Transcript
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GREEK CIMAC ASSOCIATIONhttp://gracimac.org/home.html
SEMINAR
Gas 2-stroke marine engine Design and Operation
Thursday, 22 January 2015Euronav Auditorium
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The Greek CIMAC Association organises a
SEMINAR
Gas 2-stroke marine engine Design and Operation
Thursday, 22 January 2015
17:30 – 20:30
Euronav office building Auditorium, 69 Akti Miaouli, Piraeus
Programme
17:30 Registration, Coffee
18:00 Introduction to CIMAC and GCA
18:15 2 in-depth presentations MAN Diesel and Turbo, Copenhagen
Niels Kjemtrup, Senior Manager Process Development
Ole Groene, Senior Vice President
18:45 2 in-depth presentations Wartsila Switzerland
Marcel Ott, General Manager Dual Fuel Technology
Rolf Stiefel, Director 2-Stroke Sales
19:15 Panel Discussion
Niels Kjemtrup, MDT
Ole Groene, MDT
Marcel Ott, WCH
Rolf Stiefel, WCH
Manos Migadis, DYNACOM
Vasilis Lampropoulos, THENAMARIS
Moderator: Prof. N. Kyrtatos, NTUA (questions list : GCA)
20:30 Reception
The Seminar is kindly sponsored by MAN Diesel & Turbo, GR and Wartsila, GR.
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Introduction to CIMAC and GCA
CIMAC is a worldwide non-profit association consisting of National
Member Associations in 26 countries in America, Asia and Europe.
CIMAC was founded in Paris in 1951. CIMAC Central Secretariat is in
Frankfurt.
CIMAC covers diesel and gas engines and gas turbines used for power
generation, marine propulsion and locomotives.
• The objectives of CIMAC are to promote technical and scientific knowledge, to
promote the exchange of experience between all interested parties and to act
as a neutral advisor to international organizations.
• Worldwide members include engine manufacturers, engine users, component
suppliers, fuel and lubricant companies, research organizations, classification
societies.
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Introduction to CIMAC and GCA
The Greek CIMAC Association- GCA (est. 1997) is a non-profit organization
linking marine industry related companies in Greece and affiliated to the
International CIMAC.
The engine user aspect is highly visible in the Greek CIMAC Association andmore than 60% of the present members are shipping companies.
One present objective of GCA is to establish a local Users Group corresponding
with the central CIMAC WG 10 :Users, with aim to provide a forum of dialogue
between engine users and manufacturers.
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1< >MAN Diesel & Turbo CIMAC Greece 2015 NK
GCA Seminar January 2015Gas 2-stroke marine engine Design and Operation
Niels Kjemtrup
Senior Manager
Process Development
MAN Diesel & Turbo
Copenhagen
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2< >MAN Diesel & Turbo CIMAC Greece 2015 NK
Gas FuelsGaseous Gases (LNG, Ethan…)
Liquid Gases (MeOH, LPG…)
Two-Stroke Gas Engine TechnologiesME-GI and ME-LGI
Gas Engine
Technologies
ME-GI (Gas Injection)
ME-LGI (Liquid Gas Injection)
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ME-GI & ME-LGI (Electronic Controlled Gas Injection)
Combustion Concept & Add-On Gas Parts
Yellow = pilot oil
Blue = gas fuel
Conventional/pilot fuel injector
Gas fuel injector
Gas control block
Gas channel
1
2
3
4
1
2
3
4
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The MAN B&W ME-GI Engine
NK-LDF 3339455.2014.05.02
GI Performance
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Heat release controlled by:
Fuel injection rate
Air entrainment
Our first expectation: Performance, efficiency, emission
(NOx, CO, HC) are behaving like in a
(liquid) Diesel engine:
Turbocharging
Miller/Atkinson timing
Etc.
