Marine Diesel Engines Improvements on the Efficiency
Marine Diesel Engines Improvements on the Efficiency
Marine Diesel Engines Improvements on the Efficiency
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Efficiency
Agenda:
�CO 2 Challenges & Trends
�Mechanical Efficiency
�Thermal Efficiency
Søren H. Jensen
Director R&D
MAN
LD/MZP CCCS workshop DTU © MAN
Two-stroke Propulsion For Tier ll Compliance
LD/MZP CCCS workshop DTU © MAN
Huge Expansion of Merchant
Fleet - Many New Innovations
6L60ME
7S65ME-C
7S60ME-C 2 x 6S70ME-C
LD/MZP CCCS workshop DTU
12K98MC
© MAN
2009/05/28
3
The Challenge: Emission
�Half of the world transport of goods is
transported by MD two-stroke engines
�MD has 15.000 engines in order or in
operation
�
– or equivalent to 20 times the Danish power
plant supply!
�The total fuel oil consumption is more than
350 mill. ton yearly– about 3-4% of the world
CO 2 emission!
LD/MZP CCCS workshop DTU
© MAN
2009/05/28
4
CO 2 Emission compared with Different
Means of Transportation
Big tank ship
Big container vessel
Rail
Coaster
Truck
Big van
Flight
0
1
3
6
11
49
100 200 300 400
Kilde: Ministry of Land, Infrastructure and Transport (Japan): The Survey on Transport Energy 2001/2002
MOL (Japan): Environmental and Social Report 2004
LD/MZP CCCS workshop DTU © MAN
226
398
Units Relative
Emission Reduction
Low Speed
Ship Propulsion Trends (CO2)
• Super long stroke engines in container vessels.
• Reduced speed to decrease fuel costs and CO 2
emission
• Optimizations mechanically as well as thermally
• Waste Heat Recovery
• LNG or LPG as engine fuels
LD/MZP CCCS workshop DTU
© MAN
2009/05/28
6
Mechanical
output: 48.5%
History and Future for
SFOC and NO x
Standard Engine
Energy in fuel: 100%
Exh..gas 25.1%
Charge air cooling: 17.8%
Turbocharging:
Before T/C : MEP ~ 6-7 bar, Pscav ~ 1.05-1.1 bar with Roots blowers
Today : MEP ~ 20 bar , Pscav ~ 3.8-4 bar with turbochargers
�SFOC = �CO 2 : -25 %
Lub. oil cooling: 3.2%
Jacket water cooling: 4.8%
Radiation: 0.6%
LD/MZP CCCS workshop DTU
© MAN
2009/05/28
7
Thermal Efficiency
MAN B&W K98MC mk 7 PI = 20.2 bar 97 rpm Pmax = 151 bar
Ideal heat release
LD/MZP CCCS workshop DTU
Ideal adiabatic process
800
bar
Fuel injection pressure
rate shaping
350
TDC 10 20
Ideal scavenging
© MAN
2009/05/28
8
Propulsion Optimization
The Tools
Mechanical Efficiency
Advanced
Materials, Friction &
WP. 7
ADVANCED MATERIALS,
FRICTION AND WEAR
Electronics
and Control
WP. 8
ELECTRONICS
AND CONTROL
Wear
WP. 1
EXTREME PARAMETER
ENGINES
LD/MZP CCCS workshop DTU
Overall
Ship Powertrain Optimization
WP. 6
OVERALL
SHIP POWERTRAIN OPTIMIZATION
Extreme Parameter
Combustion
WP. 2
COMBUSTION
Exhaust Emission
Reduction
WP. 5
EXHAUST EMISSION
REDUCTION
WP. 3
TURBOCHARGING
Turbocharging
Thermal Efficiency
© MAN
2009/05/28
< 9 >
Mechanical Efficiency
Powertrain Optimization
8000 teu container vessel: ME selection for reduced ship speeds/SMCR
Derated 9S90ME-C8 versus 10K98ME7 and 12K98ME-C7
LD/MZP CCCS workshop DTU
© MAN
2009/05/28
10
Mechanical Efficiency
Powertrain Optimization
8000 teu container vessel: ME selection for reduced ship speeds/SMCR
Derated 9S90ME-C8 versus 10K98ME7 and 12K98ME-C7
LD/MZP CCCS workshop DTU
© MAN
2009/05/28
11
Mechanical Efficiency
Powertrain Optimization - Friction
LD/MZP CCCS workshop DTU
Piston
Cross head
Connecting rod
Crankshaft
Friction Studies for 2-stroke Applications
Dominating Friction Losses:
�Piston Ring Package
�Guide Shoe Bearing
© MAN
2009/05/28
12
Mechanical Efficiency
Low Friction Guide Shoe Bearings
� Crosshead guide height/width: 5 3.2
� Number of oil quills on guide
plan reduced to one
� Frictional loss reduced by
approx. 20%
LD/MZP CCCS workshop DTU
© MAN
2009/05/28
13
Thermal Efficiency
Electronics & Control - Auto Tuning
Auto Tuning Overall Benefits
� Fuel oil consumption
Reduction potential: 3 g/kWh
Reduction average: 1 g/kWh
� Emission
Potential: 2% CO 2 reduction
LD/MZP CCCS workshop DTU © MAN
Thermal Efficiency
Part Load T/C Cut-out
Exhaust gas receiver
Cooler Cooler Cooler
Scavenging air receiver
LD/MZP CCCS workshop DTU
T/C Cut-out:
1 of T/C 1 T/C, → 15% VTA power, Technology only emergency
1 2 T/C of 2 T/C, → 50% VTA power, Technology only emergency
1 of 3 T/C, 66% power
1 of 4 T/C, 75% power
Potential �SFOC ≤ -5 g/kWh (3%)
at part load
© MAN
2009/05/28
15
Thermal Efficiency
Part Load - Variable Turbine Area
the VTA concept
• Scavenging air delivery to be optimized to demand for
scavenging air precisely, steplessly and continuously at
all engine loads and speeds
• VTA minimizes fuel consumption and exhaust
emissions
• Potential �SFOC ≤ -5 g/kWh (3%)
LD/MZP CCCS workshop DTU
© MAN
2009/05/28
16
Mechanical
output: 48.5%
Thermal Efficiency
The WHR Principle
Standard Engine
Exh. gas 25.1%
Charge air cooling: 17.8%
Lub. oil cooling: 3.2%
Jacket water cooling: 4.8%
Radiation: 0.6%
LD/MZP CCCS workshop DTU
Mechanical
output: 47.9%
Engine with WHR system
WHR
elec.
