two stroke engines for different fuels and reduction of ... · two stroke engines for different...
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1 < > MAN Diesel & Turbo Kjeld Aabo
20.02.2015
International Congress on ships Technology 2015
Two stroke engines for different fuels and reduction of
exhaust gas emission.
Kjeld Aabo,
MAN Diesel & Turbo, Copenhagen
2 < > MAN Diesel & Turbo
Why to consider an alternative fuel?
Meeting SOx requirement
Potential fuel cost savings
Cheaper in first cost when compared to a downstream SOx
scrubber solution
Speculation in future fuel cost variation
An easy retrofit solution
When fuel can be taken from cargo tanks.
Savings of both time and fees for fuel bunkering
3 < > MAN Diesel & Turbo Kjeld Aabo
20.02.2015
Emission Regulations
4 < > MAN Diesel & Turbo, Low Speed 0.1%S fuel ECA 2015 JUSV, KEA 05.11.2014
Marine fuels now and in the future !
HFO
Distillates
ULSFO (Ultra Low Sulphur Fuel Oil)
LNG
Ethane
LPG
MSAR
Coal Slurry
Methanol
Biofuel
DME
Hydrogen
Gasoline
Glycerine
6 < > MAN Diesel & Turbo
Which Fuel in the Future ?
[Berlingske Tidende, 20081122]
HFO, MDO, LNG, LPG,
Methanol, Ethane, etc.
7 < > MAN Diesel & Turbo
ME-GI engine GI components
7
8 < > MAN Diesel & Turbo
ME-GI Combustion Concept
From actual footage (colorized)
Yellow = pilot oil
Blue = gas fuel
Conventional slide fuel valve
Gas fuel valve
Gss distribution channel (yellow)
Gas distributor block
Gas chain link double-walled pipes
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2
3
4
5
6
1
2
3
4
5
6
9 < > MAN Diesel & Turbo
Mr. Diesel vs Mr. Otto
- Why do we need the high injection pressure ?
ME-GI is a Diesel Cycle Engine,
All others are Otto Cycle
Mr. Diesel’s Process Mr. Otto’s Process
Gas in cylinder during compression
Otto process gas-air pre-mix
Power reduction (>15%) = more cylinders
Load ramp needed
Pre-ignition / knocking risk
Gas mixture important
Methane slip significant -up to 4%+
Retrofit?
Gas ignited when injected
Diesel process maintained
Unchanged Power Density
Load response unchanged
No pre-ignition / no knocking
Insensitive to gas mixture
Negligible methane slip
ME-GI easy to retrofit
< 9 > 3338198.2012.03.05 (LS/OG)
10 < > MAN Diesel & Turbo
ME-LGI Combustion Principle
The ME-LGI engine is a
dual fuel engine
Diesel combustion
process
High effciency
Main injection
Pilot injection
11 < > MAN Diesel & Turbo
The dual fuel options
ME-LGI
Available for LPG and Methanol
ME-GI
Available for NG and Ethane
12 < > MAN Diesel & Turbo
Principle
MeOH fuel
valve
Slide valve
Hydraulic oil out
MeOH suction
MeOH boosting
& injection
MeOH 8 bar
supply
pressure
Hydraulic oil in from
external control valve
MeOH
ME-LGI BFIV – Injection principle with MeOH
13 < > MAN Diesel & Turbo Danish Maritime Days, October 07 2014
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13
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1. High Pressure Cryogenic Pump
Approx 0.5% of main engine power required for electrical power
Requires glycol water system for heating LNG in vaporiser , and steam
consumption
14 < > MAN Diesel & Turbo
ME-LGI Principle flow and arrangement
Fuel valve train LFSS – Low
flashpoint Fuel
Supply System
Cooling oil system
Purge return system
Air supply 7 bar
Purging nitrogen
Fuel service tank
Vent
Fuel cargo tank
Supply pressure and temperature according to specification
Standard piping
Double-walled piping, ventilated
Double-walled piping
15 < > MAN Diesel & Turbo
LNG Supply System ME-GI
16 < > MAN Diesel & Turbo
ME-GI Experience – Actual Demonstrations
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16
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Title
ME-GI customer demonstrations,
May 2011 and April 2012 Chiba Power Plant Japan (1994) - 12K80MC-GI-S
Operating 20,000 hrs on high pressure gas
Customer Demonstration
Hyundai - November 2012
Customer Demonstration
Mitsui, Japan, April 2013
17 < > MAN Diesel & Turbo
First ME-GI Order For two 3,100 TEU LNG-powered containerships
Vessel technical specifications Length Overall: 764 ft.