Some emissions are lower due to fuel
composition
ME-GI ConceptThe ME-GI Engine is a Diesel-Cycle Combustion Engine
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Injection and combustionstability on 4T50ME-X:
500 consecutive cycles
analysed
ME-GI marginally better
cycle-to-cycle stability
ME-GI Concept As Stable Running as the Diesel Engine
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Shop test of first 8L70ME-C-GI
Comparison Gas vs. Diesel
Specified dual fuel (SDF)
• 30/70 ratio
• 70/30 ratio
GI Latest Performance ResultsShop Test of 8L70ME-C-GI engines
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GI Latest Performance ResultsGas versus Diesel: Heat Release
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GI Latest Performance ResultsGas versus Diesel: SFOC
Test
#
Diesel
atomizer
Gas
atomizer
SFOC
[g/kWh]
Nox
[g/kWh]
DI GI-4 -- 0 0
GI GI-4 GI-21 - 4,8 - 1.0
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GI Latest Performance ResultsGas versus Diesel: Emissions
*
No
Methane
Slip
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GI Latest Performance ResultsGas versus Diesel: Emissions
*Source: Nielsen, J. B., Stenersen, D., ”Emission factors for CH4, NOx, particulates and black carbon for domestic shipping in Norway”, MARINTEK report, MT22 A10-199, Klima og Forurensningsdirektoratet, Norway (2010)
*
No
Methane
Slip
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GI Latest Performance ResultsSpecified Dual Fuel Operation: Heat Release
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GI Latest Performance ResultsSpecified Dual Fuel Operation: Emissions
No
Methane
Slip
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GI Latest Performance ResultsSpecified Dual Fuel Operation: Performance
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8L70ME-C-GI –TOTE1
Actual pilot oil Energy fraction
0
1
2
3
4
5
6
7
8
9
10
11
12
0 25 50 75 100
A c t u a l l P i l o t E n e r g y f r a c t i o n [ % ]
Load [%]
GI ref
GI ref
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GI Latest Performance ResultsConclusions: Performance
The heat rate and NOx emission of
the 8L70ME-C9.2 engine is betterwhen running on gas than on diesel
Pilot oil consumption is below the
target (3%) value for all loads
Down to 7% engine load in gas
mode
Specified dual fuel mode (SDF) is
available and diesel operation is
confirmed as NOx worst case.
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Conclusions
ME-GI vs. ME
Similarities:• Power density
• Combustion control parameters
• Turbo charging, scavenging,
exhaust gas temperatures
• Good part load SFOC
• Good transient engine response
• Robust to fuel quality changes
(MN irrelevant)
• Simple cylinder lubricationsystem and known lube-oil types
• Safety:
• No risk of misfiring/knocking
• No risk of explosion in
scavenge receiver
Differences:• NOx emission levels lower
(approx. 25%)
• SFOC tuning possible for IMO
tier II gives 1 – 3% improvement
• Near zero PM levels
• Greenhouse Gas Impact
20% lower due to C/H ratio of
methane and the very low
methane slip
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The MAN B&W ME-GI Engine
NK-LDF 3339455.2014.05.02
GI and EGR
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4T50ME-GI with EGRObjective
Test of GI with EGR on the 4T50ME-GI engineComparison with diesel references (with and without EGR) and GI without EGR
DI Diesel
GI Compressed natural gas (CNG)
DI+EGR Diesel with EGRGI+EGR CNG with EGR
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4T50ME-GI with EGRPerformance
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4T50ME-GI with EGREmissions
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4T50ME-GI with EGRConclusions
• EGR can secure Tier III NOx levels also for GI-engines.
• EGR affects GI combustion in the same way as DI combustion. The peak
heat release is lowered and the late cycle heat release is increased.
• The increase in SFOC when adding EGR is the same for GI and diesel.
• For GI+EGR: NOx, CO and filtered smoke number are all very low.
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The MAN B&W ME-GI Engine 2014
NK-LDF 3339455.2014.05.02
Low Sulphur Focus for EGR
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24< >MAN Diesel & Turbo CIMAC Greece 2015 NK
MDT-TWO Stroke engines Strategy
ME-CDiesel Engine
Fuels: MDO, HFO
ME-C-GI
High Pressure Gas Injection
Fuels: Methane, Ethane….
ME-C-LGI
High Pressure LF fuel injection
Fuels: Propane, Methanol ….
All types areDiesel engines
with same platform
and similar:
Performance
Efficiency
Emission
Turbocharging
Timing
Tier IIITechnologies:
EGR
SCR
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MDT Tier III Development fuel strategy
~2006 2014 2014 …
Full fuel flexibility solutionsEGR + SCR
HFO solution design status 2014
0.1% sulphur optimized solution
MEPC 66, London, April 2014
All N-ECA’s also S-ECA’s
No risk of retrofit demands in future N-ECA’s
Newest possible N-ECA: ~ 2017
Ship owners expect SOx compliance by low S fuel
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Low sulphur EGR outlines
60-70 bore engines - Changes in EGR engine outlines
• Outline width reduce.
