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BULLETIN
RT-82
Wrtsil 2-stroke
Technical Services
At your convenience
Concerned products
All Wrtsil 2-stroke engines.
Preventive action
To ensure trouble-free operation of
Wrtsil 2-stroke engines with distillate
fuels, it is important to read the information
and follow the recommendations stated in
this bulletin.
Validity
Before taking any action, always check the
available on line systems for the latest
revision of this document. Any locally
stored or printed version is considered to
be an uncontrolled document
Note
This Technical Bulletin Issue 1 supersedes
the Service Bulletin RT-82, dated
29.06.2009, entitled Distillate Fuel Use.
TECHNICAL BULLETIN
RT-82, Issue 2, Page 2 / 20
Contents
1
2
3
4
5
6
Introduction
Emission control regulations
System proposal of fuel system
Fuel Change over procedure
Engine component design considerations
Contacts
Page
2
3
5
7
11
20
Introduction
This Technical Bulletin RT-82, Issue 2, provides information and guidance concerning
the latest Emission Control Areas (ECA) regulations and fuel changeover of Wrtsil
2-stroke engines, as well some engine components design considerations to be
followed when using distillate fuels.
NOTE:
This Technical Bulletin supersedes the Service Bulletin RT-82, dated 29.06.2009,
entitled Distillate Fuel Use. Distillate fuel specifications, fuel changeover and
engine components design considerations of Wrtsil 2-stroke engines are now
incorporated in this new document.
Wrtsil Switzerland allows its 2-stroke engines to be operated on all distillate fuels
supplied under the ISO 8217-2012, with the exception of the distillate grade DMX
which has a viscosity and flash point too low.
The availability of fuels with various sulphur levels depends on the crude oil, the
refining technology and the region. The demand for sulphur content in the Emission
Control Area (ECA) will be decreased below 0.1% in January 2015. Thus, it is possible
that only distillate fuel will be available to meet the sulphur limits. In many aspects
distillate fuels are different to HFO. Generally, the quality of distillate fuel is more strictly
specified and better than residual fuel. Ignition and combustion properties are observed
to be significantly different for this type of fuel compared to heavy fuels.
According to ISO 8217-2012, distillate fuels are categorized as DMX, DMA, DMZ (also
called MGO) and DMB (also called MDO). DMX is a fuel used in some emergency
generators with a lower flashpoint and viscosity, thus it requires additional storage
precautions. Due to the low flash point and viscosity, DMX is not suitable for use in
2-stroke marine diesel engines. DMA, DMZ and DMB are the most common distillate
fuels. These fuels have good ignition properties because of the specified cetane index.
The DMB fuel contains up to 15% HFO and has a lower specified minimum cetane
index. It is important to ensure that the distillate fuel has adequate viscosity and antiwear properties in accordance with the ISO 8217:2012 specification.
TECHNICAL BULLETIN
RT-82, Issue 2, Page 3 / 20
The Cetane Number (determined by standardized engine test) or the Cetane Index
(found by calculation) are used to estimate the ignition properties of a distillate fuel.
The ignition and combustion properties are very important for medium-speed and highspeed engines. Poor quality fuel are now frequently and widely found. The properties of
fuel is at the root of more than 50% of all cases of problem in large 2-stroke engines
(source: Brookes Bell marine investigation and consultancy).
With regards to air pollution, the international maritime legislation is laid out in
MARPOL Annex VI. Within this legislation and with regards to limiting pollution by
sulphur, the maximum sulphur content of the fuel used is defined. Alternatively, if this
cannot be complied with, approved alternative methods can be employed to reduce
sulphur emissions in the exhaust gas. For more information about the latest and
mandatory legislation, see paragraph 2 entitled Emission control regulations
ATTENTION:
For additional information about the distillate fuel oil requirements and quality limits at
engine inlet for all Wrtsil 2-stroke engines, see the latest issue of the
Data & Specifications bulletin RT-126, entitled Diesel engines fuels.
