An engine manufacturers view on LNG as fuel · Application strateggg gies for gas and DF engines Single Cycle Gas ε1 λ1 Combined Cycle Gas ε2 λ3 Gas Combined Heat & Power 1 λ2

An engine manufacturers view ong

MAN Diesel & Turbo Michael Werner, EEDTAG

Works

n LNG as fuel

Challenge and potential of LNG as engine fuel,Michael Werner test engineer Dual Fuel engines

<An engine manufacturers view on LNG as fuel 2015-05-19

Michael Werner, test engineer Dual Fuel engines,shop Metrology for LNG, Copenhagen, 2015-05-19

Disclaimer

All data provided on the following slides is for informAll data provided on the following slides is for informexplicitly non-binding and subject to changes witho


mation purposes onlymation purposes only, out further notice.


Agendag

1 MAN engine port folio for LNG application

2 Basic engine relevant properties of LNG

3 Major challenges for engine design and opera

4 Future vision of engine and infrastructure dev


ation

velopment


MAN engine port folio for (L)NG aOverview

Marine Dual fuel engines: 51/60DF: Output 5 8 to 16MW micro pilot ignition m 51/60DF: Output 5,8 to 16MW - micro pilot ignition - m

35/44DF CR: Output 3,18 to 5,3MW - micro pilot ignitio

28/32DF: Output 1,0 to 1,8MW - main fuel ignition - au

ME GI: Two stroke engine, output 5,5 to 82,44MW - hiME GI: Two stroke engine, output 5,5 to 82,44MW hi

Power plant engines: 51/60DF: Output 8,78 to 18MW - micro pilot ignitionp p g

18V51/60G: Output 12,6 / 18,9MW - spark ignition / flu


20V35/44G: Output 10,6MW - spark ignition / flushed p

application

main and auxiliary enginemain and auxiliary engine

on / common rail injection - main and auxiliary engine

uxiliary genset

gh pressure direct gas injection / assisted self ignitiongh pressure direct gas injection / assisted self ignition

ushed prechamber


prechamber

MAN engine port folio for (L)NG aCross Sections, Gas and DF Engines Augsburg, g g g

L35/44DF V35/44G


application

V51/60DF / G


MAN engine port folio for (L)NG aApplication strategies for gas and DF enginespp g g g

Single Cycle

Gas ε1 λ1

Combined Cycle

Gas ε2 λ3

Gas

Combined Heat & Power

1 λ2


Gasε1 λ2

application

ηelectric

Turbine

ηelectric + ηcc

ηelectric +


ηthermic

Agendag






ation

velopment


Basic engine relevant properties Overview

Wide range of gas composition, depending on so

Large variation in calorific value and methane nuusing boil-off gas

Wide range of environmental conditions to be cotypical LNG carrier application

No exhaust gas aftertreatment needed even for

High efficiency and reduced CO2 emission at low


of (L)NG

ource and compared to liquid fuels

umber faced on LNG carriers within one voyage,

overed from arctic to tropic weather conditions at

low NOX limits (IMO Tier III, TA Luft)

w fuel costs


Basic engine relevant properties Available LCV and methane number from different

97 70

8338

8

8936 88

36

36

7539

73407340

40 37736

7336

4754

5243 72

36

40

6043

8837

3

8337

8441

36IndexMethane number

Net calorific value (MJ/mN

3)


Values from LNGexport terminal

of (L)NGterminals

9481

7839

7239

9436

36

9036

704073

39

38

7738 45

4936

7239

6742 83

37

39

6641

6940 70

40

6940

73

7141

38

7438

40

7041


Basic engine relevant properties Dual-Fuel Electric LNG Carrier Propulsionp

GCU(Gas Combustion U it)

Engine room 1E i 2Unit) Engine room 2

NBOG + MDO (Pilot and


NBOG + Forced VaporisedLNG

MDO (Pilot andBack-Up Fuel)HFO (Back-up Fuel)

of (L)NG

8 MW

~~8 MW

8 MW

~8 MW

~8 MW

Acommodation Load


<

Basic engine relevant properties Gas composition development on LNG carrier, ladep p ,

Start of voyage10,95%N288 83% CH488,83% CH40,22% C2H6

=> MN 102


20 Days20 Days

of (L)NG en voyagey g

Nitrogen conc.Methane conc.Ethane conc.

