WRTSIL 34SG

ENGINE TECHNOLOGY
2
DESIGN PHILOSOPHY ................................................... 4
THE LEAN-BURN CONCEPT .......................................... 6
LOW EMISSIONS .......................................................... 6
GAS ADMISSION SYSTEM ............................................. 7
GAS SUPPLY SYSTEM ................................................... 7
PRECHAMBER ............................................................. 8
IGNITION SYSTEM ........................................................ 8
AIR-FUEL RATIO ........................................................... 8
WASTE GATE ............................................................... 9
STARTING SYSTEM ....................................................... 9
COOLING SYSTEM ........................................................ 9
LUBRICATING OIL SYSTEM ............................................ 9
PISTON ...................................................................... 10
PISTON RING SET ....................................................... 10
CYLINDER HEAD ........................................................ 10
CONNECTING ROD AND BIG-END BEARINGS ............... 10
ENGINE BLOCK .......................................................... 11
CRANKSHAFT AND BEARINGS .................................... 11
CYLINDER LINER AND ANTI-POLISHING RING .............. 12
TURBOCHARGING SYSTEM ......................................... 12
MULTIDUCT................................................................ 12
AUTOMATION SYSTEM................................................ 12
EASY MAINTENANCE .................................................. 14
MAIN TECHNICAL DATA .............................................. 15
ENGINE TECHNOLOGY
This is a brief guide to the technical features and performance
of the Wrtsil 34SG engine.
3
In 1992, Wrtsil started the development of lean-
burn, spark-ignited Otto gas engines. The rst
WRTSIL

34SG engine was released in 1995 and

now the product range of lean-burn gas engines
has been expanded by introducing the new Wrtsil
34SG. These engines take the power output of the
Wrtsil 34SG series up to 9 MW.
The Wrtsil 34SG is a four-stroke, spark-ignited
gas engine that works according to the Otto process
and the lean-burn principle. The engine has ported
gas admission and a prechamber with a spark plug
for ignition.
The engine runs at 720 or 750 rpm for 60 or 50
Hz applications and produces 8700 and 9000 kW of
mechanical power, respectively. The efciency of the
Wrtsil 34SG is the highest of any spark-ignited gas
engines today. The natural gas fuelled, lean-burn,
medium-speed engine is a reliable, high-efciency
and low-pollution power source for baseload,
intermediate peaking and cogeneration plants.
The Wrtsil 34SG was developed in response
to the market need for bigger gas engines.
Its design principles are based on the well-
proven technology of the Wrtsil 18V34SG
version but with substantial improvements. The
Wrtsil 34SG lean-burn gas engine utilizes
the frame of the Wrtsil 32 diesel/heavy fuel
engine with its advanced integrated lube oil
and cooling water channels. The bore is 340 mm
and it utilizes the power potential of the engine
block to the full.
The Wrtsil 34SG meets current and future
requirements for overall cost of ownership. It
is designed for exible manufacturing methods
and long maintenance-free operating periods.
The engine is fully equipped with all essential
ancillaries and a thoroughly planned interface
to external systems.
The Wrtsil 34SG combines high
efciency with low emissions. This
is achieved applying state-of-the-art
technology with features including:
use of a lean gas mixture for clean
combustion
individual combustion control and
monitoring, providing even load on
all cylinders
stable combustion, ensured by a
high-energy ignition system and pre-
combustion chamber
self-learning and self-adjustable
functions in the control system
efcient heat recovery design
minimal consumables.
DESIGN PHILOSOPHY
4
5
THE LEAN-BURN
CONCEPT
In a lean-burn gas engine, the mixture
of air and gas in the cylinder is lean, i.e.
more air is present in the cylinder than is
needed for complete combustion. With
leaner combustion, the peak temperature is
reduced and less NO
X
is produced. Higher
output can be reached while avoiding
knocking and the efciency is increased as
well, although a too lean mixture will cause
misring (Fig.1).
Ignition of the lean air-fuel mixture is
initiated with a spark plug located in the
prechamber (Fig.2), giving a high-energy
ignition source for the main fuel charge in
the cylinder. To obtain the best efciency
and lowest emissions, every cylinder is
individually controlled to ensure operation at
the correct air-fuel ratio and with the correct
timing of the ignition.
Stable and well-controlled combustion
also contributes to less mechanical and
thermal load on engine components. The
specially developed Engine Control System is
designed to control the combustion process
in each cylinder, and to keep the engine
within the operating window, by optimizing
the efciency and emissions level of each
cylinder under all conditions.