From 01.01.2012
1)
From 01.01.2020 *
3.50% m/m
0.50% m/m
*1)
Remarks
1.00% m/m sulphur limit
North America ECA implementation date
US Caribbean sea ECA implementation date (Puerto Rico and
US virgin islands)
0.10% m/m sulphur limit
TECHNICAL BULLETIN
RT-82, Issue 2, Page 4 / 20
Table 3
Date
1 August 2012
1 January 2014
MGO (DMA,DMZ)
1.0% by weight
0.1% by weight
MDO (DMB)
0.5% by weight
0.1% by weight
ATTENTION:
Scrubber technology is not allowed in this area except on an experimental research
basis. CARB regulations will be superseded my IMO legislation in 2015.
TECHNICAL BULLETIN
RT-82, Issue 2, Page 5 / 20
Figure 1: System proposal of fuel oil system for all Wrtsil 2-stroke engines.
TECHNICAL BULLETIN
RT-82, Issue 2, Page 6 / 20
Table 4: Fuel system components from Figure 1
3)
The return pipe can also be connected to the HFO service tank (see Figure 1).
Pump can be omitted if integrated in the separator.
Separator capacity is related to the viscosity in accordance with the instructions of
the separator manufacturer and the certified flow rate.
A second fuel oil leakage tank can be considered to collect HFO and distillate fuel
leakages separately.
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RT-82, Issue 2, Page 7 / 20
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RT-82, Issue 2, Page 8 / 20
The Wrtsil automatic fuel change-over unit gives the following advantages:
1. The unit enables a fully automatic change-over from HFO to MDO/MGO and vice
versa even at 100% CMCR engine load.
2. A specially shaped orifice in the change-over valve equalizes the pressure
differences in the fuel levels of the tanks (differences in static pressure).
3. The change-over time can be significantly reduced, i.e. a saving of MDO/MGO is
possible.
4. The risk of damage by sudden temperature changes is limited because of built -in
safeguard functions.
5. The end of change-over including flushing is supervised to ensure compliance with
ECA rules.
6. A fuel stabiliser can be installed after separator to prevent fuel incompatibility.
Based on the above mentioned advantages we highly recommend the use of the
Wrtsil automatic fuel change-over unit. But other third-party systems can be installed
if such systems comply with our specifications. It is not possible to describe the
procedure for all available automatic fuel change-over systems on the market. This is
because the supplier documentation for each system is different. Thus, for the
installation, setting up and operation of the system, the applicable instructions in the
suppliers documentation must be obeyed.
TECHNICAL BULLETIN
RT-82, Issue 2, Page 9 / 20
1. When the engine operates with MDO/MGO for a long period, the cylinder lubricating
oil must be changed to an applicable Base Number (BN). For more data about
cylinder lubricating oil, refer to Data & Specifications bulletin RT-138, entitled
Lubricating Oils.
2. The fuel change-over must be completed in open waters before entering the ECA
and with sufficient time to complete the system flushing.
3. Trace heating of the fuel system must be set to off approximately one hour before
change-over, to prevent an increased temperature of the fuel pipes. The accurate
time is related to the pipe diameter and waste heat in the system. The viscometer
setting must be increased to 17 cSt to decrease the temperature of the HFO.
For W-X35 and W-X40 engines this setting value must be increased to 20 cSt.
4. All heating sources in the system (e.g. the fuel heaters) must be set off some
minutes before the change-over.
5. During Manual change-over from HFO to MDO/MGO decrease the engine power
(e.g. according to service experience in the range of 40% to 50% CMCR power).
The power to which to decrease is related to the total quantity of the fuel circulating
in the system, i.e. the bigger the mixing tank, the less decrease in load is necessary.
6. The recommended maximum temperature decrease of 2 C/min. must be kept
during the change-over procedure.
7. If a continuous temperature change of maximum 2 C/min. is not possible (after
each step of temperature change), keep the temperature change constant at a
maximum of 2 C/min. The target is to get an almost linear property.
8. If the cooler is not started, a small viscosity decrease below 2 cSt cannot be
prevented. Thus when the fuel is at a temperature near the applicable value, you
can start the cooler slowly. This will give a linear and smooth temperature change
and minimum viscosity.
9. Normally the fuel return from the engine goes back to the mixing unit. If the return
goes back to the service tank, do not change-over the return to the MDO/MGO
service tank before the entire system (e.g. all system components such as pumps,
filters etc.) are completely flushed and filled with MDO/MGO.
