performance and behaviour of dual-fuel … · • a wärtsilä dual fuel engine has the same...
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Wärtsilä Dual-Fuel Engine Portfolio
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34DF
20V34DF 9.0 MW
12V34DF 5.4 MW
9L34DF 4.0 MW
6L34DF 2.7 MW
16V34DF 7.2 MW
18V50DF 17.55 MW
16V50DF 15.6 MW
12V50DF 11.7 MW
9L50DF 8.8 MW
8L50DF 7.8 MW
6L50DF 5.85 MW50DF
20DF
9L20DF 1.6 MW
8L20DF 1.4 MW
6L20DF 1.0 MW
February 2, 20125 © Wärtsilä
Wärtsilä Dual Fuel engine performance
• A Wärtsilä dual fuel engine has the same loading ability as a diesel engine.
• Load acceptance in gas mode is restricted on low load by the turbo charging ability in principle the same way as a diesel engine. On higher load the restriction is set by the knocking.
February 2, 20126 © Wärtsilä
Wärtsilä Dual Fuel engine performance
Load acceptance comparison test in diesel mode and gas mode. Wärtsilä 50DF
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-5 0 5 10 15 20 25 30 35
Eng
ine
spee
d
Load
, TC
spe
ed ,
Gas
fuel
inj d
urat
ion
Time [sec]
Engine load [%]
Gas fuel injection dur. [time]
TC speed [revs]
Engine speed [rpm]
W34DF Loading 0 – 100%, Gas Operation
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-5 0 5 10 15 20 25 30 35
Engi
ne s
peed
Load
, TC
spe
ed ,
Gas
fuel
inj.
dura
tion
Time [sec]
Engine load [%]
Gas fuel injection dur. [time]
TC speed [revs]
Engine speed [rpm]
W34DF Loading 0 – 100%, Gas + Diesel Operation
February 2, 20129 © Wärtsilä
Mechanical drive – operating area
W34DF CPP Application Operating Area
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350 400 450 500 550 600 650 700 750 800Engine speed [rpm]
Engi
ne lo
ad [%
]MCR
CSR
Max BMEP 20.5bar(nominal 19.8bar)
110% / 774rpm
Idling/Clutch-in speed range60-65% of nominal speed
Overload area for temporary use only (5% speed drop)
IMO E2-cycle points for CPP-applic.
(4% speed droop)
Min. speed 375rpm50% of nominal speed
Single main engine
• Redundancy– The DF design is by its design inherently
redundant. – Gas fuel redundancy: Diesel mode– Pilot fuel redundancy: Backup mode– Control system redundancy: Limp mode
(mechanical backup governor)
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Load ramp up
This ramp defines the max allowed ramp rate when loading over the whole load range. I.e. loading from 30% to 85% in 80s is guaranteed. Practically same rules exist in diesel mode (and corresponding diesel engines of same size).
The restriction is mainly to avoid mechanical stress due to heating up of the big mass of an engine.
Load ramp down
Crash stop of LNG tanker. 85%-7% load in 7s.
Crash stop in gas mode
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-20 0 20 40 60 80 100 120 140 160 180 200
Time [s]
Pres
sure
[mba
r],
Sp
eed
[drp
m]
Was
tega
te p
ositi
on
[100
00=o
pen]
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12000
16000
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24000
Load
[mba
r], M
FI d
urat
ion
[us]
PT601PT901Pgas-PrecEngine speed [drpm]Engine load [mbar]MFI duration [us]
Instant loadingLaboratory tests: Wave simulations
0,0
10,0
20,0
30,0
40,0
50,0
0,0 10,0 20,0 30,0 40,0 50,0 60,0 70,0 80,0 90,0 100,0
Load
step
/wave am
plitu
de [%
]
Start load / lower wave load [%]
Wave loading results, W6L50DF, Gas mode
6s max (Light knock)
8s max (Light knock)
10s max (Light knock)
Performance manual
Knock area
Load 1
Load 2Time
Instant load step versus ”ramped step”
60% load
20% step
Example:
At 40% load a 20% instant step is possible. However if there are possibilities to make the load change by ramping it towardsthe new load, a higher ”load step” is achievable. These kind of tests have not been done and no exact figures can be given.
40% load
70% load
X seconds
Bermeo, Spain
Engine Automation TestingVasa, Finland
Trieste, Italy
W6L34SG
Gas engine testing
Rig Testing
Fuel Injection Mechanical SingleCylinderEngine
W20V34SG
W6L50DF
Small engine
W6L34 DF
W16V34SG
UNIC UNIC HALT
W6L20DF
W9L20DF
W6L50SG
Rig and Automation TestingEngine Testing