Diesel Technology Seminar

East Asia November 2008

© MAN Diesel 1
 Diesel Technology Seminar
East Asia – November 2008

DAY 2

09:00 Lesson 9 Vendors 13:30 Lesson 13 Shop test

09:30 Lesson 10 Classes and MD 14:15 Lesson 14 Service experience

p

10:30 Break Coffee 14:45 Break Coffee

10:45 Lesson 11 Cleanliness 15:00 Lesson 15 Alpha Lubricator System

11:00 Lesson 12 Main engine alignment 15:30 Lesson 16 Communication

12:00 Break Lunch 16:00 FINISH Summary and conclusion

E l ti off the
Evaluation th seminar
i

© MAN Diesel 2
 Lecturer

MAN Diesel
Teglholmsgade
g g 41
2450 Copenhagen SV
Denmark

Phone +45 33 85 11 00
Direct +45 33 85 14 41
Telefax +45 33 85 10 30
Mobile +45 24 24 81 19 Torben Oxving
Marine Engineer
Torben.Oxving@man.eu
O @ Superintendent Test Engineer

www.mandiesel.com Operation
Marine Low Speed , Engineering

© MAN Diesel <3>

3
 Marine Engine Programme 2008
Preferred for Tier II compliance
Two-stroke Propulsion

Mechanical control

However, all engines in the Tier I programme can be made Tier II compliant

3335621.2008.05.22 (OG/LS) © MAN Diesel 4 4

 Marine Engine Programme 2008
Preferred for Tier II Compliance
Two-stroke Propulsion

Electronical
control

However, all engines in the Tier I programme can be made Tier II compliant

3335609.2008.05.14 (LS/OG) © MAN Diesel 5 5

Layout Diagram – Limitation Lines

L1

Power

High mean
L3 Loading of
bearings
Layout diagram is defined by the power and
High
g ppeak
speed
d combinations
bi ti within
ithi L1
L1, L2
L2, L3 and
d L4
Loading of
With L1 as the Nominal Maximum Continuous
Bearings
(Low inertial
Rating L2
Mass forces
Compared to
Gas pressure
forces)

L4

Engine
g speed
p

L/7681-7.0/0701 (3250/BGJ) © MAN Diesel 6

 Layout Diagram
Reference Point A of Load Diagram

Point A of load diagram

Line 1: Propeller curve through
L1
optimising point (O)
Line 2: Constant power line through
specified
ifi d MCR (M) Power
Point A: Intersection between
line 1 and 7 L3

L2
Any combination of speed and power within the
layout diagram may be used for selecting the
Specified MCR and the Optimising point.

L4
Engine speed

L/7608-9.0/0701 (3250/BGJ) © MAN Diesel 7

 Engine Layout

Load diagram Engine shaft power, % A

110 A 100% reference point
Line 1: Propeller curve through M Specified engine MCR
optimising point (”O”) – 100 O Optimising point
lay-out curve for engine
Line 2: Heavy propeller curve – 90
fouled hull and/or heavy sea
Line 3: Speed limit 80
Line 4: Torque/speed limit
Line 5: Mean effective pressure limit
Line 6: Light propeller curve – clean 70
hull and calm weather – layout
curve for propeller
Line7: Power limit for continuous running 60
Line 8: Overload limit
Line 9: Sea trial speed limit

50

40
60 65 70 75 80 85 90 95 100 105
Engine speed, % A

L/5483-0.0/0999

© MAN Diesel 8
 Load Diagram – Light Propeller Curve

Propeller design conditions: Engine shaft power,

power % A
Clean hull
Calm weather 110

100

90

Light
g p propeller
p curve 80
where the propeller
is optimised 70

60

50

40
60 65 70 75 80 85 90 95 100 105

Engine speed, % A
L/7861-5.0/0701 (3250/BGJ)

© MAN Diesel 9
 Load Diagram – Torque/Speed Limit

Engine shaft power, % A

110

100

90

80

75

60

50

40
60 65 70 75 80 85 90 95 100 105

Engine speed, % A
L/7856-8.0/0701 (3250/BGJ)

© MAN Diesel 10
Load Diagram – Heavy Propeller Running

Fouled
F l dhhullll and
d Engine shaft power,
power % A
Very heavy sea
110

100
90
Heavy propeller curve
Where the engine is 80
optimised
70

60

50

40

60 65 70 75 80 85 90 95 100 105

Engine speed, % A

L/7855-6.0/0701 (3250/BGJ)