• Height of EGR unit reduced. mores space below.
Layout considered without reduced flow area of EGR cooler.
EGR units
6G70ME-C9
HFO LS
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From
Scrubber
To
Scrubber
Over-
board
From
Scrubber
To
Scrubber
Over-
board
QC
QC
C o l l e c t i n g t a n k
D i r t y b u f f e r t a n k
C l e a n
b u f f e r t a n k
C o l l e c t i n g t a n k
EGR Water Treatment System reduction (to be tested)
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EGR CAPEX
EGR CAPEX - 16 MWTier III on High sulphur fuel
EGR engine equipment(scrubber, blower,cooler))
Engine modification(valves and controlsystem)
Auxiliary system (WTS)
Installation excl. tanks
EGR CAPEX - 16 MWTier III on Low sulphur fuel
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Why SCR or EGR on LNG carriers?
EGR/SCR gives full fuel flexibility in Tier III areas.
Low Sulphur HFO Fully valid option
Result:
No operational Limitations:
•When the charter requires to empty the LNG tanks.
•When the ships are going to Dockyard / Repair yard.
• In case of gas malfunction
Full redundancy in fuel choice is available.
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The MAN B&W ME-GI Engine 2014
NK-LDF 3339455.2014.05.02
Lubrication of GI engines
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Lubrication system for ME-GI
Automated Lube Switch (ALS) system
High
BNLow
BN
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ME-GI lubrication systemMDT General Recommendation
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ME-GI Gas Fuel ModePort to port in dual fuel mode
Fuel oil only mode Operation profile as conventional
engine
Dual fuel operation mode
No fuel slip
No knocking problems Insensitive to gas fuel
Unchanged load response
News:
Reduced pilot oil amount 5% 3%
Reduced load on gas 10% load
RSL-LSP
Specified dual fuel mode
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LubricationME-GI
Point of switch is based onexperience
Low BN oil High BN oil
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The MAN B&W ME-GI Engine 2014
NK-LDF 3339455.2014.05.02
Gas Supply Systems
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LNG Supply SystemME-GI
Cyrogenic pumps
Power requirements =0.3-0.5% og ME Shaft power
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LNG Supply SystemME-GI
HP Compressor(only supply)
Power requirements =3-5% og ME Shaft power
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The MAN B&W ME-GI Engine 2014
NK-LDF 3339455.2014.05.02
Challenges
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First ME-GI Engine Delivery8L70ME-GI on Test Bed
April 2014
Gas Control Block
Gas Injector
Pilot Injector
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Stainless steel spring
PTFE sealing ring
Chrome plating
PTFE sealing rings – chrome plated sealing surfaces
ME-GI DevelopmentGas Sealing Concept
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Experience with chrome plating solution on following ME-GI engines:
NG operation MDO operation
4T50ME-X-GI, Research Engine CPH 450 h 1,800 h
8S70ME-C8.2-GI, Hyundai 268 h 80 h
6S70ME-C8.2-GI, Mitsui 230 h 165 h
2S50ME-GI, Kawasaki 100 h 200 h
Total running hours accumulated: 1,048 h 1,895 h
Excellent gas sealing results were gained on
the above-mentioned ME-GI engines with chrome plating
ME-GI DevelopmentGas Sealing Experience with Chrome Plating
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Latest experience: The good experience from previous gas engines was however not continued at the shop
test on first L70ME-C8.2-GI engine:
Continuous troubles with gas leakage observed
Secondary cracks recognised as the reason for leakage in the cylinder covers
Without chrome plating, NO leakage observedSecondary cracks on sealing
areas
ME-GI DevelopmentGas Sealing Experience with Chrome Plating
Based on the above observations and
corresponding calculations, it isconcluded to implement high strain
chrome plating
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Solutions introduced:
Development of new strain resistant chrome plating consisting of multi-
layer high strain chrome (in cooperation with Hartchrom AG in
Switzerland)
Change GIV design for more safe maintenance and improved guidance
Development of alternative manufacturing process; i.e. an alternative
bushing design
Guidance
improved
Multi-layer high strain
chrome
Alternative bushing design
ME-GI DevelopmentGas Sealing Solution with Chrome Plating
Both Hartchrom and Bushing solution has confirmed
satiscactory operation on 5G70ME-C-GI engines for
DW2407#1 and#2
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The MAN B&W ME-GI Engine 2014
NK-LDF 3339455.2014.05.02
Memory Lane
Chib P Pl t J
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Chiba Power Plant - Japan10 Years of MC-GI (Camshaft Controlled) Experience
Mitsui
1994 - 2003
Possibilities very limited in the maritime world – technology too
early for the market. However, a good reference for the future!