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RT-82, Issue 2, Page 10 / 20
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RT-82, Issue 2, Page 11 / 20
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RT-82, Issue 2, Page 12 / 20
Fuel leakages can be divided in three groups:
1. Unwanted leakages: this is mostly leakage from incorrectly installed high pressure
(HP) pipes. These pipes are designed with a double wall or with protection hoses. If
there is damage to the HP pipes, loose sealing surfaces or incorrect installation,
leakage will drain safely and an alarm will be activated. On some engine types,
overpressure safety valves are installed, which drain the fuel to the fuel leakage or
fuel return system. During usual operation, this type of leakage must be zero. For
more data, refer to the applicable engine Manuals.
2. Leakages, which are returned to the pressurized fuel system. This is usual engine
operation. It will usually not be noticed by operator as a leakage, because it
automatically returns to the normal fuel system (e.g. fuel leakages from the injector
needle).
3. Leakages, which must be drained from the engine without backpressure. Also this is
usual leakage (e.g. from fuel pumps). Usually the leakages give in paragraph 1. are
connected to the same leakage tank. If the fuel drains into an isolated fuel drain
tank, the fuel can be used again, but not if the fuel has drained into a common waste
oil tank. The separate drain tank for such fuel leakages is standard for Wrtsils
interface recommendation. Before changing fuels, it is recommended, that all
affected tanks are empty and the possibilities of mixing fuels are minimized.
During engine operation, the change of fuel between HFO and MGO will have an effect
on some performance parameters.
Satisfactory combustion can change the quantity of injected fuel mass.
Fuels DMA, DMZ, and DMB have lower densities than HFO, which results in a net
decrease in the calorific values per volume.
Density of HFO is decreased compared to nominal values (normally given at 15 C)
because the temperature of the fuel must be increased to get the applicable
viscosity.
Fuel leakages are larger, when engines operate with MGO/MDO compared to HFO.
This causes a small increase in volume of MGO/MDO, which must be injected
compared to HFO. This (small) difference can be seen when the fuel command signal
(RT-flex engines) or load indication (fuel pumps on RTA engines) are compared. This
data is described in the paragraphs that follow.
TECHNICAL BULLETIN
RT-82, Issue 2, Page 13 / 20
4
2
1. Suction valve
2. Leakage from suction valve
3. Delivery valve
ATTENTION:
RTA82, RTA38 and RTA48 engines have fuel injection pumps with the jerk-type
plunger. For more data, refer to the applicable Operation Manual.
TECHNICAL BULLETIN
RT-82, Issue 2, Page 14 / 20
A higher load index can be related to an increased terminal shaft position of the
governor. On some engines, this could put a limit on the engine load because of the
governor torque and/or scavenge air limiters. If an engine must operate on low
viscosity fuels for a long period, it could be necessary to adjust the governor. The
crankshaft torque must not be more than the maximum limit during a change-over back
to standard fuel. Speak to the nearest Wrtsil representative if the procedures above
are necessary. Refer to the Technical Bulletin RT-121, which specifies the relation
between the engine and propeller.
When low viscosity fuel is used, different ignition properties can be seen compared to
HFO operation. This can result in high firing pressures which can have a negative
effect on the reliability of the piston rings and other combustion space components.
When a low viscosity fuel is used, measure the firing pressures and retard the timing to
compensate this peak, or operate at decreased power output of approximately
75% MCR maximum. On all RT-flex, RLA, RLB, most RTA and some RND-M engines
the FQS can be used to retard the timing. On all other RTA engines without FQS,
adjust the fuel pump cams to retard the timing.
The pressure increase is different for each engine type and rating. Use the original
Factory Acceptance Test and or sea trial data for the reference values. If this data is
not available, speak to Wrtsil representative to get the data. Also, refer to the
Operation Manual, 0420-1/A1 special procedures during operation about these
engine adjustments. The pressure compensation procedure must be done for each
batch of fuel (all grades), which will help to get the best engine performance.
Another source of leakages from the high pressure system is the fuel injection valves,
where fuel leaks along the needle guide in the nozzle element. This fuel drain is not
connected to the leakage system. This part for the fuel pipes of RTA engines is
connected to the fuel outlet of the engine (to the fuel circulation system). Therefore
operators will not see this fuel quantity as leakage. Usually, this part of the fuel system
has a pressure of between 4 bar and 5 bar to prevent cavitation damage in some areas
of the injector.
