wartsila-o-e-w-50df-pg.pdf

WRTSIL 50DF PRODUCT GUIDE

IntroductionThis Product Guide provides data and system proposals for the early design phase of marine engine install-ations. For contracted projects specific instructions for planning the installation are always delivered. Anydata and information herein is subject to revision without notice. This 1/2014 issue replaces all previousissues of the Wrtsil 50DF Project Guides.

UpdatesPublishedIssueChapter Technical data and numerous updates throughout the project guide13.06.20141/2014

Minor updates throughout the product guide03.12.20121/2012

Product Guide attachments updated, DXF-files are now available (InfoBoardonly)

15.09.20112/2011

Several updates throughout the product guide14.09.20111/2011

Wrtsil, Ship Power 4-stroke

Vaasa, June 2014

THIS PUBLICATION IS DESIGNED TO PROVIDE AS ACCURATE AND AUTHORITATIVE INFORMATION REGARDING THE SUBJECTS COVERED ASWAS AVAILABLE AT THE TIME OF WRITING. HOWEVER, THE PUBLICATION DEALS WITH COMPLICATED TECHNICAL MATTERS AND THE DESIGNOF THE SUBJECT AND PRODUCTS IS SUBJECT TO REGULAR IMPROVEMENTS, MODIFICATIONS AND CHANGES. CONSEQUENTLY, THE PUB-LISHER AND COPYRIGHT OWNER OF THIS PUBLICATION CANNOT TAKE ANY RESPONSIBILITY OR LIABILITY FOR ANY ERRORS OR OMISSIONSIN THIS PUBLICATION OR FOR DISCREPANCIES ARISING FROM THE FEATURES OF ANY ACTUAL ITEM IN THE RESPECTIVE PRODUCT BEINGDIFFERENT FROM THOSE SHOWN IN THIS PUBLICATION. THE PUBLISHER AND COPYRIGHT OWNER SHALL NOT BE LIABLE UNDER ANY CIR-CUMSTANCES, FOR ANY CONSEQUENTIAL, SPECIAL, CONTINGENT, OR INCIDENTAL DAMAGES OR INJURY, FINANCIAL OR OTHERWISE,SUFFERED BY ANY PART ARISING OUT OF, CONNECTED WITH, OR RESULTING FROM THE USE OF THIS PUBLICATION OR THE INFORMATIONCONTAINED THEREIN.

COPYRIGHT 2014 BY WRTSIL FINLAND OyALL RIGHTS RESERVED. NO PART OF THIS PUBLICATION MAY BE REPRODUCED OR COPIED IN ANY FORM OR BY ANY MEANS, WITHOUT PRIORWRITTEN PERMISSION OF THE COPYRIGHT OWNER.

Product Guide Wrtsil 50DF - 1/2014 iii

Product GuideIntroduction

Table of Contents11. Main Data and Outputs .............................................................................................................................11.1 Maximum continuous output ............................................................................................................21.2 Output limitations in gas mode .........................................................................................................41.3 Reference conditions ........................................................................................................................41.4 Operation in inclined position ...........................................................................................................51.5 Dimensions and weights ..................................................................................................................

82. Operating Ranges .....................................................................................................................................82.1 Engine operating range ....................................................................................................................92.2 Loading capacity ..............................................................................................................................

122.3 Operation at low load and idling .......................................................................................................122.4 Low air temperature ........................................................................................................................

133. Technical Data ...........................................................................................................................................133.1 Introduction .......................................................................................................................................143.2 Wrtsil 6L50DF ...............................................................................................................................163.3 Wrtsil 8L50DF ...............................................................................................................................183.4 Wrtsil 9L50DF ...............................................................................................................................203.5 Wrtsil 12V50DF ............................................................................................................................223.6 Wrtsil 16V50DF ............................................................................................................................243.7 Wrtsil 18V50DF ............................................................................................................................

264. Description of the Engine .........................................................................................................................264.1 Definitions .........................................................................................................................................264.2 Main components and systems ........................................................................................................314.3 Cross section of the engine ..............................................................................................................334.4 Free end cover .................................................................................................................................344.5 Overhaul intervals and expected life times .......................................................................................344.6 Engine storage .................................................................................................................................

355. Piping Design, Treatment and Installation ..............................................................................................355.1 Pipe dimensions ...............................................................................................................................365.2 Trace heating ....................................................................................................................................365.3 Pressure class ..................................................................................................................................375.4 Pipe class .........................................................................................................................................385.5 Insulation ..........................................................................................................................................385.6 Local gauges ....................................................................................................................................385.7 Cleaning procedures ........................................................................................................................395.8 Flexible pipe connections .................................................................................................................405.9 Clamping of pipes .............................................................................................................................

426. Fuel System ...............................................................................................................................................426.1 Acceptable fuel characteristics .........................................................................................................486.2 Operating principles .........................................................................................................................496.3 Fuel gas system ...............................................................................................................................586.4 Fuel oil system .................................................................................................................................

767. Lubricating Oil System .............................................................................................................................767.1 Lubricating oil requirements .............................................................................................................787.2 Internal lubricating oil system ...........................................................................................................817.3 External lubricating oil system ..........................................................................................................897.4 Crankcase ventilation system ...........................................................................................................907.5 Flushing instructions ........................................................................................................................

918. Compressed Air System ...........................................................................................................................918.1 Instrument air quality ........................................................................................................................918.2 Internal compressed air system .......................................................................................................948.3 External compressed air system ......................................................................................................

iv Product Guide Wrtsil 50DF - 1/2014

Product GuideTable of Contents

979. Cooling Water System ..............................................................................................................................979.1 Water quality ...................................................................................................................................989.2 Internal cooling water system ...........................................................................................................

