ICST Congress Hamburg 10.Sept.2009 by loop control of cylinder pressure process ABB Automation GmbH Dipl.Ing. Wolfgang Krasa September 14, 2009 Slide 1
by loop control of cylinder pressure process Content Environment background Economy background Optimization engine performance today Performance monitoring requirements on 2-stroke engines Monitoring the combustion performance SFOC Monitoring Ship performance Monitoring Optimization engine performance tomorrow MAN solution Auto Tuning Wärtsilä solution Loop Control Integration CBM system Benefits Summary September 14, 2009 Slide 2
Environment background Green house gas emission impact by maritime transportation There are about 110,000 vessels in worlds cargo fleet if we count vessels above 100 ton. Shipping is responsible for transporting 90% of world trade which has doubled in 25 years - vessels are one of the world's most polluting source categories, per unit of fuel consumed. Studies says that maritime carbon dioxide emissions could rise by as much as 75% in the next 15 to 20 years if world trade continues to grow and no action is taken. Today annual emissions from shipping are between 600 and 800 million tons of carbon dioxide, which correspond to about 4 to 5% of the global CO2 emission. September 14, 2009 Slide 3
Environment background Environmental impact caused by slow speed 2-stroke engines The world fleet ship propulsion reaches a total power output around 40.000 MW - whereby slow speed 2-stroke application shares 20 % in number of 10.000 machinery units - but with 75 % the major share of total 30.000 MW output. The number vessels with large slow speed 2-stroke engines are rapidly increasing - 3400 vessels in order for delivery up to year 2014. Total No. of engines Yearly fuel consumption Yearly NOx emission Yearly CO2 emission 10 680 167.000.000 t 17.000.000 t 500.000.000 t there are The monitoring and improving of ships fuel economy has a considerable impact of environment : 1,0 % improvement of the specific fuel consumption on the marine diesel engines succeeds in a yearly reduction of 5 million tons CO2. New technologies are available today to reduce fuel consumption and greenhouse NOx and CO2 gas emissions from vessels. Among these the monitoring and control of the combustion process inside the engine cylinders is a key method to evaluate the economic and ecologic performance marine diesel engines. A well optimize engine combustion will not only reduce the emission of NOx and CO2 but also carbon particles and will operate with less wearing and damages. September 14, 2009 Slide 4
Environment background Legislations will force emission reduction Kyoto protocol and EU is proceeding to incorporate international aviation & maritime transport into the overall greenhouse gas emission reduction program IMO is working on carta MEPC-58 (Marine Environment Protection Commitee) on emission reduction The emission issue will become an operating cost factor in the shipping business International maritime transport emissions should be incorporated into the EU emissions trading scheme (EU ETS) by 2015 or should otherwise be included in the proposed decision of the European Parliament and of the Council on the effort of Member States to reduce their greenhouse gas emissions to meet the Community s greenhouse gas emission reduction commitments up to 2020. September 14, 2009 Slide 5
Economic background Fuel costs Fuel price will steady increase in long term despite the current Fuel efficiency of ship propulsion is key economic factor in the drop in the market maritime transport business Standarized supervision of fuel economy will be request in close future Annual fuel cost on 12 cylinder large bore engines (96 or 98 bore) = approx. 15 - (on average voyage engine load 80% and bunker price level 80 to 100 US$ /barrel) 20 MUS$ Bunker fuel price history (since May 2006) US$ / barrel A popular statement of ship operators going to move to museum : I don t need to bother my vessels fuel costs, the bill goes anyway on table of the charterer. September 14, 2009 Slide 6
Economic background Mapping of the reduction potentials Optimization of efficiency reduces both emission and fuel costs Source : IMO MEPC-58? September 14, 2009 Slide 7
