13. shop test

Diesel Technology SeminarDiesel Technology Seminar

© MAN Diesel

East Asia November 20081

Diesel Technology SeminarEast Asia November 2008East Asia – November 2008

DAY 2

09:00 Lesson 9 Vendors

09:30 Lesson 10 Classes and MD

13:30 Lesson 13 Shop test

14:15 Lesson 14 Service experience

10:30 Break Coffee

10:45 Lesson 11 Cleanliness

p

14:45 Break Coffee

15:00 Lesson 15 Alpha Lubricator System

11:00 Lesson 12 Main engine alignment

12:00 Break Lunch

15:30 Lesson 16 Communication

16:00 FINISH Summary and conclusionE l ti f th iEvaluation of the seminar

© MAN Diesel 2

LecturerLecturer

MAN DieselTeglholmsgade 41g g2450 Copenhagen SVDenmark

Phone +45 33 85 11 00Direct +45 33 85 14 41Telefax +45 33 85 10 30Telefax +45 33 85 10 30Mobile +45 24 24 81 19

O @

Torben OxvingMarine Engineer

[email protected]

Superintendent Test Engineer

Operation

Marine Low Speed , Engineering

© MAN Diesel <3>3

Marine Engine Programme 2008Preferred for Tier II compliancePreferred for Tier II compliance

Two-stroke Propulsion

Mechanical control

However, all engines in the Tier I programme can be made Tier II compliant

© MAN Diesel 3335621.2008.05.22 (OG/LS) 4 4

Marine Engine Programme 2008Preferred for Tier II CompliancePreferred for Tier II Compliance

Two-stroke Propulsion

Electronical control


© MAN Diesel 3335609.2008.05.14 (LS/OG)


5 5

Layout Diagram Limitation LinesLayout Diagram – Limitation Lines

L1

Power

High mean

High peak

High meanLoading ofbearings

L3

Layout diagram is defined by the power and

d bi ti ithi L1 L2 L3 d L4g p

Loading ofBearings

(Low inertialMass forces

L2

speed combinations within L1, L2, L3 and L4

With L1 as the Nominal Maximum Continuous

Rating

Compared toGas pressure

forces)

Engine speed

L4

© MAN Diesel L/7681-7.0/0701 (3250/BGJ)

g p

6

Layout DiagramReference Point A of Load DiagramReference Point A of Load Diagram

Point A of load diagramLine 1: Propeller curve through

optimising point (O)Line 2: Constant power line through

ifi d MCR (M) Power

L1

specified MCR (M)Point A: Intersection between

line 1 and 7

Power

L3

L2Any combination of speed and power within the

layout diagram may be used for selecting the

Specified MCR and the Optimising point.

Engine speed

L4

© MAN Diesel L/7608-9.0/0701 (3250/BGJ) 7

Engine LayoutEngine Layout

Load diagram Engine shaft power, % A

Line 1: Propeller curve through optimising point (”O”) –lay-out curve for engine

Line 2: Heavy propeller curve –

110

100

90

A 100% reference pointM Specified engine MCR

O Optimising point

Line 2: Heavy propeller curve fouled hull and/or heavy sea

Line 3: Speed limitLine 4: Torque/speed limitLine 5: Mean effective pressure limitLine 6: Light propeller curve – clean

90

80

70Line 6: Light propeller curve – cleanhull and calm weather – layoutcurve for propeller

Line7: Power limit for continuous runningLine 8: Overload limitLine 9: Sea trial speed limit

70

60

Line 9: Sea trial speed limit

50

6040

65 70 75 80 85 90 95 100 105Engine speed, % A

© MAN Diesel

L/5483-0.0/0999

8

Load Diagram Light Propeller CurveLoad Diagram – Light Propeller Curve

Propeller design conditions: Engine shaft power % APropeller design conditions:Clean hull

Calm weather

Engine shaft power, % A

110

100

Light propeller curve

100

90

80g p pwhere the propeller

is optimised 70

6060

50

40

60 65 70 75 80 85 90 95 100 105

© MAN Diesel

L/7861-5.0/0701 (3250/BGJ)

Engine speed, % A

9

Load Diagram Torque/Speed LimitLoad Diagram – Torque/Speed Limit

Engine shaft power, % AEngine shaft power, % A

110

100

80

100

90

75

6060

50

4060 65 70 75 80 85 90 95 100 105

© MAN Diesel

L/7856-8.0/0701 (3250/BGJ)