1019.3 External cooling water system ..........................................................................................................

11110. Combustion Air System ...........................................................................................................................11110.1 Engine room ventilation ....................................................................................................................11210.2 Combustion air system design .........................................................................................................

11411. Exhaust Gas System .................................................................................................................................11411.1 Internal exhaust gas system .............................................................................................................11611.2 Exhaust gas outlet ............................................................................................................................11811.3 External exhaust gas system ...........................................................................................................

12212. Turbocharger Cleaning .............................................................................................................................12212.1 Napier turbochargers ........................................................................................................................12212.2 ABB turbochargers ...........................................................................................................................

12513. Exhaust Emissions ...................................................................................................................................12513.1 Dual fuel engine exhaust components .............................................................................................12513.2 Marine exhaust emissions legislation ...............................................................................................12913.3 Methods to reduce exhaust emissions .............................................................................................

13014. Automation System ..................................................................................................................................13014.1 UNIC C3 ...........................................................................................................................................13614.2 Functions .........................................................................................................................................14014.3 Alarm and monitoring signals ...........................................................................................................14014.4 Electrical consumers ........................................................................................................................

14315. Foundation .................................................................................................................................................14315.1 Steel structure design ......................................................................................................................14315.2 Engine mounting ..............................................................................................................................15415.3 Flexible pipe connections .................................................................................................................

15516. Vibration and Noise ..................................................................................................................................15516.1 External forces and couples .............................................................................................................15616.2 Torque variations ..............................................................................................................................15616.3 Mass moment of inertia ....................................................................................................................15716.4 Structure borne noise .......................................................................................................................15816.5 Air borne noise .................................................................................................................................15916.6 Exhaust noise ...................................................................................................................................

16017. Power Transmission .................................................................................................................................16017.1 Flexible coupling ...............................................................................................................................16017.2 Torque flange ....................................................................................................................................16017.3 Input data for torsional vibration calculations ...................................................................................16117.4 Turning gear .....................................................................................................................................

16218. Engine Room Layout ................................................................................................................................16218.1 Crankshaft distances ........................................................................................................................16318.2 Space requirements for maintenance ..............................................................................................16518.3 Transportation and storage of spare parts and tools ........................................................................16518.4 Required deck area for service work ................................................................................................

17119. Transport Dimensions and Weights ........................................................................................................17119.1 Lifting of engines ..............................................................................................................................17519.2 Engine components ..........................................................................................................................

18020. Product Guide Attachments .....................................................................................................................

18121. ANNEX ........................................................................................................................................................

Product Guide Wrtsil 50DF - 1/2014 v


18121.1 Unit conversion tables ......................................................................................................................18221.2 Collection of drawing symbols used in drawings ..............................................................................

vi Product Guide Wrtsil 50DF - 1/2014


1. Main Data and OutputsThe Wrtsil 50DF is a 4-stroke, non-reversible, turbocharged and inter-cooled dual fuel engine with directinjection of liquid fuel and indirect injection of gas fuel. The engine can be operated in gas mode or indiesel mode.

500 mmCylinder bore .........................

580 mmStroke ....................................

113.9 l/cylPiston displacement ..............

2 inlet valves and 2 exhaust valvesNumber of valves ..................

6, 8 and 9 in-line; 12, 16 and 18 in V-formCylinder configuration ...........

45V-angle ..................................

clockwiseDirection of rotation ...............

500, 514 rpmSpeed ....................................

9.7, 9.9 m/sMean piston speed ...............

1.1 Maximum continuous outputTable 1.1 Rating table for Wrtsil 50DF

Diesel electric applicationsMain engines514 rpmCylinder

configuration 514 rpm500 rpmBHPkWBHPkWEngine [kW]79505850775057005850W 6L50DF

1060078001034076007800W 8L50DF

1193087751163085508775W 9L50DF

1591011700155001140011700W 12V50DF

2121015600206701520015600W 16V50DF

23860175502326017100N/AW 18V50DF

Nominal speed 514 rpm is recommended for mechanical propulsion engines.

The mean effective pressure Pe can be calculated using the following formula:

where:mean effective pressure [bar]Pe =

output per cylinder [kW]P =

engine speed [r/min]n =

cylinder diameter [mm]D =

length of piston stroke [mm]L =

operating cycle (4)c =

Product Guide Wrtsil 50DF - 1/2014 1

Product Guide1. Main Data and Outputs

1.2 Output limitations in gas mode

1.2.1 Output limitations due to methane numberFigure 1.1 Output limitations due to methane number

Notes:The dew point shall be calculated for the specificsite conditions. The minimum charge air temperat-ure shall be above the dew point, otherwise con-densation will occur in the charge air cooler.

Compensating a low methane number gas bylowering the receiver temperature below 45C isnot allowed.

Compensating a higher charge air temperature than45C by a high methane number gas is not allowed.

The charge air temperature is approximately 5Chigher than the charge air coolant temperature atrated load.

The engine can be optimized for a lower methanenumber but that will affect the performance.

2 Product Guide Wrtsil 50DF - 1/2014


1.2.2 Output limitations due to gas feed pressure and lower heating valueFigure 1.2 Output limitation factor due to gas feed pressure / LHV

Notes:No compensation (uprating) of the engine output isallowed, neither for gas feed pressure higher thanrequired in the graph above nor lower heating valueabove 36 MJ/m3N .

The above given values for gas feed pressure (ab-solute pressure) are at engine inlet. The pressuredrop over the gas valve unit (GVU) is approx. 80kPa.

Values given in m3N are at 0C and 101.3 kPa.



