An engine manufacturers view on. LNG as fuel

Transcription

1 An engine manufacturers view on LNG as fuel Challenge and potential of LNG as engine fuel, Michael Werner, test engineer Dual Fuel engines, Workshop Metrology for LNG, Copenhagen,

2 Disclaimer All data provided on the following slides is for inform mation purposes only, explicitly non-binding and subject to changes without further notice.

3 Agenda 1 MAN engine port folio for LNG application 2 Basic engine relevant properties of LNG 3 Major challenges for engine design and operation 4 Future vision of engine and infrastructure development

4 MAN engine port folio for (L)NG application Overview Marine Dual fuel engines: 51/60DF: Output 5,8 to 16MW - micro pilot ignition - main and auxiliary engine 35/44DF CR: Output 3,18 to 5,3MW - micro pilot ignition / common rail injection - main and auxiliary engine 28/32DF: Output 1,0 to 1,8MW - main fuel ignition - auxiliary genset ME GI: Two stroke engine, output 5,5 to 82,44MW - hi gh pressure direct gas injection / assisted self ignition Power plant engines: 51/60DF: Output 8,78 to 18MW - micro pilot ignition 18V51/60G: Output 12,6 / 18,9MW - spark ignition / flushed prechamber 20V35/44G: Output 10,6MW - spark ignition / flushed prechamber

5 MAN engine port folio for (L)NG application Cross Sections, Gas and DF Engines Augsburg g L35/44DF V35/44G V51/60DF / G

6 MAN engine port folio for (L)NG application Application strategies for gas and DF engines Single Cycle Gas ε1 λ1 η electric Combined Cycle Turbine Gas ε2 λ3 η electric + η cc Combined Heat & Power Gas ε1 λ2 η electric + η thermic

7 Agenda 1 MAN engine port folio for LNG application 2 Basic engine relevant properties of LNG 3 Major challenges for engine design and operation 4 Future vision of engine and infrastructure development

8 Basic engine relevant properties Overview of (L)NG Wide range of gas composition, depending on source and compared to liquid fuels Large variation in calorific value and methane number faced on LNG carriers within one voyage, using boil-off gas Wide range of environmental conditions to be covered from arctic to tropic weather conditions at typical LNG carrier application No exhaust gas aftertreatment needed even for low NO X limits (IMO Tier III, TA Luft) High efficiency and reduced CO 2 emission at low fuel costs

9 Basic engine relevant properties of (L)NG Available LCV and methane number from different terminals Index Methane number Net calorific value (MJ/m N3 ) Values from LNG export terminal

10 Basic engine relevant properties Dual-Fuel Electric LNG Carrier Propulsion of (L)NG 8 MW ~ ~ 8 MW GCU (Gas Combustion Engine room 1 Unit) Engine room 2 8 MW 8 MW 8 MW ~ ~ NBOG + Forced Vaporised LNG MDO (Pilot and Back-Up Fuel) HFO (Back-up Fuel) Acommodation Load

11 Basic engine relevant properties of (L)NG Gas composition development on LNG carrier, laden voyage Start of voyage 10,95%N2 88,83% 83% CH4 0,22% C2H6 => MN 102 Nitrogen conc. Methane conc. Ethane conc. End of voyage 4,96%N2 95,00% CH4 0,03% C2H6 => MN Days Days

12 Basic engine relevant properties of (L)NG Gas composition development on LNG carrier, ballast voyage Start of voyage 1,53%N2 97,52% CH4 0,95% C2H6 => MN96 Nitrogen conc. Methane conc. Ethane conc. End of voyage 1,16%N216%N2 88,61% CH4 10,24% C2H6 => MN Worst case 1,43%N2 83,21% CH4 15,36% C2H6 => MN Days

13 Basic engine relevant properties of (L)NG Development of emission regulations (Marine) The market requirements: IMO Tier III must be fullfilled up to 2016 Additional requirements for ECA zones ECA zones are expected to be extended Development of a new Dual Fuel Engine as flexible solution Flexibilty between fullfilment of ECA requirements and low operation costs needed Gas operation meets IMO Tier III without exhaust gas aftertreatment No standard infrastructure for fuel supply systems at harbors

14 Basic engine relevant properties Development of fuel prices & market of (L)NG Influence on the market requirements Growing demand of energy Increase of fuel prices Gas prices are expected to stay below prices Increasing concern about CO 2 emission More environmental awareness from customer side Stricter regulations of the International Maritime Organization

15 Agenda 1 MAN engine port folio for LNG application 2 Basic engine relevant properties of LNG 3 Major challenges for engine design and operation 4 Future vision of engine and infrastructure development