output
4.9%
Condenser: 8.6%
Exh. gas 14.7%
Charge air cooling: 15.4%
© MAN
Jacket water cooling: 4.7%
Lub. oil cooling: 3.2%
Radiation: 0.6%
Energy in fuel: 100%
Energy in Power-Turbine fuel: 100% (PT) in parallel with main engine turbochargers
and / or
Steam Turbine (ST) utilizing heat in the exhaust gas after the turbochargers
Up to approx. 10% MCR power can be obtained with full WHR system (PT+ST)
η standard ≈ 50% → η WHR ≈ 55% → η WHR+SAM ≈ 59%
2009/05/28
17
Thermal Efficiency
The WHR Principle
Reproduced with permission from OSS
LD/MZP CCCS workshop DTU © MAN
Thermal Efficiency
The WHR Principle
Dual pressure WHR system based on MAN 6S80ME-C9 main engine
(27.06 MW)
P PT = 1390 kW (100%)
n PT = 26900 1/min
LD/MZP CCCS workshop DTU
P ST = 1852 kW (100%)
n ST = 11000 1/min
Power Turbine
Steam Turbine
(MAN
Gear Box 2
Gear Box 1
(Renk AG)
(Renk AG)
MARC_HRS Turbine Package
Kondensator
Generator
P el = 3 100 kW
n G = 1 800 1/min
© MAN
2009/05/28
19
Thermal Efficiency
The WHR Principle
� Size and cost are considerable
� Installation complicated
� Control aspect
� Maintenance Reproduced with permission from OSS
LD/MZP CCCS workshop DTU © MAN
Thermal Efficiency
Liquid Natural Gas as a Fuel
CO 2 Generation: Heavy Fuel Oil versus Liquid Natural Gas
Heavy Fuel Oil (average from MD database)
� Heat of combustion (lower) 40000 kJ/kg
� C, H 86 wt%, 10-14 wt%,
� S,N,O 0-4 wt%
� Thus, CO 2 generation: 0.080 g CO 2/kJ
Liquid Natural Gas (100% CH 4)
� Heat of combustion (lower) 50000 kJ/kg (Perry’s, 1984)
� C, H 75 wt%, 25 wt%
� Thus, CO 2 generation: 0.055 g CO 2/kJ
� Normal mix: 85% metan, 15% ethan, propan, butan
Thus 30% lower CO2 emission with CH4 LD/MZP CCCS workshop DTU
compared to HFO
© MAN
2009/05/28
21
Thermal Efficiency
Liquid Natural Gas as a Fuel
Specification of ME-GI Engine
- Engine Type : 7S70ME-GI (for LNG ship)
- Engine Power : 22890 kW x 91 rpm
- Fuel Type : Dual Fuel (Natural Gas + Pilot Oil)
- Operation Modes : 1) Fuel Oil Only Mode
2) Minimum Fuel Mode
3) Specified Gas Mode
- SFOC (g/kWh) : Normal mix: 85% metan, 15% ethan, propan, butan
Type
Engine Load
100% 90% 75% 50%
Natural Gas 132.8 130.9 129.1 131.2
Pilot Oil 13.5 13.3 13.1 13.4
LD/MZP CCCS workshop DTU © MAN
Thermal Efficiency
LNG as a Fuel for non-LNGC
Potential Issues with LNG:
• LNG Tank Location
• LNG Tank Size & Type
• Class & Safety
• Handling of BOG
• LNG Loading Facilities
•Logistics of LNG
LNG Drum
LD/MZP CCCS workshop DTU
Gas Treatment System
HP Pump
M
Cool down & mini flow line
PC
NG Damper
LNG Vaporizer
PC
© MAN
ME-GI
Engine
2009/05/28
8
< 23 >
Efficiency
Questions?
Søren H. Jensen
Director R&D
MAN
LD/MZP CCCS workshop DTU © MAN