1.3 Reference conditionsThe output is available within a range of ambient conditions and coolant temperatures specified in thechapter Technical Data. The required fuel quality for maximum output is specified in the section Fuel char-acteristics. For ambient conditions or fuel qualities outside the specification, the output may have to bereduced.The specific fuel consumption is stated in the chapter Technical Data. The statement applies to enginesoperating in ambient conditions according to ISO 3046-1:2002 (E).

100 kPatotal barometric pressure

25Cair temperature

30%relative humidity

25Ccharge air coolant temperature

Correction factors for the fuel oil consumption in other ambient conditions are given in standard ISO 3046-1:2002.

1.4 Operation in inclined positionMax. inclination angles at which the engine will operate satisfactorily.

15Transverse inclination, permanent (list) .........

22.5Transverse inclination, momentary (roll) ........

10Longitudinal inclination, permanent (trim) ......



1.5 Dimensions and weightsFigure 1.3 In-line engines (DAAE000316d)

HE2HE1LE5*LE5LE4LE3*LE3LE2LE1*LE1TCEngine4000358016055546012951295617083108205NA357W 6L50DF

4000347523055546012951295617083108120TPL71

40003920-700460-17757810-10270TPL76W 8L50DF

40003920-700460-17758630-11140TPL76W 9L50DF

WeightWE6WE5WE3WE2WE1HE6HE5HE4HE3TCEngine96395189514451940327092526556501455NA357W 6L50DF

96420189514451940327079026856501455TPL71

1283402100144519403505110028206501455TPL76W 8L50DF

137.53402100144519403505110028206501455TPL76W 9L50DF

* TC in driving endAll dimensions in mm. Weights are dry engines, in metric tons, of rigidly mounted engines without flywheel.



Figure 1.4 V-engines (DAAE000413c)

HE4HE3HE2HE1LE5*LE5LE4LE3*LE3LE2LE1*LE1TCEngine8001500360040555005004601840184078501054010410NA357W 12V50DF

8001500360042404354354601840184078501054010425TPL71

80015003600440068068046023002300100501320013830TPL76W 16V50DF

800150036004400-680460-230011150-14180TPL76W 18V50DF

WeightWE6WE5WE4**WE4WE3WE2WE1WE1HE6HE5TCEngine17576522201300149518002290452038109253080NA357W 12V50DF

175770222013001495180022904525405511403100TPL71

224930222013001495180022905325473011003300TPL76W 16V50DF

244930222013001495180022905325473011003300TPL76W 18V50DF

* TC in driving end** With monospex (exhaust manifold) With air suction branchesAll dimensions in mm. Weights are dry engines, in metric tons, of rigidly mounted engines without flywheel.



Figure 1.5 Example of total installation lengths, in-line engines (DAAE000489)

Figure 1.6 Example of total installation lengths, V-engines (DAAE000489)

Genset weight[ton]

DCBAEngine

13810902235494012940W 6L50DF

17110202825506015060W 8L50DF

18510202825506015910W 9L50DF

23913652593525315475W 12V50DF

28815902050469017540W 16V50DF

31515902050469018500W 18V50DF

Values are indicative only and are based on Wrtsil 50DF engine with built-on pumps and turbocharger atfree end of the engine.Generator make and type will effect width, length, height and weight.[All dimensions are in mm]



2. Operating Ranges2.1 Engine operating range

Below nominal speed the load must be limited according to the diagrams in this chapter in order to maintainengine operating parameters within acceptable limits. Operation in the shaded area is permitted only tem-porarily during transients. Minimum speed is indicated in the diagram, but project specific limitations mayapply.

2.1.1 Controllable pitch propellersAn automatic load control system is required to protect the engine from overload. The load control reducesthe propeller pitch automatically, when a pre-programmed load versus speed curve (engine limit curve)is exceeded, overriding the combinator curve if necessary. Engine load is determined from measured shaftpower and actual engine speed. The shaft power meter is Wrtsil supply.The propulsion control must also include automatic limitation of the load increase rate. Maximum loadingrates can be found later in this chapter.The propeller efficiency is highest at design pitch. It is common practice to dimension the propeller so thatthe specified ship speed is attained with design pitch, nominal engine speed and 85% output in the specifiedloading condition. The power demand from a possible shaft generator or PTO must be taken into account.The 15% margin is a provision for weather conditions and fouling of hull and propeller. An additional enginemargin can be applied for most economical operation of the engine, or to have reserve power.

Figure 2.1 Operating field for CP-propeller, 975 kW/cyl, rated speed 514 rpm

Remarks: The maximum output may have to be reduced depending on gas properties and gas pressure,refer to section "Derating of output in gas mode". The permissible output will in such case be reduced withsame percentage at all revolution speeds.Restrictions for low load operation to be observed.


