presentation, weisser, 21 nov. 2013.pdf

3rd Technical Meeting 2013/14 of The Greek Section ofThe Society of Naval Architects and Marine Engineers

German WeisserWÄRTSILÄ SWITZERLAND LTD

1 © Wärtsilä

Current Trends in theDevelopment of LargeTwo-Stroke Marine DieselEngines in the Light ofSignificantly ChangingMarket Requirementsand EnvironmentalRegulations

November 21, 2013 SNAME Greece TM3 2013/14 / German Weisser

Presentation outline

• General trends– Regulatory framework– Market requirements

• Product development activities– Retrofit solutions for existing installations– New generation of large two-stroke diesel engines– Introduction of large two-stroke dual-fuel engines

• Technology development and research activities– Emissions reduction technologies– Efficiency enhancement solutions– Fundamental combustion research

2 © Wärtsilä November 21, 2013 SNAME Greece TM3 2013/14 / German Weisser

02468

1012141618

0 200 400 600 800 1000 1200 1400 1600

NO

Xem

issi

ons,

g/kW

h

nominal engine speed, rpm

IMO Tier IIIMO Tier III

Tier II: since 1.1.2011, global

Regulatory framework

• Annex VI of MARPOL 73/78, Regulation 13 (Nitrogen oxides)

3 © Wärtsilä

02468

1012141618

0 200 400 600 800 1000 1200 1400 1600

NO

Xem

issi

ons,

g/kW

h

nominal engine speed, rpm

IMO Tier IIIMO Tier III

Tier III: after 2016, inside emission control areas

after 2016, outside emission control areasTier II: since 1.1.2011, global

*

*

* Introduction date still under discussion,adoption of shift to 2021 pending



• Annex VI of MARPOL 73/78, Regulation 14 (Sulphur oxides, PM)

00.5

11.5

22.5

33.5

44.5

5

2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021

fuel

sulp

hurc

onte

nt,%

year

EU ports

CaliforniaECA

global

November 21, 2013 SNAME Greece TM3 2013/14 / German Weisser4 © Wärtsilä


• Annex VI of MARPOL 73/78, Emission Control Areas (ECAs)

ECA for fuel sulphur content, extension to NOx control under consideration

ECA for fuel sulphur content and NOx control(including Hawaii and part of the Carribean Sea under US authority)



6 © Wärtsilä

• Annex VI of MARPOL 73/78, new Chapter 4:Energy Efficiency Design Index (EEDI)

