GAS ENGINE PERFORMANCE

WÄRTSILÄ® LEAN-BURN
GAS ENGINES

1 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-1_01en / Turku Training Centre

GAS PERFORMANCE

CONFIDENTIALITY

This material is intended to be used only inside Wärtsilä by Wärtsilä

employees. It is not allowed to distribute it outside Wärtsilä to for
example customers or suppliers.

Selected parts of the material can be shown but not given away.

2 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-1_01en / Turku Training Centre

GAS PERFORMANCE

Disclaimer

IMPORTANT NOTICE
© 2018 BY WÄRTSILÄ CORPORATION
ALL RIGHTS RESERVED. THIS DOCUMENT CONTAINS CONFIDENTIAL AND PROPRIETARY INFORMATION OF WÄRTSILÄ CORPORATION
WHICH SHALL REMAIN THE PROPERTY OF WÄRTSILÄ CORPORATION.
NO PART OF THIS DOCUMENT MAY BE REPRODUCED, COPIED, DISCLOSED OR GIVEN TO ANY THIRD PARTY IN ANY FORM OR BY ANY
MEANS, WITHOUT WRITTEN PERMISSION FROM WÄRTSILÄ CORPORATION. THE CONTENT OF THIS DOCUMENT SHALL NOT BE USED FOR
PURPOSES OTHER THAN FOR WHICH IT IS PROVIDED.
WÄRTSILÄ, THE WÄRTSILÄ LOGO AND LEARN@SEA™/ LEARN @ PLANT™ ARE TRADEMARKS OF WÄRTSILÄ CORPORATION AND SHALL
NOT BE USED WITHOUT PRIOR WRITTEN CONSENT BY WÄRTSILÄ CORPORATION.
THIS DOCUMENT IS PRODUCED FOR TRAINING AND INFORMATION PURPOSES ONLY AND THEREFORE INSTRUCTIONS, DESCRIPTIONS,
ILLUSTRATIONS OR DRAWINGS HEREIN MAY CONTAIN DIFFERENCES COMPARED TO EQUIPMENT OWNED/OPERATED BY YOU. WÄRTSILÄ
ASSUMES NO LIABILITY FOR THE CONSEQUENCES OF ACTIONS, INACTIONS AND/OR DECISIONS MADE OR BASED ON THE INFORMATION IN
THIS DOCUMENT. THE CONTENTS OF THIS DOCUMENT IS PROVIDED ON "AS IS" AND "AS AVAILABLE" BASIS. WÄRTSILÄ DOES NOT
WARRANT THAT THIS DOCUMENT IS ERROR-FREE. WÄRTSILÄ RESERVES THE RIGHT TO REVISE OR AMEND THE CONTENTS AND/OR
WITHDRAW THIS DOCUMENT WITHOUT PRIOR NOTICE AT ANY TIME. WÄRTSILÄ MAKES NO REPRESENTATION, WARRANTY OR OTHER
PROMISE (EXPRESS OR IMPLIED) IN THIS DOCUMENT INCLUDING BUT NOT LIMITED TO WARRANTIES OF TITLE OR NON-INFRINGEMENT OR
IMPLIED WARRANTIES OF MERCHANTABILITY OR FITNESS FOR A PARTICULAR PURPOSE IN RELATION TO THE ACCURACY, RELIABILITY OR
CONTENT OF THIS DOCUMENT. NO RESPONSIBILITY FOR ANY KIND OF LOSS OR DAMAGE OCCURRED TO ANY PERSON OR ORGANIZATION
ACTING OR REFRAINING FROM ACTION AS A RESULT OF ANY OF INFORMATION CONTAINED HEREIN IS ACCEPTED. WÄRTSILÄ SHALL NOT
BE LIABLE FOR, WITHOUT LIMITATION, ANY DIRECT, INDIRECT, INCIDENTAL, SPECIAL OR CONSEQUENTIAL DAMAGES, LOSS OF ACTUAL OR
ANTICIPATED PROFITS OR FOR BUSINESS INTERRUPTION ARISING OUT OF THE USE OF THIS DOCUMENT, EVEN IF WÄRTSILÄ HAS BEEN
ADVISED OF THE POSSIBILITY OF SUCH DAMAGES. SOME JURISDICTIONS DO NOT ALLOW EXCLUSION OF CERTAIN WARRANTIES OR
LIMITATIONS OF LIABILITY, SO THE ABOVE LIMITATIONS OR EXCLUSIONS MAY NOT APPLY TO YOU. THE LIABILITY OF WÄRTSILÄ WOULD IN
SUCH CASE BE LIMITED TO THE GREATEST EXTENT PERMITTED BY MANDATORY PROVISIONS OF APPLICABLE LAW.

3 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-1_01en / Turku Training Centre

GAS PERFORMANCE

The gas engine history

GAS-DIESEL (GD) DUAL-FUEL (DF)

1987 1992 1995

SPARK-IGNITION GAS (SG)

4 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-1_01en / Turku Training Centre

GAS PERFORMANCE

Gas burning technologies

Gas-diesel (GD) engines: Spark-ignition gas (SG) engines: Dual-fuel (DF) engines:
• Runs on various gas / diesel • Runs only on gas. • Runs on gas with 1% diesel (gas
mixtures or alternatively on mode) or alternatively on diesel
diesel. (diesel mode).
• Combustion of gas and air
• Combustion of gas, diesel and mixture in Otto cycle, triggered • Combustion of gas and air mixture in
air mixture in Diesel cycle. by spark plug ignition. Otto cycle, triggered by pilot diesel
injection (gas mode), or alternatively
• High-pressure gas injection.
combustion of diesel and air mixture
• Low-pressure gas admission.
in Diesel cycle (diesel mode).
• Low-pressure gas admission.

W31DF/SG
(Low-Pressure) 2-stroke Dual-fuel (DF) engines
(Low-Pressure) 4-stroke Dual-fuel (DF) engines
(Low-Pressure) 4-stroke Spark-ignition gas (SG) engines
(High-Pressure) 4-stroke Gas-diesel (GD) engines
‘87 … ‘92 ‘93 ‘94 ‘95 ‘96 ‘97 ‘98 ‘99 ‘00 ‘01 ‘02 ‘03 ‘04 ‘05 ‘06 ‘07 ‘08 ‘09 ‘10 ‘11 ‘12 ‘13 ‘14 ‘15 ‘16
5 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-1_01en / Turku Training Centre
GAS PERFORMANCE

Gas power plants

• Wärtsilä gas power plants use natural gas, the cleanest fossil fuel available, in the most
economical way.
• Plant electrical efficiency of up to 50% in simple cycle and 54% in combined cycle mode.
• Only 5 bar gas pressure requirements for operation, which means no gas compressor is
needed at the plant.
• Lean-burn technology guarantees very low emissions by itself, complying with most
regulations, including IFC (World Bank group).
• By adding an SCR (selective catalytic reduction) unit, even the most stringent standards
worldwide can be met.
• Wärtsilä gas power plants can run on natural gas, LPG and various biogases.