© MAN Diesel 11
 Load Diagram
Speed Limit for Continuous Running

Engine shaft power,

power % A

110

100

90

80

70

60

50

40

60 65 70 75 80 85 90 95 100 105

Engine speed, % A

L/7859-3.0/0701 (3250/BGJ)

© MAN Diesel 12
 Scavenging air limiter

S
Scavenging
i air
i lim
li it

140

130

120

110

100

90

80
Index
x

70

60

50

40

30

20

10

0
0.00 0.50 1.00 1.50 2.00 2.50 3.00
Pscav

© MAN Diesel 13
 Torque limiter

T
Torque limit
li it

140

130

120

110

100

90

80
Index

70

60

50

40

30

20

10

0
0 10 20 30 40 50 60 70 80 90 100 110 120
RPM

© MAN Diesel 14
10K98MC C & 6S35MC on the same testbed
10K98MC-C

L/74236-1.0/0402 (3000/OG) © MAN Diesel 15

 MAN Diesel
Shop Test Performance:
Engine Running-in
•Safety check
•Running-in engine component especially cylinder liner and piston rings
•Confirmation of various engine components
•Check of engine timing and T/C matching
j
•Adjustment of engine
g timing
g as necessary
y
Confirmation test:
•Confirmation of the engine performance parameters
•Engine performance check at 25,
25 50,
50 75,
75 90,
90 100 and 110% load
•NOx Measurement
Official Shop test:
•Demonstrate
D t t the
th engine
i performance
f for
f Class
Cl and
dOOwner
•Demonstration of various safety equipment
•NOx Measurements (Combustion chamber and fuel gear equipment)
•Shop test report including relevant reference curves.

© MAN Diesel 16
 Engine Performance curves:

Engine (shop test)

performance curve

© MAN Diesel 17
 IMO - Annex VI of Marpol 73/78

NOx and SOx regulation into force from May 19th 2005

NOx SOx
Only for ships with keel laying after Max. Sulphur content in fuel 4.5 %
January 1st 2000
Maximum Allowable NOx Emission for Marine
Diesel Engines
18.0
Later the HFO sulphur content will be
17.0

reduced to max. 1.5% in restricted

x (g/kWh)

16.0
15.0

areas SECA ( Baltic Sea )

14.0
13.0
NOx

12.0
11.0
10.0
0 50 100 150 200 250 300 350

Rated engine speed (RPM)

xxxxxx.2005.04.04 (4100/PHP) © MAN Diesel 18

 Two types of technical files

U ifi d ttechnical
Unified h i l file
fil Technical file based on
adjustments
Check of components Check of components
Measure performance values Check of adjustment of engine
MAN Diesel has developed the NOx Even if components and adjustment are
function which is embedded in a spread within the tolerances the engine may not
sheet, whereby you easily can document be in compliance.
compliance.

xxxxxx.2005.04.04 (4100/PHP) © MAN Diesel 19

IMO - Procedure for Annex VI approval
Owner’s responsibilities for Annex VI approval
Decide to use the MAN B&W Diesel unified technical file.
Maintain the engine in accordance with the instruction books and IMO requirements
Keep and update the on board Record Book
Calibrate sensors and gauges used in the survey
Survey the engine on board and apply for future certificates

Licensee’s responsibilities for EIAPP Certificate

Marking of components in accordance with MAN B&W Diesel specifications
Performance testing of all engines to verify compliance with IMO Annex VI and emission
testing of parent engines on test bed under survey conditions
Preparing the technical file for an EIAPP certificate

Yard’s responsibilities for IAPP Certificate:

Assist or p
perform the initial engine
g survey
y on board
Apply for the vessel certificate ( IAPP )

xxxxxx.2005.04.04 (4100/PHP) © MAN Diesel 20

 IMO - Annex VI of Marpol 73/78
On board performance check
On-board survey
Table 1: Input Measured data
Load (%)
Date: 93 75 0 0
Ambient pressure mbar 999 999
Compression pressure bar 129 107.4
Maximum pressure bar 141.1 125.4
Compressor inlet temperature °C 28.2 27.5
Scavenging air temperature °C 37 33
Sea water inlet temperature °C 28 26
Turbine back pressure mmWC 180 70
Scavenging air pressure bar 2.78 1.99
Power kW 19500 15740
Engine speed r/min 110 100.1
Turbocharger speed r/min 13548 12069

Table 2: Output Load (%)

