two stroke engines for different fuels and reduction of ... · two stroke engines for different...

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


Which Fuel in the Future ?

[Berlingske Tidende, 20081122]

HFO, MDO, LNG, LPG,

Methanol, Ethane, etc.

http://www.mecei.org/special-reports/index.htm

http://teachers.greenville.k12.sc.us/sites/gconnell/questions/default.aspx

http://www.clker.com/clipart-28287.html

http://illpop.com/car_m20e.htm


ME-GI engine GI components

7


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

1

2

3

4

5

6

1

2

3

4

5

6


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)


ME-LGI Combustion Principle

The ME-LGI engine is a

dual fuel engine

Diesel combustion

process

High effciency

Main injection

Pilot injection


The dual fuel options

ME-LGI

Available for LPG and Methanol

ME-GI

Available for NG and Ethane


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

<

13

>

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


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


LNG Supply System ME-GI


ME-GI Experience – Actual Demonstrations

<

16

>

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


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


Hartmann Schifffahrt - 36000 M3 LEG Carrier World’s first ethane driven ship - 7G50ME-GI


World’s first methanol driven ocean

going ship.

MOL - Methanol Carrier The dual fuel ME-LGI engine – 7S50ME-LGI


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


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


Challenge from Primo 2015: Ultra Low Sulphur Fuel Oil & Compliance with MARPOL Requirements


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


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


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


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 - - -


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


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.


Cat-fines in fuel Cat-fines in fuel increases wear

Fuel with cat-fines

Wear

Component life-time

http://www.efunda.com/units/hardness/convert_hardness.cfm?HD=HV&Cat=Steel

http://www.google.com/url?sa=i&rct=j&q=&esrc=s&frm=1&source=images&cd=&cad=rja&uact=8&ved=0CAcQjRw&url=http://www.clker.com/clipart-yellow-water-droplet.html&ei=fCYLVdixO8LxUoqPgeAJ&bvm=bv.88528373,d.cWc&psig=AFQjCNHmYxvKuKd2KHZM3fJitaiDPQKZXg&ust=1426880478734142


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

http://www.efunda.com/units/hardness/convert_hardness.cfm?HD=HV&Cat=Steel


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


Piston ring, G45ME-C9.5 LDD4 analysis

(N9444)

Liner replica, Unit#1 – 70 h, cam side – near TDC

Cat fines in graphite lamellas


Piston ring, G45ME-C9.5 LDD4 analysis

(N9444)

Alu-coat with scratches and

abrasive wear at the female lock


Fuel system Updated with 10 µm police filter before engine

Updated: 10 µm filter

Aux. engines


Non-compatible fuels

Coffee-filter test


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



HFO, Schulte

RMK500, Julia

FuelTech

ULSFO

4 50 50 3 Limited

compatible

Distillate,

HMD5085

JEBN test bed

ULSFO


HFO 05-2014,

S. Chambal

ULSFO

6 50 50 5 Incompatible


Testing for compatible fuels Distillate – ULSFO (Hybrids) – Heavy fuel Oil

ASTM D4740-4


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


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)


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


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)


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


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


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


NEW:

Service Letters on www.marine.man.eu


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

two stroke engines for different fuels and reduction of ... · two stroke engines for different...

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