6 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-1_01en / Turku Training Centre

 GAS PERFORMANCE

4-stroke DF & SG Engine Portfolio & MS/ ES Application types

• LNG Feeder
20DF 0,5 -1,8 MW • Jack-up
• Tugs
• Small cargo vessels
220SG • Barges
• Small ferries
25SG Non portfolio • Aux. engines with
W34DF & W50DF

28SG
Gas Power Plants:
• Small LNG / CNG vessel • Combined cycle plants
31DF 4,2 – 11,1 MW (Flexicycle)
• Small cargo vessels
• Supply vessel • Combined heat & power
31SG • Offshore application & • GasCube
4,4 – 11 MW • Flexible baseload plants
Production
• Aux. engines with W50DF • Intermediate peaking plants
34DF 3,0 – 10,0 MW • + Power plants applications
Mechanical drives
applications:
34SG 4,3 – 10,0 MW • LNG Carriers • Pump drives
• Cruise ships • Compressor drives
• RO-RO/PAX
46DF 6,2 -18,3 MW • Ferries
• Large Offshore Units

50DF 5,8- 17,5 MW • LNG Carriers

• Cruise ships
• RO-RO/PAX
50SG 18,8 – 19,2 MW • Ferries
(Only 18V) • Large Offshore Units
• + Power plants
0 5 10 15 20 applications
7 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-1_01en / Turku Training Centre
GAS PERFORMANCE

Reference Dual-Fuel applications (April 2016)

>1,500 engines à >16,000,000 running hours
MERCHANT CRUISE & FERRY
LNG Carrier 204 vessels CruiseFerry 1 vessel
LPG Carrier 11 vessels ROPAX 3 vessels
Tankers 14 vessels Ferries 12 vessels
Containers 4 vessels
Bulk Carrier 3 vessels
Car Carrier 2 vessels
881 engines 66 engines
OFFSHORE DF CONVERSION
Platform 2 vessels FPSO 4 vessels
FSO 2 vessels Chemical tanker 1 vessel
FPSO 6 vessels RORO 2 vessels
Jack-up Rig 1 vessel Ferries 3 vessels
OSV 24 vessels IWW 1 vessel

132 engines 36 engines

SPECIALS DF POWER PLANT
Hopper Dredger 1 vessel Plants 82
Tugs 6 vessels Output 5031 MW
Navy 1 vessel Online since 1997
Icebreaker 1 vessel
IWW 16 vessels
Guide ship 1 vessel
Cable Layer 1 vessel 46 engines 376 engines
Installation Installation type Engine type Running hours RH date
Provalys LNG Carrier W6L50DF 91 617 30.05.2017
Leading engines: Barajas Utility 18V32DF 89 402 16.01.2018 DF
Plutonic Mining 18V34SG-A 147 504 03.01.2018
Cemex Cement Industry 18V34SG-A 146 869 05.12.2017 SG
8 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-1_01en / Turku Training Centre
GAS PERFORMANCE

Wärtsilä 34SG output & efficiency development

W34SG-D
49
Brake efficiency [%]*

Cylinder Output (kW)

W34SG-B W34SG-C
48 W34SG-C2
47 34SG-A 34SG-A2 W34SG-B2

46

45

44 Wärtsilä 34SG Wärtsilä W34SG

500

450

400

350

300
1995 2000 2005 2010 2015
Year

* 0% tolerance, with engine-driven pumps

9 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-1_01en / Turku Training Centre
GAS PERFORMANCE

Wärtsilä gas engines

BMEP status
35

30

25

20
[MPa]

15

10

0
W20DF W31DF W31SG W32DF W34DF W34SG W46DF W50DF W50SG

10 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-1_01en / Turku Training Centre

GAS PERFORMANCE

Diesel engine operating principle

Diesel engine
• 4-stoke diesel principle
• Diesel injection (HFO / LFO)

Ex. In. Ex. In. Ex. In.

Injection of
Intake of air Compression of air
diesel fuel
11 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-1_01en / Turku Training Centre
GAS PERFORMANCE

Diesel engine operating principle

GD engine in GAS mode
• Diesel principle
• High pressure gas injection
• Pilot diesel injection

Ex. In. Ex. In. Ex. In.

Injection of high
Intake of air Compression of air pressure gas and pilot
12 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-1_01en / Turku Training Centre
fuel oil
GAS PERFORMANCE

Diesel engine operating principle

DF engine in DIESEL mode
• Diesel principle
• Diesel injection (HFO / LFO)
• Pilot diesel Injection (LFO)

Ex. In. Ex. In. Ex. In.

Intake of air Compression of air Injection of diesel fuel

(and pilot fuel)
13 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-1_01en / Turku Training Centre
GAS PERFORMANCE

Otto-engine operating principle

DF engine in GAS mode
• Otto principle
• Low-pressure gas admission
• Pilot diesel injection (LFO)

Ex. In. Ex. In. Ex. In.

**
* *
* * * *
* * * * * *
* *
* ** * *
*
*

Intake of Compression of Ignition by

air and gas air and gas pilot diesel fuel
14 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-1_01en / Turku Training Centre
GAS PERFORMANCE

Otto-engine operating principle

SG engine
• Otto principle
• Low-pressure gas admission
• Air/ gas fuel mixture ignited by a spark plug
in the pre-chamber

Ex. In. Ex. In. Ex. In.