Product Guide2. Operating Ranges

2.2 Loading capacityControlled load increase is essential for highly supercharged engines, because the turbocharger needstime to accelerate before it can deliver the required amount of air. Sufficient time to achieve even temper-ature distribution in engine components must also be ensured. Dual fuel engines operating in gas moderequire precise control of the air/fuel ratio, which makes controlled load increase absolutely decisive forproper operation on gas fuel.The loading ramp preheated, normal gas (see figures) can be used as the default loading rate for bothdiesel and gas mode. If the control system has only one load increase ramp, then the ramp for a preheatedengine must be used. The HT-water temperature in a preheated engine must be at least 60C, preferably70C, and the lubricating oil temperature must be at least 40C.The loading ramp max. capacity gas indicates the maximum capability of the engine in gas mode. Fasterloading may result in alarms, knock and undesired trips to diesel. This ramp can also be used as normalloading rate in diesel mode once the engine has attained normal operating temperature.The maximum loading rate emergency diesel is close to the maximum capability of the engine in dieselmode. It shall not be used as the normal loading rate in diesel mode.Emergency loading may only be possible by activating an emergency function, which generates visual andaudible alarms in the control room and on the bridge.The load should always be applied gradually in normal operation. Acceptable load increments are smallerin gas mode than in diesel mode and also smaller at high load, which must be taken into account in applic-ations with sudden load changes. The time between load increments must be such that the maximumloading rate is not exceeded. In the case of electric power generation, the classification society shall becontacted at an early stage in the project regarding system specifications and engine loading capacity.Electric generators must be capable of 10% overload. The maximum engine output is 110% in diesel modeand 100% in gas mode. Transfer to diesel mode takes place automatically in case of overload. Lower thanspecified methane number may also result in automatic transfer to diesel when operating close to 100%output. Expected variations in gas fuel quality and momentary load level must be taken into account toensure that gas operation can be maintained in normal operation.

2.2.1 Mechanical propulsion, controllable pitch propeller (CPP)Figure 2.2 Maximum load increase rates for variable speed engines

The propulsion control must not permit faster load reduction than 20 s from 100% to 0% without automatictransfer to diesel first.



2.2.2 Electric propulsionFigure 2.3 Maximum load increase rates for engines operating at nominal speed

The propulsion control and the power management system must not permit faster load reduction than 20s from 100% to 0% without automatic transfer to diesel first.In electric propulsion applications loading ramps are implemented both in the propulsion control and in thepower management system, or in the engine speed control in case isochronous load sharing is applied.When the load sharing is based on speed droop, it must be taken into account that the load increase rateof a recently connected generator is the sum of the load transfer performed by the power managementsystem and the load increase performed by the propulsion control.

Maximum instant load stepsThe electrical system must be designed so that tripping of breakers can be safely handled. This requiresthat the engines are protected from load steps exceeding their maximum load acceptance capability. Iffast load shedding is complicated to implement or undesired, the instant load step capacity can be increasedwith a fast acting signal that requests transfer to diesel mode.



Gas modeFigure 2.4 Maximum instant load steps in % of MCR in gas mode

Maximum step-wise load increases according to figure

Steady-state frequency band 1.5 %

Maximum speed drop 10 %

Recovery time 10 s

Time between load steps 30 s

Maximum step-wise load reductions: 100-75-45-0%

Diesel mode Maximum step-wise load increase 33% of MCR

Steady-state frequency band 1.0 %

Maximum speed drop 10 %

Recovery time 5 s

Time between load steps 10 s

Start-upA stand-by generator reaches nominal speed in 50-70 seconds after the start signal (check of pilot fuel in-jection is always performed during a normal start).With black-out start active nominal speed is reached in about 25 s (pilot fuel injection disabled).The engine can be started with gas mode selected. It will then start using gas fuel as soon as the pilotcheck is completed and the gas supply system is ready.Start and stop on heavy fuel is not restricted.



2.3 Operation at low load and idlingAbsolute idling (declutched main engine, disconnected generator):

Maximum 10 minutes if the engine is to be stopped after the idling. 3-5 minutes idling before stop isrecommended.

Maximum 2 hours on HFO if the engine is to be loaded after the idling.

Maximum 8 hours on MDF or gas if the engine is to be loaded after the idling.

Operation below 20 % load on HFO or below 10 % load on MDF or gas:

Maximum 100 hours continuous operation. At intervals of 100 operating hours the engine must beloaded to min. 70% of the rated output for 1 hour.

If operated longer than 30h in liquid fuel mode, the engine must be loaded to minimum 70% of ratedoutput for 1 hour before transfer to gas.

Before operating below 10% in gas mode the engine must run above 10% load for at least 10 minutes.It is however acceptable to change to gas mode directly after the engine has started, provided thatthe charge air temperature is above 55C.

Operation above 20 % load on HFO or above 10 % load on MDF or gas:

No restrictions.

2.4 Low air temperatureThe minimum inlet air temperature of 5C applies, when the inlet air is taken from the engine room.Engines can run in colder conditions at high loads (suction air lower than 5C) provided that special provisionsare considered to prevent too low HT-water temperature and T/C surge.For start, idling and low load operations (Ch 2.3), suction air temperature shall be maintained at 5C.If necessary, the preheating arrangement can be designed to heat the running engine (capacity to bechecked).For further guidelines, see chapter Combustion air system design.



3. Technical Data3.1 Introduction

This chapter contains technical data of the engine (heat balance, flows, pressures etc.) for design of ancillarysystems. Further design criteria for external equipment and system layouts are presented in the respectivechapter.Separate data is given for engines driving propellers ME and engines driving generators DE.

3.1.1 Engine driven pumpsThe basic fuel consumption given in the technical data tables are with engine driven lubricating oil andcooling water pumps. The decrease in fuel consumption, without engine driven pumps, in g/kWh is givenin the table below:

Engine load [%]Decrease in fuel consumption5075100432g/kWhLubricating oil pump

21.61g/kWhHT- and LT-water pump

For calculation of gas consumption adjusted without engine driven pumps; use values in the table belowcalculated using above table and with Methane (CH4) as reference fuel gas, with lower calorific value of 50MJ/kg.