The main parameters governing the rate of
NO
X
formation in internal combustion engines
are peak temperature and residence time. The
temperature is reduced by the combustion
chamber air-fuel ratios: the higher the air-
fuel ratio the lower the temperature and
consequently the lower the NO
X
emissions.
In the Wrtsil 34SG engine, the air-fuel
ratio is very high and is uniform throughout
the cylinder, due to premixing of the fuel and
air before introduction into the cylinders.
Maximum temperatures and subsequent NO
X

formation are therefore low, since the same
specic heat quantity released by combustion
is used to heat up a larger mass of air.
Beneting from this unique feature of the lean-
burn principle, the NO
X
emissions from the
Wrtsil 34SG are extremely low, and comply
with the most stringent existing NO
X
legislation.
LOW EMISSIONS
Air/fuel ratio
0.6 0.8 1.0 1.2 1.4 1.6 1.8 2.0 2.2
Detonation
2.6 2.4
Operating
window
46.9%
< 1.3 g/kWh
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X
Input:
- rpm
- kW
- air/ fuel
- etc.
Main fuel gas
admission valve
Camshaft controlled
prechamber valve
Prechamber
Fuel gas pipe for
prechamber valve
Fuel gas pipe for
main gas valve
Engine Control System, UNIC
Fig. 2
6
The Wrtsil 34SG engine fully controls the
combustion process in each cylinder. The
brain for controlling the combustion process
and the whole engine is the Engine Control
System.
The gas admission valves located
immediately upstream of the inlet valve are
electronically actuated and controlled to feed
the correct amount of gas to each cylinder.
Gas admission valves
Load
Speed
PLC
Engine
Mechanical operated pre-chamber valves
Gas regulating unit
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Engine Control System,
UNIC
Since the gas valve is timed independently of
the inlet valve, the cylinder can be scavenged
without risk of the gas escaping directly from
the inlet to the exhaust. Various parameters
like engine load, speed and cylinder exhaust
temperatures are monitored and work as
inputs to the Engine Control System. With
this arrangement, each cylinder always works
within the operating window for the best
ef ciency at the lowest emission levels.
The ported gas admission concept gives:
high ef ciency
good load response
lower thermal loading of engine
components
no risk of backre to the air inlet manifold.
GAS SUPPLY SYSTEM
Before the natural gas is supplied to the
engine it passes through a gas-regulating
unit, including lter, pressure regulators, shut
of valves and ventilating valves. The external
pressure regulator regulates the gas pressure
to the correct value under diferent loads;
however, the maximum pressure needed is
not more than 4.5 bar(a) under full load.
In the engine, the gas is supplied through
common pipes running along the engine,
continuing with individual feed pipes to each
main gas admission valve located on each
cylinder head. There are two common pipes
per bank, one for the main and one for the
prechamber gas supply. A lter is placed
before every gas admission valve to prevent
particles from entering the valve.
GAS ADMISSION SYSTEM
7
PRECHAMBER
The prechamber is the ignition source for the
main fuel charge and is one of the essential
components of a lean-burn spark-ignited
gas engine.
The prechamber should be as small
as possible to give low NO
X
values, but
big enough to give rapid and reliable
combustion. Some of the design parameters
considered are:
shape and size
mixing of air and fuel
gas velocities and turbulence at the spark
plug
cooling of the prechamber and the spark
plug
choice of material.
The prechamber of the Wrtsil 34SG is
already optimized at the design stage using
advanced three-dimensional, computerized
uid dynamics. In practice, the results can
be seen as:
reliable and powerful ignition
high combustion ef ciency and stability
extended spark plug life
very low NO
X
levels.
Gas is admitted to the prechamber through
a mechanical, camshaft-driven valve. This
solution has proved to be extremely reliable
and gives an excellent mixture into the
prechamber.
IGNITION SYSTEM
The Wrtsil 34SG ignition system is tailor-
made for the engine type and integrated
in the Engine Control System. The ignition
module communicates with the main control
module, which determines the global ignition
timing. The ignition module controls the
cylinder-specic ignition timing based on
the combustion quality. The cylinder-specic
control ensures the optimum combustion in
every cylinder with respect to reliability and
ef ciency.
The ignition coil is located in the cylinder
cover and is integrated in the spark plug
extension. The coil-on-plug design ensures
a reliable solution with a minimum of joints
between the spark plug and the ignition coil.
The spark plug has been especially developed
for long lifetime and to withstand the high
cylinder pressure and temperature related to
the high engine output.