Optimization of engine performance Which information needed to judge diesel motor performance? The converting of the energy inside the engines cylinders is the most essential part of the diesel motor in regard of efficiency and availability But - today less than 15% of new delivered ships the cylinder pressure process of the propulsion engine is monitored online. Energy flow Advanced cylinder pressure process analysis provides key data to evaluate the fuel efficiency and engine condtions P [bar] start of combustion dp/da measured pressure curve P MAX P TDC P COMP th P Alpha2 P Alpha1 adiabatic exponent theoretical compression curve expansion pressure start exhaust gas outlet MIP Alpha1 TDC Alpha2 AlphaPmax Crank angle [deg.] September 14, 2009 Slide 8
Optimization of engine performance Today and tomorrow Today crew has to collect operation data and analyze the performance. Improving measures has to be chosen and readjustment to be carried out manually. Results to be verified by collection and analzye of new operation data. Tomorrow the optimization of operation performance will be covered automatically be enhanced engine control; the Loop control : collection of operation data, analyze of the performance, decision of improving measures and readjustment by actuators. - Automation Automation Enhanced engine control system Operation data Cyl pressure Manual Engine Readjustment Performance analysis Cyl pressure Performance analysis Control readjust Verification September 14, 2009 Slide 9
Optimization of engine performance Requirement on supervision and optimization TARGET : Performance optimizing on actual load and ambient condition Supervising & optimizing of Pmax pressure Supervising & optimizing of Pmax balancing Supervising & optimizing of Pcomp balancing Supervising & optimizing of MIP balancing a well Pmax-balanced engine September 14, 2009 Slide 10
Optimization of engine performance today Requirement on monitoring the thermodynamic process Advanced cylinder pressure process analysis provides key data to evaluate the fuel efficiency Qualification requirements : Accuracy : better than 0,5 % FS (along whole pressure cycle) Operation : online monitoring (for engine control purpose even real-time monitoring) Maintenance : no recalibration; long interval for maintenance (cleaning) Reliability : long term continous operation (MTBF > 5 years) Handling : easy equipment operation for ship crews September 14, 2009 Slide 11
Optimization engine performance today Requirement on monitoring the thermodynamic process Mechanic Advanced or portable cylinder electronic pressure process units analysis provides key data to evaluate the not fuel qualified efficiency P max P comp P mi Sensors with membrane principle (piezo, thinfilm or strain gauge technologies) limited qualified typical design of combustion pressure sensors with membrane load cell membrane The service life expectancy and long term accuracy reliability of cylinder pressure sensors with membrane design can be effected by : - contamination with combustion residues (heavy fuel) - ageing / wearing of membrane - heat flash - regular cleaning maintenance - accuracy check / recalibration needed September 14, 2009 Slide 12
Monitoring the combustion performance Requirement on monitoring the thermodynamic process Cylmate transducer - with pressductor technology fully qualified Accuracy : better than 0,5 % FS (along whole pressure cycle) Operation : online & real-time monitoring Maintenance friendly : no recalibration, no cleaning maintenance Reliability : MTBF > 10 years The blow through design solves clogging influences and cleaning maintenance The pressure transmission via tube solves the heat flash influences The robust magneto-elastic measuring principle ensures high reliability with long lasting life time September 14, 2009 Slide 13
Monitoring the combustion performance Approval on accuracy Performance test at Wärtsilä testbed Winterthur, Kistler vs. ABB, Dec. 2006 Pmi diff Comparison measurement in reference of water cooled sensor with valve controlled heat flash protection Conclusion : ABB sensor with magnetoelastic measuring principle prooves highest over the whole process cycle in the cylinder over all load stages accuracy September 14, 2009 Slide 14
The monitoring of MIP and SFOC What is needed for a thermodynamic evaluation of cyl pressure? precise cylinder + precise rotation + pressure sensor angle measurement wearless pressure sensor Pressductor technology flywheel profile scan by pulsed eddy current sensor precise crankshaft twist error compensation real-time crankshaft twist computing by mass-elastic engine model = true engine performance data Indicated Engine Power [kw] MIP [bar] Pmax [bar] αpmax [ CA] Pign [bar] αpign [ CA] Pcomp [bar] Ptdc [bar] Pdiff (Pmax-Pcomp) [bar] dp/dα -max [bar/ CA] Pscav [bar] September 14, 2009 Slide 15