Shipdesign


Market requirements

• Market developments – vessel speed and fleet utilisation*

* source: Bloomberg7 © Wärtsilä

3%

9%

15%

21%

27%

8

9

10

11

12

06/08

11/08

05/09

11/09

05/10

11/10

05/11

11/11

05/12

11/12

05/13

inac

tive

perc

enta

geof

fleet

aver

age

ship

spee

d,kn

ots

time, months

3%

9%

15%

21%

27%

8

9

10

11

12

06/08

11/08

05/09

11/09

05/10

11/10

05/11

11/11

05/12

11/12

05/13

inac

tive

perc

enta

geof

fleet

aver

age

ship

spee

d,kn

ots

time, months

ship speed

3%

9%

15%

21%

27%

8

9

10

11

12

06/08

11/08

05/09

11/09

05/10

11/10

05/11

11/11

05/12

11/12

05/13

inac

tive

perc

enta

geof

fleet

aver

age

ship

spee

d,kn

ots

time, months

ship speed

anchored

idle

-21.7%


Retrofit solutions for existing installations

8 © Wärtsilä

• Intelligent combustion control (ICC),closed-loop cylinder pressure adjustment

Com

parison

Injection Begin offset

Suction air temperatureScavenge air temperatureBarometric Pressure

Engine Load

Cylinder Press. Sensor Cylinder PressureMeasurement

Calculated setpoint

Setpointcorrection


Retrofit solutions for existing installations

9 © Wärtsilä

• Slow-steaming upgrade kit (SSUK),single turbocharger deactivation


Single turbocharger deactivation

• Change of operating line in compressor map with turbocharger cut-out

10 © Wärtsilä

1

1.5

2

2.5

3

3.5

4

4.5

5

5 10 15 20 25 30 35 40 45

com

pres

sorp

ress

ure

ratio

,-

volume flow rate, m3/s

all T/Cs in operation1 out of 4 cut out1 out of 3 cut out1 out of 2 cut out

1

1.5

2

2.5

3

3.5

4

4.5

5

5 10 15 20 25 30 35 40 45

com

pres

sorp

ress

ure

ratio

,-



1

1.5

2

2.5

3

3.5

4

4.5

5

5 10 15 20 25 30 35 40 45

com

pres

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ress

ure

ratio

,-



1

1.5

2

2.5

3

3.5

4

4.5

5

5 10 15 20 25 30 35 40 45

com

pres

sorp

ress

ure

ratio

,-




0

0.05

0.1

0.15

0.2

0.25

0 10 20 30 40 50 60 70 80 90 100 110

(psc

av-p

amb)

/bm

epra

tio,-

load, %

all T/Cs in operation1 out of 4 cut out

1 out of 3 cut out1 out of 2 cut out


• Turbocharging system contribution to engine output / efficiency indicator



• Fuel consumption improvement with turbocharger cut-out

12 © Wärtsilä

0

0.2

0.4

0.6

0.8

1

0 10 20 30 40 50 60 70 80 90 100110

bsfc

redu

ctio

nfr

omal

lT/C

sin

oper

atio

nle

vels

rela

tive

tom

axim

umsa

ving

,-

load, %

1 out of 4 cut out1 out of 3 cut out1 out of 2 cut out



• NOX emissions impact of turbocharger cut-out

13 © Wärtsilä

0

0.4

0.8

1.2

1.6

2

2.4

50 25

NO

Xem

issi

ons

rela

tive

toce

rtifi

edle

vels

,-

load, %

all 3 T/Cs in operation1 out of 3 cut outall 2 T/Cs in operation1 out of 2 cut out

0

0.4

0.8

1.2

1.6

2

2.4

50 25

NO

Xem

issi

ons

rela

tive

toce

rtifi

edle

vels

,-

load, %

all 3 T/Cs in operation1 out of 3 cut outall 2 T/Cs in operation1 out of 2 cut out



• Cylinder pressure and temperature impact of turbocharger cut-out (25%)

14 © Wärtsilä

0

0.2

0.4

0.6

0.8

1

1.2

1.4

-90 -60 -30 0 30 60 90

aver

age

gas

prop

erty

rela

tive

tope

akva

lue

with

allT

/Cs

inop

erat

ion,

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crank angle, deg


pressure0

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0.6

0.8

1

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prop

erty

rela

tive

tope

akva

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with

allT

/Cs

inop

erat

ion,

-

crank angle, deg


temperature

pressure



• Residual content impact of turbocharger cut-out (25%)

15 © Wärtsilä

012345678

0% 20% 40% 60% 80% 100%

resi

dual

cont

entr

elat

ive

tole

velw

ithal

lT/C

sin

oper

atio

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percentage of T/C capacity with cut-out, -November 21, 2013 SNAME Greece TM3 2013/14 / German Weisser

Multiple turbocharger deactivation

• Residual content impact of extended turbocharger cut-out (25%)

16 © Wärtsilä

012345678

0% 20% 40% 60% 80% 100%

resi

dual

cont

entr

elat

ive

tole

velw

ithal

lT/C

sin

oper

atio

n,-


Multiple turbocharger deactivation

• Fuel consumption impact of extended turbocharger cut-out (25%)

17 © Wärtsilä

00.10.20.30.40.50.60.70.80.9

1

0% 20% 40% 60% 80% 100%

bsfc

redu

ctio

nfr

omal

lT/C

sin

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rela

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Wärtsilä product portfolio

• Wärtsilä 2-stroke Diesel engine portfolio1000 10000 1000001000 10000 100000Power, kW