* * ** * * * *
* * * *
* * * *
*
*
*
* * *

* * * *
* * * * * *
* *
* ** * *
*
*

Intake of air and gas, Compression of Ignition of gas in pre-

gas to pre-chamber air and gas chamber, ignited by
15 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-1_01en / Turku Training Centre
spark plug
GAS PERFORMANCE

Otto - Diesel

Theoretical diesel cycle

Constant pressure
combustion
≈

Cylinder pressure limiting

Note: Theoretical example values based on old W32 engine

16 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-1_01en / Turku Training Centre
GAS PERFORMANCE

Otto - Diesel

Note: Theoretical example values based on old W32 engine

17 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-1_01en / Turku Training Centre
GAS PERFORMANCE

Otto - Diesel

Note: Theoretical example values based on old W32 engine

18 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-1_01en / Turku Training Centre
GAS PERFORMANCE

Otto - Diesel
pV - diagram
200 Theoretical otto cycle
Indicated Mean EffectivePressure = 20.2 bar
180
(Brake Mean EffectivePressure ˜≈ 19.4 bar)
Otto cycle
160
Cylinder pressure [bar]

140 Constant volume

combustion Pre-mixed combustion
120
100 Compression ratio limiting
(knock)
80
60

40
20
0
0 5 000 10 000 15 000 20 000 25 000 30 000 35 000 40 000

Note: Theoretical example values based on old W32 engine Cylinder volume [cm³]
19 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-1_01en / Turku Training Centre
GAS PERFORMANCE

Otto - Diesel

Note: Theoretical example values based on old W32 engine

20 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-1_01en / Turku Training Centre
GAS PERFORMANCE

Otto - Diesel

Note: Theoretical example values based on old W32 engine

21 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-1_01en / Turku Training Centre
GAS PERFORMANCE

Otto - Diesel

Cylinder pressure [bar]

200

180
Diesel cycle (real)
160 Otto cycle (real)
140

120

100

80

60

40

20

0
-60 -45 -30 -15 0 15 30 45 60 75 90
Crank angle

Note: Theoretical example values based on old W32 engine

22 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-1_01en / Turku Training Centre
GAS PERFORMANCE

© Wärtsilä INT ERNAL

GAS PERFORMANCE

Otto - Diesel

Diesel cycle
Otto cycle

24 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-1_01en / Turku Training Centre

GAS PERFORMANCE

Let’s start the Otto-engine (in gas mode)

Ctrl+Insert
Start order

124
235
462
500
351rpm
0 rpm
rpm
30000
24954
2000
0 µsµs
µs
50 %

Note: Marine DF-engine starts in Diesel mode

26 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-1_01en / Turku Training Centre
GAS PERFORMANCE

Cylinder pressure curves, Otto-engine

27 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-1_01en / Turku Training Centre

GAS PERFORMANCE

Otto combustion
Cylinder pressure
200
Same air amount
180
Same fuel amount
Fast combustion
160

140
Pressure [bar]

120

100

80

60
Slow combustion

40

20

0
-30 -20 -10 0 10 20 30 40 50 60
Crank Angle [deg]
29 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-1_01en / Turku Training Centre
GAS PERFORMANCE

Otto combustion
Heat Release
Same air amount
Same fuel amount

Fast combustion Slow combustion

IMEP = 21.8 bar = less work
η = 45.7% = lower efficiency

Slow combustion
IMEP = 19.8 bar
η = 41.5%

30 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-1_01en / Turku Training Centre

GAS PERFORMANCE

Otto combustion
Temperature in cylinder
2000
Same air amount
1800 Fast combustion Same fuel amount

1600 Cool Slow combustion

= low max temp
1400 Hot (low NOx)
= high temp during
1200 Slow combustion expansion
(high exh temp)
1000

800

600

400
-30 -20 -10 0 10 20 30 40 50 60 70 80 90
Crank Angle [deg]
31 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-1_01en / Turku Training Centre
GAS PERFORMANCE

SG engines

• Mono fuel engine - GAS

• Ignition by spark plug and pre-chamber
• Shaft efficiency: abt. 47 % (W31SG ~49 %)

32 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-2_01en / Turku Training Centre

GAS PERFORMANCE

DF engines
• Dual fuel engine - GAS or Diesel
• Ignition by pilot fuel at gas operation
• Light fuel oil (or heavy fuel oil) is used as
back-up fuel
• Shaft efficiency: abt. 46-48 %
(W31DF ~50 %)

33 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-2_01en / Turku Training Centre

GAS PERFORMANCE

SG compared to DF, conventional engines

Different ignition systems Back-up fuel system on DF
• SG: Spark plug + pre-chamber • Normal diesel injection equipment
• DF: Micro pilot (LFO, common rail) • Twin needle injector (micro + main)

SG DF

34 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-2_01en / Turku Training Centre

GAS PERFORMANCE

SG and DF engine, main gas supply

Gas manifold

Main gas admission valve

Nozzle pipes

Inlet channel

36 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-2_01en / Turku Training Centre

GAS PERFORMANCE

SG and DF engine, main gas admission valve

• Functions as speed regulator

• Individually adjustable during
operation
• Fast respond time
• Short opening / closing time
(stroke 0.4 mm in W34DF/SG)
• Controlled by the engine control
system
• Pressure balanced max 3 bar ΔP
(Standard valve type on W31,
W34 2016- and W46DF)
• Unbalanced max 1,5 bar ΔP

37 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-2_01en / Turku Training Centre

GAS PERFORMANCE

SG and DF engine, main gas admission valve (W34)

Components
• 01 Solenoid assembly
• 02 Cap screw and
• 03 Retaining ring
• 04 Horseshoe retainer
• 05 Sealing ring
• 06 Valve stack
• 07 Lower metering plate
• 08 O-ring
• 09 Valve housing

38 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-2_01en / Turku Training Centre

GAS PERFORMANCE

SG and DF engine, main gas supply

Gas regulating units in Wärtsilä installations
• There different kind of GRUs used in Wärtsilä Marine and Power GRU
plant installations:
• Gas regulating unit (know as GRU) has been used in both
Marine and Power plant installations. Mainly used in older
WECS automation based installations.
• In US KingMechanical(US) is the supplier of the GRU. In all
other countries RMG made GRUs are used.
CGR

• Compact Gas Ramp (CGR) is Wärtsilä design based gas

regulating unit for Wärtsilä Power plants. Used only in UNIC
automation based Power plants installations.

• Gas Valve Unit (GVU) is Wärtsilä design based gas regulating GVU
unit for Wärtsilä Marine installations. Used only in UNIC
automation based installations.

39 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-2_01en / Turku Training Centre

GAS PERFORMANCE

Lubrication oil: Base Number

• The corrosion protection is based on the alkalinity of the lube oil.
• Alkaline additives (calcium) are included into the lube oil.

• Base Number (BN) is the measurement of a lubricant's reserve alkalinity.

• The BN value describes lube oil’s capability to neutralise acids originated from fuel.

