Wartsila 50DF PG

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WÄRTSILÄ 50DF

PRODUCT GUIDE

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Introduction

This 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. Any data and information herein is subject to revision without notice. This 2/2010 issue replaces all previous issues of the Wärtsilä 50DF Project Guides.

Updates Published

Issue

Chapters Technical data, Product Guide Attachments (InfoBoard version) have been updated and other minor updates throughout the product guide

14.06.2010 2/2010

IMO Tier 2 engines added, mechanical propulsion added and numerous updates throughout the product guide

21.05.2010 1/2010

Chapter Compressed air system updated 28.06.2007

4/2007

Wärtsilä, Ship Power Technology

Vaasa, June 2010

THIS PUBLICATION IS DESIGNED TO PROVIDE AS ACCURATE AND AUTHORITATIVE INFORMATION REGARDING THE SUBJECTS COVERED AS WAS AVAILABLE AT THE TIME OF WRITING. HOWEVER, THE PUBLICATION DEALS WITH COMPLICATED TECHNICAL MATTERS AND THE DESIGN OF 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 OMISSIONS IN THIS PUBLICATION OR FOR DISCREPANCIES ARISING FROM THE FEATURES OF ANY ACTUAL ITEM IN THE RESPECTIVE PRODUCT BEING DIFFERENT 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 INFORMATION CONTAINED THEREIN.

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1. Main Data and Outputs

The Wärtsilä 50DF is a 4-stroke, non-reversible, turbocharged and inter-cooled dual fuel engine with direct injection of liquid fuel and indirect injection of gas fuel. The engine can be operated in gas mode or in diesel mode. 500 mm Cylinder bore ... 580 mm Stroke ... 113.9 l/cyl Piston displacement ...

2 inlet valves and 2 exhaust valves Number of valves ...

6, 8 and 9 in-line; 12, 16 and 18 in V-form Cylinder configuration ... 45° V-angle ... clockwise Direction of rotation ... 500, 514 rpm Speed ... 9.7, 9.9 m/s Mean piston speed ...

1.1 Maximum continuous output

Table 1.1 Rating table for Wärtsilä 50DF

IMO Tier 2 Cylinder configuration 500 rpm 514 rpm BHP kW BHP kW 7950 5850 7750 5700 W 6L50DF 10600 7800 10340 7600 W 8L50DF 11930 8775 11630 8550 W 9L50DF 15910 11700 15500 11400 W 12V50DF 21210 15600 20670 15200 W 16V50DF 23860 17550 23260 17100 W 18V50DF

Nominal speed 514 rpm is recommended for mechanical propulsion engines.

The mean effective pressure P_ecan be calculated using the following formula:

where:

mean effective pressure [bar] P_e=

output per cylinder [kW] P =

engine speed [r/min] n =

cylinder diameter [mm] D =

length of piston stroke [mm] L =

operating cycle (4) c =

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1.2 Derating of output in gas mode

1.2.1 Derating due to methane number

Figure 1.1Derating factor due to methane number

Notes:

The dew point shall be calculated for the specific site conditions. The minimum charge air temperature shall be above the dew point, otherwise condensation will occur in the charge air cooler.

Compensating a low methane number gas by lowering the receiver temperature below 45°C is not allowed. Compensating a higher charge air temperature than 45°C by a high methane number gas is not allowed.

The charge air temperature is approximately 5°C higher than the charge air coolant temperature at rated load. The engine can be optimized for a lower methane number

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1.2.2 Derating due to gas feed pressure and lower heating value

Figure 1.2Derating due to gas feed pressure / LHV

Notes:

No compensation (uprating) of the engine output is al-lowed, neither for gas feed pressure higher than required in the graph above nor lower heating value above 36 MJ/m3

N. The above given values for gas feed pressure (absolute

pressure) are at engine inlet (before the gas filter, which are mounted on the engine). The pressure drop over the gas valve unit (GVU) is approx. 50 kPa.

Values given in m3

Nare at 0°C and 101.3 kPa.

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1.3 Reference conditions

The output is available within a range of ambient conditions and coolant temperatures specified in the chapter 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 be

reduced.

The specific fuel consumption is stated in the chapter Technical Data. The statement applies to engines operating in ambient conditions according to ISO 3046-1:2002 (E).

100 kPa total barometric pressure

25°C air temperature

30% relative humidity

25°C charge 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 position

Max. inclination angles at which the engine will operate satisfactorily.