Engine load [%]Decrease in gas consumption5075100

200150100kJ/kWhLubricating oil pump

1008050kJ/kWhHT- and LT-water pump


Product Guide3. Technical Data

3.2 Wrtsil 6L50DFME

IMO Tier 2DE

IMO Tier 2DE

IMO Tier 2Wrtsil 6L50DFDieselmodeGas modeDieselmodeGas modeDieselmodeGas mode

975975950kWCylinder output514514500rpmEngine speed

585058505700kWEngine output

2.02.02.0MPaMean effective pressure

Combustion air system (Note 1)

11.09.211.39.211.39.2kg/sFlow at 100% load

454545CTemperature at turbocharger intake, max.

504550455045CTemperature after air cooler, nom. (TE 601)

Exhaust gas system

11.39.411.69.411.69.4kg/sFlow at 100% load

8.47.29.07.19.07.1kg/sFlow at 75% load

6.15.36.35.46.35.4kg/sFlow at 50% load

350369343373343373CTemperature after turbocharger at 100% load (TE 517)



444kPaBackpressure, max.

849786856789856789mmCalculated exhaust diameter for 35 m/s

Heat balance at 100% load (Note 2)

108064010406601040660kWJacket water, HT-circuit

124086012608401260840kWCharge air, HT-circuit

610500630500630500kWCharge air, LT-circuit

820470780470780470kWLubricating oil, LT-circuit

230210180160180160kWRadiation

Fuel consumption (Note 3)

-7300-7300-7300kJ/kWhTotal energy consumption at 100% load



-7258-7258-7258kJ/kWhFuel gas consumption at 100% load



1901.01891.01891.0g/kWhFuel oil consumption at 100% load


2002.32042.42042.4g/kWhFuel oil consumption 50% load

Fuel gas system (Note 4)

-472-472-472kPa (a)Gas pressure at engine inlet, min (PT901)

-592-592-592kPa (a)Gas pressure to Gas Valve unit, min

-0...60-0...60-0...60CGas temperature before Gas Valve Unit

Fuel oil system

800508005080050kPaPressure before injection pumps (PT 101)

6.36.26.1m3/hFuel oil flow to engine, approx

16...24-16...24-16...24-cStHFO viscosity before the engine

140-140-140-CMax. HFO temperature before engine (TE 101)

2.02.02.0cStMDF viscosity, min.

454545CMax. MDF temperature before engine (TE 101)

4.7-4.5-4.5-kg/hLeak fuel quantity (HFO), clean fuel at 100% load

23.311.722.612.022.612.0kg/hLeak fuel quantity (MDF), clean fuel at 100% load

2...112...112...11cStPilot fuel (MDF) viscosity before the engine

400...800400...800400...800kPaPilot fuel pressure at engine inlet (PT 112)

150150150kPaPilot fuel pressure drop after engine, max

276276276kg/hPilot fuel return flow at 100% load

Lubricating oil system (Note 5)

400400400kPaPressure before bearings, nom. (PT 201)

800800800kPaPressure after pump, max.

404040kPaSuction ability, including pipe loss, max.

808080kPaPriming pressure, nom. (PT 201)

636363CTemperature before bearings, nom. (TE 201)

787878CTemperature after engine, approx.

157153149m3/hPump capacity (main), engine driven



MEIMO Tier 2

DEIMO Tier 2

DEIMO Tier 2Wrtsil 6L50DF

DieselmodeGas modeDieselmodeGas modeDieselmodeGas mode975975950kWCylinder output514514500rpmEngine speed140140140m3/hPump capacity (main), electrically driven

120120120m3/hOil flow through engine

34.0 / 34.034.0 / 34.034.0 / 34.0m3/hPriming pump capacity (50/60Hz)

888m3Oil volume in separate system oil tank

0.50.50.5g/kWhOil consumption at 100% load, approx.

130013001300l/minCrankcase ventilation flow rate at full load

14.614.614.6m3Crankcase volume

500500500PaCrankcase ventilation backpressure, max.

8.5...9.58.5...9.58.5...9.5lOil volume in turning device

1.41.41.4lOil volume in speed governor

HT cooling water system

250 + static250 + static250 + statickPaPressure at engine, after pump, nom. (PT 401)

480480480kPaPressure at engine, after pump, max. (PT 401)

747474CTemperature before cylinders, approx. (TE 401)

919191CTemperature after charge air cooler, nom.

135135135m3/hCapacity of engine driven pump, nom.

505050kPaPressure drop over engine, total

150150150kPaPressure drop in external system, max.

70...15070...15070...150kPaPressure from expansion tank

0.950.950.95m3Water volume in engine

LT cooling water system

250+ static250+ static250+ statickPaPressure at engine, after pump, nom. (PT 471)


383838CTemperature before engine, max. (TE 471)

252525CTemperature before engine, min. (TE 471)


303030kPaPressure drop over charge air cooler



Starting air system (Note 6)

300030003000kPaPressure, nom. (PT 301)

100010001000kPaPressure at engine during start, min. (20 C)

300030003000kPaPressure, max. (PT 301)

180018001800kPaLow pressure limit in starting air vessel

3.63.63.6Nm3Consumption per start at 20 C (successful start)

4.34.34.3Nm3Consumption per start at 20 C (with slowturn)

Notes:

At Gas LHV 49620kJ/kgNote 1

At 100% output and nominal speed. The figures are valid for ambient conditions according to ISO 15550, except for LT-water temperature, which is 35C in gasoperation and 45C in back-up fuel operation. And with engine driven water, lube oil and pilot fuel pumps.

Note 2

According to ISO 15550, lower calorific value 42700 kJ/kg, with engine driven pumps (two cooling water + one lubricating oil pumps). Tolerance 5%. Gas Lowerheating value >28 MJ/m3N and Methane Number High (>80). The fuel consumption BSEC and SFOC are guaranteed at 100% load and the values at other loadsare given for indication only.

