Two-Stroke Service Experience. Stig B. Jacobsen Senior Manager EELEO/Marine Two-Stroke, Operation

Transcription

1 Two-Stroke Service Experience Stig B. Jacobsen Senior Manager EELEO/Marine Two-Stroke, Operation November 2015 < 1 >

2 Agenda 1 Piston Ring Update 2 Corrosive Rating of Engines 3 Cylinder Lubrication Update 4 Main Bearing: 10S90ME-C9.2 Case Story 5 Propeller Light Running Margin (LRM) and Dynamic Limiter Function (DLF) 6 ME-GI: First Service Experience November 2015 < 2 >

4 Piston Ring Development Higher pressure in longer time (slower speed) calls for more gas tight ring packages. Therefore we are introducing gas-tight 3-ring packages: S70ME-C8.2 G70ME-C9.2 h 365 mm H 438 mm h1 225 mm h1 325 mm App. mass 666 kg App. mass 740 kg November 2015 < 4 >

5 Piston Ring Development CPR CPR Gas-tight 4 - oblique cut rings. P-max. 120 bar 4 CPR rings. P-max. 140 bar Development 3-rings CPR/Gas tight. P-max. 185 bar November 2015 < 5 >

6 Piston Ring Development 3-ring packages standard on G70ME-C9.2. This 6G70ME-C9.2 at 4446 hours condition very good Cyl. 1 Cyl. 2 Cyl. 3 Cyl. 4 Service experience with gas-tight 3-ring packages is good November 2015 < 6 >

8 Cold Corrosion Fresh water temperature and how to dry the combustion air? Cold Corrosion depends on: Temperature of liner Pressure on liner Sulphur in the fuel Water amount November 2015 < 8 >

9 Cold Corrosion Fresh water temperature FW in: Fixed 36 C FW in: SW + 4 C Scavenge air temperature: Air temp after cooler + 3 C Air temp after cooler: FW in + 12 C at 100 % load Tropical condition 100% load: = 51 C Average condition, 100% load = 39 C Average condition 50% load: = 30 C November 2015 < 9 >

10 Cold Corrosion Fresh water temperature November 2015 < 10 >

11 Cold Corrosion Fresh water temperature Old standard drawing for MAN B&W, central cooling water system: November 2015 < 11 >

12 Cold Corrosion Fresh water temperature New updated drawing for MAN B&W, central cooling water system: November 2015 < 12 >

13 Cold Corrosion Fresh water temperature November 2015 < 13 >

14 Cold Corrosion Fresh water temperature ppm Fe, CW Temperature, Humidity Majestic Maersk Sc.air Temp / Humidity Test, Acc 0.25, 66% load, BN100 2 x 8S80ME-C9.2, Scav.air with high humidity after WMC Scav.air with low humidity after WMC T42 T Tscav LDHT off ME1 Fe ME2 Fe ME1 Tcwout ME2 Tcwout Humidity ME1 Tsc ME2 Tsc November 2015 < 14 >

15 Cold Corrosion Introducing corrosive rating system Corrosive rating: Miller timing Scavenges air temperature Corrosive degree: 0 to -3 MC / MC-C: -0 Early ME Tier I: -1 Mk8-9 Tier II. -3 Corrosive degree: 0 to -2 Set point 10 deg. C: -0 Set point 22 deg. C: -1 Set point 36 deg. C: -2 Layout point Part load optimization Corrosive degree: 0 to -4 L1: 0 Mep 0 to -8%: -1 Mep 8 to -16%: -2 Mep 16 to -24%: -3 L4: -4 Corrosive degree: -1 to -3 TC-cut-out, EGB, VTA, etc. EGB -2 VTA -2 TC-cut ¼ -1 TC-cut 1/3-2 TC-cut ½ -3 November 2015 < 15 >