Wärtsilä Generation X Engines

Wärtsilä RT-flex / RTA Engines

Wärtsilä X35Wärtsilä X40Wärtsilä X62Wärtsilä X72Wärtsilä X82Wärtsilä X92

Wärtsilä RT-flex48T-D / RTA48T-DWärtsilä RT-flex50-B / -DWärtsilä RT-flex58T-D ER-3Wärtsilä RT-flex58T-D / RTA58T-DWärtsilä RT-flex58T-EWärtsilä RT-flex60CWärtsilä RT-flex68-D / RTA68-DWärtsilä RT-flex84T-D / RTA84T-DWärtsilä RT-flex82T / RTA82TWärtsilä RT-flex82C / RTA82CWärtsilä RT-flex96C / RTA96C

– new Generation X Engine series


Wärtsilä product portfolio


Generation X Engine characteristic features

• Optimised stroke-to-bore ratio– Lower specific fuel consumption– Optimum engine weight per power output

• Compact and service-friendly design– Light but robust construction– Minimum constraints in engine room layout due to favourable piston

dismantling height– Slim engine design for enabling minimum shaft length in modern hull

designs for high propulsion efficiency• Broad application range (towards low rated speeds) and extended

derating capability for significant gains in total efficiencywithout compromises in terms of reliability


Generation X Engine target applications

21 © Wärtsilä

Handysize Bulk CarrierNew W-X35 engine

30‘000 dwt

Product TankerNew W-X40 engine

35,000 dwt



Capesize Bulk carrierNew W-X72 engine

100,000 - 210,000 dwt

Aframax / Suezmax TankerNew W-X62/72 engine

80,000 – 200,000 dwt

Panamax Bulk carrierNew W-X62 engine

60,000 – 100,000 dwt

Feeder / Panamax ContainerNew W-X62/72 engine

1,600 – 4,500 TEU



23 © Wärtsilä

Very Large Crude CarrierNew W-X82 engine

320,000 dwt

Panamax ContainerNew W-X82 engine

5,000 TEU

Very Large Ore CarrierNew W-X82 engine

400,000 dwt

Large / ultra-large ContainerNew W-X92 engine

>8000 TEU


Low pressure Dual Fuel engines

24 © Wärtsilä

• Wärtsilä RT-flex50DF the first commercially available of a plannedcomplete series of low pressure Dual Fuel engines

‘Pre-mixed lean-burn’ combustion

Scavenging Compression/gas admission

Ignitionàexpansion

Working principle:• Engine operating

according to theOtto process

• Pre-mixed‘Lean burn’technology

• Low pressuregas admissionat ’mid stroke’

• Ignition by pilotfuel in prechamber



25 © Wärtsilä

• A few key technologies make the difference

Pre-chambertechnology

Engine Control &Automation system

Gas admissionsystem

Micro-pilot +Common Rail



• Key technologies: ‘Micro pilot’ and Pre-chamber technology– Electronically controlled

injectors + Common Railfuel supply

– Pilot fuel (for ignition) only 1%- minimizing fuel costs

– Pre-chamber technology forbest combustion stabilityand reduced emissions

– Option for HFO as pilotwill be available

26 © Wärtsilä

Pre-chamber



• Key technologies: Gas admission system– 2 x GAV (Gas Admission Valve)

per cylinder– GAV actuated hydraulically– Hydraulic power supply from

exhaust valve servo oil system– Precise gas admission control

– from full load to ’idling’– The key to optimized fuel/air

mixture formation– engine performance

– Double walled piping forenhanced safety



• Key technologies: Engine control and automation system– Wärtsilä ‘UNIC’ based

control system– All essential controls

in one system– Individual control of

combustion related parameters– optimized engine performance

– Inbuilt Redundancy for’single main engine’ application

– Safety functions related to gasoperation including knock- andmisfire detection

28 © Wärtsilä

Pilot fuel injector

Gas admission valves

Controlsystem

2x Gas admission valves

Pilot fuel injectors

Engine speed/CA-signalEngine stop signal

Gas duration

Gas pressure

Pilot fuel pressure

Exhaust valve drive

Exhaust valve



• Product specification options– Limited range of operating

parameter selection forreliable operation withoutknocking / pre-ignition andmisfiring