Engine speed, % A

10

Load Diagram Heavy Propeller RunningLoad Diagram – Heavy Propeller Running

F l d h ll d Engine shaft power % AFouled hull andVery heavy sea

110

100


Heavy propeller curveWhere the engine is

90

80

optimised70

6060

50

4040

60 65 70 75 80 85 90 95 100 105

© MAN Diesel

L/7855-6.0/0701 (3250/BGJ)

Engine speed, % A

11

Load Diagram Speed Limit for Continuous RunningSpeed Limit for Continuous Running

Engine shaft power % A

110

100


100

90

80

70

6060

50

40

60 65 70 75 80 85 90 95 100 105

© MAN Diesel

Engine speed, % A

L/7859-3.0/0701 (3250/BGJ)

12

Scavenging air limiterScavenging air limiter

S i i li itScavenging air lim it

120

130

140

80

90

100

110

x

40

50

60

70

Inde

x

0

10

20

30

0.00 0.50 1.00 1.50 2.00 2.50 3.00Pscav

© MAN Diesel 13

Torque limiterTorque limiter

T li itTorque limit

130

140

100

110

120

70

80

90

Inde

x

40

50

60

10

20

30

© MAN Diesel

0

0 10 20 30 40 50 60 70 80 90 100 110 120

RPM

14

10K98MC C & 6S35MC on the same testbed10K98MC-C & 6S35MC on the same testbed

© MAN Diesel L/74236-1.0/0402 (3000/OG) 15

MAN DieselMAN Diesel

Shop Test Performance:Engine Running-in

•Safety check

•Running-in engine component especially cylinder liner and piston rings

•Confirmation of various engine components

•Check of engine timing and T/C matching

•Adjustment of engine timing as necessaryj g g y

Confirmation test:

•Confirmation of the engine performance parameters

•Engine performance check at 25 50 75 90 100 and 110% load•Engine performance check at 25, 50, 75, 90, 100 and 110% load

•NOx Measurement

Official Shop test:

D t t th i f f Cl d O•Demonstrate the engine performance for Class and Owner

•Demonstration of various safety equipment

•NOx Measurements (Combustion chamber and fuel gear equipment)

© MAN Diesel

•Shop test report including relevant reference curves.

16

Engine Performance curves:Engine Performance curves:

Engine (shop test)

performance curveperformance curve

© MAN Diesel 17

IMO Annex VI of Marpol 73/78IMO - Annex VI of Marpol 73/78

NOx and SOx regulation into force from May 19th 2005

NOx SOxOnly for ships with keel laying after

January 1st 2000Max. Sulphur content in fuel 4.5 %

Maximum Allowable NOx Emission for Marine

Later the HFO sulphur content will be reduced to max. 1.5% in restricted

areas SECA ( Baltic Sea )

Diesel Engines

13.0

14.015.0

16.017.0

18.0

x (g

/kW

h)

areas SECA ( Baltic Sea ) 10.011.0

12.0

0 50 100 150 200 250 300 350

Rated engine speed (RPM)

NO

x

© MAN Diesel xxxxxx.2005.04.04 (4100/PHP) 18

Two types of technical filesTwo types of technical files

U ifi d t h i l filUnified technical file Technical file based on adjustments

Check of components

Measure performance values

Check of components

Check of adjustment of engine

MAN Diesel has developed the NOxfunction which is embedded in a spread sheet, whereby you easily can document

Even if components and adjustment are within the tolerances the engine may not

be in compliance.compliance.

© MAN Diesel xxxxxx.2005.04.04 (4100/PHP) 19

IMO Procedure for Annex VI approvalIMO - Procedure for Annex VI approval

Owner’s responsibilities for Annex VI approvalDecide to use the MAN B&W Diesel unified technical file.