16 Cold Corrosion Introducing corrosive rating system Corrosive countermeasures: JBB / Common JBB Positive degree: +25 deg. C 75 / 25% bypass ratio: / 15% by-pass degree: +2 LDCL Positive degree: +30 deg. C High load: 0 Low load: +3 Rating Dependent Liner (RDL) Positive degree: 10 to +40 deg. C L1: - -8% +1 Mep 8 to -16%: +2 Mep 16 to -24%: +3 L4: +4 November 2015 < 16 >

17 Cold Corrosion Cylinder liner cooling traditional Traditional liner cooling Same water amount for liner and cover Full flow in the cooling pipes November 2015 < 17 >

18 Cold Corrosion Cylinder liner cooling insulated pipes Insulated liner cooling Same water amount for liner and cover Reduced flow in the cooling pipes Only flow on the outside November 2015 < 18 >

19 Cold Corrosion Cylinder liner cooling jacket water by-pass basic (JBB) JBB liner cooling 80% of the water is bypassed to the cover November 2015 < 19 >

20 Corrosive Wear Countermeasure by load dependent cylinder liner cooling (LDCL) November 2015 < 20 >

21 Cold Corrosion Cylinder liner cooling LDCL LDCL liner cooling Separate water amount for liner and cover Temperature of the liner cooling water can be increased during part load November 2015 < 21 >

22 Corrosive Wear "Cold Corrosion" Countermeasure by rating dependent liner (RDL) A new rating dependant liner is designed so as the temperature is the same as at high rating. Focus is in the upper part of the liner (first 300mm). Test case 30 mm 20 mm shorter L1Liner RDL Liner [m] November 2015 < 22 >

23 Cold Corrosion Cylinder liner cooling rating dependent (RDL) RDL cooling Separate number of cooling bores for high, medium and low MEP Different angle of machining for high, medium and low MEP CANNOT BE COMBINED WITH JBB LOW MEP HIGH MEP 16 Pipes 22 Pipes 1780 MCR MCR I I 1210 I I November 2015 < 23 >

24 Cold Corrosion Introducing corrosive rating system 9S90ME-C8.2 Miller timing yes -2 Layout point L1 0 Part load optimisation EGB -2 FW temperature 36-2 Topland high high 0 Liner cooling design normal 0 Jacket cooling water design JBB 2 Corrosive rating -4 9S90ME-C9.2 Miller timing yes, high -3 Layout point L1 0 Part load optimisation EGB -2 FW temperature 36-2 Topland high high 0 Liner cooling design normal 0 Jacket cooling water design JBB 2 Corrosive rating -5 November 2015 < 24 >

25 Cold Corrosion Introducing corrosive rating system 8G95ME-C9.5 Miller timing yes, high -3 Layout point minus 16% -3 Part load optimisation EGB -2 FW temperature 36-2 Topland high extra high, 12.5% 1 Liner cooling design RDL 3 Jacket cooling water design LDCL 3 Corrosive rating -3 11S90ME-C10.2 Miller timing yes, high -3 Layout point minus 16% -3 Part load optimisation EGB -2 FW temperature 36-2 Topland high high 0 Liner cooling design normal 0 Jacket cooling water design LDCL 3 Corrosive rating -7 November 2015 < 25 >

26 Cold Corrosion Introducing corrosive rating system Engine Corrosive Rating R ACCBN70 ACCBN100 Corrosive Rating R ACCBN deg set point LT CW 10 deg set point LT CW 9S90ME-C S90ME-C G95ME-C S90ME-C ACCBN70 = /9*(-R) ACCBN100 = ( /9*(-R))*70/100 November 2015 < 26 >

28 Use of Drain Oil Analysis A quick method to find the optimal lubrication feed rate is to carry out a so-called lube oil sweep test. Drain samples are taken at different lube oil dosages. Each dosages is run for 24 hours, where-after drain samples are taken and the oil dosages adjusted to next step. Plotting drain samples from variations of the oil dosages will show: Increasing wear by decreasing oil dosages Decreasing alkalinity reserve (BN) by decreasing oil dosages November 2015 < 28 >