Measured values 100 75 50 25
Pscav @ ISO ambient barabs 3.06
Pmax @ ISO ambient barabs 143.6 127.4
Pcomp @ ISO ambient barabs 140.7 110.1
Tscav °C 38.4 33.0
Pback mmWC 213.1 70
ΔPower % 0.2
Limit values
Pmax, maximum barabs 144.0 133.0
Pcomp, minimum barabs 132.0 102.0
Tscav, maximum °C 54 46.0
Pback, maximum mmWC 450 340.0
ΔP
ΔPower, maximum
i (f
(for guidance
id only)
l ) % 5
Compliance
Pmax yes yes
Pcomp yes yes
Tscav yes yes
Pback yes yes
Power deviation < 5%
IMO NOx E3 cycle value
Estimated NOx - On-board Survey g/kWh 11.79 13.57 13.72 12.73 12.98
Parent engine ISO corr. NOx g/kWh 13.35 15.37 15.53 14.41 14.75
ISO NOx at max tolerances g/kWh 14.45 16.41 16.56 15.41 15.80

xxxxxx.2005.04.04 (4100/PHP) © MAN Diesel 21

 IMO Annex VI of Marpol 73/78
Unified technical file (UTF)

Advantages:
g
Technical files equal for all licensees. Required by ship-owners.
Onboard survey
y by
y engine
g p
performance readings
g and component
p
check.
Remarks:
Some engine builders have in the past used a component setting tolerance
method instead of engine performance. If the operator adjust the engine, the
engine
g might
g be out of compliance
p using
g this method.
The ship owner should check the supplied TF for Component ID numbers. If the
UTF is not followed – it will be much more difficult for the owners to purchase
spare parts
t in
i the
th future
f t and
d still
till b
be iin compliance
li with
ith A
Annex VI
We suggest that all owners check the TF and contact MAN B&W Diesel to clarify
any
a yp
problems.
ob e s

xxxxxx.2005.04.04 (4100/PHP) © MAN Diesel 22

Shop test preperation for ME-Engine (FAT)

Programme for Factory Acceptance Test

MAN B&W ME Engine Control System

Engine type: MAN B&W ME
Participants:
Owner
Shipyard
Class
Engine builder
MAN B&W Copenhagen

© MAN Diesel 23
Shop test preperation for ME-Engine (FAT)

FAT
1. Confirm adjustment of hydraulic pressure safety valve
2. Manual test of system by-pass valve via MOP (fixed driven pumps only)
3. Test of cylinder lube slow down sensor
Lube oil level *
4. Test of HPS shut down sensors
Large oil leakage
Low inlet oil pressure
5
5. T t off h
Test hydraulic
d li main
i pumps
Pump response test
6. Test of hydraulic start up pumps
Pressure build up time with one pump running
Pressure build up time with both pumps running
7. Test of double pipe (50 - 60 - 70 ME engines)
Version with test valve 333
Version without test valve
8. Test of double pipe (80 - 90 - 98 ME engines)
Version with test valve 333
Version without test valve
*) If actual plant is fitted with lube oil flow sensor this test is omitted.
Each test case is described in the following tables:

© MAN Diesel 24
Shop test preperation for ME
ME-Engine
Engine (FAT)

© MAN Diesel 25
Shop test preperation for ME-Engine (FAT)

© MAN Diesel 26
Shop test preperation for ME-Engine (FAT)

© MAN Diesel 27
Shop test preperation for ME-Engine (FAT)

© MAN Diesel 28
Shop test perperation for ME-Engine
ME Engine (FAT)

© MAN Diesel 29
 MAN Diesel

Performance
Observation
Sheet

© MAN Diesel 30
 MAN Diesel

• Why is engine performance interesting ?

• Performance observations
• Performance Evaluation
• Conclusion

© MAN Diesel 31
 MAN Diesel

• Early discovery of problems

• Planning Maintenance
• Avoiding unscheduled stops
Leading to:
• Less Work
• Less Cost

© MAN Diesel 32
 MAN Diesel

• Time based
Calendar time
Running hours
• Obse
Observation
at o based
• Breakdown

© MAN Diesel 33
 MAN Diesel

Examples:
• Calendar time: Inspection of bearings
• Running hours: Overhaul of exhaust valve
• Observation: Fuel Pump cam

© MAN Diesel 34
 MAN Diesel

C
Constantly
t tl
Alarm, Slow down, Shut down
Daily
Basic Performance observations
Every Month
Full Performance, including
indicator cards

© MAN Diesel 35
 MAN Diesel

• Why is engine performance interesting ?

