Marine Diesel Engines Improvements on the Efficiency

<strong>Marine</strong> <strong>Diesel</strong> <strong>Engines</strong> 

<strong>Improvements</strong> on the 

Efficiency 

Agenda: 

�CO 2 Challenges & Trends 

�Mechanical Efficiency 

�Thermal Efficiency 

Søren H. Jensen 

Director R&D 

MAN <strong>Diesel</strong> Low Speed 

LD/MZP CCCS workshop DTU © MAN <strong>Diesel</strong> 2009/05/28 2009/05/14 < 1 >

<strong>Marine</strong> Engine Programme 2009 

Two-stroke Propulsion For Tier ll Compliance 

LD/MZP CCCS workshop DTU © MAN <strong>Diesel</strong> 2009/05/28 2

Huge Expansion of Merchant 

Fleet - Many New Innovations 

6L60ME 

7S65ME-C 

7S60ME-C 2 x 6S70ME-C 

LD/MZP CCCS workshop DTU 

12K98MC 

© MAN <strong>Diesel</strong> 

2009/05/28 

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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 

�<strong>Engines</strong> with total power more than 200 GW 

– 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! 



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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 <strong>Diesel</strong> 2009/05/28 < 5 > 

226 

398 

Units Relative

Emission Reduction 

Low Speed <strong>Engines</strong> 

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 



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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% 



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Thermal Efficiency 

<strong>Diesel</strong> Working Cycle 

MAN B&W K98MC mk 7 PI = 20.2 bar 97 rpm Pmax = 151 bar 

Ideal heat release 


Ideal adiabatic process 

800 

bar 

Fuel injection pressure 

rate shaping 

350 

TDC 10 20 

Ideal scavenging 


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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 


Overall 

Ship Powertrain Optimization 

WP. 6 

OVERALL 

SHIP POWERTRAIN OPTIMIZATION 

Extreme Parameter 

<strong>Engines</strong> 

Combustion 

WP. 2 

COMBUSTION 

Exhaust Emission 

Reduction 

WP. 5 

EXHAUST EMISSION 

REDUCTION 

WP. 3 

TURBOCHARGING 

Turbocharging 



2009/05/28 

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Powertrain Optimization 

8000 teu container vessel: ME selection for reduced ship speeds/SMCR 

Derated 9S90ME-C8 versus 10K98ME7 and 12K98ME-C7 



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Powertrain Optimization 

8000 teu container vessel: ME selection for reduced ship speeds/SMCR 

Derated 9S90ME-C8 versus 10K98ME7 and 12K98ME-C7 



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Powertrain Optimization - Friction 


Piston 

Cross head 

Connecting rod 

Crankshaft 

Friction Studies for 2-stroke Applications 

Dominating Friction Losses: 

�Piston Ring Package 

�Guide Shoe Bearing 


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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% 



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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 <strong>Diesel</strong> 2009/05/28 < 14 >


Part Load T/C Cut-out 

Exhaust gas receiver 

Cooler Cooler Cooler 

Scavenging air receiver 


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 


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Part Load - Variable Turbine Area 

<strong>Engines</strong> with dynamic load optimization with 

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%) 



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Mechanical 

output: 48.5% 


The WHR Principle 

Standard Engine 

Exh. gas 25.1% 






Mechanical 

output: 47.9% 

Engine with WHR system 

WHR 

elec. 

output 

4.9% 

Condenser: 8.6% 

Exh. gas 14.7% 






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% 

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Reproduced with permission from OSS 




Dual pressure WHR system based on MAN 6S80ME-C9 main engine 

(27.06 MW) 

P PT = 1390 kW (100%) 

n PT = 26900 1/min 


P ST = 1852 kW (100%) 

n ST = 11000 1/min 

Power Turbine 

Steam Turbine 

(MAN <strong>Diesel</strong>) (MAN Turbo) 

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 


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� Size and cost are considerable 

� Installation complicated 

� Control aspect 

� Maintenance Reproduced with permission from OSS 



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 


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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 



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 


Gas Treatment System 

HP Pump 

M 

Cool down & mini flow line 

PC 

NG Damper 

LNG Vaporizer 

PC 


ME-GI 

Engine 

2009/05/28 

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< 23 >

<strong>Marine</strong> <strong>Diesel</strong> <strong>Engines</strong> 

<strong>Improvements</strong> on the 

Efficiency 

Questions? 

Søren H. Jensen 

Director R&D 

MAN <strong>Diesel</strong> Low Speed 

LD/MZP CCCS workshop DTU © MAN <strong>Diesel</strong> 2009/05/28 2009/05/14 < 24 >

Marine Diesel Engines Improvements on the Efficiency

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