The monitoring of MIP Approval in the field Field experience proves repeatability and reliability of evaluated engine performance over long term operation - the technology gains recognition and high reputation in the shipping industry. Evaluated MIP related to engine power in comparison to MEP performance curve (source of around 7.300.000 stokes per vessel)winner of the CIMAC 2004 President's Award The ABB paper Stroke-by-stroke measurement of diesel engine performance on board was awarded On a basis of a practical contribution of the future success of the engine industry September 14, 2009 Slide 16
The optimized engine performance Strong correlation between Pmax and SFOC The task is to keep Pmax according to the performance curves to operate at best fuel consumption Example at a 12RTA96 engine Increase of Pmax effects : 3,5 bar effects about 0,5% fuel savings Pmax 7,0 bar effects about 1,0% fuel savings SFOC, g/kwh 178,00 177,97 177,50 SFOC 177,00 176,50 176,00 175,50 175.00 176,75 175,53 134 136 138 140 142 Pmax, 144 bar September 14, 2009 Slide 17
The monitoring of SFOC Online SFOC Monitoring Pmax-SFOC test. Performed by KRAL & ABB on a 7S50MC engine KRAL system measuring the fuel mass flow at supply and backflow. The fuel signal (kg/h) connected to Cylmate CYLMATE Operator Station Cylmate Controller Fuel mass flow (4 20 ma ) CYLMATE Controller Return Supply KRAL Volumeter Main Engine September 14, 2009 Slide 18
The monitoring of SFOC Online SFOC monitoring Cylmate system displays online - indicated and effective power (kw) - accumulated energy (kwh) - SFOC (g/kwh) September 14, 2009 Slide 19
3.5 2.5 1.5 0.5 The monitoring of SFOC Online SFOC calculation with online fuel mass flow 4 3 2 1 0 2007-02-03 14:46:00 160 140 120 100 80 60 40 20 0 2007-02-03 14:46:00 Result Pmax-SFOC test. Performed by KRAL & ABB on a 7S50MC running at ~75% load Engine apign-ø deg 2007-02-03 14:48:00 Engine Pmax-Ø bar 2007-02-03 14:48:00 2007-02-03 14:50:00 2007-02-03 14:50:00 The fuel injection 7S50MCwas changed from about 2,5 to 2,0 CA by means of FQS - VIT 2007-02-03 14:52:00 2007-02-03 14:52:00 2007-02-03 14:54:00 2007-02-03 14:56:00 2007-02-03 14:58:00 Pmax 7S50MC increased with about 10bar from 120bar to about130bar 2007-02-03 14:54:00 2007-02-03 14:56:00 2007-02-03 14:58:00 2007-02 15:00: 2007-02 15:00: 10 9 8 7 6 5 4 3 2 1 0 2007-02- 03 14:46:00 SFOC SFOCIndicated averag The SFOC 7S50MC was reduced from 177 to 20 stroke 184 182 180 178 176 174 172 170 168 2007-02- 03 14:46:00 Engine IPOW W 2007-02- 03 14:48:00 2007-02- 03 14:48:00 The Indicated 7S50MC Power increased with 0,6MW. From about 7,7MW to 8,3MW ~5,7% increase 2007-02- 03 14:50:00 2007-02- 03 14:50:00 2007-02- 03 14:52:00 about 173g/kWh ~2,2% fuel reduction 2007-02- 03 14:52:00 2007-02- 03 14:54:00 2007-02- 03 14:54:00 2007-02- 03 14:56:00 2007-02- 03 14:56:00 2007-02- 03 14:58:00 2007-02- 03 14:58:00 2007-03 15:00 2007-0 03 15:00:0 September 14, 2009 Slide 20
Engine performance monitoring Integration of cylinder pressure into superior automation system September 14, 2009 Slide 21
Ship Performance Online System concept Integrated logging of nautical data and engine performance Automatic 24 hours noon report generator E-mail client to management office Local ship data archiv and central fleet data archiv September 14, 2009 Slide 22
Engine performance Integration to online ship monitoring performance monitoring Continous, automatic and reliable information onboard crew and ship mangement for September 14, 2009 Slide 23
Ship Performance Online Automatic fuel efficiency reporting over the fleet September 14, 2009 Slide 24
Online optimization of tomorrow Loop Control Engine Auto-tuning Wärtsilä, MAN, ABB, and APM are together running loop control projects since autumn 2007 Upgrade for enhanced thermodynamic evaluation P(t) ME or RT-flex Engine control system Loop control signals: independent & galvanic isolated Pressure sensor electronic with additional analog signal interface P/t Loop control : Injection process and exhaust valves controlled individually per cylinder by means of online cylinder pressure monitoring September 14, 2009 Slide 25