Maintain the engine in accordance with the instruction books and IMO requirements

Keep and update the on board Record BookKeep and update the on board Record Book

Calibrate sensors and gauges used in the survey

Survey the engine on board and apply for future certificates

Licensee’s responsibilities for EIAPP CertificateMarking of components in accordance with MAN B&W Diesel specifications

Performance testing of all engines to verify compliance with IMO Annex VI and emission testing of parent engines on test bed under survey conditions

Preparing the technical file for an EIAPP certificate

Yard’s responsibilities for IAPP Certificate:Assist or perform the initial engine survey on board

© MAN Diesel xxxxxx.2005.04.04 (4100/PHP)

p g y

Apply for the vessel certificate ( IAPP )

20

IMO - Annex VI of Marpol 73/78On board performance checkOn board performance check

On-board surveyTable 1: Input Measured data

Load (%)Date: 93 75 0 0Date: 93 75 0 0Ambient pressure mbar 999 999Compression pressure bar 129 107.4Maximum pressure bar 141.1 125.4Compressor inlet temperature °C 28.2 27.5Scavenging air temperature °C 37 33Sea water inlet temperature °C 28 26Turbine back pressure mmWC 180 70Scavenging air pressure bar 2.78 1.99Power kW 19500 15740Engine speed r/min 110 100.1Turbocharger speed r/min 13548 12069

Table 2: Output Load (%)Table 2: Output Load (%)Measured values 100 75 50 25Pscav @ ISO ambient barabs 3.06Pmax @ ISO ambient barabs 143.6 127.4Pcomp @ ISO ambient barabs 140.7 110.1Tscav °C 38.4 33.0Pback mmWC 213.1 70ΔPower % 0.2Limit valuesPmax, maximum barabs 144.0 133.0Pcomp, minimum barabs 132.0 102.0Tscav, maximum °C 54 46.0Pback, maximum mmWC 450 340.0ΔP i (f id l ) % 5ΔPower, maximum (for guidance only) % 5CompliancePmax yes yesPcomp yes yesTscav yes yesPback yes yesPower deviation < 5%


Power deviation < 5%IMO NOx E3 cycle valueEstimated NOx - On-board Survey g/kWh 11.79 13.57 13.72 12.73 12.98Parent engine ISO corr. NOx g/kWh 13.35 15.37 15.53 14.41 14.75ISO NOx at max tolerances g/kWh 14.45 16.41 16.56 15.41 15.80

21

IMO Annex VI of Marpol 73/78Unified technical file (UTF)Unified technical file (UTF)

Advantages:g

Technical files equal for all licensees. Required by ship-owners.

Onboard survey by engine performance readings and component y y g p g pcheck.

Remarks:

Some engine builders have in the past used a component setting tolerance method instead of engine performance. If the operator adjust the engine, the

engine might be out of compliance using this method.g g p g

The ship owner should check the supplied TF for Component ID numbers. If the UTF is not followed – it will be much more difficult for the owners to purchase

t i th f t d till b i li ith A VIspare parts in the future and still be in compliance with Annex VI

We suggest that all owners check the TF and contact MAN B&W Diesel to clarify any problems.


a y p ob e s

22

Shop test preperation for ME-Engine (FAT)Shop test preperation for ME-Engine (FAT)

Programme for Factory Acceptance Test

MAN B&W ME Engine Control System

Engine type: MAN B&W MEEngine type: MAN B&W ME

Participants:

Owner

Shipyard

Class

Engine builder

MAN B&W Copenhagen

© MAN Diesel 23


FAT1. Confirm adjustment of hydraulic pressure safety valve

2. Manual test of system by-pass valve via MOP (fixed driven pumps only)

3. Test of cylinder lube slow down sensor

Lube oil level *

4. Test of HPS shut down sensors

Large oil leakage

Low inlet oil pressure

5 T t f h d li i 5. Test of hydraulic main pumps

Pump response test

6. Test of hydraulic start up pumps

Pressure build up time with one pump running

Pressure build up time with both pumps running

7. Test of double pipe (50 - 60 - 70 ME engines)

Version with test valve 333

Version without test valveVersion without test valve

8. Test of double pipe (80 - 90 - 98 ME engines)

Version with test valve 333

Version without test valve

© MAN Diesel

*) If actual plant is fitted with lube oil flow sensor this test is omitted.

Each test case is described in the following tables:

24

Shop test preperation for ME-Engine (FAT)Shop test preperation for ME Engine (FAT)

© MAN Diesel 25

Shop test perperation for ME Engine (FAT)Shop test perperation for ME-Engine (FAT)

© MAN Diesel 29


Performance

Observation

Sheet

© MAN Diesel 30


• Why is engine performance interesting ?