AIR-FUEL RATIO
To always ensure correct performance of the
engine, it is essential to have the correct air-
fuel ratio under all types of conditions. The
Wrtsil 34SG uses an exhaust gas wastegate
valve to adjust the air-fuel ratio. Part of the
exhaust gases bypasses the turbocharger
through the waste-gate valve. This valve
adjusts the air-fuel ratio to the correct value
regardless of varying site conditions under any
load.
Prechamber
valve push rod
Prechamber
valve cam
Rocker arm
Fuel gas valve
integrated
in prechamber
Waste gate.
Extension cable to sparkplugs.
8
WASTE GATE
A waste gate is installed next to turbocharger
turbine to provide optimal charge air pressure
and turbine speed.
STARTING SYSTEM
The Wrtsil 34SG engine is provided with
pneumatic starting valves in the cylinder heads
of one bank. The valves are operated by air
from a distributor at the end of the camshaft. A
starting limiter valve prevents the engine from
starting if the turning gear is engaged.
COOLING SYSTEM
The Wrtsil 34SG engine is designed with
a Wrtsil open-interface cooling system for
optimal cooling and heat recovery. The system
has four cooling circuits: the cylinder cooling
circuit (Jacket), the charge air low-temperature
(LTCA) and high-temperature (HTCA) cooling
circuits, and the circuit for the lube oil cooler
(LO) built on the engine.
The LTCA cooling circuit and Jacket cooling
circuit have water pumps integrated in the
cover module at the free end of the engine.
The LO circuit has its own thermostatic valve
built on the engine. The water temperature into
the LTCA cooler and the water temperature out
from the Jacket cooling circuit are controlled
by external thermostatic valves.
The default cooling system is a single-
circuit radiator cooling system where the
cooling circuits on the engine are connected
in series. For heat recovery applications each
cooler can be individually connected to an
external cooling system. The open interface
allows full freedom in cooling and heat
recovery system design.
LUBRICATING OIL
SYSTEM
The Wrtsil 34SG is equipped with a wet
oil sump, an engine-driven main pump,
electrically driven pre-lubricating pump,
cooler, full ow lter and centrifugal lter.
The pumps, pressure regulation valves and
safety valves are integrated into one module
tted at the free end of the engine. Filter,
cooler and thermostatic valves make up
another module.
The lube oil ltration is based on an
automatic back-ushing lter requiring
a minimum of maintenance. The lter
elements are made of a seamless sleeve
fabric with high temperature resistance. A
centrifugal lter is mounted in the back-
ushing line, acting as an indicator for
excessive dirt in the lube oil. The engine
uses a pre-lubricating system before starting
to avoid wear of engine parts. For running
in, provision has been made for mounting
special running-in lters in front of each
main bearing.
Jacket
HTCA
LTCA
LO
Cooling air
Engine free end piping
Radiator
Filter
Cooler
Pump
Pre-lubricating
pump
9
PISTON
Pistons are of the low-friction, composite type
with forged steel top and aluminium skirt.
The design itself is tailored for an engine of
this size and includes a number of innovative
approaches. Long lifetime is obtained through
the use of Wrtsils patented skirt-lubrication
system, a piston crown cooled by cocktail-
shaker cooling, induction hardened piston ring
grooves and the low-friction piston ring.
PISTON RING SET
The two compression rings and the oil control
ring are located in the piston crown. This
three-ring concept has proved its ef ciency
in all Wrtsil engines. In a three-pack, every
ring is dimensioned and proled for the task
it must perform. Most of the frictional loss in
a reciprocating combustion engine originates
from the piston rings. A three-ring pack is
thus optimal with respect to both function and
ef ciency.
CYLINDER HEAD
Wrtsil successfully employs four-screw
cylinder head technology. At high cylinder
pressure it has proved its superiority,
especially when liner roundness and dynamic
behaviour are considered. In addition to easier
maintenance and reliability, it provides freedom
to employ the most ef cient air inlet and
exhaust outlet channel port conguration.
A distributed water ow pattern is used for
proper cooling of the exhaust valves, cylinder
head ame plate and the prechamber. This
minimizes thermal stress levels and guarantees
a suf ciently low exhaust valve temperature.
Both inlet and exhaust valves are tted with
rotators for even thermal and mechanical
loading.
CONNECTING ROD AND
BIG-END BEARINGS
The connecting rod is designed for optimum
bearing performance. It is a three-piece
design, in which combustion forces are
distributed over a maximum bearing area and
relative movements between mating surfaces
are minimized. Piston overhaul is possible
without touching the big-end bearing and the
big-end bearing can be inspected without
removing the piston.