GI = Gas Injection
EU F di f ME GI D l t
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• EU FP7 – Transport
• Two-stroke low speed diesel engines
• CNG-LNG (Natural Gas)
• Budget: 5m EURO, incl. 3m EURO from the EU
• 3 years – 2010-2013
• 9 partners: 4 universities, 5 companies, 3 countries
EU Funding of ME-GI DevelopmentConcept Confirmation & Optimization
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Concept Confirmation – MDT R&D Engine Concept Demonstration – MDT R&D Engine
Product Demonstration – Hyundai 8S70ME-C-GI Product Demonstration – Mitsui 6S70ME-C-GI
2010
20132012
2011
Market Acceptance of ME-GIConcept Confirmation & Demonstration
ME GI LNG
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TOTE Maritime
Panamax Container Vessels
8L70ME-C-Gl Engines
Delivery starting in Q4 2015
Teekay Shipping
Liquefied Natural Gas Tankers
2 x 5G70ME-C-GI Engines
Delivery starting in 2016
ME-GI – LNGFirst Orders from Late 2012
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ME-GI & ME-LGI: 140+ Engines
ME-GI & ME-LGIReference List January 2015
ME-GI
2 t k LNG T k M k t
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Number of LNG tankers
2-stroke: LNG Tanker MarketME-C and ME-GI Engines
ME-GIDFDE
X-DFME-C
Steam-Turbine
In 2014 MDT won significant market shares in LNG
tanker market with the ME-GI Engines
0
10
20
30
40
50
2000 2002 2004 2006 2008 2010 2012 2014
P ibiliti d Ch ll
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Possibilities and ChallengesTwo-Stroke Gas Engine Technologies
L i
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Low pressure gas engines
“The industry standard”
CIMAC discussion Athens 22. January 2015
Marcel Ott, General Manager, DF Technology
Development path for gas powered marine engines
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2 © Wärtsilä 26 January 2015 RS
p p g p g
1970 1980 1990 2000 2010
1972
2-stroke low pressure
Dual-Fuel engine
29 km3 LNGC ‘MV Venator ’ 7RNMD90 Moss S/Y NOR
1986
2-stroke high pressure
Dual Fuel engine
6RTA84 at IHI, Japan
1987
high pressure
Gas diesel engine
2013
2-stroke low pressure
Dual-Fuel engine
1995
Break through
4-stroke low pressure DF engine
1992
4-stroke low pressure
spark ignited engine
2-stroke
4-stroke
Dual fuel test engine 6RTFlex50DF in Italy
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3 © Wärtsilä 26 January 2015 RS
g y
RT-flex50DF test engine
6RT-flex50 Diesel engine installed in
engine lab in Trieste, Italy in 2011
One cylinder converted for gas operation
for concept development:
- Concept and design alternatives evaluated
Engine converted to full scale in summer
2013:- Engine performance mapped
- Control system development
- Component reliability tests
- >1000 running hours logged
Dual fuel test engine W-X72DF in Japan
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4 © Wärtsilä 26 January 2015 RS
g
Strong support/interest from
Japanese customers in Low Pressure
DF engines- Cooperation with Japanese licensee
Diesel United Ltd.