– Lower maximum ratingthan correspondingdiesel engine model

29 © Wärtsilä

Ope

ratin

gw

indo

w

Ther

mal

effic

ienc

yN

Ox

emis

sion

s

BM

EP

Air / Fuel ratio

Knocking

Mis

firin

g

Optimum performancefor all cylinders



• Total emissions performance– CO2 and SOx reduced in

gas operation due to fuelcomposition

– NOx reduced to levelsbelow Tier III

– PM further reduced byDF technology withLean-burnOtto-combustion withpre-chamber ignition

30 © Wärtsilä

Tier3!

-25% -25% -25%

-37%

-99%-96%

-98%

-85%


Tier III technology development

Scrubber

SCR

Low-sulphur

fuel

Engine-internal

measures

Not-to-exceedlimit for NOXunder Tier III

Equivalence clause(specifically applicablefor SOX control)0

12345

2011 2016 2021

fuel

sulp

hur

cont

ent,

%

year

global

ECA

0369

121518

0 400 800 12001600

NO

Xem

issi

on,

g/kW

h

engine speed, rpm

Tier III (ECAS only)

Tier II (global)

-76.4%



• Selective catalytic reduction (SCR) – schematics



• Selective catalytic reduction (SCR) – the inlet temperature challenge

33 © Wärtsilä

050

100150200250300350400450500

0 10 20 30 40 50 60 70 80 90 100110

tem

pera

ture

befo

retu

rbin

e,°C

load, %

SCR requirementall T/Cs in operation1 out of 4 cut out1 out of 3 cut out1 out of 2 cut out

050

100150200250300350400450500

0 10 20 30 40 50 60 70 80 90 100110

tem

pera

ture

befo

retu

rbin

e,°C

load, %


050

100150200250300350400450500

0 10 20 30 40 50 60 70 80 90 100110

tem

pera

ture

befo

retu

rbin

e,°C

load, %


050

100150200250300350400450500

0 10 20 30 40 50 60 70 80 90 100110

tem

pera

ture

befo

retu

rbin

e,°C

load, %




• Exhaust gas recirculation (EGR) – schematics



• Exhaust gas recirculation (EGR) – the recirculation rate target

35 © Wärtsilä

0

20

40

60

80

1000 10 20 30 40 50

NO

Xre

duct

ion,

%

EGR rate, %November 21, 2013 SNAME Greece TM3 2013/14 / German Weisser

Energy efficiency technology development

• Waste heat recovery

36 © Wärtsilä

Exhaust gaseconomiser

G

Ship service steam

Steamturbine

Ship service power

G

G

G

M/G

Powerturbine

Aux. Engine

Main Engine

Turbochargers

Aux. Engine

Aux. Engine

Shaft motor / generator

Frequency control system

G Aux. Engine


Energy efficiency technology development

• Waste heat recovery

37 © Wärtsilä

Increase oftotal efficiencyin the 10% range


Injection system development

VCU

6µ50µ

200 bar servo oil and control oil

Crankangle

sensor

WECS 9520Controlsystem

30 bar starting air

ICU

up to ~1000 bar fuel HFO / MDO

• The RT-flex concept- basic conceptkept unchangedthroughout thepast 10 years

InjectionControl Unit

(ICU)

Valve ControlUnit (VCU)

Rail Unit:Pressurized fueland system oil


Injection system development

Volume controlled injection Time controlled injection

Injection Control Unit (ICU)+ conventional injectors

New injectorswith integrated

solenoid control

Next generation injection system

FAST injectors


Advanced development tools utilisation

• Computational fluid dynamics simulations of low pressure gasadmission and mixing– Pre-selection of concepts– Evaluation of the impact

of key parameters such as• GAV number• GAV location• GAV design• Gas admission pressure• Gas admission timing