10
The three-piece design also reduces the
height required for piston overhauling. The
big-end bearing housing is hydraulically
tightened, resulting in a distortion-free bore
for the corrosion-resistant precision bearing.
The three-piece connecting rod design allows
variation of the compression ratio to suit gases
with diferent knocking resistance.
ENGINE BLOCK
Nodular cast iron is the natural choice for
engine blocks today due to its strength and
stifness properties. The Wrtsil 34SG makes
optimum use of modern foundry technology
to integrate most oil and water channels.
The result is a virtually pipe-free engine with
a clean outer exterior. The engine has an
underslung crankshaft, which imparts very
high stifness to the engine block, providing
excellent conditions for main bearing
performance. The engine block has large
crankcase doors allowing easy maintenance.
CRANKSHAFT AND
BEARINGS
The latest advance in combustion development
requires a crank gear that can operate reliably
at high cylinder pressures. The crankshaft
must be robust and the specic bearing loads
maintained at acceptable levels. Careful
optimization of crankthrow dimensions and
llets achieve this.
The specic bearing loads are conservative,
and the cylinder spacing, which is important
for the overall length of the engine, is
minimized. In addition to low bearing loads, the
other crucial factor for safe bearing operation
is oil lm thickness. Ample oil lm thickness
in the main bearings is ensured by optimal
balancing of rotational masses and, in the big-
end bearing, by ungrooved bearing surfaces in
the critical areas.
11
CYLINDER LINER AND
ANTI-POLISHING RING
The cylinder liner and piston designs are based
on Wrtsils extensive expertise in tribology
and wear resistance acquired over many years
of pioneering work in heavy-duty diesel engine
design. An integral feature is the anti-polishing
ring, which reduces lube oil consumption
and wear. The bore-cooled collar design
of the liner ensures minimum deformation
and ef cient cooling. Each cylinder liner is
equipped with two temperature sensors for
continuous monitoring of piston and cylinder
liner behaviour.
TURBOCHARGING
SYSTEM
Every Wrtsil 34SG is equipped with the
Spex turbocharging system. The system is
designed for minimum ow losses on both the
exhaust and air sides. The interface between
the engine and turbocharger is streamlined
to avoid all the adaptation pieces and piping
frequently used in the past. The Wrtsil 34SG
engine uses high-ef ciency turbochargers with
inboard plain bearings, and the engine lube oil
is used for the turbocharger.
MULTIDUCT
The multiduct replaces a number of individual
components in traditional engine designs.
These include:
air transfer from the air receiver to the
cylinder head
exhaust transfer to the exhaust system
cooling water outlet after the cylinder head
cooling water return channel from the
engine
gas fuel mixing into the combustion air.
Additional functions are:
introduction of an initial swirl to the inlet air
for optimal part-load combustion
insulation / cooling of the exhaust transfer
duct
support for the exhaust system and its
insulation.
AUTOMATION
All engine functions are controlled by the
engine control system, a microprocessor-
based distributed control system mounted on
the engine. The various electronic modules are
dedicated and optimized for certain functions
and they communicate with each other via a
CAN databus.
The engine control system ofers the following
advantages:
Easy maintenance and high reliability due to
point-to-point cabling, high quality cables
and rugged mounting of engine electronics
Easy interfacing with external systems via
a databus
Reduced cabling on and around the engine
High exibility and easy customizing
Digitized signals free from
electromagnetic disturbance
Built-in diagnostics for easy trouble-
shooting.
MAIN CONTROL MODULE
The core of the engine control system is the
main control module. This is responsible for
12
ensuring the engines reliable operation and for
keeping the engine at optimum performance
in all operating conditions such as varying
ambient temperature and gas quality. The main
control module reads the information sent by
all the other modules. Using this information
it adjusts the engines speed and load control
by determining reference values for the main
gas admission, air-fuel ratio and ignition
timing. The main control module automatically
controls the start and stop sequences of the
engine and the safety system. The module also
communicates with the plant control system
(PLC).
CYLINDER CONTROL MODULE
Each cylinder control module monitors and
controls three cylinders. The cylinder control
module controls the cylinder-specic air-
fuel ratio by adjusting the gas admission
individually for each cylinder.
The cylinder control module measures the
knock intensity, i.e. uncontrolled combustion in
the cylinder, information on which is used to
adjust the cylinder specic ignition timing and
gas admission.