W6X72DF test engine will be
installed at Diesel United’s facilities
Engine started on diesel, gas start in
the coming month
Main objectives:
- Additional test engine/facility
- Further combustion and performance
optimization, on larger bore engine
sizes
- Component reliability confirmations W-X72DF test engine
2-stroke low pressure dual fuel concept
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5 © Wärtsilä 26 January 2015 RS
The Principle
Engine operating according to Otto
process
Pre-mixed ‘Lean burn’ technology
Low pressure gas admission at ’mid
stroke’
Ignition by pilot fuel in pre-chamber
2-stroke low pressure dual fuel concept
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6 © Wärtsilä 26 January 2015 RS
The main merits
Low gas pressure < 16bar
- Simple and reliable gas supply system
- Simple gas sealing
- Wide selection of proven compressors/
pumps (piston or centrifugal)
Lean Burn ‘Otto’ combustion means
IMO Tier III compliance:
- Without additional equipment (EGR/SCR)
- Without additional fuel consumption
- Without compromised component reliabilityScavenging
Compression/
gas admission
Ignition
expansion
‘Pre-mixed lean-burn’ combustion
2-stroke low pressure ‘lean burn’ principle
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Engine operating according to the ‘Otto
process’
Air and gas premixed before combustion:- ‚lean‘ mixture: more air available than needed
for stoichiometric combustion
- Cold flame temperature
Low NOx
Lower wall heat losses
- No local ‚rich‘ combustion
low particulate matter (PM)
External ignition by pre-chamber
- Provides energy needed to ignite gas
- Good ignition stability with very low pilot fuel
amount (<1% of full load energy input)
Lower peak temperatures
Lower NOx formation!
Otto, max flame temp.
Diesel, max flame temp.
Total emission picture of low pressure principle
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8 © Wärtsilä 26 January 2015 RS
Total hydro carbon contribution
to CO2 equivalent emissions
-15%
Tier3!
-99%
-98%
-85%
LP
PM further reduced by the DF technology
with lean-burn Otto combustion with pre-
chamber ignition Unlike CO2, methane disappears over
time. Its short term effect is 28 times
stronger as a green house gas *)
‘Methane slip’ = THC emissions (Total
Unburned Hydrocarbons). Included in totalCO2 equivalent
Potential to further reduce methane slip on
the 2-s DF
2-s DF Otto process contributes
positively to reduce the total emissionscope compared to any engine
operating in the Diesel process
*): IPCC report ‘Climate Change 2013’
Low pressure dual fuel engine output
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Methane number:
Maximum output may be limited by
methane number (MN), if rating pointclose to R1-R3
No output limitation from MN if rating
point close to R2-R4
Considerations:
MN of LNG is typically 70 - 90
Gases with lower MN can be burned
by reducing engine power output
Operating area for low speed
engines is typically < 85% CMCR
Methane Number MN
Preliminary, to be confirmed
50%
55%
60%
65%
70%
75%
80%
85%
90%
95%
100%
105%
60 65 70 75 80 85 90 95 100
E n
g i n e p o w e r
Methane Number, MN
rating on R1 to R3 line
rating on R2 to R4 line
R2 – R4
Typical max.
service load
Knocking: What is that?
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Normal combustion (Fig 1)
Ignition
Flame front propagation
Knocking combustion (Fig. 2)
Spontaneous ignition of end gas towards end ofcombustion
Knock detected by
Cylinder pressure trace
- One pressure sensor per cylinder
Knock detector signal (structure borne noise)
- One knock sensor per cylinder
For each individual cylinder and cycle
0
20
40
60
80
100
120
140
160
180
F i r i n g p r e s s u r e
[ b a r ]
Fig.: 1
0
20
40
60
80
100
120
140
160
180
F i r i n g p
r e s s u r e [ b a r ]
Crank angle Fig.: 2
Cylinder pressure
Knock sensor signal
Knocking: Safe detection and prevention !
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BMEP / engine load / torque
- Reduction in power output allows a
wider operating window
Increased air/fuel ratio:
- reduces knock tendency
- Increases thermal efficiency
- lowers NOx emissions
Engine control system:
- Adjusts air / fuel ratio and balances
cylinders to avoid knocking or
misfiring
- releases safety measures in caseknocking or misfiring is occurring
O p e r a t i n g
w i n d o w
T h e r m a l e
f f i c i e n c y
N O x e m
i s s i o n s
B
M E P
Air / Fuel ratio
Knocking M i s f i r i n g
Low pressure dual fuel combustion stability
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Combustion stability criteria: cycle-to-cycle variation of IMEP
Example: IMEP history over 300 cycles at full load (test engine 6RT-flex50DF)
- In diesel operation
- In gas operation
Stable combustion – comparable in both operating modes
Load response of Wärtsilä 2-stroke DF engines
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6RT-flex50DF engine test results
Water brake load variation with ‚wave load profile‘
Engine running in gas mode
Engine control system covers any load and operation mode and
enables even manoeuvring on gas!
Low pressure system fuel requirements
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Pilot fuel types: DMA, DMZ and DMB distillate
fuels (as 4-s DF standard)
Gas fuel requirements (as 4-s DF standard):
HFO requirements as on std. diesel engines
Conclusion
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Low-pressure DF is the technology of
choice and the industry standard!