Breadth: 106 ft. (Panamax)
Depth: 60 ft.
Draft: 34 ft.
Speed: 22.0 kts
Propulsion plant Main Engine Type: Dual Fuel Slow Speed (x1)
Main Engine Model: MAN 8L70ME-C8.2-Gl
Main Engine MCR: 25,191 kW x 104.0 rpm
Main Engine NCR: 21,412 kW x 98.5 rpm
Aux Engine Type: Dual Fuel Gensets 3 x 9L28/32
Scheduled delivery for the first ship: Q4 2015 / Scheduled delivery for the second ship: Q1 2016
RSL-LSP 3338900.2013.12.10
18 < > MAN Diesel & Turbo
Hartmann Schifffahrt - 36000 M3 LEG Carrier World’s first ethane driven ship - 7G50ME-GI
19 < > MAN Diesel & Turbo
World’s first methanol driven ocean
going ship.
MOL - Methanol Carrier The dual fuel ME-LGI engine – 7S50ME-LGI
20 < > MAN Diesel & Turbo
Dual fuel engine reference list
Orders including options
03/09/2015 RASA/LSP
Total dual fuel engines including options: 153 engines
Total power main engine: 2.9 GW
No. of engines
Type Mk.
5 S 90 ME-C-GI 10.5
112 G 70 ME-C-GI 9.5 , 9.2
5 L 70 ME-C-GI 8.2
4 S 70 ME-C-GI 8.2, 7
10 S 50 ME-B-GI / ME-C-GI 9.5, 8.5, 8.2
6 G 50 ME-B-LGI 9.5
3 S 50 ME-B-LGI 9.3
5 G 60 ME-C-GIE 9.5
3 G 50 ME-C-GIE 9.5
21 < > MAN Diesel & Turbo
Alternative Fuel Penetration Gas & Alcohols
22 < > MAN Diesel & Turbo, Low Speed Fuels < 0.1% Sulphur, August 2015 Dorthe Jacobsen
<0.1% Sulphur fuels What to consider?
Beware of possible cat-fines
Remove them
Viscosity
17-25-40
BN
Tank system
considerations
Compatibility
of mixed fuels
23 < > MAN Diesel & Turbo
Challenge from Primo 2015: Ultra Low Sulphur Fuel Oil & Compliance with MARPOL Requirements
24 < > MAN Diesel & Turbo, Low Speed Fuels < 0.1% Sulphur, August 2015 Dorthe Jacobsen
45
60
75
90
105
120
135
150
0
2
4
6
8
10
12
14
0 10 20 30 40 50 60 70 80 90 100 110 120
Viscosity I
Viscosity II
Temperature I
Temperature II
Diesel Engine
Engine type 6S60MC-C (14280 kW) @ 75%
Load
Fuel Oil
HFO 380 cSt @50°C 985 kg/m3 @15°C
MGO 2 cSt @40°C 855 kg/m3 @15°C
Case I system volume: 1000L
Case II system volume: 500L
Ultra low sulphur Switching fuel
Operation, min.
Vis
co
sit
y, c
St
Te
mp
era
ture
, C
25 < > MAN Diesel & Turbo, Low Speed Fuels < 0.1% Sulphur, August 2015 Dorthe Jacobsen
Guidelines for Operation on Fuels
< 0.1% Sulphur
New Service Letter will include
information on:
• Min. viscosity: 2 cSt
• Start / stop
• New types of <0.1% S fuels
• Cylinder lube oil for <0.1% S fuel
26 < > MAN Diesel & Turbo, Low Speed Fuels < 0.1% Sulphur, August 2015 Dorthe Jacobsen
Paraffinic Fuel, S < 0.1% Service Test: HDME 50 from ExxonMobil
Fuel: High Pour point: 15-30 C
Service tests:
oFour-stroke:
Holeby GenSet: 6L23/30H
2000 h
Engine OK
Sludge formation in centrifuges:
Asphaltenes
oTwo-stroke
L70ME-C8 MAN B&W engine
320 h
Inspections by MDT at start and end
of test.