13
EASY MAINTENANCE
The service life of Wrtsil 34SG engine
components and the time between overhauls
are very long due to the purity of the gas.
The design incorporates ef cient and easy
maintenance. In combination with the long
intervals between overhauls, the hours
spent on maintenance are reduced to a
minimum. There is greater accessibility to
all the components because the number of
pipes is minimized and the components are
ergonomically designed.
For ease of maintenance, the engine
block has large openings to the crankcase
and camshaft. All bolts requiring high tension
are hydraulically tightened. Hydraulics is
extensively used for many other operations as
well. Since the main bearing caps are relatively
heavy, each bearing cap is equipped with
a permanently tted hydraulic jack for easy
manoeuvring of the cap. During delivery test
runs, a running-in lter is installed to prevent
the bearings from being scratched by any
particles left in the oil system.
The multiduct arrangement allows the
cylinder head to be lifted without having to
remove gas pipes or water pipes. The slide-
LDU
ESM
MCM
CCM CCM
I
O
M
PDM
Ethernet
Hardwired
connections
Loadsh.
CAN
MONITORING MODULES
Monitoring modules are located close to
groups of sensors, which reduces cabling
on the engine. The monitored signals are
transmitted to the main control module and
used for the engine control and safety system.
The monitored values are also transferred to
the operator interface on the external control
system.
UNIC C3
14
in connections allow lifting of the cylinder head without
the need to remove 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.
A rigid and tight but easily removable insulating box
surrounds the exhaust system.
Easy access to the piping system is obtained by
removing the insulating panels.
The camshaft is built of identical cylinder segments
bolted to intermediate bearing pieces.
A wide range of special tools and measuring equipment
specically designed to facilitate service work are also
available.
Access to and maintenance of the spark plug and
prechamber gas valve in the prechamber is easy. The
prechamber does not need to be removed. For spark
plug replacement, the valve cover does not need to be
removed.
Use of electrically controlled gas admission valves
means few mechanical parts and less need for periodic
adjustments.
The three-piece connecting rod allows inspection of
the big-end bearing without removal of the piston, and
piston overhaul without dismantling the big-end bearing.
WRTSIL 34SG MAIN TECHNICAL DATA
Power production
Cylinder bore 340 mm
Piston stroke 400 mm
Speed 720 / 750 rpm
Mean efective pressure 20.0 / 19.8 bar
Piston speed 9.6 / 10 m/s
Natural gas specication for nominal load
Lower heating value 28 MJ/m
3
N
Technical data 50 Hz/750 rpm Unit 9L34SG 16V34SG 20V34SG
Power, electrical kW 4343 7744 9730
Heat rate kJ/kWh 7843 7819 7779
Electrical efciency % 45.9 46.0 46.3
Technical data 60 Hz/720 rpm
Power, electrical kW 4169 7434 9341
Heat rate kJ/kWh 7843 7819 7779
Electrical efciency % 45.9 46.0 46.3
Dimensions and dry weight of generating set
Length mm 10400 11300 12890
Width mm 2780 3300 3300
Height mm 3840 4240 4440
Weight tonne 77 120 130
Heat rate and electrical efciency at generator terminals, including engine driven pumps, ISO 3046 conditions and gas
LHV > 28 MJ/m
3
N
. Tolerance 5%. Power factor 0.8. Gas Methane Number > 80. Nm
3
dened at NTP (273.15 K and
101.3 kPa).
Mechanical drive
Cylinder bore 340 mm
Piston stroke 400 mm
Speed 720 / 750 rpm
Mean efective pressure 20.0 / 19.8 bar
Piston speed 9.6 / 10 m/s
Natural gas specication for nominal load
Lower heating value 28 MJ/m
3
N
Technical data 750 rpm 9L34SG 16V34SG 20V34SG
Shaft power kW 4050 7200 9000
Shaft power hp 5431 9655 12069
Heat rate kJ/kWh 7724 7724 7724
Shaft efciency % 46.6 46.6 46.6
Dimensions and dry weight
Length mm 6844 7803 8925
Width mm 2366 3619 3670
Height mm 3437 4100 4404
Weight tonne 46.1 70.8 78.3
Heat rate and efciency at shaft, including engine driven pumps, ISO 3046 conditions and
gas LHV > 28 MJ/m
3
N
. Tolerance 5%. Gas Methane Number > 80.
Nm
3
dened at NTP (273.15 K and 101.3 kPa).
15 15
WRTSIL

is a registered trademark. Copyright 2011 Wrtsil Corporation.

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