Two stroke engines for different fuels and reduction of exhaust gas emission.

Transcription

1 International Congress on ships Technology 2015 Two stroke engines for different fuels and reduction of exhaust gas emission. Kjeld Aabo, MAN Diesel & Turbo, Copenhagen MAN Diesel & Turbo Kjeld Aabo < 1 >

2 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 MAN Diesel & Turbo < 2 >

3 Emission Regulations MAN Diesel & Turbo Kjeld Aabo < 3 >

4 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 MAN Diesel & Turbo, Low Speed JUSV, KEA 0.1%S fuel ECA < 4 >

5 Which Fuel in the Future? HFO, MDO, LNG, LPG, Methanol, Ethane, etc. [Berlingske Tidende, ] MAN Diesel & Turbo < 6 >

6 ME-GI engine GI components MAN Diesel & Turbo < 7 >

7 ME-GI Combustion Concept 1 From actual footage (colorized) Yellow = pilot oil Blue = gas fuel 2 Conventional slide fuel valve Gas fuel valve 4 4 Gss distribution channel (yellow) Gas distributor block Gas chain link double-walled pipes 6 MAN Diesel & Turbo < 8 >

8 Mr. Diesel vs Mr. Otto - Why do we need the high injection pressure? Mr. Diesel s Process 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 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? ME-GI is a Diesel Cycle Engine, All others are Otto Cycle MAN Diesel & Turbo (LS/OG) < 9 >

9 ME-LGI Combustion Principle The ME-LGI engine is a dual fuel engine Diesel combustion process High effciency Main injection Pilot injection MAN Diesel & Turbo < 10 >

10 The dual fuel options ME-LGI Available for LPG and Methanol ME-GI Available for NG and Ethane MAN Diesel & Turbo < 11 >

11 ME-LGI BFIV Injection principle with MeOH Principle Hydraulic oil in from external control valve Hydraulic oil out MeOH MeOH fuel valve MeOH 8 bar supply pressure Slide valve MeOH boosting & injection MeOH suction MAN Diesel & Turbo < 12 >

12 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 MAN Diesel & Turbo Danish Maritime Days, October < 13 >

13 ME-LGI Principle flow and arrangement Vent Air supply 7 bar Fuel valve train LFSS Low flashpoint Fuel Supply System Fuel service tank Purging nitrogen Cooling oil system Purge return system Supply pressure and temperature according to specification Standard piping Double-walled piping, ventilated Double-walled piping Fuel cargo tank MAN Diesel & Turbo < 14 >

14 LNG Supply System ME-GI MAN Diesel & Turbo < 15 >

15 ME-GI Experience Actual Demonstrations Chiba Power Plant Japan (1994) - 12K80MC-GI-S Operating 20,000 hrs on high pressure gas ME-GI customer demonstrations, May 2011 and April 2012 Customer Demonstration Hyundai - November 2012 Customer Demonstration Mitsui, Japan, April 2013 MAN Diesel & Turbo < 16 >

16 First ME-GI Order For two 3,100 TEU LNG-powered containerships Vessel technical specifications Length Overall: Breadth: Depth: Draft: Speed: 764 ft. 106 ft. (Panamax) 60 ft. 34 ft 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 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: Q / Scheduled delivery for the second ship: Q MAN Diesel & Turbo RSL-LSP < 17 >

17 Hartmann Schifffahrt M 3 LEG Carrier World s first ethane driven ship - 7G50ME-GI MAN Diesel & Turbo < 18 >

18 MOL - Methanol Carrier The dual fuel ME-LGI engine 7S50ME-LGI World s first methanol driven ocean going ship. MAN Diesel & Turbo < 19 >

19 Dual fuel engine reference list Orders including options No. of engines Type Mk. 5 S 90 ME-C-GI G 70 ME-C-GI 9.5, L 70 ME-C-GI S 70 ME-C-GI 8.2, 7 10 S 50 ME-B-GI / ME-C-GI 9.5, 8.5, G 50 ME-B-LGI S 50 ME-B-LGI G 60 ME-C-GIE G 50 ME-C-GIE 9.5 Total dual fuel engines including options: Total power main engine: 153 engines 2.9 GW MAN Diesel & Turbo 03/09/2015 RASA/LSP < 20 >

20 Alternative Fuel Penetration Gas & Alcohols MAN Diesel & Turbo < 21 >

21 <0.1% Sulphur fuels What to consider? Compatibility of mixed fuels BN Viscosity Tank system considerations Beware of possible cat-fines Remove them MAN Diesel & Turbo, Low Speed Dorthe Jacobsen Fuels < 0.1% Sulphur, August 2015 < 22 >