• Performance observations
• Performance Evaluation
• Conclusion

© MAN Diesel 36
 MAN Diesel

Be very keen on getting

• All readings
di
• Reliable readings

- Use local instruments

- Check gauges against
Calibrated ones
- U-tube Manometers to be
tight
- Check Cocks/valves for flow
- Replace malfunctioning
gauges and
instruments
- No water in tube bends

© MAN Diesel 37
 MAN Diesel

Pressure drop over

turbocharger intake filter

© MAN Diesel 38
 MAN Diesel

Scavenging air temperature

© MAN Diesel 39
 MAN Diesel

Scavenging air and

exhaust receiver
pressures.

© MAN Diesel 40
 MAN Diesel

Pressure drop over

S
Scavenge Ai Cooler
Air C l

∆PCooler

© MAN Diesel 41
 MAN B&W Diesel A/S

Exhaust
E h t gas temperature
t t
after Turbochager as
well back-pressure
measurement.

© MAN Diesel 42
 MAN Diesel

Indicator Cock:
For taking
indicator cards
and/or using
PMI indicator

© MAN Diesel 43
 MAN Diesel
Charge air Cooler

Measure:
• Cooling Water inlet temp.
• Cooling Water outlet temp.
• Scav. Air temp. before Cooler
• Scav.
Scav Air temp.
temp after Cooler
• Pressure drop over Cooler

To evaluate the performance of the air cooler the following 3 parameters

must be evaluated:
1) Temp. diff. Air outlet and water inlet. A typical value is 10 deg. C.
2) Cooling Water Temperature Difference.
Difference A typical value is 7 deg.
deg C

© MAN Diesel 44
 MAN Diesel
Condensate Amount

Example:
91 % Load
80 % Humidity
Tropical Conditions

68 tons condensate per

day

© MAN Diesel 45
 MAN Diesel

• Why is engine performance interesting ?

• Performance observations
• Performance Evaluation
• Conclusion

© MAN Diesel 46
MAN Diesel

I di
Indicator C d
Card

© MAN Diesel 47
 MAN Diesel

Mean Indicated Pressure

A
Pi = Pe= π/4 • D2 • S • n/60 • Pe• 1/7355
L • CS

A: Area from planimetering [mm2] D: Cylinder Diameter [m]

L: Length of indicator diagram [mm] S: Stroke [m]
CS: Spring Constant [mm/bar]

Mean Effective Pe = k2 • n • pe
pressure
k2 = 2.3319 for S70MC
Pe = Pi - 1 bar

Mechanical Losses

© MAN Diesel 48
 Engine Performance Data

Engine
g data information's
obtained from local readings
together with PMI
measurements.

© MAN Diesel 49
 Engine Performance Observation

Measured engine data corrected to

ISO condition.

ISO Reference Ambient Conditions:

• Air inlet temperature: 25 °C
C
• Cooling water inlet temp. 25 °C

Corrections:
• Exhaust temperature after valves
• Scavenging air pressure
• Compression pressure
• Maximum pressure

© MAN Diesel 50
 Reference Performance curves:

Engine (shoptest)
performance curve
compared with sea trial
obtained PMI
measurements.

© MAN Diesel 51
© MAN Diesel 52
 MAN Diesel
Specific Fuel Consumption
Example
Engine Power Pe: 15600 bhp
Consumption Co: 7 125 m3 over 3 hours
7.125
Fuel, temp at measuring point: 119 °C
Fuel, Specific gravity at 15 °C: 0.9364 g/cm3
Fuel, Sulphur content: 3%

Density at 119 °C : 0.9364-0.068 = 0.8684 g/cm3

Co • ρ119 • 106 7.125 • 0.8684 • 106

SFOC = = = 132.2 g/bhph
h • Pe 3 • 15600

Correction for Calorific Value: 132.2 40,700

42,707 = 126 g/bhph
Testbed value equal to 10.200
10 200 kcal/kg

© MAN Diesel 53
 MAN Diesel

Fuel Density correction for temperature

© MAN Diesel 54
MAN Diesel

Calorific Value of
Fuel

© MAN Diesel 55
 MAN Diesel

• Why is engine performance interesting ?

• Performance observations
• Performance Evaluation
• Conclusion

© MAN Diesel 56
 MAN Diesel

Action:
p the MAN Diesel recommended maintenance schedule
•Keep
•Observe any abnormality by daily checks of engine parameters.
•Maintain full engine performance report every month
•Evaluate all obtained engine data carefully and compare with earlier data and shop
test data.

