dual fuel me-gi engine performance and the economy
TRANSCRIPT
![Page 1: Dual Fuel ME-GI Engine Performance and the economy](https://reader035.vdocuments.site/reader035/viewer/2022081800/589ed6e91a28abad4d8b6159/html5/thumbnails/1.jpg)
© MAN Diesel & Turbo
Dual Fuel ME-GI Engine Performance and the economy
![Page 2: Dual Fuel ME-GI Engine Performance and the economy](https://reader035.vdocuments.site/reader035/viewer/2022081800/589ed6e91a28abad4d8b6159/html5/thumbnails/2.jpg)
2012.03.05 (RSL/LSP) © MAN Diesel & Turbo
Mr Diesel vs Mr OttoDiesel to Dual Fuel Combustion
ME-GI is a Two-stroke Diesel Engine
Mr Diesel’s Process Mr Otto’s Process
� Gas in cylinder before fuel
� Otto process gas-air pre-mix
� Power reduction needed
� Load ramp needed
� Pre-ignition / knocking risk
� Gas mixture important
� Methane slip significant
� Low-pressure gas injection
� Lower NOx expected.
� Fuel in cylinder before gas
� Diesel process maintained
� Power remain the same
� Load response unchanged
� No pre-ignition / no knocking
� Insensitive to gas mixture
� Negligible methane slip
� High-pressure gas injection
� NOx reduction to Tier III level by EGR and / or SCR
� ME-GI retrofitable on ME-C.
< 2 >3338198.2012.03.05 (LS/OG)
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2012.03.05 (RSL/LSP) © MAN Diesel & Turbo
LNG tanks
Quantum: 9,000 teu container ship
Triality: 300,000 dwt VLCC
ME-GI main engine
?$?
Gas supply system
45 LNG Carriers Equipped with Two-strokeGI Retrofit is Possible
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2012.03.05 (RSL/LSP) © MAN Diesel & Turbo
EEDI reduction by ME-GI dual
gas / fuel engine
23% reduction of CO2 without
increasing methane slip
< 4 >
EEDI – Reduction MeasuresGas fuelled engine
23% reduction of EEDI using LNG (including pilot oil), due to low carbon content and low SFC
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2012.03.05 (RSL/LSP) © MAN Diesel & Turbo
ME-GIGas Combustion Control
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2012.03.05 (RSL/LSP) © MAN Diesel & Turbo
New Innovations from Waller Marine
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2012.03.05 (RSL/LSP) © MAN Diesel & Turbo
Design Proposal from DSMEType B Tanks
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2012.03.05 (RSL/LSP) © MAN Diesel & Turbo
All ME Engines Available as Dual FuelMarine Engine List 2012 - Tier II
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2012.03.05 (RSL/LSP) © MAN Diesel & Turbo
MAN B&W ME-GI/ME-LGI Engines Powered by NG, HFO, MDO, LPG, MeOH or DME
9
Simple modifications enable two-stroke gas injection
Proven engine design
· High fuel efficiency 50%· High fuel flexibility· High reliability
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2012.03.05 (RSL/LSP) © MAN Diesel & Turbo < 10 >
ME-GI Design updatesOverview
More compact design introduced
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2012.03.05 (RSL/LSP) © MAN Diesel & Turbo < 11 >
ME-GI Design updatesEasy maintenance
� Connector block with
pipes, remains on the
engine during cylinder
cover dismantling
� Gas inlet� Gas outlet� Hydraulic oil� Sealing oil� Hydraulic oil drain� Oil drain window/gas-valve� Low pressure oil
All connections through adapter block
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2012.03.05 (RSL/LSP) © MAN Diesel & Turbo
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
10095908580757065605550454035302520151050
Fu
el In
dex
Engine Load (%SMCR)
% Total
% Pilot
ME-GI Gas Fuel Mode Port to port in gas mode
Fuel oil only mode• Operation profile as conventional engine
Gas fuel operation mode• No methane slip• No knocking problems• Insensitive to gas fuel• Unchanged load response
Gas Fuel
Pilot oil
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2012.03.05 (RSL/LSP) © MAN Diesel & Turbo < 13 >
ME-GI ResultsPerformance
Engine stability: Cycle-to-cycle
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2012.03.05 (RSL/LSP) © MAN Diesel & Turbo
ME-GI Development Results: SFOC/NOx Tuning
Improving efficiency in gas mode:
SFOC/NOx tuning� NOx margin in gas mode� SFOC reduction potential� Design limits maintained
Results� SFOC reduced 1-3%� NOx margin is still available
Released in engine program and CEAS
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2012.03.05 (RSL/LSP) © MAN Diesel & Turbo
ME-GIFrom Gas Tank to Engine
ME – GI Engine
300 bar and 45 oC
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2012.03.05 (RSL/LSP) © MAN Diesel & Turbo