• Engine’s lubricating oil consumption and fuel oil sulphur content are the most important
factors when choosing the right BN-value of lube oil.
• Lower the oil consumption, faster the BN depletion rate is.
• Higher the sulphur content in fuel, higher the BN value in lube oil.

• Also lube oil sump volume affects in the selection of lube oil.
• If lubricating oil BN equilibrium is not achieved, the smaller the sump volume is, the
higher BN lube oil is needed, to achieve longer oil change interval.

40 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-4_01en / Turku Training Centre

GAS PERFORMANCE

Lubrication oil: Base Number

• Normal fresh oil BN values to be used

(follow engine makers’ instructions).
65
• For continuous natural gas operation Preferred especially for
→ BN to be 4…7 mg KOH/g sulphur ≥ 2%, 50-65

• For light distillate fuel operation Diesel engines, operation on

→ BN to be 10…20 mg KOH/g HFO
HFO, (30) 40-65

BN [mg KOH / g]
• For heavy fuel operation
→ BN to be 30…65 mg KOH/g

Diesel engines,
operation on LFO, 10-20 (30)
DF engines,
continuous operation on LFO, 10-20
LFO
DF engines,
periodical operation on LFO, 10-15

Gas SG and DF engines,

continuous operation on gas, 4-7

41 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-4_01en / Turku Training Centre

GAS PERFORMANCE

Leak test demo on WLSA GVU-ED simulator

42 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-2_01en / Turku Training Centre

GAS PERFORMANCE

SG engine, pre-chamber

Pre-chamber valve

Pre-chamber Spark plug

43 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-2_01en / Turku Training Centre
GAS PERFORMANCE

SG engine, pre-chamber gas supply

Wärtsilä 34SG-A Wärtsilä 34SG-B + Electrical to be tested

• Spring loaded non-return valve • Mechanically actuated valve
• WECS operated solenoid valve • No solenoid valve Wärtsilä 34SG-D, W50SG, W31SG
• Hydraulic actuated valve
Wärtsilä 220SG and 28SG
• Controlled by air inlet valve yoke
• Washer function (no spring)
• WECS operated solenoid valve

Valve disc

44 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-2_01en / Turku Training Centre

GAS PERFORMANCE

DF specific engine components Dual-

needle
injection
valve

Cylinder Turbochargers
heads modified for
DF operation

Cylinder Camshaft
liner & anti- pieces for
polishing DF Miller
ring valve timing
Pistons &
Control
piston
system
rings
UNIC

Connecting
rods
(upper part)

45 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-2_01en / Turku Training Centre

GAS PERFORMANCE

DF specific engine components

Exhaust gas
waste gate

Gas Pilot fuel system:

- Pilot fuel oil filter
admission
- Common rail piping
valves - Pilot fuel oil pump

46 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-2_01en / Turku Training Centre

GAS PERFORMANCE

DF engine, pilot fuel system

• Common-rail pilot injection
fuel supply (LFO/MDO)
• Common-rail direct-injection
pilot diesel injector
• Incorporated in central back- Pilot fuel quill pipe
up fuel injector body

Pilot fuel pump

Pilot fuel
common rail 900bar

Twin nozzle
injection valve
47 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-2_01en / Turku Training Centre
GAS PERFORMANCE

DF engine, pilot fuel system W20DF

Pilot fuel valve

• The injection valve is a combined pilot
and main fuel oil injection valve
centrally located in the cylinder head
• Solenoid valve for pilot injection
control located in the middle part of
injection valve.
• Pilot fuel pressure acts on both the
pilot needle pressure step (opening
force) and through an orifice on the
pilot piston (closing force)

48 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-2_01en / Turku Training Centre

GAS PERFORMANCE

DF engine, diesel fuel system

• Conventional jerk-pump high pressure fuel pumps
• Fuel types: LFO/ MDO/ HFO/ LBF
• Direct-injection injector (incl. pilot injector)
• Optional single needle injector (back-up fuel
only) available for operation in diesel mode only

Main fuel quill pipe

Main fuel injection pipe

Main fuel injection pump
Twin nozzle
injection valve
49 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-2_01en / Turku Training Centre
GAS PERFORMANCE

DF engine, diesel fuel system in W31DF

• In Wärtsilä 31DF both the pilot fuel and
the back-up fuel is taken from a common
rail system.
• No separate pilot fuel oil system as for
current Wärtsilä DF engines.
• Twin needle injector for pilot fuel
injection for DF.
• No separate control oil system as for
current Wärtsilä common rail engines.

50 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-2_01en / Turku Training Centre

GAS PERFORMANCE

DF engine, diesel fuel system

FUEL INJECTION PUMPS

FOR DIESEL FUEL OPERATION
RETURN FUEL

RETURN FUEL
INJECTION VALVES

UNIC

COMMON RAIL FOR HIGH

PRESSURE

PRESSURE PILOT FUEL

Engine automation system

PRESSURE

PRESSURE
BOOSTER M
PUMP
UNIT
Can be engine or
PILOT FUEL PUMP UNIT electrical motor driven

FUEL TANK

51 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-2_01en / Turku Training Centre

GAS PERFORMANCE

DF engine, operating modes

Fuel Gas Pilot Main fuel

Operating mode (NG) (LFO) (LFO/HFO)

Gas mode X X
4
1
Diesel mode X X
3
2
Back-up mode X

1) Instant transfer at any load

2) Instant transfer at any load
3) STOP + pilot check
4) Transfer at loads < 80% MCR (duration ~ 2 minutes)

53 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-2_01en / Turku Training Centre

GAS PERFORMANCE

DF engine’s Fuel sharing (W50DF-B)

• In fuel sharing operation both liquid and gas fuel is used.
• All cylinders operate with same fuel mixture.
• Engine control is practically same as gas mode operation.
àSame safety settings
àSame control strategy as gas

Additional requirements
Gas 3 4
• Cylinder press control required amount Constant diesel
• Wider Pmax balancing window 1 fuel rack

• Fuel share dependent charge air pressure offset Same fuel

• Different knock limits due to diesel combustion sharing area
for both MDO
• A handful of additional I/O signals for handshaking and HFO
with external system
Constant gas
• A couple of new safeties to cope with failure situations 2 injection
duration

15% 85% Load

54 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-2_01en / Turku Training Centre

GAS PERFORMANCE

DF engine’s Fuel sharing (W50DF-B)

Installation where implemented:
• On 4 Evergas’ JS Ineos LNG carries
(Insight, Intrepid, Ingenuity & Inspiration)
with 2 x W6L50DF-B engines running on
LEG (Liquid Ethane Gas).
• These engines have been de-rated to ~70
% in GAS mode.
• De-rating is only in Gas mode, in liquid
fuel it still possible to run whit 100% load.
• Deration itself is not made in the Engine
software, it´s done in the Wärtsilä
propulsion software.
• 4 sister vessels also ordered with LEG
operations (Innovation, Independence,
Invention, Intuition).