Benefits:
•Safe and reliable engine.
•Low maintenances cost.
E i engine
•Economic i performance
f

© MAN Diesel 57
Always
y be alert
- don’t wait for
things to find
you!!
you

© MAN Diesel 58
MAN Diesel

PMI System

© MAN Diesel 59
MAN Diesel

I di
Indicator C d
Card

© MAN Diesel 60
PMI System

© MAN Diesel 61
 PMI: Cylinder Pressure Analyser

User friendly
One person operated tool
Easy to use

L/3330100 0304/03 (2160/PZS) © MAN Diesel 62

 The Stationary PMI System

Designed for
Two-stroke diesel engines

L/3330101 0304/03 (2160/PZS) © MAN Diesel 63

 PMI System

Portable Crankshaft Pick

Pick-up
up

© MAN Diesel 64
 PMI System

Encoder arrangement
In connection with
Alpha
Lubricator and PMI
(Same signals)

© MAN Diesel 65
PMI measurement

© MAN Diesel 66
PMI System Output - Adjustment Suggestion

Recommended Recommended
load adjustment timing adjustment

L/70636-5.1/0400 (2443/SVK)

© MAN Diesel 67
PMI System Output: Cylinder Balance

L/70635-3.1/0400 (2443/SVK) © MAN Diesel 68

Cylinder balance PMI

© MAN Diesel 69
PT diagram

© MAN Diesel 70
PT diagram
g

© MAN Diesel 71
PV diagram

© MAN Diesel 72
PMI System Output: Cylinder Balance

TBO/2300 2004.03.27 © MAN Diesel 73

Mean values - Pmax,
Pmax Pcomp

© MAN Diesel 74
Mean values - Pi

© MAN Diesel 75
 Engine Performance Data

Engine
g data information
obtained from local readings
together with PMI
measurements.

© MAN Diesel 76
 Engine Performance Observation

Measured engine data corrected to

ISO condition.

ISO Reference Ambient Conditions:

• Air inlet temperature: 25 °C
C
• Cooling water inlet temp. 25 °C

Corrections:
• Exhaust temperature after valves
• Scavenging air pressure
• Compression pressure
• Maximum pressure

© MAN Diesel 77
 Reference Performance curves:

Engine (shoptest)
performance curve
compared with sea trial
obtained PMI
measurements.

© MAN Diesel 78
 Sea Trial Confirmation

Sea trial engine performance:

•Engine running-up program
•Check of various engine limitations integrated into vessel’s governor and safety system
•Engine starting attempts Ahead/Astern
•Crash stop manoeuvring
•Reference engine performance curves, at various engine loads. .
•Engine performance (Engine power contra vessel speed)
•Commissioning and check of other engine related components, such as
•Alpha Lubricator System
•Cylinder
C li d cut-out system
•Axial Vibration Damper (AVD)
•Torsion Vibration Damper (TVD)
•PMI Equipment (0-diagrams
•PMI-Equipment (0 diagrams and E
E-diagrams)
diagrams)
•Engine top-bracing adjustment
•T/C wet and/or dry-cleaning

© MAN Diesel 79
User interface: Exhaust valve adjustments

Adjustment of exhaust
valve closing time

Adjustment of
exhaust valve
opening time

© MAN Diesel 80
 Exhaust valve open/close

Exhaust valve movement

80

70

60
Early closing
50
Late closing
mm

40 Early opening
Late opening
30
Reference
20

10

0
90 110 130 150 170 190 210 230 250 270 290
Dg C
Dg. C. A
A.

© MAN Diesel 81
User interface: Engine > Operation

© MAN Diesel 82
 User interface:
Process Information > Speed Control

© MAN Diesel 83
User interface: Fuel index adjustment

Index offset at 100 % load

Index offset at 0 % load

Individual Chief limiter

© MAN Diesel 84
 User interface:
Adjustment of maximum pressure

Timing of fuel injection

(corresponding to VIT adjustment on the MC
engine)

© MAN Diesel 85
User interface: Exhaust valve adjustments

Adjustment of exhaust valve

closing time

Adjustment of exhaust valve

opening time

© MAN Diesel 86
 User interface:
Adj t
Adjustment
t off cylinder
li d oil
il lubrication
l b i ti

© MAN Diesel 87
 User interface:
Maintenance > System View,
View I/O Test

© MAN Diesel 88
 User interface:
Maintenance > System View,
View I/O Test

© MAN Diesel 89
 User interface: Maintenance -
System View,
View I/O Test > ECU-A,
ECU A Channel
Channel-32
32

© MAN Diesel 90
Low Load Operation

© MAN Diesel 91
 Low Container Ship Speeds

Wh ?
Why? Bunker fuel price

ƒ Rising fuel prices (HFO currently $600/t)

