Internationaler Congress für Schiffstechnik Technologien zur Reduzierung der Betriebskosten bei Einhaltung aktueller und zukünftiger Emissionen, Peter Balle, Hamburg, 10.09.2015 CourtesyMAN of Nordic Diesel &Yards Turbo Peter Balle ICST 10.09.2015 < 1 >
Agenda 1 Emission & Regulation 2 Technologies 3 EFS 4 EPROX 5 ECOMAP 6 ECOMAP SCR < 2 >
Pollution Impacts to environment and human health due to CO 2, NO x, SO x Emissions CO 2 NO x SO X Consequences Global warming effect Photosmog Ozone Acid rain Irritation respiratory tract Nitric acid aerosols Nitric acid 25 Mio.t/a Acidification of water & land Acid rain Inflammation airways Sulphurous particles Sulphuric acid < 3 >
Regulation Emission Control Area (ECA) & existing limits NOx Regulation in NECA-Zone [Tier limits] 3 Tier I Tier 2II Tier 1III 0 Sulfur Regulation worldwide and in SECA [%-m/m S] 5 4 3 2 1 0 < 4 >
The Challenges The Solutions Solutions for CO 2 / Fuel economy NO x SO x ECOMAP SCR EFS EPROX EGR Scrubber Gas Engine ECOMAP SCR < 5 >
Agenda 1 Emissionen / Regularien 2 Übersicht Technologien 3 EFS 4 EPROX 5 ECOMAP 6 ECOMAP SCR < 6 >
Enhanced Fuel Switch Module (EFS) Fuel switch not standardized on most ships SECA compliance requires fuel switch from HFO to MGO SECA fuel switch could cause loss of propulsion power if the fuel supply system is not optimized. < 7 >
Enhanced Fuel Switch Module (EFS) actual delivery state Todays standard ship plant scope MAN scope Yard scope Fuel injection system Fuel supply system Manual fuel switch Existing systems: Switch over is manual from HFO to MGO High level of complexity Operating errors could lead to loss of propulsion Independent of engine brand MAN Enhanced Fuel Switch Module (EFS) designed to optimize Fuel Supply System for MGO & HFO operation < 8 >
Enhanced Fuel Switch Module (EFS) Fuel switch HFO to MGO Standard - Switch over time depending on: Total volume of fuel system (booster circuit) Fuel consumption of running engine(s) during switch over Sulfur content of HFO and MDO EFS - Negligible parameters: Total volume of fuel system (booster circuit) Switch over time vs. Sulfur content Sulfur [wt.%], time [sec] 3 2,5 2 1,5 1 0,5 0 Standard EFS Fuel consumption of running engine(s) during switch over Sulfur content of HFO and MDO (as long as <0.1%S) EFS switch time Standard switch time Max. change in temperature 2K/min, Viscosity between 2-14 cst < 9 >
Enhanced Fuel Switch Module (EFS) Safe (Sox compliance) and beneficial fuel switch is possible! EFS by MAN 1. Lower OPEX due to lower MGO consumption at fuel switch 2. Fully automated system 3. Less documentation for IMO inspection 4. Defined switch over time 5. Reliable and safe vessel operation Enhanced Fuel Switch Module (EFS) by MAN available now for a safer fuel switch < 10 >
Enhanced Fuel Switch Module (EFS) Fieldtest will start on January 2016 first modul already sold Start-up Jan 2016 Prevalidation on testbed done! < 11 >
Agenda 1 Emissionen / Regularien 2 Übersicht Technologien 3 EFS 4 EPROX 5 ECOMAP 6 ECOMAP SCR < 12 >
EPROX = Electric Propulsion Excellence High efficient propulsion systems for specialized applications Losses at optimizied load point, n engine = 720 rpm 53% Losses at part load operation, n engine = 720 rpm 64% 3% 4% 0,2% 1% 1,5% 4% 0,2% 1,5% 2% 5% Total losses 63% Total losses 85% The key is the engine! Most losses are engine related < 13 >
EPROX DC technology enables variable speed operation Basic system features: Engines, operating n const A new DC main switchboard removes the common classical AC distribution Alternators are connected via rectifiers Propulsion motors are connected and speed controlled via inverters 1000V DC rectifiers DC main switchboard The Diesel engines can operate independently on variable & different speeds inverters EPROX Partnership with leading E-suppliers (ABB, Siemens) is realized < 14 >
EPROX Diesel engine - Potential of increasing the plant efficiency Example I: Speed 20 kn 63 % Power Δ 3 g/kwh savings Example II: Speed 15 kn 26 % Power Δ 6 g/kwh savings Speed [min -1 ] < 15 >