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

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

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

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1.5 Dimensions and weights

Figure 1.3In-line engines (DAAE000316d)

HE2 HE1 LE5* LE5 LE4 LE3* LE3 LE2 LE1* LE1 TC Engine 4000 3580 160 555 460 1295 1295 6170 8310 8205 NA357 W 6L50DF 4000 3475 230 555 460 1295 1295 6170 8310 8120 TPL71 4000 3920 -700 460 -1775 7810 -10270 TPL76 W 8L50DF 4000 3920 -700 460 -1775 8630 -11140 TPL76 W 9L50DF Weight WE6 WE5 WE3 WE2 WE1 HE6 HE5 HE4 HE3 TC Engine 96 395 1895 1445 1940 3270 925 2655 650 1455 NA357 W 6L50DF 96 420 1895 1445 1940 3270 790 2685 650 1455 TPL71 128 340 2100 1445 1940 3505 1100 2820 650 1455 TPL76 W 8L50DF 148 340 2100 1445 1940 3505 1100 2820 650 1455 TPL76 W 9L50DF * TC in driving end

All dimensions in mm. Weights are dry engines, in metric tons, of rigidly mounted engines without flywheel.

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Figure 1.4V-engines (DAAE000413c) HE4 HE3 HE2 HE1 LE5* LE5 LE4 LE3* LE3 LE2 LE1* LE1 TC Engine 800 1500 3600 4055 500 500 460 1840 1840 7850 10540 10410 NA357 W 12V50DF 800 1500 3600 4240 435 435 460 1840 1840 7850 10540 10425 TPL71 800 1500 3600 4400 680 680 460 2300 2300 10050 13200 13830 TPL76 W 16V50DF 800 1500 3600 4400 -680 460 -2300 11150 -14180 TPL76 W 18V50DF Weight WE6 WE5 WE4** WE4 WE3 WE2 WE1Δ WE1 HE6 HE5 TC Engine 175 765 2220 1300 1495 1800 2290 4520 3810 925 3080 NA357 W 12V50DF 175 770 2220 1300 1495 1800 2290 4525 4055 1140 3100 TPL71 224 930 2220 1300 1495 1800 2290 5325 4730 1100 3300 TPL76 W 16V50DF 244 930 2220 1300 1495 1800 2290 5325 4730 1100 3300 TPL76 W 18V50DF * TC in driving end

** With monospex (exhaust manifold) Δ With air suction branches

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

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

Genset weight [ton] D C B A Engine 138 1090 2235 4940 12940 W 6L50DF 171 1020 2825 5060 15060 W 8L50DF 185 1020 2825 5060 15910 W 9L50DF 239 1365 2593 5253 15475 W 12V50DF 288 1590 2050 4690 17540 W 16V50DF 315 1590 2050 4690 18500 W 18V50DF

Values are indicative only and are based on Wärtsilä 50DF engine with built-on pumps and turbocharger at free end of the engine.

Generator make and type will effect width, length, height and weight. [All dimensions are in mm]

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2. Operating ranges

2.1 Engine operating range

Below nominal speed the load must be limited according to the diagrams in this chapter in order to maintain engine operating parameters within acceptable limits. Operation in the shaded area is permitted only tem-porarily during transients. Minimum speed and speed range for clutch engagement are indicated in the diagrams, but project specific limitations may apply.

2.1.1 Controllable pitch propellers

An automatic load control system is required to protect the engine from overload. The load control reduces the 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 shaft power and actual engine speed. The shaft power meter is Wärtsilä supply.

The propulsion control must also include automatic limitation of the load increase rate. Maximum loading rates can be found later in this chapter.

The propeller efficiency is highest at design pitch. It is common practice to dimension the propeller so that the specified ship speed is attained with design pitch, nominal engine speed and 85% output in the specified loading 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 engine margin can be applied for most economical operation of the engine, or to have reserve power.

Figure 2.1Operating 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 with same percentage at all revolution speeds.

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2.2 Electric power generation

When specifying machinery for electric power generation in marine applications, an engine margin of about 10% should be applied, i.e. the power demand should not during normal operation exceed 90% of the maximum continuous rating (MCR). Expected variations in gas fuel quality should be taken into account, when determining the margin. The maximum output of dual fuel engines for electric power generation is 100% of the MCR in gas mode and 110% of the MCR on diesel mode. Overload is permitted only in emergency situations.