ƒ Reduced fuel consumption
ƒ Reduced emissions

Why not?
ƒ Increased sailing time

Brent Crude price

© MAN Diesel 92
 Relative Propulsion Power Needed for a Large
Container Vessel Shown as a Function of Ship Speed

Relative propulsion power needed

%
120

How slow? 110

ƒ 25 knots refers to 100% relative propulsion 100

power
90
ƒ A reduction of 5 knots
knots, will result in 41%
propulsion power requirement 80

70

60

50

40

30
18 19 20 21 22 23 24 25 26 knot
Ship speed

© MAN Diesel 93
 Reduced Fuel Consumption at Low Load
Operation for Large Container Vessels

MC/MC-C and ME/ME-C Engines

Relative fuel consumption/costs per n mile
%
100

90

ƒ MC/MC-C engines
80 require
i 2h2hrs per d
day
at least 75% load
70 MC/MC-C ƒME/ME-C engines
require 2hrs per
60 ME/ME-C
week at least 75%
l d
load
50

40
17 18 19 20 21 22 23 24 25 knot
Ship speed

© MAN Diesel 94
 Methods of Engine Application
for a reduced Service Speed

Method Advantage Disadvantage

1. Ch
1 Choose a lless Ch
Cheaper initial
i iti l iinvestment
t t Limits
Li it speed
d for
f entire
ti
powerful engine ship life
2. Derate a new g
Significant SFOC reduction Typically
yp y limits speed
p for
engine entire ship life
3. Part load optimised Lower SFOC at part load; Not available on some
Ship is able to sail at engines
increased speed if required
4. Apply a ”Low Load” Can be applied in service; Not available on some
mode possible for continuous engines
operation <20% SMCR
with p
precautions

© MAN Diesel 95
 Engine Application

Power

MP

2 Heavy propeller curve - Engine

g margin
g
fouled hull and heavy weather (10% of MP)
SP
6 Light propeller curve - PD´
clean hull and calm weather Sea margin
(15% of PD)
MP Specified
MP: S ifi d propulsion
l i MCR point
i t PD
SP: Service propulsion point
PD: Propeller design point
PD`: Alternative propeller design point
LR: Light running factor
HR: Heavy running 2 6 HR

Engine speed

© MAN Diesel 96
 1 Choosing a Less Powerful engine
1.

= SMCR point
A = 100% Speed
B = 92% Speed ~80% SMCR Power

L1

= Engine 1
L3
= Engine 2
L1 L2

ƒ Smaller engine, reduced

L3 L4
installation space
ƒ Reduced initial investment L2

ƒ Permanent solution, limited to L4

lower design speed for entire
Engine Speed
ship life
B A
© MAN Diesel 97
 Methods of Engine Application
for a reduced Service Speed

Method Advantage Disadvantage

1. Ch
1 Choose a lless Ch
Cheaper initial
i iti l iinvestment
t t Limits
Li it speed
d for
f entire
ti
powerful engine ship life
2. Derate a new g
Significant SFOC* Typically
yp y limits speed
p for
engine reduction entire ship life
3. Part load optimised Lower SFOC at part load; Not available on some
Ship is able to sail at engines
increased speed if required
4. Apply a ”Low Load” Can be applied in service; Not available on some
mode possible for continuous engines
operation in
* Specific Fuel Oil Consumption <20% SMCR
g/kWh with p
precautions

© MAN Diesel 98
 2 Derate a New Engine
2.

kW
ƒ Typically
T i ll iinvolves
l 75,000 74,760 kW
increasing the number of Engine layout diagrams

ated
cylinders or choosing a 70,000 12K98ME7

Dera
higher mark number, and 68,530 kW
then reducing the shaft
65,000
power output
p p by y various 11K98ME7
62 300 kW
62,300
means
60,000
= de-rating with same FPP to 10K98ME7
reduce engine speed to 91.3rpm

= de-rating with different FPP 55,000 90 r/min 97 r/min

to maintain engine speed

ƒ Complete engine system designed around de-rated engine

ƒTypically a permanent solution
ƒ More engine installation space required (if increasing number of cylinders)
© MAN Diesel 99
 SFOC Reduction by Derating a K98ME7 Engine

ƒ SFOC curves for 10, 11, and

g/kWh SFOC curves
12 cylinder versions of the K98
175 SMCR = 62,300 kW x 97 r/min
engine shown for SMCR Matching point = 100% SMCR
LCV = 42,700 kJ/kg
ƒTotal saving of 5.8g/kWh Nominal
170
equates to an annual fuel cost
saving of $1M/yr Derated
165 10K98ME7
Derated
11K98ME7
160
12K98ME7