29 Use of Drain Oil Analysis Lube oil sweep test carried out at 1.4, 1.2, 1.0, 0.8 and 0.6 g/kwh. X-axis converted to ACC-factor (1.4 g/kwh / 3.53 S% = ACC-factor 0.40 g/kwh x S%) On 60 size engine wear limit compares 100 ppm iron. Consequently, ACC factor should be 0.27 g/kwh x S% which result in a reserve at BN16 November 2015 < 29 >

30 Automated Cylinder Oil Mixing (ACOM) Mix a high BN and a BN25 cylinder oils step-less Blending range from BN25 to BN100 or higher Insure optimal BN at minimum federate anytime Significantly reduced cylinder oil dosages Minimum feed rate result in increased lubricating efficiency Always correct viscosity and optimal detergency Quick change between BN levels when changing fuel (in/out of SECA) November 2015 < 30 >

31 Automated Cylinder Oil Mixing (ACOM) November 2015 < 31 >

34 Cylinder Oil Choice "Cold Corrosion" Selecting the right cylinder oil Increased BN Dosage Lubricating efficiency % Ref BN BN80 82 BN85 80 BN90 74 BN Improved efficiency Conclusion Significant oil reduction by higher BN on corrosive engines Dosage decrease significantly more than the oil price increase Improved lubricating efficiency by decreased lube dosage Further improvement: BN140 cylinder oil Go for highest BN! November 2015 < 34 >

35 Cost of High BN Cylinder Oils Additive (BN300) cost = 2 X base oil cost BN70: 100% BN100: 108% BN140: 119% Additive (BN300) cost = 3 X base oil cost BN70: 100% BN100: 114% BN140: 132% November 2015 < 35 >

37 Blended Edge Main Bearing Explanation of function The Blended Edge (BE), the principle and the specification at drawing The width of the BE the distance from C to B at the drawing, is scaled for the different engine/bearing size. November 2015 < 37 >

38 Elasto Hydro-Dynamic (EHD) Simulation Plain main bearing November 2015 < 38 >

39 Elasto Hydro-Dynamic (EHD) Simulation Blended edge main bearing November 2015 < 39 >

40 10S90ME-C9.2 Blended edge configuration Originally this engine type was designed with BE bearing in the main bearings #1, #9, #10 and #11 New improved calculations were made, leading to update of specification including the bearings #2, #4, #8 and #12 BE bearing can be installed in all positions. In case of concavity of main journals, all bearings will benefit from installation of BE-type bearing November 2015 < 40 >

41 Blended Edge Bearing Static bearing load imprint in a BE type bearing Good condition of BE-type bearing, without any indications of edge load November 2015 < 41 >

42 10S90ME.C9.2 Main bearing #5 failure, running hours 5271 Main bearing #5 lower shell was found with hourglass journal imprint and some small cracks in the bearing lining at the edge to the cam side fore. The hourglass journal imprint is corresponding with the concave journal confirmed during this inspection Main journal #5 straightness checked by means of a straight edge. Journal confirmed to be concave. New BE type lower shell installed as countermeasure November 2015 < 42 >

44 Engine Load Diagram Reports have been received concerning: 1. Slow engine/ship acceleration 2. Long time to pass the barred speed range 3. Low power availability in heavy head sea Specific cases have been investigated. Propeller Light Running Margin (LRM) and engine torque capability have been addressed. Wider LRM and Dynamic Limiter Function (DLF) introduced. November 2015 < 44 >

45 Load Diagram Areas of concern when small LRM Extreme heavy running (bollard pull) Low power availability in heavy head sea 17.5% Slow engine/ship acceleration Long time to pass the barred speed range 38% power margin Propeller power BSR November 2015 < 45 >

46 Three Ways to Increase Acceleration and Decrease Time Passing BSR Increase light running margin Increase torque capability by Dynamic Limiter Function (DLF) BSR Lower barred speed range November 2015 < 46 >