Online optimization of tommorrow Interface to Loop Control Auto-tuning Decentralized pressure sensor electronic extended with analog out signal for loop control impementation Integrated electronic unit Signal condit Excitat. Control Sense Load cell Analog out Pt 4 to 20 ma D/A Memory & Interface CPU Power supply Pressure sensor Bus connector DC supply Sync pulse Field bus Cylmate Transducer Bus September 14, 2009 Slide 26
Online optimization of tomorrow Auto-tuning for MAN engines Background Original source by September 14, 2009 Slide 27
Online optimization of tomorrow Optimization Pmax Reduction in Fuel oil consumption / CO 2 emission Original source by September 14, 2009 Slide 28
Online optimization of tomorrow MAN PMI-Online auto tuning System layout PMI-Online MK2 (under development) Original source by MOP-B TCP/IP MOP-S (CoCoS-EDS / PMI PC) Arcnet in preparation TCP/IP MPC PMI DAU I/P converters (MC only) Pmax Feedback signals Cylinder pressures PMI sensors Actuators Control signals September 14, 2009 Slide 29
Online optimization of tomorrow MAN PMI-Online auto tuning System layout PMI-Online MK2 (under development) Original source by Online cylinder pressure sensors approved either ABB or KISTLER & applicable : ME-ECS ARCNET MOP-B MOP Auto-Tuning CoCoS-EDS TCP/IP TCP/IP Kistler Kistler PMI Dau TCP/IP PMI-Online Mk2 ABB ABB MOP-S: (CoCoS-EDS / PMI PC) September 14, 2009 Slide 30
Online optimization of tomorrow MAN PMI-Online auto tuning Prototype field test of auto-tuning function Original source by September 14, 2009 Slide 31
Online optimization of tomorrow MAN PMI-Online auto tuning Auto tuning overall benefits Original source Fuel oil consumption Reduction potential: 3 g/kwh Reduction average: 1 g/kwh by Emission potential: 2% C0 2 reduction Operation cost reduction Reduced engine maintenance costs, increased availability/reliability Simplified operability Ease workload on crew Ensures engine is being operated optimally continuously September 14, 2009 Slide 32
Loop control Application for target RT-Flex engines The CLCPC Funtion BALANCING COMPRESSION PRESSURES OPTIMISING PEAK PRESSURES = p + 20 ( p p ) 0.01 ( p p ) 0.2 ( T T ) + 0. ( T T ) p Firing Firing, ISO amb amb, ISO EaT EaT, ISO amb amb, ISO 1 scav scav, ISO September 14, 2009 Slide 33
Online optimization of tomorrow Wärtsilä Loop Control for RT-Flex System layout (example14rt-flex engine ) Original source by September 14, 2009 Slide 34
Online optimization of tomorrow Loop Control & enhanced cylinder pressure monitoring System layout (example14rt-flex engine ) CANopen system bus WECS-9520 FCM20-1 FCM20-2 FCM20-3 FCM20-4 FCM20-5 FCM20-6 FCM20-7 FCM20-8 FCM20-9 FCM20-10 FCM20-11 FCM20-12 FCM20-13 FCM20-14 FCM20 online spare ABB parts Cylmate Crank angle sensor Wärtsilä parts 4 X Blower inlet temperature sensor Scavenge air temperature sensor Cylmate Controller Cylmate operator station September 14, 2009 Slide 35
Loop control & CBM monitoring Integration to CBM system September 14, 2009 Slide 36
Loop control / Auto tuning on conventional camshaft engine Investment and payback The benefit of auto tuning motivates to adapt also on camshaft engines, development are under progress at the engine makers accordingly. The basic level application will control the engine VIT automatically. The full level solution shall specificly control cylinders injection pumps. Beside engine size and operation the pay back time depends on fuel price Operation Poor conditions Average Within norm limits Engine size Large 3 5 months 5 8 months 8 12 months Medium 6 12 months 12 18 months 18 30 months Small 18 30 months 30 48 months 48 72 months September 14, 2009 Slide 37
Summarize Combined benefit Engine performance is continously supervised for best operation condition Optimized operation and cost Increased safety State of the art tools for crew and shipmangement Engine is continously adjusted to best operation condition Monitoring of the fuel effiency Supervison of the load balance Recogntion of engine wear and faults Reduction engine maintenance costs Support of technical shipmangement Performance analyze Fuel consumption reduction potential SFOC 1-3 % Emission reduction (CO2 reduction potential 2 %) Increased availability/reliability Simplify work load for crew Engine control Performance monitoring & condition analysis Enhanced engine control & monitoring September 14, 2009 Slide 38
Summary The presented solutions shall contribute to a significant step to achieve greener ships, optimize operation costs and provide better safety September 14, 2009 Slide 39
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