prime performance - fathomshippingevents.com performance engine optimisation ... man b&w...

1 < > MAN Diesel & Turbo

PRIME Performance Engine Optimisation Best Practice

Henrik Birkegård Executive Assistant

Marine Low Speed, R&D and Engineering Diesel House - 26. Nov, 2015

2 < > MAN Diesel & Turbo

Agenda

1 Thermal Engine Efficiency

2 SFOC optimisation

3 Derating

4 Engine Gas By Pas

5 Turbo Charger Cut-out

6 Thermal System Efficiency

7 G-type Engines

3 < > MAN Diesel & Turbo

Thermal Efficiency Diesel Working Cycle

Scavenge air pressure & temp.

Injection timing & volume

Exh. Valve timing & volume

Material heat load

Proces Mechanical

Material strength

Compression ratio

4 < > MAN Diesel & Turbo

Thermal Efficiency Diesel Working Cycle

MAN B&W G95ME-C9.5 MEP = 22 bar n = 80 rpm Pmax = 180 bar

Ideal heat release

Ideal adiabatic process

Snak m. NK/SFM

1

1

2

3

4

2

3

4

Compression

Injection

Expansion

Exhaust/ Scavenging

Ideal scavenging

5 < > MAN Diesel & Turbo

Standard Rating Container ship – 11S90ME-C9.2-TII

6 < > MAN Diesel & Turbo

Derating (Reduced MEP) Container ship – 11S90ME-C9.2-TII

Derating (Reduce MEP)

7 < > MAN Diesel & Turbo

SFOC Optimisation Methods Exhaust Gas Bypass

6S80ME-C9.4 Derated SMCR: 25,080 kW x 78 r/min

8 < > MAN Diesel & Turbo

SFOC Optimisation (EGB) Container ship – 11S90ME-C9.2-TII

Exhaust Gas By-pass (EGB)

9 < > MAN Diesel & Turbo

SFOC Optimisation (LL - EGB) Container ship – 11S90ME-C9.2-TII

Exhaust Gas By-pass (EGB)

10 < > MAN Diesel & Turbo

Turbocharger Cut-out Retrofit solution

MAN Diesel & Turbo Swing Gate Valve

11 < > MAN Diesel & Turbo

Thermal Efficiency SFOC and NOx

Turbocharging: Before T/C : MEP ~ 6-7 bar, Pscav ~ 1.05-1.1 bar with Roots blowers Today : MEP ~ 22 bar , Pscav ~ 3.8-4 bar with turbochargers

∆SFOC = ∆CO2 : -25 %

Jacket water cooling: 4.8%

Standard Engine

Charge air cooling: 17.8%

Lub. oil cooling: 3.2%

Radiation: 0.6%

Exh..gas 25.1% Mechanical

output: 48.5%

Energy in fuel: 100%

WHR

WHR

12 < > MAN Diesel & Turbo

• Low and part load engine optimisation

• Reduced auxiliary power consumption

• In-service tuning of engine

MAN Diesel & Turbo Reducing Fuel consumption and CO2 Emission

Influencing EEDI • Ship speed • Hull and propeller optimisation • Engine thermal efficiency • Overall system thermal efficiency,

viz. WHR + ORC

13 < > MAN Diesel & Turbo

Green series of G-ME engines

Longer Stroke

Lower rpm

Larger Propeller

Higher Efficiency

Fuel and CO2 Savings

14 < > MAN Diesel & Turbo

Propeller Efficiency VLCC

NBC-LEE 3339513.2014.05.02

15 < > MAN Diesel & Turbo

G-type Engines L, K and S types replaced

MW ordered per year

16 < > MAN Diesel & Turbo

Engine Optimisation Best Practice Wrap -up

New building

Fully rating (std.) Derating

Engine Gas By-pass

Retrofit

Turbo Charger Cut-out

WHR

Aux. systems

Ship Speed

Hull & Propeller optimisation

Engine Engine system Ship system

Energy Efficiency Design Index

17 < > 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.

Disclaimer

18 < > MAN Diesel & Turbo

Henrik Birkegård MAN Diesel & Turbo Denmark Executive Assistant to Vice Presidents Engineering and Research & Development Teglholmsgade 41 2450 København SV Phone: +45 3385 2898 Henrik.Birkegaard@man.eu www.mandieselturbo.com

Do you have any more questions?