55 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-2_01en / Turku Training Centre

GAS PERFORMANCE

Wärtsilä W34SG-LPG gas quality and output derating

• The Wärtsilä W34SG-D is available in high/low methane number optimized versions.

• Both version are further available in three NOx-optimisations: TA-, ½TA-Luft and IED2010.
• A special version has been developed specifically for LPG fuel, the W34LPG-A.
• Nominal output 375kw/cyl, available in IED2010 NOx-version (75mg/Nm3@15%O2).
• LPG propane content min 97%, no heavier hydrocarbons beyond butane allowed.

W34SGD GAS QUALITY & OUTPUT (1

105

100

95

OUTPUT [%]
90

85

80 LPG methane number ~33

W34LPG-A
W34SGD TA-Luft, Low MN 75
W34SGD TA-Luft, High MN
70
(1 at nominal CA temp 48degC
65
100 95 90 85 80 75 70 65 60 55 50 45 40 35 30
GAS METHANE NUMBER
56 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-4_01en / Turku Training Centre
GAS PERFORMANCE

Example start sequence in different modes for W34DF

• 1. Start command
Gas leak test
• 2. Slow turning

• 3. Engine start
Engine ventilation
• 4. At separately pre-adjusted
engine speeds (~50 rpm)
• pilot fuel system activated pilot
• starting air disengaged
• 5. Pilot combustion check
finished
• 6. Start fuel limitation switched
to Run fuel limitation

57 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-2_01en / Turku Training Centre

GAS PERFORMANCE

Example start sequence for W34SG

• 1. Start command
A = Leak test
• 2. Start mode activated
B = Slow turning
• 3. Engine start
C = Engine ventilation
• 4. 50 rpm
Gas injection, ignition
• 5. 120 rpm
Start solenoid deactivated
• 6. 175 rpm
Run mode
• 7. 20 rpm below rated speed
Gas injection control switched
from start control
to speed/load control

58 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-2_01en / Turku Training Centre

GAS PERFORMANCE

Example start sequence for W34SG

• For turbocharged engines, 100 % load cannot be instantly applied due to the air deficit present in
the engine until the turbocharger has reached steady state speed.
• This affects the air-fuel ratio and too fast loading may hence cause abnormal combustion
(knocking) in gas-mode operation.
• The stated values of loading performance are guidance values, as the mass-moment of inertia,
speed control dynamics, nominal output, gas quality and ambient conditions influence the values.

W32-E2 W34DF-B W34SG-D

59 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-2_01en / Turku Training Centre

GAS PERFORMANCE

Turbocharging systems
Typical SG and DF engine

Exhaust wastegate

SPEX -system
Turbine

Air receiver
Compressor

Air
Cooler

60 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-2_01en / Turku Training Centre

GAS PERFORMANCE

Turbocharging systems
Compressor drive (SG)

Exhaust wastegate

SPEX -system
Turbine

Air by-pass
Air receiver
Compressor

Air
Cooler

61 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-2_01en / Turku Training Centre

GAS PERFORMANCE

Turbocharging systems
Engine with 2-stage turbocharging system (W31DF/SG)
System components
• 01 Filter/silencer (optional)
• 02 LP compressor
~430 °C
• 03 LP charge air cooler ~270 °C ~530 °C ~520 °C (HFO)
• 04 HP compressor
• 05 HP charge air cooler
• 06 Charge air receiver
• 07 Exhaust manifold
• 08 HP turbine
~4 bar
• 09 LP turbine ~70 °C
• 10 Air by-pass
• 11 Air wastegate *
• 12 Exhaust wastegate **
System connections
• A Air intake ~4 bar
• B Exhaust outlet ~220°C ~8 bar
* Standard for D and DF, for SG only if arctic air ~8-10 bar ~50 (-60) °C
** On Diesel if SCR; on DF & SG as standard ~170°C
NOTE: Pressures and temperatures are for general guidance only!
62 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-2_01en / Turku Training Centre
GAS PERFORMANCE

Resonator (Pulsation damper)

Cone to reduce flow resistance into receiver

Components
• 05 Charge air pulsation damper

63 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-2_01en / Turku Training Centre

GAS PERFORMANCE

Resonator (Pulsation damper)

Turbocharger end

Closed
end Open
end

64 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-2_01en / Turku Training Centre

GAS PERFORMANCE

Resonator (Pulsation damper)

Receiver pressure pulsation, 18V34SG-B
18V34SG Miller B-output
3.0
Without resonator, "Vilches" 750 rpm, 13.1 bar BMEP
2.9
Compressor surge
2.8
Pressure [bar a]

2.7

2.6

2.5

2.4 With resonator, "Metro" 720 RPM, 13.0 bar BMEP

2.3
0 90 180 270 360 450 540 630 720
Crankangle [degrees]

65 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-2_01en / Turku Training Centre

GAS PERFORMANCE

Valve timing, traditional versus Miller

Traditional “non-Miller” Conventional Miller VIC -timing
timing -timing

Valve
overlapping

Miller -timing

Fig. name: Valve lifts with, “non-Miller” Miller and VIC timing
66 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-2_01en / Turku Training Centre
GAS PERFORMANCE

Effects of Miller timing

Engine Maximum Firing Pressure
• Shorter compression stroke compared to
STD timing. Pressure rise
induced from
àExpansion remains unchanged combustion
àLower SFOC

Cylinder Pressure
• Reduced process gas temperature
àLower NOX Pressure rise
àLower component temperatures induced from
àLower cooling losses compression
àLower exhaust temperature after turbine
àLower cylinder pressure

-90 -60 -30 0 30 60 90 120

TDC

67 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-2_01en / Turku Training Centre

GAS PERFORMANCE

Effects of Miller timing

• Higher boost required (for a constant air

amount in cylinder)
àHigher HT CAC proportion
àLower exhaust temperature
àTurbocharger speed limitations (1-stage);
à2-stage turbo charging system required with
more advanced Miller
• Today, Wärtsilä engines have the Miller -
timing as standard when the turbocharger
portfolio in use is optimized for most efficient
and economical engine operation.

