Bergen Engines AS - 2012 2003 Rolls-Royce plc The information in this document is the property of Rolls-Royce plc and may not be copied or communicated to a third party, or used for any purpose other than that for which it is supplied without the express written consent of Rolls-Royce plc. This information is given in good faith based upon the latest information available to Rolls-Royce plc, no warranty or representation is given concerning such information, which must not be taken as establishing any contractual or other commitment binding upon Rolls-Royce plc or any of its subsidiary or associated companies.
Market Segments Fjord 1 Merchant Energy Offshore NAVY Naval
Bergen C25:33 & B32:40 Liquid fuel MDO-HFO Types: C25:33L6-8-9 Bore: 250 mm Stroke: 330 mm Power: 330 kw / cyl Speed: 500 1000 rpm Power range: 1500 3000 kwmech Types: B32:40L6-8-9 & B32:40V12, -16 Bore: 320 mm Stroke: 400 mm Power: 500 kw / cyl Speed: 500-750 rpm Power range: 3000-8000 kwmech
RR-Bergen Diesel Engine Power Range
Bergen C26:33 & B32/35:40 Spark ignited lean-burn gas engine Types: C26:33L6-8-9 Bore: 260 mm Stroke: 330 mm Power: 270 kw / cyl Speed: 600 1000 rpm Power range: 1400 2500 kwmech Efficiency: 48%mec Types: B32:40L6-8-9 & B35:40V12, -16, -20 Bore: 320 / 350 mm Stroke: 400 mm Power: 440 / 480 kw / cyl Speed: 500-750 rpm Power range: 2400-9600 kwmech Efficiency: 49 %mec
RR-Bergen Gas Engine Power Range
Natural Gas as Fuel for future vessels NO X 92 % CO 2 23 % SO X 100 % Particulate 98 % INVISIBLE SMOKE 2012 35 daily port calls per vessel= 51000/year No oil spil!
Variable Valve Timing VVT Low-load operation and Smoke Variable Valve Timing for the C25:33L engine 2003 Rolls-Royce plc The information in this document is the property of Rolls-Royce plc and may not be copied or communicated to a third party, or used for any purpose other than that for which it is supplied without the express written consent of Rolls-Royce plc. This information is given in good faith based upon the latest information available to Rolls-Royce plc, no warranty or representation is given concerning such information, which must not be taken as establishing any contractual or other commitment binding upon Rolls-Royce plc or any of its subsidiary or associated companies.
Variable Valve Timing, background: 9 Today s modern engines run so-called Miller cycle. This means a relatively early closing of the air inlet valve, compared to more traditional engines. The Miller cycle makes it possible to reduce NOx emissions and still keep a low fuel consumption at medium to full load. The reduction of air to the cylinder is compensated by an increased charge air pressure. At medium to low load the turbocharger is loosing it s effect. The low boost pressure combined with the early closing of the inlet valve results in a starvation of air
Low air consumption causing: 10 Low load smoke from diesel engines Reduced transient response for both diesel and gas engines Reduced margin to turbo charger surge limit
Variable Valve Timing, C-engine 11 Shifts timing of inlet valve to later opening/closing at low load Better filling of air to cylinder Established naming of positions of VVT: Miller position Low load position
Mechanism 12 The original C-engine (2000-2008) uses swinging roller followers to drive the inlet and exhaust valves
Adoption: 13 The engine was therefore well suited for an upgrade to a VVT mechanism of the type swinging roller follower on an eccentric shaft. This was introduced with the C25:33L 2. (C mk II), and inherited onto the C-gas.
Mode of operation: 14 A shaft with eccentric journals that can be rotated 180º. The inlet swing-arm is mounted on an eccentric journal, while the exhaust swing-arm is mounted on the centre of the shaft. By rotating the shaft, the inlet swing arm moves from one side of the inlet cam, to the other side. The shaft is rotated by a pneumatic cylinder. The cylinder is activated by a solenoid valve, controlled from the PLC
Principle 15 Miller position CCW rotating engine Low load position CW rotating engine Low load position CCW rotating engine Miller position CW rotating engine pushrodlift crankdeg..
Instrumentation / automation / regulation 16 Sensors on the pneumatic cylinder detects thr end position of the cylinder. The VVT mechanism can be manually locked, if required. This feature will cater for fault scenarios, such as lack of control air pressure, defect solenoid valve, or a faulty VVT cylinder. If the engine runs on full load with VVT in low load position, the combustion pressure will be very high. Because of this, a robust control- and alarm-system has been installed.
Results Smoke 17 Smoke Miller position Low load position Miller position & Low load position combined rpm 400 500 600 700 800 900 1000
Results NOx 18 NOx Miller position Low load position Miller position & Low load position combined rpm 400 500 600 700 800 900 1000
Fuel consumption 19 Fuel consumption propeller law Miller position Low load position Miller position & Low load position combined 400 500 600 700 800 900 rpm 1000
Maximum combustion pressure 20 P max Miller position Low load position Miller position & Low load position combined 400 500 600 700 800 900 1000 rpm
Smoke reduction at low engine load by fuel injection optimization 2003 Rolls-Royce plc The information in this document is the property of Rolls-Royce plc and may not be copied or communicated to a third party, or used for any purpose other than that for which it is supplied without the express written consent of Rolls-Royce plc. This information is given in good faith based upon the latest information available to Rolls-Royce plc, no warranty or representation is given concerning such information, which must not be taken as establishing any contractual or other commitment binding upon Rolls-Royce plc or any of its subsidiary or associated companies.
Reduction of visible smoke 22 Flow through nozzle reduced by 9% Opening pressure of injector increased by 33% to compensate for restricted nozzle flow Significantly reduced visible smoke on low-load operation Small increase on high-load operation
Relative FSN Reduced nozzle flow trough value and increased nozzle opening pressure 140 % 120 % 100 % 80 % 60 % 100 % 100 % 100 % 100 % 100 % 92 % 74 % 62 % 81 % 75 % Constant engine speed 82 % 130 % 110 % 120 120 % % Reference nozzle and NOP Nozzle flow through value reduced by 9% 23 40 % Nozzle flow through value reduced by 9% and NOP increased by 33% 20 % 0 % 2.5 6.2 12.5 18.6 24.9 749 749 748 751 749 Engine load [bar] and [rpm]
Reduced nozzle flow trough value and increased nozzle opening pressure 140 % Propeller curve 24 120 % 100 % 122 % 121 % 111 % 105 % 100 % 100 % 100 % 100 % Relative FSN 80 % 60 % 78 % 78 % 77 % 79 % Reference nozzle and NOP Nozzle flow through value reduced by 9% 40 % Nozzle flow through value reduced by 9% and NOP increased by 33% 20 % 0 % 9.9 15.6 20.5 24.9 475 600 682 748 Engine load [bar] and [rpm]