A study into the fuel savings potential by a major rebuild of propulsion system

Transcription

1 A study into the fuel savings potential by a major rebuild of propulsion system Per Rønnedal Senior Manager New Design Research & Development Marine Low Speed < 1 >

2 Agenda 1 Introduction of MAN and our 2-stroke engine 2 Major Rebuild Concept 3 Optimum revolution speed 4 Selection of cylinders to cut out 5 Process/Performance definition 6 Practical Design considerations 7 Risks 8 Benefits 9 Next Steps < 2 >

3 Agenda 1 Introduction of MAN and our 2-stroke engine 2 Major Rebuild Concept 3 Optimum revolution speed 4 Selection of cylinders to cut out 5 Process/Performance definition 6 Practical Design considerations 7 Risks 8 Benefits 9 Next Steps < 3 >

4 MAN Group Globally active supplier of vehicles, engines and machinery Approx. 13 billion in sales, nearly 55,000 employees in 120 countries Four leading business areas Commercial Vehicles Trucks Engines Buses Services Diesel Engines 2-stroke Turbochargers Turbomachinery Compressors Reactors 4-stroke Service Turbines Services CP-propellers Industrial Services Contracting Logistics Service platform (MZP/LE/LD) < 4 >

5 The Product Large Two-Stroke Diesel Engines 10K98MC-C and 6S35MC Featuring: Two-stroke, Crosshead Turbo charged Low speed, RPM Bore from 26 to 108 cm Stroke from 0,98 to 3,72 m Engine height from 5 to 16 m 4 to 14 cylinders Mass from 32 to tonnes Power from to BHP Applications Marine propulsion, all vessel types Stationary power plants R&D focus areas Reliability Emission control First cost reduction Continuous demand for reduction of consumables (MZP/LE/LD) < 5 >

6 Agenda 1 Introduction of MAN and our 2-stroke engine 2 Major Rebuild Concept 3 Optimum revolution speed 4 Selection of cylinders to cut out 5 Proces/Performance definition 6 Practical Design considerations 7 Risks 8 Benefits 9 Next Steps < 6 >

7 A study into the fuel savings potential by a major rebuild of propulsion system Presuming that vessel operate at somewhat lower speed compared to design speed, and foresee to do so for several years to come Replacing the propeller Derating existing main engine, including reducing number of active cylinders < 7 >

8 Reduction of Power Loss Two-Stroke Marine Diesel Engines < 8 >

9 12K98ME/ME-C as 6-cylinder < 9 >

10 12K98ME/ME-C as 6-cylinder < 10 >

11 Agenda 1 Introduction of MAN and our 2-stroke engine 2 Major Rebuild Concept 3 Optimum revolution speed 4 Selection of cylinders to cut out 5 Proces/Performance definition 6 Practical Design considerations 7 Risks 8 Benefits 9 Next Steps < 11 >

12 A study into the fuel savings potential by a major rebuild of propulsion system Finding common optimum operating rpm Consumption Propeller power Engine SFOC Layout rpm < 12 >

13 Optimum speed for 12K98ME-C case study % % % % % % 99.90% 99.80% Propeller power Engine SFOC Combined 99.70% 99.60% 99.50% Layout 15 knots < 13 >

14 Agenda 1 Introduction of MAN and our 2-stroke engine 2 Major Rebuild Concept 3 Optimum revolution speed 4 Selection of cylinders to cut out 5 Proces/Performance definition 6 Practical Design considerations 7 Risks 8 Benefits 9 Next Steps < 14 >

15 Vibration aspects Considered cylinder numbers: 6: Vibrations manageable, Regular firing order, Suitable cylinder load 7: Awkward with respect to existing crankshaft 8: Vibrations: Large 1 st order free moment found excesive 9: Technically possible but low cylinder load vs. friction loss < 15 >

16 Agenda 1 Introduction of MAN and our 2-stroke engine 2 Major Rebuild Concept 3 Optimum revolution speed 4 Selection of cylinders to cut out 5 Proces/Performance definition 6 Practical Design considerations 7 Risks 8 Benefits 9 Next Steps < 16 >

17 Engine SFOC Performance optimization Setup Original T/C Cut out Cylinder Cut out No. of cylinders Power kw kw kw RPM 94 rpm 83.3 rpm 78 rpm MEP 18.2 bar 14.3 bar 14.2 bar Turbocharger(s) 3 active T/C 2 active T/C 1 active T/C IMO regulation Tier 1 Tier 1 Tier 1 < 17 >