• Performance observations

• Performance Evaluation

• Conclusion

© MAN Diesel 31


• Early discovery of problems

• Planning Maintenance

• Avoiding unscheduled stops

Leading to:

• Less Work

• Less Cost

© MAN Diesel 32


• Time based

Calendar time

Running hours

• Observation basedObse at o based

• Breakdown

© MAN Diesel 33


Examples:

• Calendar time: Inspection of bearings• Calendar time: Inspection of bearings

• Running hours: Overhaul of exhaust valve

• Observation: Fuel Pump cam

© MAN Diesel

Observation: Fuel Pump cam

34


C t tlConstantly

Alarm, Slow down, Shut down

Daily

Basic Performance observations

Every Month

Full Performance, including

indicator cards

© MAN Diesel 35


• Why is engine performance interesting ?Why is engine performance interesting ?


• Performance Evaluation• Performance Evaluation

• Conclusion

© MAN Diesel 36


Be very keen on getting All di• All readings

• Reliable readings

- Use local instruments- Check gauges against

Calibrated ones- U-tube Manometers to be

tighttight- Check Cocks/valves for flow

- Replace malfunctioninggauges andiinstruments

- No water in tube bends

© MAN Diesel 37

MAN Diesel

Pressure drop overPressure drop over

turbocharger intake filter

© MAN Diesel 38


Scavenging air temperature

© MAN Diesel 39


Scavenging air and

exhaust receiver

pressures.

© MAN Diesel 40


Pressure drop over S Ai C lScavenge Air Cooler

∆PCooler

© MAN Diesel 41

MAN B&W Diesel A/SMAN B&W Diesel A/S

E h t t tExhaust gas temperatureafter Turbochager as

well back-pressuremeasurement.

© MAN Diesel 42


Indicator Cock:

For taking

indicator cards

and/or using

PMI indicator

© MAN Diesel 43


Charge air Cooler

Measure:

• Cooling Water inlet temp.Cooling Water inlet temp.

• Cooling Water outlet temp.

• Scav. Air temp. before Cooler

Scav Air temp after Cooler• Scav. Air temp. after Cooler

• Pressure drop over Cooler

To evaluate the performance of the air cooler the following 3 parameters must be evaluated:

1) Temp. diff. Air outlet and water inlet. A typical value is 10 deg. C.

2) Cooling Water Temperature Difference A typical value is 7 deg C

© MAN Diesel

2) Cooling Water Temperature Difference. A typical value is 7 deg. C

44


Condensate Amount

Example:

91 % Load91 % Load

80 % Humidity

Tropical ConditionsTropical Conditions

68 tons condensate per day

© MAN Diesel 45




• Performance Evaluation

• Conclusion

© MAN Diesel 46


I di C dIndicator Card

© MAN Diesel 47


Mean Indicated Pressure

PA

P π/ D2 S n/ P 1/Pi =L • CS

Pe= π/4 • D2 • S • n/60 • Pe• 1/7355

A: Area from planimetering [mm2]

L: Length of indicator diagram [mm]

CS: Spring Constant [mm/bar]

D: Cylinder Diameter [m]

S: Stroke [m]

CS: Spring Constant [mm/bar]

Mean Effective pressure

Pe = k2 • n • pepressure

Pe = Pi - 1 bark2 = 2.3319 for S70MC

© MAN Diesel

Mechanical Losses

48

Engine Performance DataEngine Performance Data

Engine data information's g

obtained from local readings

together with PMI

measurements.

© MAN Diesel 49

Engine Performance ObservationEngine Performance Observation

Measured engine data corrected toMeasured engine data corrected to

ISO condition.

ISO Reference Ambient Conditions:• Air inlet temperature: 25 °C• Air inlet temperature: 25 C

• Cooling water inlet temp. 25 °C

Corrections:• Exhaust temperature after valvesExhaust temperature after valves

• Scavenging air pressure• Compression pressure

• Maximum pressure

© MAN Diesel 50

Reference Performance curves:Reference Performance curves:

Engine (shoptest)


compared with sea trial

obtained PMI

measurements.

© MAN Diesel 51


Specific Fuel ConsumptionExample

Engine Power Pe: 15600 bhp

Consumption Co: 7 125 m3 over 3 hoursConsumption Co: 7.125 m3 over 3 hours

Fuel, temp at measuring point: 119 °C

Fuel, Specific gravity at 15 °C: 0.9364 g/cm3

Fuel, Sulphur content: 3 %

Density at 119 °C : 0.9364-0.068 = 0.8684 g/cm3

SFOC =Co • ρ119 • 106

h • Pe=

7.125 • 0.8684 • 106

3 • 15600= 132.2 g/bhph

Correction for Calorific Value: 132.2 40,70042,707 = 126 g/bhph

Testbed value equal to 10 200 kcal/kg

© MAN Diesel

Testbed value equal to 10.200 kcal/kg

53


Fuel Density correction for temperature

© MAN Diesel 54


Calorific Value of Fuel

© MAN Diesel 55




• Performance EvaluationPerformance Evaluation

• Conclusion

© MAN Diesel 56


Action:

•Keep the MAN Diesel recommended maintenance schedule p

•Observe any abnormality by daily checks of engine parameters.