EPROX Benefits: Energy storage sources raise system performance System benefits (II): Batteries are connected to the DC grid Engines, operating n const Batteries can be used to reduce transient loads Faster dynamic system response, Better load acceptance, i.e. Dual Fual engines in DP mode 1000V DC rectifiers Energy storage, e.g. batteries DC main switchboard Load peaks are shaved and buffered by the batteries inverters Battery charge Battery discharge Battery charge Battery discharge System load Genset 3 Genset 3 Genset 2 Genset 2 Genset 2 Genset 2 Genset 1 Genset 1 Genset 1 Genset 1 < 16 >
Agenda 1 Emissionen / Regularien 2 Übersicht Technologien 3 EFS 4 EPROX 5 ECOMAP 6 ECOMAP SCR < 17 >
Engine Performance Mapping Different Load Profiles vs. Conventional Mapping SFOC per load step g/kwh] Map of a conventional engine with traditional SFOC minimum at 85% MCR Matches well high load profile demands, however, not as suitable for low load profile Ideally, an engine map is adjusted to best match the load profile in order to safe fuel. P 25 P 50 P 75 P 85 P 100 Load Profile [%-of time at different load points] 80 60 40 High load Low load 20 0 P 25 P 50 P 75 P 85 P 100 < 18 >
Resulting Set of SFOC Curves 48/60CR (514 RPM, 1.200 kw/cyl.) Fuel consumption per load [SFOC in g/kwh], [MCR in %] Common Rail: Enables modified engine behaviour without change of hardware by using different performance maps Improvement of 3 to 5 g/kwh SFOC between 70 30 % MCR (projected) SFOC [g/kwh] 25 35 50 65 MCR [%] Full-Load-Optimized (Standard) Part-Load-Optimized (Projected) 75 85 100 < 19 >
Standard vs. ECOMAP V48/60CR Annual Fuel Saving Potential Exemplary Profile Installed power 76.800 kw Min. two engines in use when at sea Average maneuvering power of approx. 26 MW with 3 engines Average hotel load of approx. 14 MW Application as per MDT s ECOMAP concept (i.e. no switching at sea, only at harbour). Yearly annual Consumption and Savings SFOC in [t/a] 58900 Full-Load-Opt. 58800 Part-Load-Opt. 58700 58600 58500 58400 58300 58200 58100 58000 1590 t CO 2 535 tons fuel 347,000 USD p.a.* *incl. attached pumps, incl. 5% tolerance, LHV 42,700 kj/kg, based on HFO with 440 USD/t < 20 >
Agenda 1 Emissionen / Regularien 2 Übersicht Technologien 3 EFS 4 EPROX 5 ECOMAP 6 ECOMAP SCR < 22 >
ECOMAP SCR MAN Solution to combine the benefits of CR engine and SCR Combine two technologies ECO MAP SCR Fuel saving by ECOMAP and enhanced SCR Operation < 23 >
ECOMAP SCR MAN SCR Solution fulfilling Tier III NOx Emission reactor mixing device engine MAN Diesel & Turbo SCR System over 850 MW and over 200.000 oh SCR experience on land & at sea. Standardized portfolio for min. cost, max. flexibility and fast order management Clean-Funnel-Configurator Costumer advantages, easy & fast overview < 24 >
ECOMAP SCR MAN SCR Solution world first Scheme B Tier III certification World s First IMO Tier III certification acc. to Scheme B approved by class (DNV-GL) All major classes certification under progress < 25 >
ECOMAP SCR Principle Saving Fuel and Emission in one solution SFOC vs. NOx-Emission [SFOC + Urea equivalent g/kwh], Nox-emission [g/kwh] Tier III Tier II SFOC [g/kwh] SCR (80%) SCR (30%) optimized 6 7 8 9 10 11 12 NO x [g/kwh] Combined savings Fuel and SCR up to ~ 2.5 g/kwh < 26 >
ECOMAP SCR SFOC Curves Principle Common Rail + Engine always operating under best condition Software searching for an OPEX optimum (fuel + urea) Improvement of up to 2,5 g/kwh SFOC between 80 30 % MCR Fuel consumption per load [SFOC in g/kwh], [MCR in %] SFOC [g/kwh] 25 35 50 65 MCR [%] Full-Load-Optimized Part-Load-Optimized ECOMAP SCR 75 85 100 < 27 >
ECOMAP SCR Design for TIER II and TIER III Example for intelligent use of engine + SCR Shifting the engine operating point to lower fuel consumption Reducing the NOx with the SCR-System only IMO compliant Emissions Only possible for a solution out of one hand Same methodology for Tier III operation possible Saving operation costs (fuel + urea) and reducing environmental impact by CO 2 MAN Diesel & Turbo ECOMAP SCR User friendly combination CR-Engine and SCR to maximize flexibility and benefits < 28 >
MAN Diesel & Turbo Peter Balle ICST EFS EPROX ECOS SCR ECOMAP / SCR Gas Engine 10.09.2015 < 30 >
Do you have any more questions? Dr. Peter Balle MAN Diesel & Turbo Gas & Emission peter.balle@man.eu Robert Brendel MAN Diesel & Turbo Gas & Emission robert.brendel@man.eu < 31 >
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. < 32 >