68 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-2_01en / Turku Training Centre

GAS PERFORMANCE

Engine timing
Timing graph 1) Events are independently adjustable for every cylinder 2).

TDC mark
Main fuel (only cyl. A1) Phase signal
Knock sensor check
or (only cyl. A1)
(VIC) Exhaust valve
Knock detection
Variable Exhaust
Inlet valve PC fuel Variable Inlet valve
Firing pressure valve Closing
Closing (VIC)
detection

TDC BDC TDC BDC TDC

Inlet stroke Compression stroke Combustion stroke Exhaust stroke

1) All timings are examples.
2) PCC and valve timings are not adjustable

69 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-4_01en / Turku Training Centre

GAS PERFORMANCE

Variable inlet valve closing (VIC) process

Operation principle VIC mode off, VIC mode on,
inlet valve closes ~34° bBDC inlet valve closes after BDC.
VIC mode off
• Inlet valve follows the cam
profile

VIC mode on
• Inlet valve is longer open
• Inlet valve closing time
depends on time not on
engine speed

0F11X0001_01en

Fig. name: Operation principle of VIC system

70 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-2_01en / Turku Training Centre

GAS PERFORMANCE

Next generation high efficiency engine tuning

• Primary method: Miller cycle

• Very early inlet valve closing
• High efficiency turbo-charging system
(Supplier: ABB)

• Secondary methods:
• Reduced internal heat losses
• Reduced friction losses

• Support mechanisms
• 2-Stage turbocharging to achieve correct
air flow
• Steplessly adjustable inlet valve closing
• Adjustable exhaust valve closing

71 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-2_01en / Turku Training Centre

GAS PERFORMANCE

Crossflow cylinder heads

• In a crossflow cylinder head the intake and exhaust ports W31

are located on opposite sides. combustion

• A crossflow head gives better performance than reverse-

flow cylinder heads since the gases don't have to change
direction and hence are moved into and out of the cylinder
more efficiently.

à This also increases the scavenging inside the cylinder

head during the valve overlapping.

• New Wärtsilä 4-stroke portfolio engines (like W31) will be

equipped with the crossflow cylinder heads.

• Older models are equipped with reverse-flow cylinder

heads which have the ports on the same side.

72 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-2_01en / Turku Training Centre

GAS PERFORMANCE

Operating window
30
• Early Miller cools down the 28
cylinder mixture
26
àLow temperature Nominal 2-stage operating
window; W31SG
combustion 24

Misfiring
àKnock margin is shifted 22 Knocking

BMEP (bar)
• Enables high BMEP 20
(+35%) 18
Nominal 1-stage
Effect of operating window;

Thermal efficiency (%)

16 advanced E.g. W34SG
Miller concept
14 on knock limit

12

NOx (g/kWh)
10
8
6
0.6 0.8 1 1.2 1.4 1.6 1.8 2 2.2 2.4 2.6
Air/fuel ratio
73 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-3_01en / Turku Training Centre
GAS PERFORMANCE

BMEP

π ⋅ D2 i
Output = ⋅ S ⋅ n ⋅ ⋅ BMEP
4 j
where:
Output
= shaft output [kW]
D = cylinder bore [m]
S = stroke [m]
n = engine speed [1/s]
i = number of cylinder
j = 1 (2-stroke)
2 (4-stroke)
BMEP = Brake mean effective pressure [kPa]
(1 bar = 100kPa)

74 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-3_01en / Turku Training Centre

GAS PERFORMANCE

Lambda
λ (lambda) definition

TAD (Theoretical Air Demand) = kg of air needed to burn 1 kg fuel

Air [kg/s]
Fuel [kg/s]
λ =
TAD [kg/kg]

Our Otto-engines have minor scavenging à we only look at total lambda (λtot)
λtot means all air through the cylinders (engine mass flow) compared to fuel flow

Other names used within Wärtsilä

λ Air / Fuel ratio
Excess air
TAD stochiometric Air / Fuel ratio

75 © Wärtsilä INT ERNAL September 12, 2018 Gas_performance_Part-3_01en / Turku Training Centre
GAS PERFORMANCE

Turbocharging systems
Air and exhaust flows (1/2)
Fuel (3%)

Exhaust massflow
100% + Fuel (3%)
Turbine

Sealing air
1.5%

Air receiver [bar a]

Compressor

Air
Engine Cooler
massflow
100% 98.5%

’Engine massflow’ is directly proportional to the pressure

in the air receiver on engines without scavenging (SG)

76 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-3_01en / Turku Training Centre

GAS PERFORMANCE

Turbocharging systems
Air and exhaust flows (2/2)
’Engine massflow’ is directly proportional to the pressure
in the air receiver on engines without scavenging (SG)
Example:
W18V34SG-A has a massflow constant of 3.58

Engine mass flow[kg/s] = 3.58 x Charge air pressure [bar a]

Engine speed: Mass flowconstant = 3.58 x (20 rpm / 720 rpm) = 3.44

Part load: Same (3.58) on all loads

Receiver temperature: Same (3.58) with all temperatures
Turbocharging systems: Same (3.58) for all systems
Compression ratio: 12:1 -> 11:1 = 1% increase. 1.01 x 3.58 = 3.62
Cylinder number: Directly proportional (example 12V = 2/3 * 18V = 2.39)

DF engines have scavenging. This approximation can be used also here, but the error
increases on part load, in diesel mode and with changing (ambient) conditions.
77 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-3_01en / Turku Training Centre
GAS PERFORMANCE

Compressibility correction

z-factor definition
z-factor = compressibility factor (natural gas is not an ideal gas)

p1V1 p2V2 p1T2 z2

= V2 = V1 ⋅ ⋅
mRT1 z1 mRT2 z 2 p2T1 z1
Index1 = measurement condition
2 = reference condition

• Calculated according to ’Lee Kesler Plocker’ method.

• HYSYS and AGA 8 (free version on Internet)
• - 1% (46 à 47%) too good engine efficiency without using the z correction !