2.3 Loading capacity

Controlled load increase is essential for highly supercharged engines, because the turbocharger needs time 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 mode require precise control of the air/fuel ratio, which makes controlled load increase absolutely decisive for proper operation on gas fuel.

If the control system has only one load increase ramp, or no knee point at 85% load, then the ramp for a preheated engine must be used. The HT-water temperature in a preheated engine must be at least 60ºC, preferably 70ºC, and the lubricating oil temperature must be at least 40ºC.

Emergency loading may only be possible by activating an emergency function, which generates visual and audible alarms in the control room and on the bridge.

The load should always be applied gradually in normal operation. Acceptable load increments are smaller in 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. In the case of electric power generation, the classification society shall be contacted 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 mode and 100% in gas mode. Transfer to diesel mode takes place automatically in case of overload. Expected variations in gas fuel quality and load level should be taken into account to ensure that gas operation can be maintained at normal load.

2.3.1 Mechanical propulsion, controllable pitch propeller (CPP)

Figure 2.2Maximum load increase rates for variable speed engines

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

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2.3.2 Electric propulsion

Figure 2.3Maximum load increase rates for engines operating at nominal speed

The propulsion control and the power management system must not permit faster load reduction than 20 s from 100% to 0% without automatic transfer to diesel first.

Maximum instant load steps

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

Gas mode

Figure 2.4Maximum 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 %

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• 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-up time

In diesel mode the generator reaches nominal speed in about 25 seconds after the start signal. Starting in gas mode takes about one minute.

2.4 Low air temperature

In cold conditions the following minimum inlet air temperatures apply:

• Starting + 5ºC

• Idling - 5ºC

• High load - 10ºC

The two-stage charge air cooler is useful for heating of the charge air during prolonged low load operation in cold conditions. Sustained operation between 0 and 40% load can however require special provisions in cold conditions to prevent too low HT-water temperature. If necessary, the preheating arrangement can be designed to heat the running engine (capacity to be checked).

For further guidelines, see chapter Combustion air system design.

2.5 Operation at low load and idling

2.5.1 Gas mode operation

Operation in gas mode below 10% load is restricted to 5 minutes due to the risk of incomplete combustion. The engine automatically transfers into diesel mode (MDF) if the load remains below 10% of the rated output for more than 5 minutes. Operation in gas mode at above 10% load is not restricted.

2.5.2 Diesel mode operation

The engine can be started, stopped and operated on heavy fuel under all operating conditions. Continuous operation on heavy fuel is preferred rather than changing over to diesel fuel at low load operation and manoeuvring.

Absolute idling (disconnected generator)

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

recommended.

• Maximum 6 hours if the engine is to be loaded after the idling.

Operation below 20 % load

• Maximum 100 hours continuous operation. At intervals of 100 operating hours the engine must be

loaded to minimum 70 % of the rated output.

Operation above 20 % load

• No restrictions.

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3. Technical Data

3.1 Introduction

This chapter contains technical data of the engine (heat balance, flows, pressures etc.) for design of ancillary systems. Further design criteria for external equipment and system layouts are presented in the respective chapter.

Separate data is given for engines driving propellers “ME” and engines driving generators “DE”.

3.1.1 Engine driven pumps

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

Engine load [%] Decrease in fuel consumption

50 75 100 4 3 2 g/kWh

Lubricating oil pump

2 1.6

1 g/kWh

HT- and LT-water pump

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

Engine load [%] Decrease in gas consumption

50 75 100 200 150 100 kJ/kWh

Lubricating oil pump

100 80

50 kJ/kWh

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3.2 Wärtsilä 6L50DF

ME IMO Tier 2 DE IMO Tier 2 DE IMO Tier 2 Wärtsilä 6L50DF Diesel mode Gas mode Diesel mode Gas mode Diesel mode Gas mode 975 975 950 kW Cylinder output 514 514 500 rpm Engine speed 5850 5850 5700 kW Engine output 2.0 2.0 2.0 MPa

Mean effective pressure

Combustion air system (Note 1)

11.0 9.2 11.3 9.2 11.3 9.2 kg/s Flow at 100% load 45 45 45 °C

Temperature at turbocharger intake, max.