Note 3

Fuel gas pressure given at LHV 36MJ/mN. Required fuel gas pressure depends on fuel gas LHV and need to be increased for lower LHV's. Pressure drop inexternal fuel gas system to be considered. See chapter Fuel system for further information.

Note 4

Lubricating oil treatment losses and oil changes are not included in oil consumption. The lubricating oil volume of the governor is depending of the governor type.Note 5

At manual starting the consumption may be 2...3 times lower.Note 6

ME = Engine driving propeller, variable speed

DE = Diesel-Electric engine driving generator

Subject to revision without notice.



3.3 Wrtsil 8L50DFME

IMO Tier 2DE

IMO Tier 2DE






14.612.215.012.215.012.2kg/sFlow at 100% load



Exhaust gas system

15.012.515.412.515.412.5kg/sFlow at 100% load

11.29.611.99.511.99.5kg/sFlow at 75% load

8.17.18.47.28.47.2kg/sFlow at 50% load











307280240213240213kWRadiation















Fuel oil system























MEIMO Tier 2

DEIMO Tier 2






































Notes:



Note 2


Note 3


Note 4








3.4 Wrtsil 9L50DFME

IMO Tier 2DE

IMO Tier 2DE






16.413.716.913.716.913.7kg/sFlow at 100% load



Exhaust gas system

16.914.117.414.117.414.1kg/sFlow at 100% load

12.610.813.410.613.410.6kg/sFlow at 75% load

9.18.09.58.19.58.1kg/sFlow at 50% load











345315270240270240kWRadiation















Fuel oil system























MEIMO Tier 2

DEIMO Tier 2






































Notes:



Note 2


Note 3


Note 4








3.5 Wrtsil 12V50DFME

IMO Tier 2DE

IMO Tier 2DE

IMO Tier 2Wrtsil 12V50DFDieselmodeGas modeDieselmodeGas modeDieselmodeGas mode





21.918.322.518.322.518.3kg/sFlow at 100% load



Exhaust gas system

22.518.823.118.823.118.8kg/sFlow at 100% load

16.814.417.914.217.914.2kg/sFlow at 75% load

12.210.612.710.812.710.8kg/sFlow at 50% load











460420360320360320kWRadiation















Fuel oil system























MEIMO Tier 2

DEIMO Tier 2

DEIMO Tier 2Wrtsil 12V50DF





































Notes:



Note 2


Note 3


Note 4








3.6 Wrtsil 16V50DFME

IMO Tier 2DE

IMO Tier 2DE

IMO Tier 2Wrtsil 16V50DFDieselmodeGas modeDieselmodeGas modeDieselmodeGas mode





29.124.430.024.430.124.5kg/sFlow at 100% load



Exhaust gas system

30.025.130.925.130.925.1kg/sFlow at 100% load

22.319.223.918.923.918.9kg/sFlow at 75% load

16.214.116.914.416.914.4kg/sFlow at 50% load











613560480427480427kWRadiation















Fuel oil system























MEIMO Tier 2

DEIMO Tier 2






































Notes:



Note 2


Note 3


Note 4








3.7 Wrtsil 18V50DFDE

IMO Tier 2DE

IMO Tier 2Wrtsil 18V50DFDieselmodeGas modeDieselmodeGas mode



2.02.0MPaMean effective pressure


33.727.533.827.5kg/sFlow at 100% load



Exhaust gas system

34.728.234.728.2kg/sFlow at 100% load

26.921.326.921.3kg/sFlow at 75% load

19.016.219.016.2kg/sFlow at 50% load











540480540480kWRadiation


-7300-7300kJ/kWhTotal energy consumption at 100% load



-7258-7258kJ/kWhFuel gas consumption at 100% load



1891.01891.0g/kWhFuel oil consumption at 100% load

1921.51921.5g/kWhFuel oil consumption at 75% load

2042.42042.4g/kWhFuel oil consumption 50% load


-472-472kPa (a)Gas pressure at engine inlet, min (PT901)

-592-592kPa (a)Gas pressure to Gas Valve unit, min

-0...60-0...60CGas temperature before Gas Valve Unit

Fuel oil system


18.718.2m3/hFuel oil flow to engine, approx

16...24-16...24-cStHFO viscosity before the engine

140-140-CMax. HFO temperature before engine (TE 101)

2.02.0cStMDF viscosity, min.


13.6-13.6-kg/hLeak fuel quantity (HFO), clean fuel at 100% load

68.036.168.036.1kg/hLeak fuel quantity (MDF), clean fuel at 100% load

2...112...11cStPilot fuel (MDF) viscosity before the engine

400...800400...800kPaPilot fuel pressure at engine inlet (PT 112)













DEIMO Tier 2


DieselmodeGas modeDieselmodeGas mode975950kWCylinder output514500rpmEngine speed335335m3/hPump capacity (main), electrically driven


100.0 / 100.0100.0 / 100.0m3/hPriming pump capacity (50/60Hz)


0.50.5g/kWhOil consumption at 100% load, approx.