78 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-3_01en / Turku Training Centre

GAS PERFORMANCE

Combustion
Normal combustion

79 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-3_01en / Turku Training Centre

GAS PERFORMANCE

Combustion

Normal combustion Knocking combustion

180 180

160 160

140 140

120 120

100 100

80 80

60 60

40 40

20 20

0 0
15°

80 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-3_01en / Turku Training Centre

GAS PERFORMANCE

Otto combustion
Heat Release
350

Cyl 4
300

250 Heat release, normal combustion

dQ1 [kJ/m3deg]

200

150

100 Knocking part in knocking combustion

50

0
-30 -20 -10 0 10 20 30 40 50 60 70 80 90
Crank Angle [deg]

81 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-3_01en / Turku Training Centre

GAS PERFORMANCE

Combustion
Normal combustion in Otto-engines

Measured in the pre-chamber

82 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-3_01en / Turku Training Centre

GAS PERFORMANCE

Combustion
Combustion problems

Cylinder 6 is knocking

No ignition in
the pre-chamber Cylinder 1 is non-firing
(compression curve)

83 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-3_01en / Turku Training Centre

GAS PERFORMANCE

Combustion

75% load, 12 bar BMEP

Normal cycle-to-cycle Speed dip caused by

variation. COV = 2.5 one non-firing cycle.
(6 cylinder engine)

Note! Non-firing cycles are not a normal phenomena.

At misfiring limit (COV=2.5) all cycles still ignite.
84 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-3_01en / Turku Training Centre
GAS PERFORMANCE

Combustion

85 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-3_01en / Turku Training Centre

GAS PERFORMANCE

Ignition, pre-chamber

CFD - a view into the pre-chamber

Suction stroke Compression stroke

unstr_ind_fuel.wmv unstr_cmp_lambda.wmv

86 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-3_01en / Turku Training Centre

GAS PERFORMANCE

Operating window

34

32 Typical operating window

30 SG engine
28

26 11:1
24 12:1
Ignition timing [° b.TDC]

22

20 6°
18 Turbine specification
3° Ambient conditions
16

14

12 Operating point
10

4
1.75 1.80 1.85 1.90 1.95 2.00 2.05 2.10 2.15 2.20 2.25 2.30 2.35 2.40
Lambda tot (total air ratio - ABB) [tot]

87 © Wärtsilä INT ERNAL 12 September 2018 Otto_engine_performance_03en / Training Services

GAS PERFORMANCE

Operating window

34

32 Typical operating window

SG engine with miller valve timing
30 SG engine
28

26 More miller (earlier inlet valve closing)

24 Less miller (later inlet valve closing)
Ignition timing [° b.TDC]

22 TC specification adopted to maintain

lambda and wastegate margin.
20

18

16
Knock margin utilized
-> operating field and operating
14
point back to normal
12

10

4
1.75 1.80 1.85 1.90 1.95 2.00 2.05 2.10 2.15 2.20 2.25 2.30 2.35 2.40
Lambda tot (total air ratio - ABB) [tot]

88 © Wärtsilä INT ERNAL 12 September 2018 Otto_engine_performance_03en / Training Services

GAS PERFORMANCE

Operating window

34

32 Typical operating window

SG engine with VIC
30 SG engine
28

26 More miller (VIC off)

24 Less miller (VIC on)
Ignition timing [° b.TDC]

22

20 Increased knock margin

18

16
Reduced lambda and wastegate margin
14

12

10

4
1.75 1.80 1.85 1.90 1.95 2.00 2.05 2.10 2.15 2.20 2.25 2.30 2.35 2.40
Lambda tot (total air ratio - ABB) [tot]

89 © Wärtsilä INT ERNAL 12 September 2018 Otto_engine_performance_03en / Training Services

GAS PERFORMANCE

Operating window
Typical operating window DF engine

Misfire
Misfire
Knock

Knock
Misfire

Knock

Misfire
Knock
Pilot timing

Knock Knock
Misfire Misfire
Misfire

90 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-3_01en / Turku Training Centre

GAS PERFORMANCE

Operating window, SG engine

COV of IMEP (300 cycles)

Wärtsilä 34SG
Knock limit 16 bar BMEP
20
ε = 11:1
18 Rec. temp = 45°C
Misifiring limit MN = 80
(COV = 2.5)
Ignition timing [°bTDC]

16

14

12

10

91 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-3_01en / Turku Training Centre

GAS PERFORMANCE

Operating window, SG engine

NOX [mg/Nm3 @ 5% O2] Engine efficiency [%] Wärtsilä 34SG

16 bar BMEP
TA luft Highest efficiency along
ε = 11:1
20 the knock limit Rec. temp = 45°C
½TA luft MN = 80
18
6°
Ignition timing [°bTDC]

16
3°
14

12

10

92 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-3_01en / Turku Training Centre

GAS PERFORMANCE

Operating window, SG engine

Exhaust gas temp. Exhaust gas temp. Wärtsilä 34SG

before TC [°C] after TC [°C] 16 bar BMEP
ε = 11:1
20
Rec. temp = 45°C
MN = 80
18
Ignition timing [°bTDC]

16

14

12

10

93 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-3_01en / Turku Training Centre

GAS PERFORMANCE

Operating window, SG engine

THC [mg/Nm3] Wärtsilä 34SG

CO [mg/Nm3]
16 bar BMEP
ε = 11:1
20
Rec. temp = 45°C
MN = 80
18
Ignition timing [°bTDC]

16

14

12

10

94 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-3_01en / Turku Training Centre

GAS PERFORMANCE

Operating window, SG engine

Cylinder pressure [bar] Oxygen content in exhaust gas Wärtsilä 34SG

(average of 300 cycles) [%-vol, wet] 16 bar BMEP
ε = 11:1
Depends only
20 on ignition timig
Rec. temp = 45°C
MN = 80
18
Ignition timing [°bTDC]

16

14

12

10

95 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-3_01en / Turku Training Centre

GAS PERFORMANCE

Operating window, SG engine

NOX [mg/Nm3 @ 5% O2] Engine efficiency [%]

Wärtsilä 20V34SG
”Bermeo”, May 2006
20 bar BMEP
ε = 11:1
TA luft ½TA luft
Rec. temp = 45°C
Turbine specification
MN = 76
Ambient conditions

96 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-3_01en / Turku Training Centre

GAS PERFORMANCE

Operating window, SG engine

Receiver pressure [bar g]

Wärtsilä 20V34SG
”Bermeo”, May 2006
20 bar BMEP
ε = 11:1
Rec. temp = 45°C
MN = 76

97 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-3_01en / Turku Training Centre

GAS PERFORMANCE

Operating window, DF engine

Typical operating field

DF engine

NOX [mg/Nm3 @ 5% O2]

Wärtsilä 50DF
20 bar BMEP
ε = 12:1
Rec. temp = 45°C
MN = 95

98 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-3_01en / Turku Training Centre

GAS PERFORMANCE

Operating window, DF engine

Typical operating field

DF engine

NOX [mg/Nm3 @ 5% O2]