End of voyage4,96%N295,00% CH40,03% C2H6

=> MN 101


Basic engine relevant properties Gas composition development on LNG carrier, ballp p ,

120

100

Start of o age80

60

Start of voyage1,53%N2

97,52% CH40,95% C2H6=> MN 96

40

> MN 96

20

0


20 Days0

of (L)NG ast voyagey g

Nitrogen conc.Methane conc

End of voyage1 16%N2

Methane conc.Ethane conc.

1,16%N288,61% CH410,24% C2H6=> MN 79

Worst case1,43%N2

83 21% CH483,21% CH415,36% C2H6=> MN 73


<

Basic engine relevant propertiesDevelopment of emission regulations (Marine)p g ( )


→ Development of a new Dual Fuel Eng

s of (L)NG

The market requirements: IMO Tier III must be fullfilled up to 2016IMO Tier III must be fullfilled up to 2016 Additional requirements for ECA zones ECA zones are expected to be extended Flexibilty between fullfilment of ECA

requirements and low operation costsneeded

→ Gas operation meets IMO Tier III withoutexhaust gas aftertreatment

No standard infrastructure for fuel supplysystems at harbors


ine as flexible solution

Basic engine relevant properties Development of fuel prices & marketp p


Stricter regulations of the International

of (L)NG

Influence on the market requirements Growing demand of energy Increase of fuel prices

G i t d t t b l Gas prices are expected to stay below prices Increasing concern about CO2 emission More environmental awareness from

customer side


Maritime Organization

Agendag






ation

velopment


Major challenges for engine desiOverview

Optimized engine operation for various gas com(misfire to knock limit across mep):(misfire to knock limit across mep):→ compromise in engine adjustment and adaptiv

L t bl th b (k ki ) Lowest capable methane number (knocking) or c→ Engine configuration (compression ratio, turbo

Internal load calculation and combustion monitor→ Limited reliability of internal load signal, extern


gn and operation

positions despite wandering operating window

ve algorithms required

l ifi l ( i j ti ) t t d t tcalorific value (gas injection) at rated output:ocharger) and efficiency at design point

ring highly affected by changing gas composition:nal load reference mandatory


Major challenges for engine desiOperating window in gas modep g g

Operation at despOperating point ofbest efficiency is closeto knock limit for

knocking

pressure

to knock limit forDual Fuel engines

neffective

mean


air/fue

gn and operation

sign spezificationg p

misfiring


l ratio


Decrease of metKnock limit exceeded

→ different air/fuel ratio required

knocking

pressure

air/fuel ratio required

neffective

mean


air/fue

gn and operation

thane number

misfiring


l ratio


Setting for low mg

knocking

pressure

neffective

mean


air/fue

gn and operation

methane number

misfiring


l ratio


Decrease of lowoperation at misfiringlimit → no efficientengine operation

knocking

pressure

engine operationat high MEPwith one setting forvariable gas comp.

neffectiveg p

mean


air/fue

gn and operation

er calorific value

misfiring


l ratio


Decrease of metKnock limit exceeded

→ adaptive air / fuel ratio control

knocking

pressure

air / fuel ratio controlshifts operating pointto desired knocklimit margin

neffectiveg

mean


air/fue

gn and operation

thane number

misfiring


l ratio


Decrease of lowincreasing knock limitmargin → adaptive air / fuel ratio control

knocking

pressure

air / fuel ratio controlmaintains desiredknock limit margin andsafeguards operating

neffectiveg p g

window

mean


air/fue

gn and operation

er calorific value

misfiring


l ratio

Major challenges for engine desiMinimum released calorific value and methane num

MN [ - ]

130Biogas [23/133]

100

110

120

Methane [36/100]

70

80

90

100Natural Gas H [36/92]

Natural Gas L [32/88]

[ ]