22 Challenge from Primo 2015: Ultra Low Sulphur Fuel Oil & Compliance with MARPOL Requirements MAN Diesel & Turbo < 23 >

23 Viscosity, cst Temperature, C Ultra low sulphur Switching fuel Viscosity I Viscosity II Temperature I Temperature II Diesel Engine Engine type 6S60MC-C ( % Load Fuel Oil HFO 380 C 985 C MGO 2 C 855 C Case I system volume: 1000L Case II system volume: 500L MAN Diesel & Turbo, Low Speed Dorthe Jacobsen Fuels < 0.1% Sulphur, August 2015 Operation, min. < 24 >

24 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 MAN Diesel & Turbo, Low Speed Dorthe Jacobsen Fuels < 0.1% Sulphur, August 2015 < 25 >

25 Paraffinic Fuel, S < 0.1% Service Test: HDME 50 from ExxonMobil Fuel: High Pour point: C Service tests: o Four-stroke: Holeby GenSet: 6L23/30H 2000 h Engine OK Sludge formation in centrifuges: Asphaltenes o Two-stroke L70ME-C8 MAN B&W engine 320 h Inspections by MDT at start and end of test. No issues reported MAN Diesel & Turbo, Low Speed Dorthe Jacobsen Fuels < 0.1% Sulphur, August 2015 < 26 >

26 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 C 50 C mm²/s (=cst) mm²/s (=cst) Min Max Max Sulphur % m/m Max Statutory requirements Flash point C Min Pour point (winter) C Max Acid number mg KOH/g Max Al+Si ppm m/m Max Lubricity µm Max MAN Diesel & Turbo, Low Speed Dorthe Jacobsen Fuels < 0.1% Sulphur, August 2015 < 27 >

27 New fuel types < 0.1% Sulphur Examples Density 15 C) Viscosity 40 or 50 C) Supplier A (40ºC) Supplier B Supplier C Supplier D Supplier E Supplier F Supplier G Supplier H Supplier I (50ºC) 17.6 (50ºC) (50ºC) (50ºC) 40C: C Sulphur (% m/m) <0.1 Pour Point (C) < Flash Point (C) >70 60 > >70 > (50ºC) Water (% v/v) < < Acid Number (mg KOH/g) < Al+Si (ppm m/m) <0,3 17 <15? 34 <1 < Lubricity (µm) < CCAI MAN Diesel & Turbo, Low Speed Dorthe Jacobsen Fuels < 0.1% Sulphur, August 2015 < 28 >

28 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. MAN Diesel & Turbo, Low Speed Dorthe Jacobsen Fuels < 0.1% Sulphur, August 2015 < 29 >

29 Cat-fines in fuel Cat-fines in fuel increases wear Fuel with cat-fines Wear Component life-time MAN Diesel & Turbo, Low Speed Dorthe Jacobsen Fuels < 0.1% Sulphur, August 2015 < 30 >

30 Hardness Comparison Engine Equipment & Wearing Particles Vickers hardness 2500 Correlation between Mohs hardness and Vickers hardness Al 2 O Cat fines 1500 SiO Mohs hardness 10 Mohs hardness 3-body abrasive wear MAN Diesel & Turbo, Low Speed Dorthe Jacobsen Fuels < 0.1% Sulphur, August 2015 < 31 >

31 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 MAN Diesel & Turbo, Low Speed Dorthe Jacobsen Fuels < 0.1% Sulphur, August 2015 < 32 >

32 Piston ring, G45ME-C9.5 LDD4 analysis (N9444) Liner replica, Unit#1 70 h, cam side near TDC Cat fines in graphite lamellas MAN Diesel & Turbo, Low Speed Dorthe Jacobsen Fuels < 0.1% Sulphur, August 2015 < 33 >

33 Piston ring, G45ME-C9.5 LDD4 analysis (N9444) Alu-coat with scratches and abrasive wear at the female lock MAN Diesel & Turbo, Low Speed Dorthe Jacobsen Fuels < 0.1% Sulphur, August 2015 < 34 >

34 Fuel system Updated with 10 µm police filter before engine Updated: 10 µm filter Aux. engines MAN Diesel & Turbo, Low Speed Dorthe Jacobsen Fuels < 0.1% Sulphur, August 2015 < 35 >

35 Non-compatible fuels Coffee-filter test MAN Diesel & Turbo, Low Speed Dorthe Jacobsen Fuels < 0.1% Sulphur, August 2015 < 36 >

36 Testing for compatible fuels Distillate Hybrides Heavy fuel Test no. Blending Ratio, vol% Test results (ASTM D (2014) Results Photos Distillate, 4T50ME-X, green ULSFO Compatible Compatible Compatible HFO, Schulte RMK500, Julia FuelTech ULSFO Limited compatible Distillate, HMD5085 JEBN test bed ULSFO Compatible HFO , S. Chambal ULSFO Incompatible MAN Diesel & Turbo, Low Speed Dorthe Jacobsen Fuels < 0.1% Sulphur, August 2015 < 37 >

37 Testing for compatible fuels Distillate ULSFO (Hybrids) Heavy fuel Oil ASTM D MAN Diesel & Turbo, Low Speed Dorthe Jacobsen Fuels < 0.1% Sulphur, August 2015 < 38 >