47 Dynamic Limiter Function (DLF) What is purpose of the DLF? Utilize flexibility of ME-C engine to maximize heavy running capabilities! What does DLF do? Allow a torque larger than defined by the load diagram for a limited time period. Reduce shaft stresses in the barred speed range. What are the Engine Control System Software (ECS-SW) changes? The changes consist of 4 parts: 1. New scavenge air limiter 2. New torque limiter 3. Support for special engine tuning during transients 4. Support for reduction of shaft stresses in Barred Speed Range (BSR) November 2015 < 47 >

48 Dynamic Limiter Function (DLF) Test vessel 6G80MEC9.2 L4 EGB-LL Layout Bulk Carrier (VLOC) tons 4 Bladed 10.5m P/D 83%, Light Running Margin ~5% Barred Speed Range 26-35RPM, (60.3% SMCR Speed) November 2015 < 48 >

49 Dynamic Limiter Function (DLF) Reference tests Limiters had been increased during sea trial BSR Top BSR Bottom November 2015 < 49 >

50 Torque Limiter in the Diagram November 2015 < 50 >

51 Torque Limiter in the Diagram DLF allows higher temporary load November 2015 < 51 >

52 Dynamic Limiter Function (DLF) Effect of dynamic tuning Stationary engine tuning is not optimal transient running DLF modify tuning during acceleration November 2015 < 52 >

53 Dynamic Limiter Function (DLF) Effect of dynamic tuning Further results in full loaded condition out of Port Hedland, Australia November 2015 < 53 >

55 Worlds First ME-GI Engined Vessel NASSCO, USA, 8L70ME-GI & 3 x 9L28/32DF US shipyard NASSCO delivers world's first LNG powered container ship Big News Network.com - Sunday 18th October, 2015 November 2015 < 55 >

56 ME-GI Commissioning Experience Gas injection valve Outside geometry of spindle guide is updated to improve guidance during mounting Possible contact between spindle guide and cylinder cover is avoided Old design New design November 2015 < 56 >

57 ME-GI Commissioning Experience Window valve closing when operating gas injection valve Pressure drop in control oil bores when operating gas injection valve Step 2 diameter increased from 12 mm to 15 mm November 2015 < 57 >

58 ME-GI Commissioning Experience Window valve opening/stop Old New November 2015 < 58 >

59 ME-GI Commissioning Experience FGSS pipes, GVT FGSS pipes from Gas Valve Train (GVT) to main engine inlet FGSS pipes from FGSS to GVT November 2015 < 59 >

60 ME-GI Commissioning Experience FGSS pipes, GVT Still dirt remains in FGS pipes Cleaning of GVT filter every 30 min to 1 hour GVT filters damaged due to blocked filter and too high dp Use of commissioning filter stopped 30x magnifier November 2015 < 60 >

61 ME-GI Commissioning Experience LP oil supply system Change over problems occurred after engine stop over night and maintenance Air trapped in control oil bores is concluded to be the reason Increased LP oil supply needed for proper air venting November 2015 < 61 >

62 ME-GI Commissioning Experience LP oil supply system Booster pump is applied on LP-supply line Pressure is raised to 5 bar, to increase flow and thereby better condition to remove air in the control oil bores November 2015 < 62 >

63 ME-GI Commissioning Experience Parker control valves 14 out of 16 Parker valves were failing All replaced, investigation revealed wrong programming of valves November 2015 < 63 >

64 ME-GI Commissioning Experience Gas channel sensors Window valve position Window valve Gas channel pressure measurement Blow-off valve Gas Injection Valve ACCU Gas Injection Valve ACCU Purge valve November 2015 < 64 >

65 ME-GI Commissioning Experience Gas channel sensors New type gas channel sensors, ex approved type. At sea trial, unknown behaviour. Sensors need improvement too sensitive for engine vibrations. November 2015 < 65 >

66 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. November 2015 < 66 >