Dual fuel low speed engine
The ME-GI Engine Supreme fuel flexibility The technology used in the design of the new two-stroke ME-GI engine combines MAN Diesel & Turbo s ME-C design with the GI-design from the first MAN B&W dual fuel engine the 12K80MC-GI-S. Originally constructed in 1994 to produce electricity in Chiba in the Tokyo Bay area, the GI engine concept has demonstrated a high level of reliability, availability and saftey when operating in gas mode. 2
The GI designation indicates that it is a modification of the MAN B&W ME engine. In contrast to the GI engine concept from the Chiba power plant, this system is electronically controlled, which simplifies the GI design, minimises the cost of the dual fuel engine and provides the system with a large degree of adaptability for meeting future emission regulations. 1. Gas injection valve, 2. Pilot valve injectors, 3. Gas control block (GCB), 4. Sealing oil supply, 5. Pilot oil i.e. HFO or DO MAN B&W Diesel 3
Benefits Highest thermal efficiency of any system on the market for propulsion of LNG carriers Flexible burning of HFO/GO/DO and gas any HFO/gas ratio can be burned once a small amount of fuel oil is injected to ignite the gas A wide range of gas qualities can be employed since there is no requirement for the methane number and no maximum limit for the hydrogen content Uses conventional two-stroke MAN B&W engine technology with its inherent high reliability, low maintenance and simplicity The diesel combustion principle eliminates the risk of knocking, and gives a more stable combustion without pressure fluctuations Can be retrofitted on existing ME, ME-B and ME-C engines Reduced CO 2, NO X and SO X and particulate emissions when operating in gas mode Can operate in conjunction with a waste heat recovery system Maintenance of both GI and gas supply systems can be covered by PrimeServ Optimal engine layout and operation profile coordinated with gas fuel equipment suppliers Able to meet Tier III, when combined with the EGR system (exhaust gas recirculation). 4
Engine programme Power kw 1,000 100 80 60 40 20 10 8 6 4 S90ME-C9-GI S90ME-C8-GI S80ME-C9-GI S80ME-C8-GI G80ME-C9-GI G60ME-C9-GI G70ME-C9-GI S70ME-C8-GI S65ME-C8-GI S60ME-C8-GI / S60ME-B8-GI G50ME-B9-GI G45ME-B9-GI G40ME-B9-GI K98ME7-GI K98ME-C7-GI K80ME-C9-GI L70ME-C8-GI L60ME-C8-GI S50ME-B9-GI S50ME-C8-GI / S50ME-B8-GI S46ME-B8-GI S40ME-B9-GI S35ME-B9-GI S30ME-B9-GI 2 1 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 Speed r/min All ME / ME-C engines can be delivered as dual fuel ME-GI gas engines typical performance data for the most relevant types are shown below. Tier II, medium bore engines principal data (L 1 ) G50ME-B9-GI S70ME-C8-GI S80ME-C9-GI Cyl. No 5-9 5-8 6-9 Bore (mm) 500 700 800 Stroke (mm) 2,500 2,800 3,450 MEP (bar) 21.0 20.0 20.0 Engine Speed (r/min) 100 91 78 Mean Piston Speed (m/s) 8.3 8.5 9.0 Power (kw) 8,600-15,480 16,350-26,160 27,060-40,590 Gas Fuel SFOC (g/kwh) 168 168 167 Liquid Fuel SFOC (g/kwh) 168 169 168 Specific gas consumption consist of 5% pilot liquid fuel and gas fuel. Gas fuel LCV (50,000 kj/kg) is converted to diesel fuel LCV (42,700 kj/kg) for comparison. MAN B&W Diesel 5
Emission Having a gas-burning two-stroke engine aboard an LNG carrier is a market breakthrough for low speed diesel engines. It opens a number of possibilities for future applications, not just for LNG carriers but also other vessel types. The future may well see bulk carriers, tankers, ferries and container ships fitted with dual fuel ME-GI prime movers. However, prior to this, an obvious market for the ME-GI engine type is aboard LPG carriers where the LPG cargo itself, featuring gases such as propane and butane, can be exploited. As such, this means that the concept applied to ME-GI engines aboard LNG carriers can similarly be employed aboard LPG carriers. Some other possibilities also exist within the stationary market for dual fuel engines to produce clean power. Powering the engine by gas with little or no sulphur content, instead of HFO, leads to a cleaner system as traces of the SO X sulphur oxides are accordingly found in only negligible amounts in the exhaust gas. Particulate amounts are also reduced considerably as are NO X and CO 2 totals. The ME-GI engine therefore possesses inherent advantages of reducing emissions. Fuel oil and gas fuel prices are changing. However, by utilising the ME-GI engine, full fuel flexibility and the highest efficiency are available regardless of the actual price level of fuels on the market. 6
MAN B&W Diesel 7
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. Copyright MAN Diesel & Turbo. 1510-0112-03ppr Sep 2012 Printed in Denmark MAN Diesel & Turbo Teglholmsgade 41 2450 Copenhagen SV, Denmark Phone +45 33 85 11 00 Fax +45 33 85 10 30 info-cph@mandieselturbo.com www.mandieselturbo.com MAN Diesel & Turbo a member of the MAN Group