•Maintain full engine performance report every month

•Evaluate all obtained engine data carefully and compare with earlier data and shop•Evaluate all obtained engine data carefully and compare with earlier data and shop test data.

Benefits:Benefits:

•Safe and reliable engine.

•Low maintenances cost.

E i i f•Economic engine performance

© MAN Diesel 57

AlwaysAlways bebe alertalertyy-- don’tdon’t waitwait forforthingsthings toto findfindthingsthings toto findfind

youyou! !

© MAN Diesel 58


PMI System

© MAN Diesel 59


I di C dIndicator Card

© MAN Diesel 60

PMI SystemPMI System

© MAN Diesel 61

PMI: Cylinder Pressure AnalyserPMI: Cylinder Pressure Analyser

User friendlyUser friendly

One person operated tool

Easy to use

© MAN Diesel L/3330100 0304/03 (2160/PZS) 62

The Stationary PMI SystemThe Stationary PMI System

Designed for

© MAN Diesel

Two-stroke diesel engines

L/3330101 0304/03 (2160/PZS) 63


Portable Crankshaft Pick-upPortable Crankshaft Pick up

© MAN Diesel 64


Encoder arrangement In connection with

Alpha Lubricator and PMI

(Same signals)(Same signals)

© MAN Diesel 65

PMI measurementPMI measurement

© MAN Diesel 66

PMI System Output Adjustment SuggestionPMI System Output - Adjustment Suggestion

Recommendedload adjustment

Recommendedtiming adjustmentload adjustment timing adjustment

© MAN Diesel

L/70636-5.1/0400 (2443/SVK)

67

PMI System Output: Cylinder BalancePMI System Output: Cylinder Balance

© MAN Diesel L/70635-3.1/0400 (2443/SVK) 68

Cylinder balance PMICylinder balance PMI

© MAN Diesel 69

PT diagramPT diagram

© MAN Diesel 70

PT diagramg

© MAN Diesel 71

PV diagramPV diagram

© MAN Diesel 72

PMI System Output: Cylinder BalancePMI System Output: Cylinder Balance

© MAN Diesel TBO/2300 2004.03.27 73

Mean values Pmax PcompMean values - Pmax, Pcomp

© MAN Diesel 74

Mean values - PiMean values - Pi

© MAN Diesel 75

Engine Performance DataEngine Performance Data

Engine data information g

obtained from local readings

together with PMI

measurements.

© MAN Diesel 76

Engine Performance ObservationEngine Performance Observation

Measured engine data corrected toMeasured engine data corrected to

ISO condition.

ISO Reference Ambient Conditions:• Air inlet temperature: 25 °C• Air inlet temperature: 25 C

• Cooling water inlet temp. 25 °C

Corrections:• Exhaust temperature after valvesExhaust temperature after valves

• Scavenging air pressure• Compression pressure

• Maximum pressure

© MAN Diesel 77

Reference Performance curves:Reference Performance curves:

Engine (shoptest)


compared with sea trial

obtained PMI

measurements.

© MAN Diesel 78

Sea Trial ConfirmationSea Trial Confirmation

Sea trial engine performance:•Engine running-up program

•Check of various engine limitations integrated into vessel’s governor and safety system

•Engine starting attempts Ahead/Astern

•Crash stop manoeuvring

•Reference engine performance curves, at various engine loads. .

•Engine performance (Engine power contra vessel speed)

•Commissioning and check of other engine related components, such as

•Alpha Lubricator System

C li d•Cylinder cut-out system

•Axial Vibration Damper (AVD)

•Torsion Vibration Damper (TVD)

•PMI Equipment (0 diagrams and E diagrams)•PMI-Equipment (0-diagrams and E-diagrams)

•Engine top-bracing adjustment

•T/C wet and/or dry-cleaning

© MAN Diesel 79

User interface: Exhaust valve adjustmentsUser interface: Exhaust valve adjustments

Adjustment of exhaustvalve closing time

Adjustment of exhaust valveopening time

© MAN Diesel 80

Exhaust valve open/closeExhaust valve open/close

Exhaust valve movement

80

60

70

80

40

50

mm

Early closingLate closingEarly openingLate opening

10

20

30Late openingReference

0

10

90 110 130 150 170 190 210 230 250 270 290

Dg C A

© MAN Diesel

Dg. C. A.

