section of the exhaust duct

1 Exhaust gas flows 4 Open exhaust valves

BA_VM_46_DF_2-4_GL_en.docx Mechanical Configuration 3–71

Fig. 3-20 Gas valve unit, functional scheme