44.344.3m3Crankcase volume


68.0...70.068.0...70.0lOil volume in turning device

6.26.2lOil volume in speed governor


250 + static250 + statickPaPressure at engine, after pump, nom. (PT 401)







70...15070...150kPaPressure from expansion tank

2.62.6m3Water volume in engine


250+ static250+ statickPaPressure at engine, after pump, nom. (PT 471)







70...15070...150kPaPressure from expansion tank






9.09.0Nm3Consumption per start at 20 C (successful start)

10.810.8Nm3Consumption per start at 20 C (with slowturn)

Notes:



Note 2


Note 3


Note 4








4. Description of the Engine4.1 Definitions

Figure 4.1 In-line engine and V-engine definitions (1V93C0029 / 1V93C0028)

4.2 Main components and systemsMain dimensions and weights are presented in chapter Main Data and Outputs.

4.2.1 Engine BlockThe engine block, made of nodular cast iron, is cast in one piece for all cylinder numbers. It has a stiff anddurable design to absorb internal forces and enable the engine to be resiliently mounted without any inter-mediate foundations.The engine has an underslung crankshaft held in place by main bearing caps. The main bearing caps, madeof nodular cast iron, are fixed from below by two hydraulically tensioned screws. They are guided sidewaysby the engine block at the top as well as at the bottom. Hydraulically tightened horizontal side screws atthe lower guiding provide a very rigid crankshaft bearing.A hydraulic jack, supported in the oil sump, offers the possibility to lower and lift the main bearing caps,e.g. when inspecting the bearings. Lubricating oil is led to the bearings and piston through this jack. Acombined flywheel/thrust bearing is located at the driving end of the engine. The oil sump, a light weldeddesign, is mounted on the engine block from below and sealed by O-rings.The oil sump is of dry sump type and includes the main distributing pipe for lubricating oil. The dry sumpis drained at both ends to a separate system oil tank. For applications with restricted height a low sumpcan be specified for in-line engines, however without the hydraulic jacks.

4.2.2 CrankshaftThe crankshaft design is based on a reliability philosophy with very low bearing loads. High axial and tor-sional rigidity is achieved by a moderate bore to stroke ratio. The crankshaft satisfies the requirements ofall classification societies.The crankshaft is forged in one piece and mounted on the engine block in an under-slung way. In V-enginesthe connecting rods are arranged side-by-side on the same crank pin in order to obtain a high degree ofstandardization. The journals are of same size regardless of number of cylinders.The crankshaft is fully balanced to counteract bearing loads from eccentric masses by fitting counterweightsin every crank web. This results in an even and thick oil film for all bearings. If necessary, the crankshaft isprovided with a torsional vibration damper.


Product Guide4. Description of the Engine

The gear wheel for the camshaft drive is bolted on the flywheel end. Both the gear wheel for the pump driveand the torsional vibration damper are bolted on the free end if installed.

4.2.3 Connection rodThe connecting rod is made of forged alloy steel. It comprises a three-piece design, which gives a minimumdismantling height and enables the piston to be dismounted without opening the big end bearing. All con-necting rod studs are hydraulically tightened. Oil is led to the gudgeon pin bearing and piston through abore in the connecting rod. The gudgeon pin bearing is of tri-metal type.

4.2.4 Main bearings and big end bearingsThe main bearing consists of two replaceable precision type bearing shells, the upper and the lower shell.Both shells are peripherally slightly longer than the housing thus providing the shell fixation. The mainbearing located closest to the flywheel is an extra support to both the flywheel and the coupling. Four thrustbearing segments provide the axial guidance of the crankshaft.The main bearings and the big end bearings are of tri-metal design with steel back, lead-bronze lining anda soft and thick running layer.

4.2.5 Cylinder linerThe cylinder liner is centrifugally cast of a special grey cast iron alloy developed for good wear resistanceand high strength. It is designed with a high and rigid collar, making it resistant against deformations. Adistortion free liner bore in combination with excellent lubrication improves the running conditions for thepiston and piston rings, and reduces wear.The liner is of wet type, sealed against the engine block metallically at the upper part and by O-rings at thelower part. Accurate temperature control of the cylinder liner is achieved with optimally located longitudinalcooling bores. To eliminate the risk of bore polishing the liner is equipped with an anti-polishing ring.

4.2.6 PistonThe piston is of composite design with nodular cast iron skirt and steel crown. The piston skirt is pressurelubricated, which ensures a well-controlled oil flow to the cylinder liner during all operating conditions. Oilis fed through the connecting rod to the cooling spaces of the piston. The piston cooling operates accordingto the cocktail shaker principle. The piston ring grooves in the piston top are hardened for better wear res-istance.

4.2.7 Piston ringsThe piston ring set consists of two directional compression rings and one spring-loaded conformable oilscraper ring. All rings are chromium-plated and located in the piston crown.

4.2.8 Cylinder headThe cylinder head is made of grey cast iron, the main design criteria being high reliability and easy mainten-ance. The mechanical load is absorbed by a strong intermediate deck, which together with the upper deckand the side walls form a box section in the four corners of which the hydraulically tightened cylinder headbolts are situated.The cylinder head features two inlet and two exhaust valves per cylinder. All valves are equipped with valverotators. No valve cages are used, which results in very good flow dynamics. The basic criterion for theexhaust valve design is correct temperature by carefully controlled water cooling of the exhaust valve seat.The thermally loaded flame plate is cooled efficiently by cooling water led from the periphery radially towardsthe centre of the head. The bridges between the valves cooling channels are drilled to provide the bestpossible heat transfer.

4.2.9 Camshaft and valve mechanismThere is one campiece for each cylinder with separate bearing pieces in between. The cam and bearingpieces are held together with flange connections. This solution allows removing of the camshaft piecessideways. The drop forged completely hardened camshaft pieces have fixed cams. The camshaft bearinghousings are integrated in the engine block casting and are thus completely closed. The bearings are installed



and removed by means of a hydraulic tool. The camshaft covers, one for each cylinder, seal against theengine block with a closed O-ring profile. The valve mechanism guide block is integrated into the cylinderblock. The valve tappets are of piston type with self-adjustment of roller against cam to give an even distri-bution of the contact pressure. Double valve springs make the valve mechanism dynamically stable.