8181

User interface: Engine > OperationUser interface: Engine > Operation

© MAN Diesel 82

User interface:Process Information > Speed ControlProcess Information > Speed Control

© MAN Diesel 83

User interface: Fuel index adjustmentUser interface: Fuel index adjustment

Index offset at 100 % load

Index offset at 0 % load

Individual Chief limiterIndividual Chief limiter

© MAN Diesel 84

User interface:Adjustment of maximum pressureAdjustment of maximum pressure

Timing of fuel injection

(corresponding to VIT adjustment on the MC(corresponding to VIT adjustment on the MC engine)

© MAN Diesel 85

User interface: Exhaust valve adjustmentsUser interface: Exhaust valve adjustments

Adjustment of exhaust valveclosing time

Adjustment of exhaust valveopening time

© MAN Diesel 86

User interface:Adj t t f li d il l b i tiAdjustment of cylinder oil lubrication

© MAN Diesel 87

User interface:Maintenance > System View I/O TestMaintenance > System View, I/O Test

© MAN Diesel 88

User interface:Maintenance > System View I/O TestMaintenance > System View, I/O Test

© MAN Diesel 89

User interface: Maintenance -System View I/O Test > ECU A Channel 32System View, I/O Test > ECU-A, Channel-32

© MAN Diesel 90

Low Load OperationLow Load Operation

© MAN Diesel 9191

Low Container Ship Speeds

Wh ?

Low Container Ship Speeds

Why?Rising fuel prices (HFO currently $600/t)

Bunker fuel price

Reduced fuel consumption

Reduced emissions

Why not?Increased sailing timeIncreased sailing time

© MAN Diesel

Brent Crude price

9292

Relative Propulsion Power Needed for a Large Container Vessel Shown as a Function of Ship SpeedContainer Vessel Shown as a Function of Ship Speed

How slow?

Relative propulsion power needed

120%

110

25 knots refers to 100% relative propulsion power

A reduction of 5 knots will result in 41%

110

100

90A reduction of 5 knots, will result in 41% propulsion power requirement 80

70

60

50

26 knot25242322212019

40

1830

© MAN Diesel

Ship speed

9393

Reduced Fuel Consumption at Low Load Operation for Large Container VesselsOperation for Large Container Vessels

MC/MC-C and ME/ME-C EnginesRelative fuel consumption/costs per n mile%

100

90

MC/MC-C engines i 2h d

70

80

MC/MC-C

require 2hrs per day at least 75% load

ME/ME-C engines

60 ME/ME-C

ME/ME-C engines require 2hrs per week at least 75% l d

40

50load

© MAN Diesel

Ship speedknot21 23 2519

4017 18 20 22 24

9494

Methods of Engine Applicationfor a reduced Service Speedfor a reduced Service Speed

Method Advantage Disadvantage1 Ch l Ch i iti l i t t Li it d f ti1. Choose a less powerful engine

Cheaper initial investment Limits speed for entire ship life

2. Derate a new Significant SFOC reduction Typically limits speed for engine

g yp y pentire ship life

3. Part load optimised Lower SFOC at part load; Ship is able to sail at

Not available on some enginesShip is able to sail at

increased speed if requiredengines

4. Apply a ”Low Load” Can be applied in service; Not available on some mode possible for continuous

operation <20% SMCR with precautions

engines

© MAN Diesel

p

9595

Engine ApplicationEngine Application

Power

MP

2 Heavypropeller curve- Engine margin

Sea margin(15% of PD)

SP 2 Heavy propeller curve hull and heavy weather

6 Light propeller curve - hull and calm weather

MP S ifi d l i MCR i t

fouled

clean PD́

g g(10% of MP)

MP: Specified propulsion MCR pointSP: Service propulsion pointPD: Propeller design pointPD̀: Alternative propeller design point