50 45 50 45 50 45 °C Temperature after air cooler, nom. (TE 601)

Exhaust gas system

11.3 9.4 11.6 9.4 11.6 9.4 kg/s Flow at 100% load 8.4 7.2 9.0 7.1 9.0 7.1 kg/s Flow at 75% load 6.1 5.3 6.3 5.4 6.3 5.4 kg/s Flow at 50% load 350 369 343 373 343 373 °C Temperature after turbocharger at 100% load (TE 517)

380 388 351 424 351 424 °C Temperature after turbocharger at 75% load (TE 517)

4 4 4 kPa (bar) Backpressure, max. 849 786 856 789 856 789 mm Calculated exhaust diameter for 35 m/s

Heat balance at 100% load (Note 2)

1080 640 1040 660 1040 660 kW Jacket water, HT-circuit

1240 860 1260 840 1260 840 kW Charge air, HT-circuit

610 500 630 500 630 500 kW Charge air, LT-circuit

820 470 780 470 780 470 kW Lubricating oil, LT-circuit

230 210 180 160 180 160 kW Radiation

Fuel consumption (Note 3)

-7300 -7300 -7300 kJ/kWh Total energy consumption at 100% load

-7258 -7258 -7258 kJ/kWh Fuel gas consumption at 100% load

190 1.0 189 1.0 189 1.0 g/kWh Fuel oil consumption at 100% load

200 2.3 204 2.4 204 2.4 g/kWh Fuel oil consumption 50% load

Fuel gas system (Note 4)

-475 -475 -475 kPa Gas pressure at engine inlet, min (PT901)

-525 -525 -525 kPa Gas pressure to Gas Valve unit, min

-0...60 -0...60 -0...60 °C

Gas temperature before Gas Valve Unit

Fuel oil system

800±50 800±50

800±50 kPa

Pressure before injection pumps (PT 101)

6.3 6.2

6.1 m3/h

Fuel oil flow to engine, approx

16...24 -16...24 -16...24 -cSt HFO viscosity before the engine

2.8 2.8 2.8 cSt MDF viscosity, min. 140 -140 -140 -°C Max. HFO temperature before engine (TE 101)

4.7 -4.6 -4.6 -kg/h Leak fuel quantity (HFO), clean fuel at 100% load

23.3 11.7 23.2 11.6 23.2 11.6 kg/h Leak fuel quantity (MDF), clean fuel at 100% load

2...11 2...11

2...11 cSt

Pilot fuel (MDF) viscosity before the engine

400...800 400...800

400...800 kPa

Pilot fuel pressure at engine inlet (PT 112)

100±20 100±20

100±20 kPa

Pilot fuel outlet pressure, max

276 276

276 kg/h

Pilot fuel return flow at 100% load

Lubricating oil system (Note 5)

400 400

400 kPa

Pressure before bearings, nom. (PT 201)

800 800

800 kPa

Pressure after pump, max.

40 40

40 kPa

Suction ability, including pipe loss, max.

80 80

80 kPa

Priming pressure, nom. (PT 201)

63 63

63 °C

Temperature before bearings, nom. (TE 201)

78 78

78 °C

Temperature after engine, approx.

153 153

149 m3_/h

Pump capacity (main), engine driven

140 140

140 m3/h

Pump capacity (main), electrically driven

34.0 / 34.0 34.0 / 34.0

34.0 / 34.0 m3/h

Priming pump capacity (50/60Hz)

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ME IMO Tier 2 DE IMO Tier 2 DE IMO Tier 2 Wärtsilä 6L50DF Diesel mode Gas mode Diesel mode Gas mode Diesel mode Gas mode 975 975 950 kW Cylinder output 514 514 500 rpm Engine speed 8 8 8 m3

Oil volume in separate system oil tank

0.5 0.5

0.5 g/kWh

Oil consumption at 100% load, approx.

1300 1300

1300 l/min

Crankcase ventilation flow rate at full load

500 500

500 Pa

Crankcase ventilation backpressure, max.

8.5...9.5 8.5...9.5

8.5...9.5 l

Oil volume in turning device

1.4 1.4

1.4 l

Oil volume in speed governor

HT cooling water system

250 + static 250 + static

250 + static kPa

Pressure at engine, after pump, nom. (PT 401)

480 480

480 kPa

Pressure at engine, after pump, max. (PT 401)

74 74

74 °C

Temperature before cylinders, approx. (TE 401)

91 91

91 °C

Temperature after charge air cooler, nom.