Wärtsilä 50DF
20 bar BMEP
ε = 12:1
Rec. temp = 45°C
MN = 95

99 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-3_01en / Turku Training Centre

GAS PERFORMANCE

Operating window, DF engine

Typical operating field

DF engine

Engine efficiency [%]

Wärtsilä 50DF
20 bar BMEP
ε = 12:1
Rec. temp = 45°C
MN = 95

100 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-3_01en / Turku Training Centre
GAS PERFORMANCE

Operating window, DF engine

Typical operating field

DF engine

CO [mg/Nm3, dry]

Wärtsilä 50DF
20 bar BMEP
ε = 12:1
Rec. temp = 45°C
MN = 95

101 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-3_01en / Turku Training Centre
GAS PERFORMANCE

Emission conversion - Approximation

NOX
Natural gas engines

g/kWh ppm, dry ppm, wet ppm, dry mg/Nm3, dry mg/Nm3,
dry actual O2 actual O2 @ 15% O2 @ 5% O2 @ 15% O2

2.50 305 275 180 1000 370

1.65 195 175 117 650 240

1.25 145 130 90 500 185

0.90 100 90 63 350 130

0.65 70 62 45 250 92

0.42 44 40 30 166 62
(ppm = ppm-vol)

102 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-3_01en / Turku Training Centre
GAS PERFORMANCE

Ambient conditions

• Three rules for Otto-engine performance

• 1° Conditions in the air receiver defines the performance of the Otto-engine.
• 2° An Otto-engine reacts opposite to a diesel engine.
• 3° The wastegate almost compensates for all changes in ambient conditions.

Exhaust wastegate

p6
Turbine

p0
t1
Air receiver
p3 t3
Compressor

p1

103 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-3_01en / Turku Training Centre
GAS PERFORMANCE

Ambient conditions
Key to p3 = Receiver pressure [bar a]
performance t3 = Receiver temperature
p0 = Barometric pressure
Ambient p1 = Pressure drop before compressor (compared to p0)
conditions t1 = Suction air temperature
p6 = Exhaust backpressure (compared to p0)

Exhaust wastegate

p6
Turbine

p0
t1
Air receiver
p3 t3
Compressor

p1

104 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-3_01en / Turku Training Centre
GAS PERFORMANCE

Humidity

• Engine performance is influenced by humidity in the suction air.

• Today this is not compensated for in any way. A new control feature is under work.

Performance
variation, humidity.ppt

105 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-3_01en / Turku Training Centre
GAS PERFORMANCE

Receiver temperature control

Receiver Temperature dew-point control (RTDC)
• Customers often run the engines with
unnecessarily high charge air
temperature in order to prevent
condensation formation in the charge
air system.
• A conventional control system keeps 02
charge air temperature constant
without taking humidity into account. 04
• Wärtsilä RTDC dynamically adjusts LT
water flow for the optimal charge air
temperature.
• This prevents condensation in the
charge air receiver, preventing
corrosion and reducing risk of engine
damage. 03
Components 01
• 01 RTDC cabinet
• 02 Humidity sensor
• 03 LT-water control valve
• 04 Engine sensors
106 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-3_01en / Turku Training Centre
 PART 4
Knock margin
De-rating
Gases
Safety manual
Lubricating oil

107 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-4_01en / Turku Training Centre
GAS PERFORMANCE

Knock margin
Definition of Knock Margin

NOX = 500 mg/m3N at 5 % O2 (TA-luft)

22

20
Ignition timing [ ° bTDC]

18

16
Knock margin
14

12

10

1.85 1.90 1.95 2.00 2.05 2.10 2.15 2.20

Air-fuel ratio
108 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-4_01en / Turku Training Centre
GAS PERFORMANCE

Knock margin
Change in Knock Margin due to NOX- optimization
NOX = 500 mg/m3N at 5 % O2 (TA-luft)
22
NOX = 250 mg/ m3N at 5 % O2 (½ TA-luft)
20
Ignition timing [ ° bTDC]

18
o
+3 increase in knock margin
16

14

12

10

1.85 1.90 1.95 2.00 2.05 2.10 2.15 2.20

Air-fuel ratio
109 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-4_01en / Turku Training Centre
GAS PERFORMANCE

Knock margin

• Ambient and component changes and the corresponding change of the knock margin.

Variable Change Change in knock margin

Methane number 80 to 70 -2 °
Charge air temp. 40 to 50 °C -2 °
NOX -emissions 500 to 250 mg/m3N +3 °
Compression ratio 12 to 11 +3 °
Output 16 to 15 bar BMEP +1 °

110 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-4_01en / Turku Training Centre
GAS PERFORMANCE

Derating factors

De-rating of Otto-engines
(Wärtsilä rules, don’t use ISO de-rating)
KTC KKNOCK KGAS

Altitude Receiver temp. Heating value

Suction air temp. Methane number Gas pressure

Turbocharger speed limit Knocking Main gas valve capacity

Lowest K-factor
0FA1X0012_01en

111 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-4_01en / Turku Training Centre
GAS PERFORMANCE

Heating values

• LHV: Lower Heating Value. The latent heat of water vapour in exhaust is not included.
• Wärtsilä uses only LHV since it only has an affect to engine output.
• HHV: Higher Heating Value. The latent heat of water vapour in exhaust is included.

• Lower Heating Value corresponds to the energy content of the gas.

• If the LHV is lower than specified above, the engine output has to be adjusted or a
higher gas pressure to the engine is needed.

• To compensate low heating value:

• Higher gas feed pressure
• Derating of engine output

112 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-4_01en / Turku Training Centre
GAS PERFORMANCE

De-rating (Example W34SG-D)

Charge air temperature / Methane number, high MN optimization

NOX = TA-luft NOX = ½ TA-luft

NOX = 500 mg/m3N NOX = 75 and 250 mg/m3N

113 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-4_01en / Turku Training Centre
GAS PERFORMANCE

De-rating (Example W34SG-D)

Ambient air pressure / Suction air temperature

Altitude [m]
4000 3500 3000 2500 2000 1500 1000 500 0

Fig. name: Derating due to ambient air pressure and suction air temperature example
115 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-4_01en / Turku Training Centre
GAS PERFORMANCE

De-rating (Examples W34SG-D)

Gas feed pressure / lower heating value, high MN optimization
NOX = TA-luft

NOX = 500 mg/m3N

117 © Wärtsilä INT ERNAL 12 September 2018 Gas_performance_Part-4_01en / Turku Training Centre