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Contents
Introduction.................................................................................................. 5
ME/ME-C Engines ........................................................................................ 6
Part Load Optimisation, ME/ME-C Engines.................................................... 7
Low Load Mode ........................................................................................... 8
Low Load Operation with MC/MC-C Engines................................................. 9
Part Load Optimisation, MC/MC-C Engines................................................. 11
Cylinder Lubrication at Low Load................................................................ 12
Derating...................................................................................................... 12
Derating is possible for ME/ME-C as well as for MC/MC-C engines.............. 13
Conclusion.................................................................................................. 14
Introduction
Recently, fuel oil prices have risen to
unprecedented levels, bringing fuel oil
consumption of diesel engines more
into focus than for a long time. At the
110
100
80
70
60
50
40
30
18
19
20
21
22
23
24
25
26 knot
Ship speed
Fig. 1: Relative propulsion power needed for a large container vessel shown as a function of ship speed
on top of that, it must be able to operate at low loads for long periods. This is
the situation that vessels in service are
letter SL07-480.
ship speed:
is expected to be 4 g/kWh.
software.
controlled counterparts.
emissions.
ME/ME-C Engines
Para-
Engine
meters
power
SFOC
Fuel
Ope-
Fuel
Ship
Sailed
Fuel con-
Fuel costs
Relative
con-
rating
con-
speed
distance
sumpt.
pr n mile
fuel cost
sumpt.
time
sumpt.
per n mile
per n mile
Mode
% SMCR
g/kWh
t/24h
h/week
t/week
knot
n mile/week
kg/n mile
USD/n mile
Standard
90.0
167.5
263.3
168
1843.3
25.0
4200
439
219
100.0
12K98MC-C6
Low
75.01
165.1
216.2
14
126.1
23.0
Load
30.0
174.0
91.2
+154
+585.0
18.5
711.1
18.52
3108
17.9
23.0
+626.4
18.5
644.3
18.52
runn.
168
229
114
52.1
12K98ME-C6
Low
75.01
163.6
214.4
Load
30.0
172.8
90.6
+166
runn.
168
3108
207
103.6
47.3
1. Including temporary load increase of up to 75% SMCR at low load operation. Ref. service letter SL07-480/SBE, June 2007
2. During 75% running load, the ship will often sail a longer curved/circular path instead of straight ahead. Therefore, no ship speed increase is assumed when calculating sailed distance (even if a longer sailed distance is assumed there will still be significant fuel cost
savings)
- SFOC refers to LCV = 42,700 kJ/kg
- Fuel consumption refers to LCV = 40,200 kJ/kg
- Fuel price used is 500 USD/t
Fig. 2a: Example of reduced fuel consumption at low load operation for large container vessels with 12K98MC-C6 and12K98ME-C6, SMCR = 68,520 kW at
104 r/min
90
80
70
MC/MC-C
ME/ME-C
60
50
40
17
18
19
20
21
22
23
24
25 knot
Ship speed
Fig. 2b: Reduced fuel consumption at low load operation for large container vessels with MC/MC-C and
ME/ME-C engines
loads.
parameters.
economy mode.
engine is delivered.
when compared to the obtainable reference full load economy mode SFOC.
The SFOC increase in the high and full
load area will also be up to 4 g/kWh
Economy mode:
MC/MC-C 100% SMCR optimised
ME/ME-C 100% SMCR optimised
ME/ME-C Part load optimised
174
when compared to the obtainable reference full load economy mode SFOC
that the obtainable reference full load
3-4g/kWh
SFOC
3-4g/kWh
168
162
20
30
40
50
60
70
80
Engine shaft power
90
100
110 % SMCR
Fig. 3a: Reduced SFOC for part load optimisation of ME/ME-C engines when operating in Economy
mode
Engine Load
Exh. boiler
Slide valves
by-pass
Cylinder
Low load
cut-out
mode possible
> 40%
Not required
Standard
Not needed
Yes
20 40%
Yes, recommended
Standard
Not needed
Yes
< 20%
Yes, required
Standard
Not needed
Yes
This option can be applied if the vessel has schedules planned where low
and part load operation is foreseen. An
example could be a container vessel
requiring low load on certain legs of
its route.
The SFOC reduction in the low and part
load areas will in such case be an additional 1-2 g/kWh (see Fig. 3b) compared to the obtainable reference economy mode, and the SFOC increase in
the high and full load area will also be
1-2 g/kWh when compared to the obtainable reference economy mode.
174
1-2g/kWh
168
SFOC
1-2g/kWh
162
20
30
40
50
60
70
Engine Load
80
90
100
110 % SMCR
Fig. 3b: Reduced SFOC for low load mode of ME/ME-C engines
174
1-2g/kWh
3-4g/kWh
3-4g/kWh
1-2g/kWh
168
1-2g/kWh
162
20
30
40
50
60
70
80
Engine shaft power
90
100
110 % SMCR
Fig. 3c: Reduced SFOC for part load optimisation with low load mode, and 100% SMCR optimised with
low load mode for ME/ME-C engines
Fig. 4: Example of a high temperature fire in a water tube type exhaust gas boiler
removed.
special countermeasures.
long-term
operation,
preparations
charger.
Depending on the boiler configuration,
10
at low load:
considered.
be obtained by re-matching.
iary blowers.
Solenoid valve
Group 1
Solenoid valve
Group 2
r/min
40.00
Min. r/min = 16
30.00
r/min
20.00
10.00
Air supply
7 bar
Index
0.00
0:30
2:30
3:30
4:30
5:30
6:30 min:s
5:30
6:30 min:s
r/min
40.00
30.00
1:30
Min. r/min = 13
r/min
20.00
10.00
Index
0.00
0:30
1:30
2:30
3:30
4:30
11
Reduction factor
0.9
0.8
0.7
0.6
0.5
0.4
0.3
0.2
0.1
50
55
60
65
70
Derating
be seen in Fig. 6.
Slide valves
Cylinder cut-out
> 40%
Not required
Recommended
Not required
20 40%
Yes, recommended
Yes, recommended
Not required
< 20%
Yes, required
Yes, required
Yes, recommended*
* Only at extreme low load (less than 40% MCR-rpm). This is mainly relevant for tankers during so-called
lightering service, or low load leaving/entering harbour of container ships.
12
75
80
85
90
95 100
RPM, % of MCR
75,000
74,760 kW
70,000
12K98ME7
68,530 kW
Derated
65,000
11K98ME7
62,300 kW
60,000
10K98ME7
55,000
90 r/min
g/kWh
SFOC curves
175
97 r/min
Nominal
170
Derated
165
10K98ME7
Derated
11K98ME7
160
12K98ME7
considered.
155
% SMCR
20
30
40
50
60
70
80
90
100
13
Conclusion
nical counterparts.
clean
14
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. CopyrightMAN Diesel & Turbo.
5510-0038-02ppr May 2014 Printed in Denmark