155
20 30 40 50 60 70 80 90 100 % SMCR

© MAN Diesel 100

 Methods of Engine Application
for a reduced Service Speed

Method Advantage Disadvantage

1. Ch
1 Choose a lless Ch
Cheaper initial
i iti l iinvestment
t t Limits
Li it speed
d for
f entire
ti
powerful engine ship life
2. Derate a new g
Significant SFOC reduction Typically
yp y limits speed
p for
engine entire ship life
3. Part load optimised Lower SFOC at part load; Not available on some
Ship is able to sail at engines
increased speed if required
4. Apply a ”Low Load” Can be applied in service; Not available on some
mode possible for continuous engines
operation <20% SMCR
with p
precautions

© MAN Diesel 101

 3 Part Load Optimisation
3.

ƒ Optimising/Matching point to
be selected
b l t d considering
id i th the
average ship service speed

ƒInvolves TC matching,
compression volume (shims),
exhaust g gas valve timing,
g, and
fuel injection

© MAN Diesel 102

ƒDe
De-rating
rating / part load optimising

© MAN Diesel 103

•Turbo charger cut out

© MAN Diesel 104

Reduced SFOC for Part Load Optimisation of ME/ME-C
Engines when Operating in Economy Mode

Economy mode:
S = Continuous 174

Service Rating: MC/MC-C

MC/MC C 100% SMCR optimised
3-4g/kWh
ME/ME-C 100% SMCR optimised

ƒ SME is 70% of 3-4g/kWh

ME/ME-C Part load optimised

Optimising
p g Point for
FOC
168
SF
ME engines SMC
ƒ SMC is 80% of SME
Optimising Point for 162
20 30 40 50 60 70 80 90 100 110 % SMCR
MC engines Engine shaft power

ƒIncrease in SFOC reduction when operating below ~70% engine power

© MAN Diesel 105

 Methods of Engine Application
for a reduced Service Speed

Method Advantage Disadvantage

1. Ch
1 Choose a lless Ch
Cheaper initial
i iti l iinvestment
t t Limits
Li it speed
d for
f entire
ti
powerful engine ship life
2. Derate a new g
Significant SFOC reduction Typically
yp y limits speed
p for
engine entire ship life
3. Part load optimised Lower SFOC at part load; Not available on some
Ship is able to sail at engines
increased speed if required
4. Future possibility to Could be applied in Would not available on
apply a ”Low Load” service; possible for some engines
mode continuous operation
<20% SMCR with
precautions

© MAN Diesel 106

 4 Application of Low Load Mode
4.

= SMCR point
p
A = 100% Speed = Low Load area
B = 70% Speed (~30%
SMCR) Power

ƒ Would only be available on L1

L3 L2
electronically controlled
L4
engines (ME/ME-C)
ƒ Could be applied
pp in service
ƒ Changes injection timings
and exhaust gas valve
actuation for specific Low Load
area
ƒNot yet confirmed by Engine Speed
Classification
B A
© MAN Diesel 107
 Reduced SFOC for Low Load Mode
of ME/ME-C Engines

ƒ Further increase in SFOC reduction when operating

p g in low load areas
ƒ Typically 1-2g/kWh reduction for low load area
ƒ Increased SFOC when operating at high loads; 1-2g/kWh
1 2g/kWh increase at
100% SMCR
174

1-2g/kWh
ME/ME-C Economy mode
1-2g/kWh ME/ME-C Low load mode
SFOC
C

168

162
20 30 40 50 60 70 80 90 100 110 % SMCR
Engine shaft power

© MAN Diesel 108

 Part Load Optimisation & Low Load Mode

ƒ Combined effect of a p
part load optimised
p engine
g and
utilisation of a low load mode
ƒ Gives a total SFOC reduction in low load areas of 4-6g/kWh

© MAN Diesel 109

Reduced Fuel Consumption at Low Load
Operation for Large Container Vessels

12K98MC C6 and
12K98MC-C6 d 12K98ME
12K98ME-C6,
C6 SMCR = 68
68,520
520 kW att 104 r/min
/ i

© MAN Diesel 110

ƒConsiderations regarding boiler types

Smoke tube boilers

ƒ Limited soot deposits in the tubes
- High velosity of exhaust gas
- Smooth gas passage
- Limited demand for cleaning