No issues reported
27 < > MAN Diesel & Turbo, Low Speed Fuels < 0.1% Sulphur, August 2015 Dorthe Jacobsen
Some Fuel Oil Key Charateristic Marine Fuels (ISO 8217)
Key
characteristics
Unit Limit DMA DMZ DMB RMA 10 RMB
30
RMD
80
Density at 15°C kg/m³ Max 890.0 890.0 900.0 920.0 960.0 975.0
Viscosity
@ 40°C
mm²/s
(=cSt)
Min. 2.00 3.00 - - - -
Max. 6.0 6.0 11.0 - - -
Viscosity
@ 50°C
mm²/s
(=cSt)
Max. - - - 10.0 30.0 80.0
Sulphur % m/m Max. 1.50 1.50 1.50 Statutory requirements
Flash point °C Min. 60 60 60 60 60 60
Pour point
(winter)
°C Max. -6.0 -6.0 0.0 0 0 30
Acid number mg KOH/g Max. 0.5 0.5 0.5 2.5 2.5 2.5
Al+Si ppm m/m Max. - - - 25 40 40
Lubricity µm Max. 520 520 520 - - -
28 < > MAN Diesel & Turbo, Low Speed Fuels < 0.1% Sulphur, August 2015 Dorthe Jacobsen
New fuel types < 0.1% Sulphur Examples
Supplier
A
Supplier
B
Supplier
C
Supplier
D
Supplier
E
Supplier
F
Supplier
G
Supplier
H
Supplier I
Density (kg/m3 @
15 C)
895-
915
910 857 868 932 845 868 928 870-930
Viscosity (cSt @
40 or 50 C)
40-75 (40ºC)
65 (50ºC)
17.6 (50ºC)
8.8 22.6 (50ºC)
8.8 8.5 (50ºC)
40C: 45-
65. 50C
30-40
8-25
(50ºC)
Sulphur (% m/m) 0.1 0.095 0.08 0.05 0.1 0.03 0.09 0.1 <0.1
Pour Point (C) 15-30 20 <-12 -12 30 21 27 20-25 18-21
Flash Point (C) >70 60 >200 72 90 >70 >70 70 60-80
Water (% v/v) 0.05 0.1 <0.2 0.004 <0.05 0.01 0.05 0.2 0.05-0.1
Acid Number (mg
KOH/g)
<0.1 2.5 0.3 0.27 0.06 0.04 2.5 0.1-0.2
Al+Si (ppm m/m) <0,3 17 <15 ? 34 <1 <3 10-20 12-15
Lubricity (µm) <320 520 - 410 - 326 - - -
CCAI 795-
810
860 762 - - 765 789 790-800 790-810
29 < > MAN Diesel & Turbo, Low Speed Fuels < 0.1% Sulphur, August 2015 Dorthe Jacobsen
New fuel types < 0.1% Sulphur
There are a range of new fuels launched at the moment.
These new types are not of the distillate type, but a new blend or type.
General characteristics are:
• Higher viscosity than distillate.
• Some of these fuels might contain cat-fines (Al+Si).
• Some of these fuels have high pour points.
• Compatibility to other fuels could also be an issue.
30 < > MAN Diesel & Turbo, Low Speed Fuels < 0.1% Sulphur, August 2015 Dorthe Jacobsen
Cat-fines in fuel Cat-fines in fuel increases wear
Fuel with cat-fines
Wear
Component life-time
31 < > MAN Diesel & Turbo, Low Speed Fuels < 0.1% Sulphur, August 2015 Dorthe Jacobsen
Hardness Comparison Engine Equipment & Wearing Particles
0
500
1000
1500
2000
2500
0 1 2 3 4 5 6 7 8 9 10
Correlation between Mohs hardness and Vickers hardness Vickers
hardness
Mohs
hardness
SiO2
Al2O3
Cat fines
Mohs hardness
3-body abrasive wear
32 < > MAN Diesel & Turbo, Low Speed Fuels < 0.1% Sulphur, August 2015 Dorthe Jacobsen
Cat fines 6S46MC-C – New type of fuel < 0.1% Sulphur
High wear when operating on new type of fuel < 0.1% S
The fuel is containing cat fines – and the separator was operated at low temperature at first – the on board
equipment showed the problem, and crew found a solution bringing down the wear
33 < > MAN Diesel & Turbo, Low Speed Fuels < 0.1% Sulphur, August 2015 Dorthe Jacobsen
Piston ring, G45ME-C9.5 LDD4 analysis
(N9444)
Liner replica, Unit#1 – 70 h, cam side – near TDC
Cat fines in graphite lamellas
34 < > MAN Diesel & Turbo, Low Speed Fuels < 0.1% Sulphur, August 2015 Dorthe Jacobsen
Piston ring, G45ME-C9.5 LDD4 analysis
(N9444)
Alu-coat with scratches and
abrasive wear at the female lock
35 < > MAN Diesel & Turbo, Low Speed Fuels < 0.1% Sulphur, August 2015 Dorthe Jacobsen
Fuel system Updated with 10 µm police filter before engine
Updated: 10 µm filter
Aux. engines
36 < > MAN Diesel & Turbo, Low Speed Fuels < 0.1% Sulphur, August 2015 Dorthe Jacobsen
Non-compatible fuels
Coffee-filter test
37 < > MAN Diesel & Turbo, Low Speed Fuels < 0.1% Sulphur, August 2015 Dorthe Jacobsen
Testing for compatible fuels Distillate – Hybrides – Heavy fuel
Test
no.
