Wartsila 18V50 Running Data – Key Insights

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Discover essential insights from the Wartsila 18V50 running data of engines. Get a comprehensive overview of performance and operation.

Wartsila 18V50 Running data

DescriptionParameter
Charge Air Temp. in air receiver55 ℃
Exhaust Gas Temp. Before TC (A Bank)530 ℃
Exhaust Gas Temp. After TC (A Bank)335 ℃
Exhaust Gas Temp. (Cylinder)480 ℃
Cylinder Liner Temp.121 ℃
Lube Oil Temp. Before Engine63 ℃
Lube Oil Temp. After TC93 ℃
Fuel Oil Temp.110 ℃
Main Bearing Temp.92 ℃
Big End Bearing Temp.80 ℃
Thrust Bearing Temp.80 ℃
CA Pressure Engine Inlet4.0 bar
HT Temp. Engine outlet94 ℃
LT Temp. Before Cooler50 ℃
LO Pressure TC Inlet2.2 bar
TC Speed17000 rpm
Crank case Pressure0.5 mbar
Torsional Vibration Level90 mdeg
Active Power18415 kW
Reactive Power12800 KVar
Power Factor.80
Frequency50 Hz
Engine Speed500 rpm
Fuel Rack Control68%
Mixing Tank Pressure4.5 bar
Fuel Pressure Engine Inlet7-9 bar
FO Flow rate3600 kg/hr
FO Viscosity Engine Inlet20 cst
Generator Winding Temp.100 ℃
Generator Bearing Temp.80 ℃
LO Pressure Engine Inlet4.1 bar
HT water pressure3.7 bar
LT water pressure2.5 bar
Radiator Speed55 %

ENGINE SPEED

  • Measured by camshaft wheel or flywheel.
  • Unstably, engine speed can be caused by wrong governor settings worn/jamming regulating mechanism.
  • Alarm/safety blockings.
  • Safety functions: over speed.

TURBO CHARGER SPEED

  • This is an important factor to follow since the turbo speed gives an indication when the nozzle ring gets dirty. I.e. the turbo speed increases slightly.

FUEL RACK POSITION

  • Indicates the amount of sprayed fuel oil (engine load).
  • Increased fuel rack index (same load) can be the result of the worn pump (bigger internal leakages), a change in fuel quality, or a lower heat value.

IGNITION QUALITY PARAMETERS

  1. Energy
  2. Viscosity
  3. Maximum firing pressure.
  4. Injection delay
  5. Ignition delay

ENERGY COMPARISON

  • The injection pump is a volumetric pump.
  • The higher the density, the more energy it contains per volume unit.
  • The density difference between HFO and MDO is larger than the difference in net calorific value.

VISCOSITY COMPARISON

  • The viscosity of MDO is lower than the viscosity of HFO (even HFO is heated)
  • Lower viscosity fuels result in more internal leakage in the injection pump from the high-pressure side to the low-pressure side.
  • Internal leakage has to be compensated by giving more fuel racks.

MAXIMUM FIRING PRESSURE

  • Depending on the charge, air pressure
  • To achieve proper combustion, the firing pressure has to be high and thus also the charge air pressure.
  • Timing of the fuel pump
  • INJECTION DELAY is the time it takes to build up a pressure higher than the opening pressure of the nozzle
  • The delay is comparable to the condition of injection equipment
  • IGNITION DELAY is the time gap between the commencement of injection and the commencement of ignition.
  • Depending on the fuel quality
  • Compression temperature has a big influence on the ignition delay
  • Compression temperature is not high enough for the fuel to ignite longer ignition delay

HIGHER PEAK PRESSURES AND HIGHER EXHAUST GAS TEMPERATURES

  • Normally, 1…2 ° of crank angle.
  • Too early timing of injection
  • Higher peak pressure

EXHAUST GAS TEMPERATURE AFTER CYLINDER

  • Measured individually after each cylinder
  • Each cylinder has two measuring points.
  • The average temperature of all exhaust temperature sensors is approximately 100 °C lower than the exhaust gas temperature before the turbine.
  • Maximum allowed difference between valves in one cylinder.
  • Maximum allowed difference of one cylinder average from the average of all cylinders, alarm.
  • In normal operation, the average temperature Cylinder temperature deviation can be up to 30 – 40 °C.
  • The engine is (depending on installation) provided with a safety slow-down arrangement if the temperature difference is too big.
  • A 10 °C increase in ambient temperature will result in approximately 15 °C increase in exhaust gas temperature.

EXHAUST GAS TEMPERATURE AFTER TURBOCHARGER

  • Indicates the kinetic energy of the exhaust gases that are running the turbine
  • Indicates the condition of the turbo, i.e. scavenging of the engine
  • If a de-Nox catalysator is installed, the temperature has to exceed a certain level to ensure the function of the catalysator.

PRESSURE DIFFERENCE OVER THE CYLINDERS:

  • Measuring the pressure difference between the charge air manifold and the exhaust gas manifold. Indicates how well the scavenging works.
  • Depends on the turbocharger. Therefore, the values below should be considered as allusive.
  • The bigger the DP is, the better the scavenging.
  • The normal value with a 100% load varies depending on installation. Once the value has been dropped down, it is an indication that something is wrong with the engine -e.g. dirty nozzle ring & turbine.

DIRTY CHARGE AIR COOLER:

  • As indicated by the increase of the pressure difference over the cooler, remember that the dirtiness of the cooler aggravates the cleaning of the cooler.

CONSEQUENCES:

  • Less fresh air to cylinders
  • Higher exhaust gas temperatures
  • Improper combustion
  • Low peak pressures
  • More deposits to the nozzle ring
  • Increased SFOC
  • Increased SLOC
  • Higher fuel rack reading at the same load

CONDENSE WATER IN CHARGE AIR:

  • Condense water that is condensing in the cooler has to be drained out
  • Causes wear in the pistons, piston rings and cylinder heads
  • Will cause inlet seat ring problems
  • The amount of condensed water may be reduced by increasing the charge
  • Air temperature, but the maximum temp must not be exceeded, which is 55 ° C
  • Increases thermal loading of the engine

DIRTY NOZZLE RING:

  • Indicated by;
  • Slightly higher turbine speed
  • Higher receiver temperature
  • Decreased pressure difference over the cylinders

POSSIBLE CONSEQUENCES

  • Remainder pressure in the cylinders increase
  • less fresh air to cylinders
  • worse scavenging
  • delayed combustion
  • more deposit accumulations
  • higher exhaust gas temperatures
  • increased thermal load
  • increased risk of engine failure
  • piston seizure
  • hot corrosion
  • increased fuel consumption.

LOW PEAK PRESSURES-HIGH EXHAUST GAS TEMPERATURES:

  • Obvious reason:
  • DELAYED COMBUSTION
  • Dirty air cooler
  • dirty nozzle ring(s)
  • injection nozzles in bad condition
  • worn injection pumps
  • a long injection delay
  • bad fuel
  • high CCAI value, poor ignition properties
  • high water content
  • high exhaust gas temp

HIGH EXHAUST GAS TEMPERATURES

  • Injection valves in bad condition
  • dirty nozzle ring
  • dirty air cooler
  • Low fuel viscosity
  • worn injection pumps
  • bad fuel
  • burned valves or seats

HIGH FUEL RACK READING COMPARED TO LOAD

  • Worn injection pumps
  • more internal leakage
  • too low viscosity of the fuel
  • more internal leakage
  • low heat value of the fuel
  • high water content
  • dirty fuel filter
  • too low fuel pressure
  • big fuel leakage

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