18 Engine SFOC Performance optimization The obtained SFOC reduction can be described by the following: - Effect from 6/12 cylinder cut - Effect from de-rating - Effect from performance optimization < 18 >

19 Engine SFOC Effect from 6/12 cylinder cut out 6% reduction (3% re. T.C. cutout) < 19 >

20 Engine SFOC Effect from de-rating Further 3% reduction < 20 >

21 Engine SFOC Effect from performance optimization Further 3% reduction < 21 >

22 Engine SFOC Total SFOC reduction 16 SFOC savings related to engine power [%] saved compared to original engine with T/C cut out SFOC savings [%] Power [kw] Tolerances: ±2% point < 22 >

23 Engine SFOC New performance layout Larger fuel valves: Present Tier 2 standard F/V Atomizers: Atomizers with smaller nozzle holes Piston rod shims: Increased piston rod shims (17mm 44mm) Turbocharger: EGB: ECS parameters: Only 1 active turbocharger is needed Additional T/C nozzle rings for T/C matching test 6% EGB need to be installed New exhaust valve timing, fuel injection timing < 23 >

24 Agenda 1 Introduction of MAN and our 2-stroke engine 2 Major Rebuild Concept 3 Optimum revolution speed 4 Selection of cylinders to cut out 5 Proces/Performance definition 6 Practical Design considerations 7 Risks 8 Benefits 9 Next Steps < 24 >

25 12K98ME/ME-C as 6-cylinder < 25 >

26 Mechanical design Modifications to piston accommodating smaller combustion chamber volume < 26 >

27 Engine SFOC Heat load considerations Piston crown temperatures: - Increased shim thickness will increase temp. by 20ºC (Estimated). - Changed atomizer design will reduce temp. 40ºC (Measured) Liner temperatures: - Acid condensation level below 1 is fully acceptable 1.0 K98ME7 (Stepnica de-rated & LL EGB) % 75% 50% 25% Relative condensation TDC R1 TDC R2 TDC R3 TDC R4 point 5 point 6 point 7 point 8 point 9 point 10 < 27 >

28 Mechanical design Blinding of compartments < 28 >

29 Mechanical design Hydraulic Power Supply (HPS): Disconnect 2 out of 5 existing pumps Engine Controll System Swich off superflous CCU units Rename active CCU units Enter new parameter set < 29 >

30 Mechanical design Engine Redundancy Engine control system (ECS) as normal 6 cylinder ME engine Hydraulic power supply (HPS) In case of loss of one hydraulic pump, available engine power will be: 100% < 30 >

31 Mechanical design / Risks Bearings < 31 >

32 Mechanical design / Risks Bearings Limit set by crosshead bearing MDT Circular Letter CL It is recommended to Introduce modification of oil wedges in active and spare crosshead bearing shells, ref. CL Fit a Bearing Wear Monitoring (BWM) system < 32 >

33 Mechanical design / Risks Hull Vibration External moments of engine Order /dir. 12K98ME kw x 94 r/min 6K98ME kw x 78 r/min 1 / H+V / V External moment compensator foreseen necessary e.g. MDT Rotcomp 500 < 33 >

34 Mechanical design / Risks Hull Vibration Guide force moments of engine Mode /order 12K98ME kw x 94 r/min 6K98ME kw x 78 r/min H / H / X / X / X / To be controlled by the existing top bracing. < 34 >

35 Mechanical design / Risks Crankshaft Intermediate shaft < 35 >

36 Agenda 1 Introduction of MAN and our 2-stroke engine 2 Major Rebuild Concept 3 Optimum revolution speed 4 Selection of cylinders to cut out 5 Proces/Performance definition 6 Practical Design considerations 7 Risks 8 Benefits 9 Next Steps < 36 >

37 Benefit < 37 >

38 Radical Derating 5 Pay back time relative to actual operating speed 4 M per vessel Years -3 < 38 >

39 Agenda 1 Introduction of MAN and our 2-stroke engine 2 Major Rebuild Concept 3 Optimum revolution speed 4 Selection of cylinders to cut out 5 Proces/Performance definition 6 Practical Design considerations 7 Risks 8 Benefits 9 Next Steps < 39 >

40 Next steps Feasibility of other engine types 12 cylinder engines suitable 10 cylinder engines appear practical, but vibrations are challenging Other even cylinder numbers not investigated Other number of T/C (1 to 4) ME(-C) types most suitable due to variable exhaust timing < 40 >

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43 Disclaimer 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. < 43 >

44 Do you have any more questions? Joe Bloggs [Contact details] Joe Bloggs [Contact details] < 44 >