Blending Ratio, vol% Test results (ASTM
D4740-04 (2014)
Results Photos
Distillate,
4T50ME-X,
green
ULSFO
1 50 50 1 Compatible
2 80 20 1 Compatible
3 20 80 1 Compatible
HFO, Schulte
RMK500, Julia
FuelTech
ULSFO
4 50 50 3 Limited
compatible
Distillate,
HMD5085
JEBN test bed
ULSFO
5 50 50 1 Compatible
HFO 05-2014,
S. Chambal
ULSFO
6 50 50 5 Incompatible
38 < > MAN Diesel & Turbo, Low Speed Fuels < 0.1% Sulphur, August 2015 Dorthe Jacobsen
Testing for compatible fuels Distillate – ULSFO (Hybrids) – Heavy fuel Oil
ASTM D4740-4
39 < > MAN Diesel & Turbo
Challenge from Primo 2015: Ultra Low Sulphur Fuel Oil & Compliance with MARPOL Requirements
40 < > MAN Diesel & Turbo, Low Speed Japanese Yards, December 2014 Dorthe Jacobsen
Kittiwake LinerScan on-line drain oil analysis
equipment as used on MAN B&W engines:
Kittiwake LinerScan
Online measure: Magnetic iron in drain oil
41 < > MAN Diesel & Turbo
Efficiency and Fuel Cost Optimisation
Longer stroke
Lower rpm
Larger propeller
Higher efficiency
Fuel and CO2 savings
G-type engine
Waste heat recovery
ME-GI engine
MAN Kappel
propeller
42 < > MAN Diesel & Turbo CIMAC seminar, Norway, 22. January 2014 3336719.2010.04.27 (NK/LDF)
EGR
(Exhaust
Gas Recirculation)
SCR
(Selective
Catalytic Reduction)
Low speed Tier III technologies
43 < > MAN Diesel & Turbo Meeting with Maersk, November the 10th, 2014
Two SCR layouts – High Pressure and
Low Pressure SCR
LSF: max.:
0.1%S
(Low temp.)
LSF: 0.1%S
(HSF up to
3.5%S in
special cases)
44 < > MAN Diesel & Turbo
EGR SCR
Deciding factors:
Yard preferences First cost (CAPEX)
Space requirements
Installation flexibility
Owner preferences Operation cost (OPEX)
Operation simplicity
Reliability
Maintenance cost & simplicity
Waste disposal cost
Selection of Tier lll Technology
45 < > MAN Diesel & Turbo October 2013
Forecast of MDT Low Speed Vessel
Predicted Tier III Deliveries
Source: IHS Fairplay & MDT Calculations
© MAN Diesel & Turbo Internal status on EGR, April the 27th, 2011 < 46 >
The principle of EGR:
Recirculation of exhaust gas increases heat capacity due to replacement of O2 by CO2 and
lowers the O2 content.
High heat capacity and low O2 in scavenge air gives low combustion temperatures.
Low combustion temperatures gives low NOx.
EGR – principal
47 < > MAN Diesel & Turbo CIMAC seminar, Norway, 22. January 2014
EGR System Layout with cylinder bypass
matching
48 < > MAN Diesel & Turbo CIMAC seminar, Norway, 22. January 2014
EGR references (service tests)
13.09.2013 RASA/ Dept LSP
In service –
Launched in march
2010
In service –
Launched in march
2013
Ordered –
Delivery in June and
Sept. 2013
Ordered –
Delivery in
Dec. 2014
49 < > MAN Diesel & Turbo Meeting with Maersk, November the 10th, 2014
SCR process – basic principle
NOx & NH3 --> nitrogen & water
4NO + 4NH3 + O2 --> 4N2 + 6H2O (Major)
6NO2 + 8NH3 --> 7N2 + 12H2O (Minor)
NO + NO2 + 2NH3 --> 2N2 + 3H2O (Fast)
Urea --> NH3 as reducing agent
(NH2)2CO(aq) → (NH2)2CO(s) + × H2O(g)
(NH2)2CO(s) → NH3(g) + HNCO(g)
HNCO(g) + H2O(g) → NH3(g) + CO2(g)
50 < > MAN Diesel & Turbo CIMAC seminar, Norway, 22. January 2014
Tier III SCR System Pre-turbine SCR
Tier III operation
– The exhaust gas is
directed to the SCR
reactor
© MAN Diesel
The Green Ship 2010
MAN Investigation in Scrubber
Technology
Objectives Participants Scrubber Goals Test results Ship test Ship test
Development
and test of
scrubber for
after-
treatment
Clean Marine
MAN Diesel
PM trapping:
>90%
SOX removal:
>67%
PM trapping:
35%
80% (salts add.)