Cryostar LNG Pump System
HamworthyLNG Tank & Pump System
TGELNG Tank & Pump System
DSMELNG Tank & Pump System
Burckhardt CompressionLaby-GI Compressor
MHILNG Tank & Pump System
ME-GI7 FGS System Suppliers
HHILNG Tank & Pump System
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2012.03.05 (RSL/LSP) © MAN Diesel & Turbo
8S90ME-C8.2-GI Output : 45.760 kW
FGS System
Example:
8S90ME-C8.2-GI - Output: 45,760 kW
HP Cryogenic pump: 5,600 kg/hr. & 200 kW
Less than 0.5% efficiency reduction
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2012.03.05 (RSL/LSP) © MAN Diesel & Turbo
High-pressure pumpHPP3 60/110 Triplex
HP Pump and Vaporizer from Cryostar
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2012.03.05 (RSL/LSP) © MAN Diesel & Turbo
1 m 0.5
m
Previously suppliedfor LN2 converter
High-pressure Vaporizer Heliflow
HP Pump and Vaporizer from Cryostar
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2012.03.05 (RSL/LSP) © MAN Diesel & Turbo
Technical Data GenSetsMarine L+V35/44DF Available 2014
Bore: 350 mm, Stroke: 440 mm
Speed (r/min) 750 720
MEP (bar) 20.0 20.1
kW kW
6L35/44DF 3,180 3,060
7L35/44DF 3,710 3,570
8L35/44DF 4,240 4,080
9L35/44DF 4,770 4,590
10L35/44DF 5,300 5,100
12V35/44DF 6,360 6,120
14V35/44DF 7,420 7,140
16V35/44DF 8,480 8,160
18V35/44DF 9,540 9,180
20V35/44DF 10,600 10,200
Consumption
MCR 100% 85%
Specific fuel oil consumption (HFO)* 187 g/kWh 186 g/kWh
Heat rate **7,700
kJ/kWh
Specific lube oil consumption 0.5 g/kWh
* Diesel or HFO fuel operation, with attached pumps (LO, LT and HT)with +5% tolerance
** Gas operation (including pilot fuel)
LHVmin= 32,800 kJ/m3 (STP)
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2012.03.05 (RSL/LSP) © MAN Diesel & Turbo
Fuel Gas Supply System from TGEfor Two-stroke Main Engine and DF GenSets
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2012.03.05 (RSL/LSP) © MAN Diesel & Turbo < 22
162,000 m3 LNG Tanker
Title
1. Propulsion power demand
2. ME-GI powered LNG Carrier with fulll fuel flexibility
3. LNG Carrier with DFDE
4. Shipowner considerations
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2012.03.05 (RSL/LSP) © MAN Diesel & Turbo < 23
Propulsion Power Demand
Title
Comparison between ME-GI Solution
DF AUX 3,360kW
� 7S80ME-C8-GI with 28067kW
� 4x DF aux engines with 3360kW each
� Total 41,507kW installed
27786kW7S80ME-C8-GI 28067W DF AUX 3,360kW
DF AUX 3,360kW
DF AUX 3,360kW
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2012.03.05 (RSL/LSP) © MAN Diesel & Turbo < 24Title
…and DFDE Solution
Propulsion Power Demand
� 2 x Wartsila12V50DF + 2 x 6L50DF for provision of electrical power requirementshown in slide 14
� Total 35,100kW installed
27786kW
FrequencyConverter
Transfomer Switchboard Generator
96.5% 98.5% 99% 99.5% 96.5%
Aux Engines
30,270kW
PropulsionMotor
Gearbox
98%
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2012.03.05 (RSL/LSP) © MAN Diesel & Turbo < 25
Shipowner Considerations
Title
23,624,5
19,2 19,1
0,0
5,0
10,0
15,0
20,0
25,0
30,0
0 1 2 3 4 5
US
D (
millio
n/y
r)
Annual Operating Costs
Maintenance ($/yr)
Lube oil ($/yr)
FC (M$/yr)
Total (M$/yr)
1. DFDE gas mode
2. DFDE fuel mode
3. ME-GI gas mode
4. ME-GI fuel mode
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2012.03.05 (RSL/LSP) © MAN Diesel & Turbo
Layout Diagrams
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2012.03.05 (RSL/LSP) © MAN Diesel & Turbo
Potential Annual Cost Savings Relative to the Load Profile
� Gas price used was $600/ton
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2012.03.05 (RSL/LSP) © MAN Diesel & Turbo
LPG as Fuel: Gas Injection Valve &Valve Block with Accumulator
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2012.03.05 (RSL/LSP) © MAN Diesel & Turbo
Gas Supply System from HGSUsing LPG as Fuel
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2012.03.05 (RSL/LSP) © MAN Diesel & Turbo
0,00
1,00
2,00
3,00
4,00
5,00
6,00
7,00
8,00
HFO(w/scrubber) MeOH DME LNG LPG
Nu
mb
er
of
years
Comparison of Altenative FuelsFor ECA operation - 6 MW
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Payback time relative to MGO operation
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2012.03.05 (RSL/LSP) © MAN Diesel & Turbo
ME-GI & ME-LGI
20
12 Thank you for your kind attention
The presentation material will be available on the following link: www.mandieselturbo.com/me-gi from 8 March 2012
René Sejer LaursenPromotion Manager, ME-GI
E-mail: [email protected]