135 135

135 m3_/h

Capacity of engine driven pump, nom.

50 50

50 kPa

Pressure drop over engine, total

150 150

150 kPa

Pressure drop in external system, max.

70...150 70...150

70...150 kPa

Pressure from expansion tank

0.95 0.95

0.95 m3

Water volume in engine

LT cooling water system

250+ static 250+ static

250+ static kPa

440 440

440 kPa

38 38

38 °C

Temperature before engine, max. (TE 471)

25 25

25 °C

Temperature before engine, min. (TE 471)

135 135

135 m3/h

30 30

30 kPa

Pressure drop over charge air cooler

200 200

200 kPa

70...150 70...150

70...150 kPa

Starting air system

3000 3000 3000 kPa Pressure, nom. (PT 301) 1000 1000 1000 kPa

Pressure at engine during start, min. (20 °C)

3000 3000 3000 kPa Pressure, max. (PT 301) 1800 1800 1800 kPa

Low pressure limit in starting air vessel

3.6 3.6

3.6 Nm3

Consumption per start at 20 °C (successful start)

4.3 4.3

4.3 Nm3

Consumption per start at 20 °C (with slowturn)

Notes:

At Gas LHV 49620kJ/kg Note 1

At 100% output and nominal speed. The figures are valid for ambient conditions according to ISO 3046/1, except for LT-water temperature, which is 35ºC in gas operation and 45ºC in back-up fuel operation. And with engine driven water, lube oil and pilot fuel pumps.

Note 2

According to ISO 3046/1, lower calorific value 42700 kJ/kg, with engine driven pumps. Tolerance 5%. Gas Lower heating value >28 MJ/m3N and Methane Number High (>80). The fuel consumption BSEC and SFOC are guaranteed from 100% to 75% load and the values at other loads are given for indication only. Note 3

Fuel gas pressure given at LHV ≥ 36MJ/m³N. Required fuel gas pressure depends on fuel gas LHV and need to be increased for lower LHV's. Pressure drop in external 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

ME = Engine driving propeller, variable speed DE = Diesel-Electric engine driving generator Subject to revision without notice.

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3.3 Wärtsilä 8L50DF

14.6 12.2 15.0 12.2 15.0 12.2 kg/s Flow at 100% load 45 45 45 °C

307 280 240 213 240 213 kW Radiation

-0...60 -0...60 -0...60 °C

Fuel oil system

800±50 800±50

800±50 kPa

8.4 8.3

8.1 m3/h

2...11 2...11

2...11 cSt

400...800 400...800

400...800 kPa

100±20 100±20

100±20 kPa

284 284

284 kg/h

400 400

400 kPa

800 800

800 kPa

40 40

40 kPa

80 80

80 kPa

63 63

63 °C

78 78

78 °C

153 153

149 m3_/h

145 145

145 m3/h

45.0 / 45.0 45.0 / 45.0

45.0 / 45.0 m3/h

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0.5 0.5

0.5 g/kWh

1500 1500

1500 l/min

500 500

500 Pa

8.5...9.5 8.5...9.5

8.5...9.5 l

1.4 1.4

1.4 l

250 + static kPa

480 480

480 kPa

74 74

74 °C

91 91

91 °C

180 180

180 m3_/h

50 50

50 kPa

150 150

150 kPa

70...150 70...150

70...150 kPa

1.35 1.35

1.35 m3

250+ static kPa

440 440

440 kPa

38 38

38 °C

25 25

25 °C

180 180

180 m3/h

30 30

30 kPa

200 200

200 kPa

70...150 70...150

70...150 kPa

4.8 4.8

4.8 Nm3

5.8 5.8

5.8 Nm3

Notes:

Note 2

Note 4

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3.4 Wärtsilä 9L50DF

16.4 13.7 16.9 13.7 16.9 13.7 kg/s Flow at 100% load 45 45 45 °C

345 315 270 240 270 240 kW Radiation

-0...60 -0...60 -0...60 °C

Fuel oil system

800±50 800±50

800±50 kPa

9.4 9.3

9.1 m3/h

2...11 2...11

2...11 cSt

400...800 400...800

400...800 kPa

100±20 100±20

100±20 kPa

288 288

288 kg/h

400 400

400 kPa

800 800

800 kPa

40 40

40 kPa

80 80

80 kPa

63 63

63 °C

78 78

78 °C

162 162

157 m3_/h

160 160

160 m3/h

51.0 / 51.0 51.0 / 51.0

51.0 / 51.0 m3/h

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0.5 0.5

0.5 g/kWh

1900 1900

1900 l/min

500 500

500 Pa

68...70 68...70

68...70 l

1.4 1.4

1.4 l

250 + static kPa

480 480

480 kPa

74 74

74 °C

91 91

91 °C

200 200

200 m3_/h

50 50

50 kPa

150 150

150 kPa

70...150 70...150

70...150 kPa

1.5 1.5

1.5 m3

250+ static kPa

440 440

440 kPa

38 38

38 °C

25 25

25 °C

200 200

200 m3/h

30 30

30 kPa

200 200

200 kPa

70...150 70...150

70...150 kPa

5.4 5.4

5.4 Nm3

6.5 6.5

6.5 Nm3

Notes:

Note 2

Note 4

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3.5 Wärtsilä 12V50DF

ME IMO Tier 2 DE IMO Tier 2 DE IMO Tier 2 Wärtsilä 12V50DF Diesel mode Gas mode Diesel mode Gas mode Diesel mode Gas mode 975 975 950 kW Cylinder output 514 514 500 rpm Engine speed 11700 11700 11400 kW Engine output 2.0 2.0 2.0 MPa

21.9 18.3 22.5 18.3 22.5 18.3 kg/s Flow at 100% load 45 45 45 °C

460 420 360 320 360 320 kW Radiation

-0...60 -0...60 -0...60 °C

Fuel oil system

800±50 800±50

800±50 kPa

12.5 12.5

12.1 m3/h

2...11 2...11

2...11 cSt

400...800 400...800

400...800 kPa

100±20 100±20

100±20 kPa

300 300

300 kg/h

400 400

400 kPa

800 800

800 kPa

40 40

40 kPa

80 80

80 kPa

63 63

63 °C

78 78

78 °C

221 221

215 m3_/h

210 210

210 m3/h

65.0 / 65.0 65.0 / 65.0

65.0 / 65.0 m3/h

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ME IMO Tier 2 DE IMO Tier 2 DE IMO Tier 2 Wärtsilä 12V50DF Diesel mode Gas mode Diesel mode Gas mode Diesel mode Gas mode 975 975 950 kW Cylinder output 514 514 500 rpm Engine speed 16 16 16 m3

0.5 0.5

0.5 g/kWh

2600 2600

2600 l/min

500 500

500 Pa

68...70 68...70

68...70 l

6.2 6.2

6.2 l

250 + static kPa

480 480

480 kPa

74 74

74 °C

91 91

91 °C

270 270

270 m3_/h

50 50

50 kPa

150 150

150 kPa

70...150 70...150

70...150 kPa

1.7 1.7

1.7 m3

250+ static kPa

440 440

440 kPa

38 38

38 °C

25 25

25 °C

180 180

180 m3/h

30 30

30 kPa

200 200

200 kPa

70...150 70...150

70...150 kPa

6.0 6.0

6.0 Nm3

7.2 7.2

7.2 Nm3

Notes:

Note 2

Note 4

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3.6 Wärtsilä 16V50DF

29.1 24.4 30.0 24.4 30.1 24.5 kg/s Flow at 100% load 45 45 45 °C

613 560 480 427 480 427 kW Radiation

-0...60 -0...60 -0...60 °C

Fuel oil system

800±50 800±50

800±50 kPa

16.7 16.6

16.2 m3/h

2...11 2...11

2...11 cSt

400...800 400...800

400...800 kPa

100±20 100±20

100±20 kPa

317 317

317 kg/h

400 400

400 kPa

800 800

800 kPa

40 40

40 kPa

80 80

80 kPa

63 63

63 °C

78 78

78 °C

272 272

263 m3_/h

260 260

260 m3/h

85.0 / 85.0 85.0 / 85.0

85.0 / 85.0 m3/h

(28)

0.5 0.5

0.5 g/kWh

3600 3600

3600 l/min

500 500

500 Pa

68...70 68...70

68...70 l

6.2 6.2

6.2 l

250 + static kPa

480 480

480 kPa

74 74

74 °C

91 91

91 °C

355 355

355 m3_/h

50 50

50 kPa

150 150

150 kPa

70...150 70...150

70...150 kPa

2.1 2.1

2.1 m3

250+ static kPa

440 440

440 kPa

38 38

38 °C

25 25

25 °C

355 355

355 m3/h

30 30

30 kPa

200 200

200 kPa

70...150 70...150

70...150 kPa

7.8 7.8

7.8 Nm3

9.4 9.4

9.4 Nm3

Notes:

Note 2

Note 4

(29)

3.7 Wärtsilä 18V50DF

32.8 27.5 33.7 27.5 33.8 27.5 kg/s Flow at 100% load 45 45 45 °C

690 630 540 480 540 480 kW Radiation

-0...60 -0...60 -0...60 °C

Fuel oil system

800±50 800±50

800±50 kPa

18.8 18.7

18.2 m3/h

2...11 2...11

2...11 cSt

400...800 400...800

400...800 kPa

100±20 100±20

100±20 kPa

325 325

325 kg/h

400 400

400 kPa

800 800

800 kPa

40 40

40 kPa

80 80

80 kPa

63 63

63 °C

78 78

78 °C

287 287

279 m3_/h

279 279

279 m3/h

100.0 / 100.0 100.0 / 100.0

100.0 / 100.0 m3/h

(30)

0.5 0.5

0.5 g/kWh

4200 4200

4200 l/min

500 500

500 Pa

68...70 68...70

68...70 l

6.2 6.2

6.2 l

250 + static kPa

480 480

480 kPa

74 74

74 °C

91 91

91 °C

400 400

400 m3_/h

50 50

50 kPa

150 150

150 kPa

70...150 70...150

70...150 kPa

2.6 2.6

2.6 m3

250+ static kPa

440 440

440 kPa

45 45

45 °C

25 25

25 °C

400 400

400 m3/h

30 30

30 kPa

200 200

200 kPa

70...150 70...150

70...150 kPa

9.0 9.0

9.0 Nm3

10.8 10.8

10.8 Nm3

Notes:

Note 2

Note 4

(31)

4. Description of the Engine

4.1 Definitions

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

4.2 Main components and systems

Main dimensions and weights are presented in chapter Main Data and Outputs.

4.2.1 Engine Block

The engine block, made of nodular cast iron, is cast in one piece for all cylinder numbers. It has a stiff and durable 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, made of nodular cast iron, are fixed from below by two hydraulically tensioned screws. They are guided sideways by the engine block at the top as well as at the bottom. Hydraulically tightened horizontal side screws at the 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. A combined flywheel/thrust bearing is located at the driving end of the engine. The oil sump, a light welded design, 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 sump is drained at both ends to a separate system oil tank. For applications with restricted height a low sump can be specified for in-line engines, however without the hydraulic jacks.

4.2.2 Crankshaft

The 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 of all classification societies.

The crankshaft is forged in one piece and mounted on the engine block in an under-slung way. In V-engines the connecting rods are arranged side-by-side on the same crank pin in order to obtain a high degree of standardization. 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 counterweights in every crank web. This results in an even and thick oil film for all bearings. If necessary, the crankshaft is provided with a torsional vibration damper.

Wartsila 50DF PG

WÄRTSILÄ 50DF

PRODUCT GUIDE

Introduction

Table of Contents

1.

Main Data and Outputs

1.1

Maximum continuous output

1.2

Derating of output in gas mode

1.2.1 Derating due to methane number

1.2.2 Derating due to gas feed pressure and lower heating value

1.3

Reference conditions

1.4

Operation in inclined position

1.5

Dimensions and weights

2.

Operating ranges

2.1

Engine operating range

2.1.1 Controllable pitch propellers

2.2

Electric power generation

2.3

Loading capacity

2.3.1 Mechanical propulsion, controllable pitch propeller (CPP)

2.3.2 Electric propulsion

Maximum instant load steps

Gas mode

Diesel mode

Start-up time

2.4

Low air temperature

2.5

Operation at low load and idling

2.5.1 Gas mode operation

2.5.2 Diesel mode operation

3.

Technical Data

3.1

Introduction

3.1.1 Engine driven pumps

3.2

Wärtsilä 6L50DF

3.3

Wärtsilä 8L50DF

3.4

Wärtsilä 9L50DF

3.5

Wärtsilä 12V50DF

3.6

Wärtsilä 16V50DF

3.7

Wärtsilä 18V50DF

4.

Description of the Engine

4.1

Definitions

4.2

Main components and systems

4.2.1 Engine Block

4.2.2 Crankshaft