50

60

70

No Standard Operation

20

30

40


1020 30 40 50 600 10

ign and operation mber

Fuel Specification (Natural Gas):

Rated Power

• Lower Heating Value (LHV): > 32,4 MJ/mN³

• Sulfur: < 30 mg/mN³

• H2S: < 5 mg/mN³

Efficiency Reduction

• Fluoride: < 5 mg/mN³

• Chlorine: < 10 mg/mN³

• Clean and dry

and possibly Power Derating

Ethane C H [65/44]

Propene C3H6 [88/19]Eth C H [60/15]

Ethane C2H6 [65/44]

Propane C3H8 [93/34]

Butane C H [124/10]


LHV [MJ/mN³]70 80 90 100 110 120

Ethene C2H4 [60/15] Butane C4H10 [124/10]

Major challenges for engine desiConventional determination of internal load signalg

Gas flow (by gas valve flow formula)From engine / plant sensors:

Energy conte• presently a cFrom engine / plant sensors:

• pressure / temperature of gas at engine inlet

• pressure / temperature of charge air

• presently a creference gasconsidered

• changes in gcompensated• ambient air pressure

Basic component data:• hydraulic valve constant

compensatedwith external

→ No reliable independ


→ No reliable independExternal load reference (generator power

gn and operation

ent of gasonstant LCV of a

Engine efficiency• presently a constant correctiononstant LCV of a

s composition is

as quality are onlyd by quality correction

• presently a constant correctionfactor is used for governor range adjustment at reference conditions

• correction of changing efficiencyacross load and due to gasd by quality correction

referenceacross load and due to gas composition only with externalreference

dent load determination:


dent load determination: r, shaft torque) required for gas operation

Agendag






ation

velopment


Future vision of engine and infrag

Online gas composition measurement:+ More reliable calculation of internal engine load+ More reliable calculation of internal engine load+ Improved combustion monitoring- Costs of equipment

Influence of wear and pollution on precission- Influence of wear and pollution on precission

Cylinder pressure based combustion controlDi t b ti it i ( i fi d k+ Direct combustion monitoring (misfire and knoc

+ Optimised engine operation 24/7- Costs and durability of pressure transmitters

Online engine model for evaluation of engine+ Comparison of actual and expected engine pe


and boundary conditions- Large effort on data acquisition

structure developmentp

d and efficiencyd and efficiency

:ki ) d d t i ti f icking) and determination of imep

e performance:rformance, based on present operating values


Future vision of engine and infraEnhanced determination of internal load signalg

Gas flow (by gas valve flow formula)From engine / plant sensors:

Energy conte• present methFrom engine / plant sensors:

• pressure / temperature of gas at engine inlet

• pressure / temperature of charge air

• present methfrom online gmeasuremen

• additional evaengine mode• ambient air pressure

Basic component data:• hydraulic valve constant

engine mode

→ Internal determination of engine load is muc


→ Internal determination of engine load is muc→ Improvement of operational safety du

structure development

ent of gashane number and LCV

Engine efficiency• calculation by online engine modelhane number and LCV

gas compositionntaluation by online

el

• calculation by online engine model• improved evaluation due to provided

operating data such as cylinderpressure and gas composition

el

ch more reliable, no need for external reference


ch more reliable, no need for external referenceue to precise monitoring and evaluation

Do you have any more questions

Michael Werner

y y q

Michael WernerMAN Diesel & Turbo SEEEDTAGmichael werner b@man [email protected]+49 821 322 3014


s?


Disclaimer

All data provided in this document is non-bindingAll data provided in this document is non binding. This data serves informational purposes only and isany way. Depending on the subsequent specific inddata may be subject to changes and will be assessy j gindividually for each project. This will depend on theof each individual project, especially specific site an


s especially not guaranteed in dividual projects, the relevant sed and determined e particular characteristicsnd operational conditions.


An engine manufacturers view on LNG as fuel · Application strateggg gies for gas and DF engines Single Cycle Gas ε1 λ1 Combined Cycle Gas ε2 λ3 Gas Combined Heat & Power 1 λ2

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