Operational experience from over 1000 4-s DFengines
Incorporated running experience in 2-s DF engine
design
Reliability, safety, performance and emissions
results confirmed on 6RT-flex50DF test engine
Questioned areas from the market:
Methane slip
Methane Number / power limitations
Load acceptance
Safety principles
Combustion stability
Low pressure gas engines
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Low pressure gas engines
“The industry standard”
CIMAC discussion Athens 22. January 2015 Rolf Stiefel, Director Sales, 2-stroke
Why “Industry standard”?
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Low pressure lean burnTHE industry standard for gas combustion engines:
Environmental friendliness low NOx and particulate emissions
Simple installation minimum of additional ancillary equipment
Low operating costs competitive overall efficiency, low parasitic load
Reliable and safe operation long experience on LNG handling equipment applied
Redundancy change to liquid fuel mode at any time
Port to port operation on LNG
Leading into the gas age: Wärtsilä 2-stroke DF references
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3 © Wärtsilä 26 January 2015 RS
W-RT-flex50DF:
4x 15.000 dwt Chemical tankers (Terntank, SWE) 6x 1400 teu vessel (GNS shipping, GER)
1x 15k m3
coastal LNGC (Huaxiang, CHN) 2x 15k Asphalt carriers (Transport Desgangnes, CAN)
W-X62DF:
2x 180k m3 LNGC/twin screw (SK/Marubeni KOR/JPN)
W-X72DF:
4+ 6x 174k m3 LNGC/twin screw (Gaslog/BG Group GRE/UK)
25 DF engines on order, since market introduction 2 years ago
Layout meets market requirements!
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Max rating lower than ‘diesel’, due to limitations
from knocking / pre-ignition Dots representing selected rating point of X62
Diesel engine in stadard ship designs The DF version is covering more than 90% of
these rating points! Only in exceptional cases an additional cylinder
will be need to meet output requirments
Different consumption curve pattern:
Otto process Diesel process
90%
70%
58%
X62X62DF
Influence of methane slip on EEDI for low pressure DF
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Selected vessel type:Panamax Bulk Carrier(80’000DWT)
Engine type:conventional engine vs.
5X62DFCMCR: 9930 kW
CSR load: 75%
Service power: 7450 kW
service speed: 13.6 knots
X engine EEDI
X-DF engine EEDI
If methane slip is taken into account for emission limits as CO2 equivalent, it will beregulated via the EEDI
Graph shows the 2s DF engine is below the conventional diesel engine EEDI, thanksto its lower CO2 emissions overall.
Applying Wärtsilä low pressure DF Technology
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Case study180,000 m3 LNG carrier
Low pressure gas supply system makes the difference!
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7 © Wärtsilä 26 January 2015 RS
Simple, proven technology with low CAPEX &OPEX
LNG,-162 °C
LNG vaporizers
BOG turbo compressor 5/6 stages1-2 3-4 5-5/6Intercooler Aftercooler
2SDFMain engine
GCU
Aux
Engines
Pressure
reduction
16 barg, 0-60 °C
GVU
GVU
Total energy consumption comparison
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Consumption of gas and liquide fuel for the whole vessel Equal overall efficiency achieved at all typical load points for both systems
In Tier III area same consumption for LP solution as compliant without 2nd measures
0
1020
30
40
50
60
70
80
90
LP solution
19.5kn laden
LP solution
16kn laden
LP solution
12kn laden
HP solution
19.5kn laden
HP solution
16kn laden
HP solution
12kn laden
[ t o n
]
Consumables per day (outside of ECA)
LNG
MDO
LP LP HPLP HP HP
Energy consumption on equal level with alternative technology
@19kn 16kn 12kn @19kn 16kn 12kn
Simple gas supply system saves Investment!