PD

Engine speed

2 6LR: Light running factorHR: Heavy running HR

© MAN Diesel 9696

1 Choosing a Less Powerful engine1. Choosing a Less Powerful engine

= SMCR point

Power

= SMCR pointA = 100% SpeedB = 92% Speed ~80% SMCR

L1

= Engine 1

L2

L3

L1

= Engine 2

L4L3

Smaller engine, reduced installation space

Reduced initial investment

L4

L2Reduced initial investment

Permanent solution, limited to lower design speed for entire

© MAN Diesel

Engine Speed

A

lower design speed for entire ship life

B9797




2. Derate a new Significant SFOC* Typically limits speed for engine

greduction

yp y pentire ship life






engines* Specific Fuel Oil Consumption in g/kWh

© MAN Diesel

pg/kWh

9898

2 Derate a New Engine2. Derate a New Engine

T i ll i lkW

Typically involves increasing the number of cylinders or choosing a

75,000

70,000

74,760 kW

12K98ME7

Engine layout diagrams

ated

higher mark number, and then reducing the shaft power output by various

70,000

65,000

12K98ME7

11K98ME7

68,530 kW

62 300 kW

Der

a

p p ymeans

60,00010K98ME7

62,300 kW

= de-rating with same FPP to reduce engine speed to 91.3rpm

55,000 90 r/min 97 r/min

reduce engine speed to 91.3rpm

= de-rating with different FPP to maintain engine speed

Complete engine system designed around de-rated engine

Typically a permanent solution

© MAN Diesel

More engine installation space required (if increasing number of cylinders)

9999

SFOC Reduction by Derating a K98ME7 EngineSFOC Reduction by Derating a K98ME7 Engine

SFOC curvesg/kWhSFOC curves for 10, 11, and

12 cylinder versions of the K98 175

170Nominal

SMCR = 62,300 kW x 97 r/minMatching point = 100% SMCRLCV = 42,700 kJ/kg

engine shown for SMCRTotal saving of 5.8g/kWh

equates to an annual fuel cost

165Derated

Derated10K98ME7

equates to an annual fuel cost saving of $1M/yr

16012K98ME7

11K98ME7

15530 40 90 100 % SMCR50 60 70 8020

© MAN Diesel 100100

3 Part Load Optimisation3. Part Load Optimisation

Optimising/Matching point to b l t d id i thbe selected considering the average ship service speed

Involves TC matching, compression volume (shims), exhaust gas valve timing, and

© MAN Diesel 102

g g,fuel injection

102

De-rating / part load optimisingDe rating / part load optimising


•Turbo charger cut out•Turbo charger cut out


Reduced SFOC for Part Load Optimisation of ME/ME-C Engines when Operating in Economy Mode

174

MC/MC-C 100% SMCR optimised

Economy mode:S = Continuous Service Rating:

168FO

C

ME/ME-C 100% SMCR optimised

MC/MC C 100% SMCR optimised

ME/ME-C Part load optimised

3-4g/kWh

3-4g/kWh

Service Rating:

SME is 70% of Optimising Point for

SF SMC

SME

p gME engines

SMC is 80% of 162

20 30 40 50 60 70 80 90 100 110 % SMCR

Engine shaft power

Optimising Point for MC engines

Increase in SFOC reduction when operating below ~70% engine power










4. Future possibility to Could be applied in Would not available on apply a ”Low Load” mode

service; possible for continuous operation <20% SMCR with

some engines

© MAN Diesel

precautions

106106

4 Application of Low Load Mode4. Application of Low Load Mode

= SMCR pointpA = 100% Speed

B = 70% Speed (~30% = Low Load area

Power

L1

L2L3

SMCR)

Would only be available on electronically controlled

L4

electronically controlled engines (ME/ME-C)

Could be applied in servicepp

Changes injection timings and exhaust gas valve actuation for specific Low Load area

Not yet confirmed by

© MAN Diesel

Engine Speed

AB

Not yet confirmed by Classification

107107

Reduced SFOC for Low Load Mode of ME/ME-C Enginesof ME/ME-C Engines

Further increase in SFOC reduction when operating in low load areasp g

Typically 1-2g/kWh reduction for low load area

Increased SFOC when operating at high loads; 1-2g/kWh increase at

174

Increased SFOC when operating at high loads; 1 2g/kWh increase at 100% SMCR

C

ME/ME-C Economy modeME/ME-C Low load mode

1-2g/kWh

1-2g/kWh

168

SFO

C

16220 30 40 50 60 70 80 90 100 110 % SMCR

© MAN Diesel

Engine shaft power

108108

Part Load Optimisation & Low Load ModePart Load Optimisation & Low Load Mode

Combined effect of a part load optimised engine and p p gutilisation of a low load mode