4.2.10 Camshaft driveThe camshafts are driven by the crankshaft through a gear train.The driving gear is fixed to the crankshaft by means of flange connection.

4.2.11 Fuel systemThe Wrtsil 50DF engine is designed for continuous operation on fuel gas (natural gas) or Marine DieselFuel (MDF). It is also possible to operate the engine on Heavy Fuel Oil (HFO). Dual fuel operation requiresexternal gas feed system and fuel oil feed system. For more details about the fuel system see chapter FuelSystem.

Fuel gas systemThe fuel gas system on the engine comprises the following built-on equipment:

Low-pressure fuel gas common rail pipe

Gas admission valve for each cylinder

Safety filters at each gas admission valve

Common rail pipe venting valve

Double wall gas piping

The gas common rail pipe delivers fuel gas to each admission valve. The common rail pipe is a fully weldeddouble wall pipe, with a large diameter, also acting as a pressure accumulator. Feed pipes distribute thefuel gas from the common rail pipe to the gas admission valves located at each cylinder.The gas admission valves (one per cylinder) are electronically controlled and actuated to feed each individualcylinder with the correct amount of gas. The gas admission valves are controlled by the engine controlsystem to regulate engine speed and power. The valves are located on the cylinder head (for V-engines)or on the intake duct of the cylinder head (for in-line engines). The gas admission valve is a direct actuatedsolenoid valve. The valve is closed by a spring (positive sealing) when there is no electrical signal. With theengine control system it is possible to adjust the amount of gas fed to each individual cylinder for loadbalancing of the engine, while the engine is running. The gas admission valves also include safety filters(90 m).The venting valve of the gas common rail pipe is used to release the gas from the common rail pipe whenthe engine is transferred from gas operating mode to diesel operating mode. The valve is pneumaticallyactuated and controlled by the engine control system.The fuel gas fine filter is a full flow unit preventing impurities from entering the fuel gas system. The finenessof the filter is 5 m absolute mesh size (0.5 m at 98.5% separation). The filter is located in the externalsystem if double wall gas piping is used.

Main fuel oil injectionThe main fuel oil injection system is in use when the engine is operating in diesel mode. When the engineis operating in gas mode, fuel flows through the main fuel oil injection system at all times enabling an instanttransfer to diesel mode.The engine internal main fuel oil injection system comprises the following main equipment for each cylinder:

Fuel injection pump

High pressure pipe

Twin fuel injection valve (for main and pilot injection)

The fuel injection pump design is of the mono-element type designed for injection pressures up to 150MPa. The injection pumps have built-in roller tappets, and are also equipped with pneumatic stop cylinders,which are connected to overspeed protection system.



The high-pressure injection pipe runs between the injection pump and the injection valve. The pipe is ofdouble wall shielded type and well protected inside the engine hot box.The twin injection valve is a combined main fuel oil injection and pilot fuel oil injection valve, which is centrallylocated in the cylinder head. The main diesel injection part of the valve uses traditional spring loaded needledesign.The hotbox encloses all main fuel injection equipment and system piping, providing maximum reliabilityand safety. The high pressure side of the main injection system is thus completely separated from the exhaustgas side and the engine lubricating oil spaces. Any leakage in the hot box is collected to prevent fuel frommixing with lubricating oil. For the same reason the injection pumps are also completely sealed off fromthe camshaft compartment.

Pilot fuel injectionThe pilot fuel injection system is used to ignite the air-gas mixture in the cylinder when operating the enginein gas mode. The pilot fuel injection system uses the same external fuel feed system as the main fuel oilinjection system.The pilot fuel system comprises the following built-on equipment:

Pilot fuel oil filter

Common rail high pressure pump

Common rail piping

Twin fuel oil injection valve for each cylinder

The pilot fuel filter is a full flow duplex unit preventing impurities entering the pilot fuel system. The finenessof the filter is 10 m.The high pressure pilot fuel pump is of engine-driven type in case of diesel-electric engines driving gener-ators and electrically driven type in case of variable speed engines driving propellers. The pilot fuel pumpis mounted in the free end of the engine. The delivered fuel pressure is controlled by the engine controlsystem and is approximately 100 MPa.Pressurized pilot fuel is delivered from the pump unit into a small diameter common rail pipe. The commonrail pipe delivers pilot fuel to each injection valve and acts as a pressure accumulator against pressurepulses. The high pressure piping is of double wall shielded type and well protected inside the hot box. Thefeed pipes distribute the pilot fuel from the common rail to the injection valves.The pilot diesel injection part of the twin fuel oil injection valve has a needle actuated by a solenoid, whichis controlled by the engine control system. The pilot diesel fuel is admitted through a high pressure connectionscrewed in the nozzle holder. When the engine runs in diesel mode the pilot fuel injection is also in operationto keep the needle clean.

4.2.12 Exhaust pipesThe exhaust manifold pipes are made of special heat resistant nodular cast iron alloy.The connections to the cylinder head are of the clamp ring type.The complete exhaust gas system is enclosed in an insulating box consisting of easily removable panelsfitted to a resiliently mounted frame. Mineral wool is used as insulating material.

4.2.13 Lubricating systemThe engine internal lubricating oil system consists mainly of engine-driven pump with pressure regulatingvalve, main distribution pipe, running-in filters, and by-pass centrifugal filter. Other equipment are external.The lubricating oil system is handled in more detail later in the chapter Lubricating oil system.

4.2.14 Cooling systemThe cooling water system is divided into low temperature (LT) and high temperature (HT) circuits. The engineinternal cooling system consists of engine-driven LT and HT pumps, cylinder head and liner cooling circuits,and LT and HT charge air coolers. All other equipment are external. The cooling water

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