SOX removal:
73%
95% (salts add.)
M.V. Banasol
7S50MC-C
9MW
Development
and test of
scrubber for
after-
treatment
Aalborg
Industries
Alfa Laval
DFDS
MAN Diesel
PM trapping:
>75%
SOX removal:
>95%
PM trapping:
79%
SOX removal:
100% (NaOH)
Tor Ficaria
9L60MC-C
20MW
Development
and test of
scrubber for
after-
treatment and
EGR
APM
MAN Diesel
PM trapping:
>75%
SOX removal:
>90%
PM trapping:
73%
SOX removal :
96% (NaOH)
Alexander
7S50MC
9MW
51
Tests and future
3336461.2009.09.02 LE/SBJ
© MAN Diesel
The Green Ship 2010 52
Scrubber
Principle Layout
JPA / LEO
53 < > MAN Diesel & Turbo CIMAC seminar, Norway, 22. January 2014
Scrubber design
Water Treatment
System design
Combined EGR
and EGC
scrubber
Ship design
Engine design
Funding by:
Combined EGR and EGC scrubber
Feasibility study funded by the Danish EPA
54 < > MAN Diesel & Turbo
Emission Technology – Tier III
For general installation aspects
our newly launched Emission Project
Guide can be used.
Download it from
http://marine.man.eu/two-stroke/project-
guides
New Emission Project Guide
March 2015
THE INTERNATIONAL COUNCIL ON COMBUSTION ENGINES
Report of WG7 ‘Fuels’ 35 members
4 on waiting list
Represented stakeholders
Refiners, Suppliers, OEMs, Ship Operators, Fuel Testing Labs, Classification Societies and others
Co-operation with
All CIMAC WGs in case of common topics (currently with WG 17 gas engines)
ISO8217 fuels group (very close relationship)
Latest Publications
Guideline: Cold flow properties of marine fuel oils (Jan 2015)
The interpretation of marine fuel oil analysis test results with particular reference to sulphur content (Sep 2014)
Guideline for the operation of marine engine on low sulphur fuels (released Dec 2013)
Guideline for ship owners and operators on managing distillates fuels containing up to 7% FAME (biofuel) (Jan 2013)
10/09/2015 55 WG Report
THE INTERNATIONAL COUNCIL ON COMBUSTION ENGINES
No 70: March 2014, UK
No 71: October 2014, The Netherlands
No 72: March 2015, USA
No 73: October 2015, France
Report of WG7 ‘Fuels’ – page 2
Current activities, subgroups
High priority SGs
SG 1-3 Filtration
SG 5 LNG quality
SG 6 Test results interpretation
SG 7 Emulsion fuels
SG8 New low sulphur fuel products
SG9 Technical guideline to ISO8217:2016
Low priority SGs
SG 1-1 CFR (centrifuges and efficiency)
SG 1-2 Separators
10/09/2015 56
Recent and upcoming meetings
WG Report
57 < > MAN Diesel & Turbo
NEW:
Service Letters on www.marine.man.eu
58 < > MAN Diesel & Turbo
All data provided in this document is non-binding.
This data serves informational purposes only and is
especially not guaranteed in any way. Depending on the
subsequent specific individual projects, the relevant
data may be subject to changes and will be assessed and
determined individually for each project. This will depend
on the particular characteristics of each individual project,
especially specific site and operational conditions.
With MAN B&W engines
Thank you for your attention
All data provided in this document is non-binding.
This data serves informational purposes only and is
especially not guaranteed in any way. Depending on the
subsequent specific individual projects, the relevant data may be
subject to changes and will be assessed and determined individually
for each project. This will depend on the particular characteristics of
each individual project, especially specific site and operational
conditions.
MAN B&W engines
Thank you for your attention