Gives a total SFOC reduction in low load areas of 4-6g/kWh


Reduced Fuel Consumption at Low Load Operation for Large Container VesselsOperation for Large Container Vessels

12K98MC C6 d 12K98ME C6 SMCR 68 520 kW t 104 / i12K98MC-C6 and 12K98ME-C6, SMCR = 68,520 kW at 104 r/min


Considerations regarding boiler typesConsiderations regarding boiler types

Smoke tube boilersSmoke tube boilersLimited soot deposits in the tubes

- High velosity of exhaust gas- High velosity of exhaust gas

- Smooth gas passage

Limited demand for cleaning

Water tube boiler with fins

- Limited demand for cleaning

More prone to soot deposits on fins and tubes

L l it f th h t- Low velosity of the exhaust gas

- Risk for boiler fires and melting down

Frequent soot blasting important

© MAN Diesel 111

- Frequent soot blasting important

111

Technical ProblemsTechnical ProblemsOperating at low speed can createproblems, such as:p ,

Deposting of of soot particles in exhaustgas boiler resulting in burning/meltingtubestubes

Build up of soot in Turbocharger, requiring more frequent cleaning, orreduced efficiencyreduced efficiency

Cutting in/out of auxiliary blowers


Exhaust valve spindels -Increased burn rate during ”Low Load”Increased burn rate during Low Load

In few cases has been observed increased burning rate in the bottom of the exhaust valve

© MAN Diesel 113

spindle after permanent ”low load” service

113

Technical SolutionsTechnical Solutions

For MC engines:

Solenoid valveGroup 1

Solenoid valveGroup 2

Without cylinder cut-out

For MC engines:

Increase engine load to above 75% for 1hour, every 12hours

Air supply7 bar

Introduction of slides valves

Cylinder cut-out system for i b l 40% d With cylinder cut-outmanoeuvring below 40% speed

Exhaust gas boiler bypass for loads <40%<40%

For ME engines:

Increase engine load to above 75%Increase engine load to above 75% for 2hours, every week

Exhaust gas boiler bypass for loads

© MAN Diesel

g yp<40%

114114

Technical SolutionsTechnical Solutions

Fuel Valves

© MAN Diesel

Conventional fuel valveSac volume 1690 mm3

Mini-sac valveSac 520 mm3

Slide-type fuel valveSac volume 0 mm3

115115

Cylinder Oil Regulation at Low LoadCylinder Oil Regulation at Low Load

For engines with Alpha lubricator (lubrication as alubricator (lubrication as a function of engine load), significant savings can also be

d li d l b ilmade on cylinder lube oil consumption

80% MCR results in reduction80% MCR results in reduction of 50% ~$165,000/yr


Service experience with low load operationService experience with low load operation

Test on a 9K98MEC engine with Slide Valves

Duration of the test was 7 days on 30% Load

Load up every 4’th day to >75 % Load


Low load test on 9K98ME CLow load test on 9K98ME-C

Scavenge Air Receiver InspectionsScavenge Air Receiver Inspections

At sea after 4 days at 30% load At port after 7 days at 30 % and

© MAN Diesel

few hours at 47-50% load

118

Service experience with low load operationService experience with low load operation

Test on a 12K90MC engine with Slide Valves

Duration of the test was 16 days on 20- 22 % Load

Load up every 2’nd day to >75 % Load


Low Load Service

Normal Service 40-75 % Load Low Load Service 20-22 % Load

Inspection after normal service and then after 2 days ”low load” test

© MAN Diesel 121

p y

121

Low Load Service

Normal Service 40-75 % Load

Low Load Service

Low Load Service 20-22 % Load



Low Load Service


Low Load Service

Inspection after normal service and then after 2 days test

© MAN Diesel 123

p y

123

Low Load Service

Normal Service 40-75 % Load

Low Load Service

Low Load Service 20-22 % Load

Inspection after normal service and then after 2 days test

© MAN Diesel 124

p y

124

Low Load ServiceLow Load Service

Low Load Service 20-22 % LoadNormal Service 40-75 % Load Low Load Service 20-22 % LoadNormal Service 40-75 % Load



Low Load Service


Low Load Service



13. shop test

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