Water tube boiler with fins

ƒ More prone to soot deposits on fins and tubes
- Low
L velosity
l it off th
the exhaust
h t gas
- Risk for boiler fires and melting down
- Frequent soot blasting important

© MAN Diesel 111

 Technical Problems
Operating at low speed can create
problems,, such as:
p
ƒ Deposting of of soot particles in exhaust
gas boiler resulting in burning/melting
tubes
ƒ Build up of soot in Turbocharger,
requiring more frequent cleaning, or
reduced efficiency
ƒ Cutting in/out of auxiliary blowers

© MAN Diesel 112

 Exhaust valve spindels -
Increased burn rate during ”Low
Low Load
Load”

ƒIn few cases has been observed increased

burning rate in the bottom of the exhaust valve
spindle after permanent ”low load” service

© MAN Diesel 113

 Technical Solutions

For MC engines:
ƒ Increase engine load to above 75% Solenoid valve
Group 2
for 1hour, every 12hours Solenoid valve
Group 1 Without cylinder cut-out

ƒ Introduction of slides valves

ƒ Cylinder cut-out system for Air supply
7 bar

manoeuvring
i b below
l 40% speed
d With cylinder cut-out

ƒ Exhaust gas boiler bypass for loads

<40%
For ME engines:
ƒ Increase engine load to above 75%
for 2hours, every week
ƒ Exhaust g
gas boiler bypass
yp for loads
<40%

© MAN Diesel 114

 Technical Solutions

ƒ Fuel Valves

ƒConventional fuel valve ƒMini-sac valve ƒSlide-type fuel valve

ƒSac volume 1690 mm3 ƒSac 520 mm3 ƒSac volume 0 mm3
© MAN Diesel 115
 Cylinder Oil Regulation at Low Load

ƒ For engines with Alpha

lubricator (lubrication as a
function of engine load),
significant savings can also be
made
d on cylinder
li d llube
b oilil
consumption
ƒ 80% MCR results in reduction
of 50% ~$165,000/yr

© MAN Diesel 116

 Service experience with low load operation

ƒTest on a 9K98MEC engine with Slide Valves

ƒDuration of the test was 7 days on 30% Load

ƒLoad up every 4’th day to >75 % Load

© MAN Diesel 117

 Low load test on 9K98ME-C
9K98ME C

Scavenge Air Receiver Inspections

At sea after 4 days at 30% load At port after 7 days at 30 % and

few hours at 47-50% load

© MAN Diesel 118

Low load test on 9K98ME-C
9K98ME C

Economiser after 7 days

y 30 % load test

© MAN Diesel 119

 Service experience with low load operation

ƒTest on a 12K90MC engine with Slide Valves

ƒDuration of the test was 16 days on 20- 22 % Load

ƒLoad up every 2’nd day to >75 % Load

© MAN Diesel 120

 ƒLow Load Service

ƒNormal Service 40-75 % Load ƒLow Load Service 20-22 % Load

ƒInspection
p after normal service and then after 2 days
y ”low load” test

© MAN Diesel 121

 ƒLow Load Service

ƒNormal Service 40-75 % Load ƒLow Load Service 20-22 % Load

ƒInspection after normal service and then after 2 days ”low load” test

© MAN Diesel 122

 Low Load Service

ƒNormal Service 40-75 % Load ƒLow Load Service 20-22 % Load

ƒInspection
p after normal service and then after 2 days
y test

© MAN Diesel 123

 Low Load Service

ƒNormal Service 40-75 % Load ƒLow Load Service 20-22 % Load

ƒInspection
p after normal service and then after 2 days
y test

© MAN Diesel 124

 Low Load Service

ƒNormal Service 40-75 % Load ƒLow Load Service 20-22 % Load

ƒInspection after normal service and then after 2 days ”low load” test

© MAN Diesel 125

 Low Load Service

ƒNormal Service 40-75 % Load ƒLow Load Service 20-22 % Load

ƒInspection after normal service and then after 2 days ”low load” test

© MAN Diesel 126

 Low Load Service

ƒNormal Service 40-75 % Load ƒLow Load Service 20-22 % Load

ƒInspection after normal service and then after 2 days ”low load” test

© MAN Diesel 127

 Low Load Service

ƒNormal Service 40-75 % Load ƒLow Load Service 20-22 % Load

ƒInspection after normal service and then after 2 days ”low load” test

© MAN Diesel 128

 Low Load Service

ƒNormal Service 40-75 % Load ƒLow Load Service 20-22 % Load

ƒInspection after normal service and then after 2 days ”low load” test

© MAN Diesel 129