16 Major challenges for engine design and operation Overview Optimized engine operation for various gas compositions despite wandering operating window (misfire to knock limit across mep): compromise in engine adjustment and adaptive algorithms required Lowest capable methane number (knocking) ki or calorific value (gas injection) at rated output: t Engine configuration (compression ratio, turbocharger) and efficiency at design point Internal load calculation and combustion monitoring highly affected by changing gas composition: Limited reliability of internal load signal, external load reference mandatory

17 Major challenges for engine design and operation Operating window in gas mode Operating point of best efficiency is close to knock limit for Dual Fuel engines pressure Operation at design spezification knocking misfiring n effective mean air/fuelratio

18 Major challenges for engine design and operation Operating window in gas mode Knock limit exceeded different air/fuel ratio required pressure Decrease of methane number knocking misfiring n effective mean air/fuelratio

19 Major challenges for engine design and operation Operating window in gas mode Setting for low methane number n effective pressure mean knocking misfiring air/fuelratio

20 Major challenges for engine design and operation Operating window in gas mode operation at misfiring limit no efficient engine operation at high MEP with one setting for variable gas comp. pressure mean effective Decrease of lower calorific value knocking misfiring air/fuelratio

21 Major challenges for engine design and operation Operating window in gas mode Knock limit exceeded adaptive air / fuel ratio control shifts operating point to desired knock limit margin pressure mean effective Decrease of methane number knocking misfiring air/fuelratio

22 Major challenges for engine design and operation Operating window in gas mode increasing knock limit margin adaptive air / fuel ratio control maintains desired knock limit margin and safeguards operating window mean effective pressure Decrease of lower calorific value knocking misfiring air/fuelratio

23 Major challenges for engine design and operation Minimum released calorific value and methane number N [ - ] Biogas [23/133] Fuel Specification (Natural Gas): Lower Heating Value (LHV): > 32,4 MJ/m N ³ Methane [36/100] Natural Gas H [36/92] Natural Gas L [32/88] Rated Power Sulfur: 30 mg/m N ³ H 2 S: 5 mg/m N ³ Fluoride: 5 mg/m N ³ Chlorine: 10 mg/m N ³ Efficiency Reduction and possibly Power Derating Clean and dry No Standard Operation Ethane C 2 H 6 [65/44] Propane C 3 H 8 [93/34] Propene C 3 H 6 [88/19] Ethene C 2 H 4 [60/15] Butane C 4 H 10 [124/10] LHV [MJ/m N ³]

24 Major challenges for engine design and operation Conventional determination of internal load signal Gas flow (by gas valve flow formula) From engine / plant sensors: pressure / temperature of gas at engine inlet pressure / temperature of charge air ambient air pressure Basic component data: hydraulic valve constant Energy content of gas presently a c onstant LCV of a reference gas composition is considered changes in gas quality are only compensated by quality correction with external reference Engine efficiency presently a constant correction factor is used for governor range adjustment at reference conditions correction of changing efficiency across load and due to gas composition only with external reference No reliable independ dent load determination: External load reference (generator power, shaft torque) required for gas operation

25 Agenda 1 MAN engine port folio for LNG application 2 Basic engine relevant properties of LNG 3 Major challenges for engine design and operation 4 Future vision of engine and infrastructure development

26 Future vision of engine and infrastructure development Online gas composition measurement: +Morereliable reliable calculation of internal engine load and efficiency + Improved combustion monitoring - Costs of equipment - Influence of wear and pollution on precission Cylinder pressure based combustion control: + Direct combustion monitoring i (misfire and knocking) and determination ti of imep + Optimised engine operation 24/7 - Costs and durability of pressure transmitters Online engine model for evaluation of enginee performance: + Comparison of actual and expected engine performance, based on present operating values and boundary conditions - Large effort on data acquisition

27 Future vision of engine and infrastructure development Enhanced determination of internal load signal Gas flow (by gas valve flow formula) From engine / plant sensors: pressure / temperature of gas at engine inlet pressure / temperature of charge air ambient air pressure Basic component data: hydraulic valve constant Energy content of gas present meth hane number and LCV from online gas composition measurement additional evaluation by online engine mode el Engine efficiency calculation by online engine model improved evaluation due to provided operating data such as cylinder pressure and gas composition Internal determination of engine load is muc ch more reliable, no need for external reference Improvement of operational safety due to precise monitoring and evaluation

28 Do you have any more questions? Michael Werner SE EEDTAG eu

29 Disclaimer All data provided in this document is non-binding 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.