– Better understanding ofrelevant phenomena

– Preparation for thesimulation of Dual Fuel combustion

40 © Wärtsilä

Gas velocity distribution duringthe initial phase of gas injection

Lambda


Fundamental experimental investigations

41 © Wärtsilä

• Combustion systems characteristics– Combustion chamber components

with different cooling concepts– Injection from the periphery into a

strongly swirling flow– Non-symmetric injector design

~> strong impact of injector-internalgeometry features

– Wide range of length and time scales– Large variety of fuels

012345

2011 2016 2021 2026

fuel

sulp

hur

cont

ent,

%

year

global

ECA

00.10.20.30.4

100 250 400 550 700

reco

very

,%

boiling point, °CNovember 21, 2013 SNAME Greece TM3 2013/14 / German Weisser

Fundamental experimental investigations

42 © Wärtsilä

• Spray combustionchamber test facility:Operating principleillustration andimpressions ofinstallation


Spray characterisation

• Parameter investigations– Fuel type impact at

evaporating conditions


Spray characterisation

• Parameter investigations– Fuel type impact at

evaporating conditionson spray tip penetrationand spray angle relative to reference and orifice axis

44 © Wärtsilä

0

50

100

150

200

0.0 0.5 1.0 1.5 2.0 2.5

spra

ytip

pene

tratio

n,m

m

time after SOI, ms

HFOMDO

-25%

0%

25%

50%

75%

100%

125%

0.0 0.5 1.0 1.5 2.0 2.5

spra

yan

gle

rela

tive

toM

DO

case

and

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ceax

is,-

time after SOI, ms

HFOMDO


Research collaboration

45 © Wärtsilä

• The HERCULES series of projects funded by the EC

Extreme Engine ExtremeEngine

Combustionmodelling Combustion

modelling andexperimentation

Combustionvisualization

Hot Engine

Multistageturbocharging

Emission Reduction:WIF, HAM, EGR, CGR

After-TreatmentSystems, Sensors

Tribology

Engine Controlsystems

CombinedCycle

IntelligentTurbocharging

Extreme EGR,SCR, Scrubber

Tribology -Optimization

Advanced sensingand engine control

Advanced Injection,Spray and

Combustionexperiments and

models

Integrated emissioncontrol technologies

New materialsand tribology

Adaptive enginecontrol and

lifetime reliability


Summary

• The further evolution of environmental standards for marine applicationsin combination with changing market requirements is triggeringsubstantial development efforts– Retrofitting solutions such as the SSUK allow increasing the

efficiency of marine transport without impairing environmental impact– The new Generation X Engine series is responding to the market

need for highly efficient engines suitable for modern ship designsbased on slim hulls and low rated speeds without impairing reliability

– The new low pressure Dual Fuel engine design allows using gas as afuel on large two-stroke engines without having to revert to expensivehigh pressure gas equipment and is inherently Tier III compliant

– Various technologies are applied for achieving improved overallengine and propulsion systems performance and lower emissions

• This involves extensive utilisation of advanced tools, which are inparallel further developed on the basis of fundamental research


Acknowledgments

• The PowerTech R&D as well as the Ship Power 2-stroke ProductDevelopment and Engineering departments at Wärtsilä

• Our partners in various research programs, in particular theHERCULES series of projects coordinated by Prof. Nikolaos Kyrtatos

• Public funding received for our research activities from the EuropeanCommission and various Swiss funding agencies


German WeisserDr. sc. techn.Senior ManagerPerformance, Testing & Validation

PowerTechResearch & Development

Wärtsilä Switzerland LtdPO Box 414, Zürcherstrasse 12CH-8401 Winterthur, SwitzerlandTel. +41 52 26 [email protected]

Thank you for your interest

presentation, weisser, 21 nov. 2013.pdf

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