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Significantly lower CAPEX:
For compressor
Only low pressure gas system
Tier III compliant in gas mode
Less electrical power demands,
hence smaller aux engines
0.00%
10.00%
20.00%
30.00%
40.00%
50.00%
60.00%
70.00%
80.00%
90.00%
100.00%
Alt. 1 LP solution
Inve
Alt. 2 HP solution
0.00%
10.00%
20.00%
30.00%
40.00%
50.00%
60.00%
70.00%
80.00%
90.00%
100.00%
Alt. 1 LP solution
InInvestment costs
SCR
HPLP LP* 2x 100% compressor capacity
for redundancy
Gas system
EGR
Aux engines
Main engine
Optional in case Tier III required also in liquid fuel mode
Investment costs machinery equipment
*
Applying Wärtsilä low pressure DF Technology
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Case study55.000 dwt Tanker
The most simple gas supply system
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11 © Wärtsilä 26 January 2015 RS
Process Control Automation & Interfacing
Wärtsilä modularized solution for LNG fuelled ships
Very low electrical energy consumption and boil off
E v a p or a
t or
OPEX / CAPEX evaluation 55.000 dwt tanker
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0
500
1000
1500
2000
2500
3000
3500
4000
Alt. 1 LP solution Alt. 2 HP solution
[ U S D ]
Thousands Consumables costs per year
LNG
MDO
Vessel operating profile ( annual)
3500 hours in ECA zone (Tier III) 1500 hours in non-ECA zone (Tier II)
MDO: 1000 USD/ton (24.7 USD/mmBTU) LNG: 700 USD/ton (14.8 $/mmBTU)
Similar operating cost for the vessel on an annual basis.
Lowest CAPEX and simple operation
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Investment cost (100%) approx. 16 mio $
LNG tank 2x 700m3 with 20 daysautonomy at service speed.
Gas system cost is considered only for ME
and auxiliary engines requirements.
Gas system
LNG tank(s)
EGR
Aux engines
Main engine0.00%
10.00%
20.00%
30.00%
40.00%
50.00%
60.00%
70.00%
80.00%
90.00%
100.00%
Alt. 1 LP solution Alt. 2 HP solution
Investment cost
Investment cost machinery equipment
Gas supply most simple
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Wärtsilä enclosed GVU canbe installed in engine room!
Integrated automation and controlsystem for simple operation onMerchant ships!
The benefits of our concept
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1. Meets IMO Tier IIIwithout exhaust gas after-treatment due to lean burn Otto combustion process
2. Low CAPEXdue to low pressure gas supply system No large pressurization and high pressure equipment No exhaust gas after treatment for Tier III compliance in Gas mode Smaller capacity auxiliary engines, due to less energy demand
3. Competitive OPEXdue to high overall efficiency (low parasitic load) and less equipment on board
4. Proven concept “Lean-burn Otto process” is THE standard for gas in combustion engines More than 10 Mio running hours with Wärtsilä medium speed engines
Gas supply system only requires equipment of proven technologies
JV established and operational since 19.01.2015
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Panel Members
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Member Company
Nikolaos Kyrtatos (Moderator) NTUA
Niels Kjemtrup MAN Diesel and Turbo
Ole Groene MAN Diesel and Turbo
Marcel Ott Wartsila Switzerland
Rolf Stiefel Wartsila Switzerland
Manos Migadis DYNAGAS
Vasilis Lampropoulos THENAMARIS
Areas expected to be addressed by both Makers
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• Basic Principles of operation
• Pilot fuel requirements
• Natural gas fuel requirements
• Methane Slip
• Knocking
• NOx Tier II and III Compliance
• Cylinder Oil Consumption
• Maintenance
• Efficiency
• References so far
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Source: www.bunkerworld.com , BW380
CIMAC WG10 | USERS from www.cimac.com
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AIM
To provide a forum to intensify the dialogue between engine users and manufacturers.
Who we are We have 25 members in the following countries: Germany, France, Denmark, Norway, UK, Holland, Singapore, Korea
and Japan.
What we do
We record engine abnormalities in an incognito database and engine maintenance costs in another private database.
At our meetings about every six months, we discuss members’ latest engine problems and see if we can solve them
around the table.We also operate an early warning e-mail system that is open to all members at anytime.
Our current projects and activities
Developments for IMO TIER I retrofit, plus TIER II + III practical acceptance.
LNG and dual-fuel engine operation.
Common Rail Technology Improvements.
Exhaust gas treatment and recirculation systems, waste heat recovery turbo generators.
Comments on EEDI, SEEMP and efficiency introduction to the shipping industries.Evaluation of criteria for crew education and crew training improvements to manage all these new techniques.
Meeting activities
Regular meetings are held at about every six months and usually hosted by one of our members, but occasionally we
arrange a meeting with an engine builder / designer to discuss operating problems not solved by the service
department.
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www.gracimac.org
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