38 Challenge from Primo 2015: Ultra Low Sulphur Fuel Oil & Compliance with MARPOL Requirements MAN Diesel & Turbo < 39 >

39 Kittiwake LinerScan Online measure: Magnetic iron in drain oil Kittiwake LinerScan on-line drain oil analysis equipment as used on MAN B&W engines: MAN Diesel & Turbo, Low Speed Dorthe Jacobsen Japanese Yards, December 2014 < 40 >

40 Efficiency and Fuel Cost Optimisation Longer stroke Lower rpm Larger propeller MAN Kappel propeller ME-GI engine Higher efficiency G-type engine Fuel and CO2 savings Waste heat recovery MAN Diesel & Turbo < 41 >

41 Low speed Tier III technologies SCR (Selective Catalytic Reduction) EGR (Exhaust Gas Recirculation) MAN Diesel & Turbo (NK/LDF) CIMAC seminar, Norway, 22. January 2014 < 42 >

42 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) MAN Diesel & Turbo Meeting with Maersk, November the 10th, 2014 < 43 >

43 Selection of Tier lll Technology Deciding factors: EGR SCR Yard preferences First cost (CAPEX) Space requirements Installation flexibility Owner preferences Operation cost (OPEX) Operation simplicity Reliability Maintenance cost & simplicity Waste disposal cost MAN Diesel & Turbo < 44 >

44 Forecast of MDT Low Speed Vessel Predicted Tier III Deliveries MAN Diesel & Turbo Source: IHS Fairplay & MDT Calculations October 2013 < 45 >

45 EGR principal The principle of EGR: Recirculation of exhaust gas increases heat capacity due to replacement of O 2 by CO 2 and lowers the O 2 content. High heat capacity and low O 2 in scavenge air gives low combustion temperatures. Low combustion temperatures gives low NO x. Internal status on EGR, April the 27 th, 2011 MAN Diesel & Turbo < 46 >

46 EGR System Layout with cylinder bypass matching MAN Diesel & Turbo CIMAC seminar, Norway, 22. January 2014 < 47 >

47 EGR references (service tests) In service Launched in march 2010 In service Launched in march 2013 Ordered Delivery in June and Sept Ordered Delivery in Dec MAN Diesel & Turbo CIMAC RASA/ Dept seminar, LSP Norway, 22. January 2014 < 48 >

48 SCR process basic principle 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) NOx & NH3 --> nitrogen & water 4NO + 4NH3 + O2 --> 4N2 + 6H2O (Major) 6NO2 + 8NH3 --> 7N2 + 12H2O (Minor) NO + NO2 + 2NH3 --> 2N2 + 3H2O (Fast) MAN Diesel & Turbo Meeting with Maersk, November the 10th, 2014 < 49 >

49 Tier III SCR System Pre-turbine SCR Tier III operation The exhaust gas is directed to the SCR reactor MAN Diesel & Turbo CIMAC seminar, Norway, 22. January 2014 < 50 >

50 MAN Investigation in Scrubber Technology Tests and future Objectives Participants Scrubber Goals Test results Ship test Ship test Development and test of scrubber for aftertreatment Clean Marine MAN Diesel PM trapping: >90% SO X removal: >67% PM trapping: 35% 80% (salts add.) SO X removal: M.V. Banasol 7S50MC-C 9MW 73% Development and test of scrubber for aftertreatment Aalborg Industries Alfa Laval DFDS MAN Diesel PM trapping: >75% SO X removal: >95% 95% (salts add.) PM trapping: 79% SO X removal: 100% (NaOH) Tor Ficaria 9L60MC-C 20MW Development and test of scrubber for aftertreatment and EGR APM MAN Diesel PM trapping: >75% SO X removal: >90% PM trapping: 73% SO X removal : 96% (NaOH) Alexander 7S50MC 9MW LE/SBJ The Green Ship 2010 MAN Diesel 51

51 Scrubber Principle Layout JPA / LEO The Green Ship 2010 MAN Diesel 52

52 Combined EGR and EGC scrubber Feasibility study funded by the Danish EPA Funding by: Combined EGR and EGC scrubber Engine design Scrubber design Water Treatment System design Ship design MAN Diesel & Turbo CIMAC seminar, Norway, 22. January 2014 < 53 >

53 Emission Technology Tier III New Emission Project Guide March 2015 For general installation aspects our newly launched Emission Project Guide can be used. Download it from MAN Diesel & Turbo < 54 >

54 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 WG Report 55

55 THE INTERNATIONAL COUNCIL ON COMBUSTION ENGINES Report of WG7 Fuels page 2 Recent and upcoming meetings No 70: March 2014, UK No 71: October 2014, The Netherlands No 72: March 2015, USA No 73: October 2015, France 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 WG Report 56

56 NEW: Service Letters on MAN Diesel & Turbo < 57 >

57 With MAN MAN B&W B&W engines engines Thank Thank you you for for your your attention 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 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. < 58 >