TECHNICAL BULLETIN
RT-82, Issue 2, Page 15 / 20
1
2
1 Tappet
2. Leakage in the tappet carrier
Figure 3: Injection valve common leakage
TECHNICAL BULLETIN
RT-82, Issue 2, Page 16 / 20
There are different generations and design variants of ICUs installed on RT-flex
engines. All ICUs are connected to the drain system to the overflow tank. No backpressure is permitted in this area. Fuel leakage that flows from this area is part of usual
operation, see Figure 4.
4
2
3
1
1. ICU block
2. Injection control piston
3. Leakage from the piston rod guide
Figure 4: Injection Control Unit size 0 for RT-flex48T-D, RT-flex50, RT-flex50-B and
RT-flex50-D engines
Other ICUs with a different functional design have an added leakage connection that is
connected to the pressurized fuel system. This permits the decrease of the fuel
leakage quantity to the overflow tank. An example of the ICU from an RT-flex82T
engine is shown in Figure 5.
TECHNICAL BULLETIN
RT-82, Issue 2, Page 17 / 20
2
3
1
8
Leakage drains that are not pressurized are usually part of the system that monitors
fuel leakage of the HP pipes. Level switches monitor and identify these leakages. Make
sure that all drain pipes and bores are clear, which will prevent alarms that are not
necessary. The leakage flow will increase, when MGO/MDO is used. The steam trace
heating must be set to off every time when low viscosity fuel is used (some engines
might have an electrical trace heating or thermal oil instead of steam). Otherwise
excessive leakage flow will appear and damages on fuel injection components might
happen.
Increased leakage through from ICUs causes a faster pressure decrease in the fuel
rail, when the engine is stopped. This can cause a small increase in the starting air
when manoeuvring.
TECHNICAL BULLETIN
RT-82, Issue 2, Page 18 / 20
Fuel leakages also drain from the fuel pumps installed on the supply unit. Fuel will leak
through the small gap between pump cylinder and plunger. As with any other
component, leakage flow will increase when MGO/MDO are used compared to HFO
operation.
Increased leakage from fuel pumps does not have an effect on engine performance.
These fuel pumps supply fuel to keep pressure in the fuel rail. There is no effect on
injection timing etc. The pressure controller on the fuel rail will automatically adjust the
leakage from the fuel pumps and ICUs. This will have the effect of a higher actuator
position.
The fuel pump has an isolated drain space with O-rings. Make sure these O-rings are
in good condition. The oil leakage drains from the engine through the drain pipes. It is
necessary to ensure drains are clear (refer to the related Operation and Maintenance
Manuals).
When the engine is running on DMA, DMZ or DMB grade fuel and the fuel change-over
is completed, the remaining heavy fuel can be drained. Trace heating must be set to off
when engine is running on low viscosity fuels. Ensure this is set to ON again for the
use of HFO.
The combustion will change compared to HFO and allowance must be made for high
firing pressures. Refer to the Operation Manual in the section 0420-1/A1 Special
Procedures during Operation to get information about these engine adjustments.
RT-flex electronically controlled engines can be adjusted to achieve the correct
maximum pressure by making adjustments using the software.
1. Fuel inlet
2. Fuel leakage
3. Bore for lifting device
Figure 6: Fuel oil pump
4. Fuel outlet
5. Lube oil inlet
TECHNICAL BULLETIN
RT-82, Issue 2, Page 19 / 20
Leakages from injectors on RT-flex engines are almost the same as those on RTA
engines. The drain pipes are connected to the fuel circulation system and this drain is
not seen as leakage. Fuel injectors of different designs are installed on different
engines. On some engines, the needle element in the injector looks the same as those
installed on RTA engines. Others have a spiral groove applied to the needle. The
design of the needle element has an effect on the flow rate to the fuel system, which is
considered in the design during engine development.
1
2
3. Fast injector
When the pressure to open an injector is adjusted, you can see the leakage. When the
capacity of the pump is low, it is possible that the pressure to open the injector is not
sufficient when low viscosity test fluid is used. In these conditions, use oil that has a
higher viscosity, which will decrease the leakage flow during the adjustment procedure.
TECHNICAL BULLETIN
RT-82, Issue 2, Page 20 / 20
Contacts