Influence of Ambient Temperature Conditions

Main engine operation of MAN B&W two-stroke engines

Influence of Ambient Temperature Conditions

Contents

Introduction ................................................................................................. 5 Chapter 1 .................................................................................................... 5 Temperature Restrictions and Load-up Procedures at Start of Engine .............. 5 Start of warm engine normal load-up procedures .................................. 5 Start of cold engine exceptional load-up procedures ............................. 6 Preheating during standstill periods ......................................................... 6 Jacket cooling water systems with a built-in preheater ............................. 7 Preheater capacity .................................................................................. 7 Chapter 2 .................................................................................................... 8 Engine Room Ventilation ............................................................................... 8 Air temperature ....................................................................................... 8 Air supply ............................................................................................... 9 Air pressure .......................................................................................... 10 Chapter 3 .................................................................................................. 11 Ambient Temperature Operation and Matching ........................................... 11 Standard ambient temperature matched engine .................................... 11 Non-standard ambient temperature matched engine ............................. 12 Design recommendations for operation at extremely low air temperature ....... 15 Closing Remarks ........................................................................................ 17

MAN B&W Diesel

Influence of Ambient Temperature Conditions 3

Influence of Ambient Temperature Conditions

Influence of Ambient Temperature Conditions Main engine operation of MAN B&W two-stroke engines

Introduction
Diesel engines used as prime movers on ships are exposed to the varying climatic temperature conditions that prevail in different parts of the world, and must therefore be able to operate under all ambient conditions from winter to summer and from arctic to tropical areas. As the temperature variations on the surface of the sea are rather limited, the diesel engine will not normally be exposed to really extreme temperatures. However, the changes that do occur in the ambient conditions will, among other things, cause a change in the specific fuel oil consumption, the exhaust gas amount and the exhaust gas temperature of the diesel engine. These changes are already described in our Project Guides and will therefore not be discussed in this paper. Also the scavenge air, compression and maximum firing pressures of the diesel engine will change with climatic changes and, at very low ambient air temperatures, unrestricted engine operation requires adjustments of individual engine parameters.

This paper describes our recommendations of load-up procedures on engine start-up, the supply of ventilation air to the engine room and engine operation under normal, high and extremely low ambient temperature conditions. The paper is divided into three chapters which, in principle, may be read independently of each other. Thus, Chapter 3 is more or less a copy of our paper Ambient Tempair temperature as a common parameter. The three chapters are entitled:

Chapter 1 Temperature Restrictions and Load-up Procedures at Start of Engine

In order to protect the engine against cold corrosion attacks on the cylinder liners, some minimum temperature restrictions and load-up procedures have to be considered before starting the engine. Below stated load-up procedures are valid for MAN B&W two-stroke engines with a cylinder bore greater or equal to 80 cm, and may with benefit also be applied for engines with a smaller bore. However, if needed, the existing loadup programme recommendation (from 90% to 100% in 30 minutes) is still valid for engines with bore sizes from 70 cm and down.

Temperature Restrictions and Loadup Procedures at Start of Engine

Engine Room Ventilation Ambient Temperature Operation and Matching

Note: The below recommendations are based on the assumption that the engine has already been well run in. Start of warm engine normal loadup procedures As a summary, the load-up procedures recommended for normal start of engine are shown in Fig. 1. Recommended start of engine at normal engine load operation Fixed pitch propellers Normally, a minimum engine jacket water temperature of 50oC is recommended before the engine may be started and run up gradually from 80% to 90% of specified MCR speed (SMCR rpm). during 30 minutes. SMCR = Specified Maximum Continuos Rating.

MAN B&W Diesel

rpm

= revolutions per minute

Influence of Ambient Temperature Conditions

Start of warm engine (normal load-up procedures) Required jacket water temperature at normal start of engine: minimum 50oC FPP: Fixed Pitch Propeller CPP: Controllable Pitch Propeller Recommended start of engine 1. at normal engine load operation A. Run up slowly B. Run up slowly, (minimum 30 min) C. Run up slowly, (minimum 60 min) minimum temp. 50oC FPP From 0% up to 80% SMCR speed CPP From 0% up to 50% SMCR power FPP From 80% up to 90% SMCR speed CPP From 50% up to 75% SMCR power FPP From 90% up to 100% SMCR speed CPP From 75% up to 100% SMCR power

Start of cold engine exceptional load-up procedures As a summary, the load-up procedures recommended for exceptional start of cold engine are shown in Fig. 2. Fixed pitch propellers In exceptional circumstances where it is not possible to comply with the abovementioned normal recommendations, a minimum of 20oC can be accepted before the engine is started and run up slowly to 80% of SMCR rpm. Before exceeding 80% SMCR rpm, a minimum jacket water temperature of 50oC should be obtained before the above-described normal start load-up procedure may be continued. Controllable Pitch Propellers In exceptional circumstances where it is not possible to comply with the abovementioned normal recommendations, a minimum of 20oC can be accepted before the engine is started and run up slowly to 50% of SMCR power. Before exceeding 50% SMCR power, a minimum jacket water temperature of 50oC should be obtained before the above described normal start load-up procedure may be continued.

2. at normal very low engine load operation A. Run up slowly If normally 10% to 40% engine low load operation (slide fuel valves needed) extra slowly load-up procedure is recommended: minimum 30 min from 10% to 40% load and minimum 60 min from 40% to 75% load

Fig. 1: Temperature restrictions and load-up procedures at normal start of engine

For running-up between 90% and 100% of SMCR rpm, it is recommended that the speed be increased slowly over a period of 60 minutes. Controllable Pitch Propellers Normally, a minimum engine jacket water temperature of 50oC is recommended before the engine may be started and run up gradually from 50% to 75% of specified MCR load (SMCR power) during 30 minutes.

For running-up between 75% and 100% of SMCR power, it is recommended that the load be increased slowly over a period of 60 minutes. Recommended start of engine at normal very low engine load operation For engines normally running at 10% to 40% engine low load operation an extra slowly load-up procedure is recommended compared with above described load-up procedures, and is also shown in Fig. 1.

Start of cold engine (exceptional load-up procedures) Required jacket water temperature at start of cold engine: minimum 20 o C FPP: Fixed Pitch Propeller CPP: Controllable Pitch Propeller Recommended start of engine at normal engine load operation A. Run up slowly B. Run up slowly, (minimum 30 min) C. Run up slowly, (minimum 60 min) Minimum temp. 20oC Minimum temp. 50oC FPP From 0% up to 80% SMCR speed CPP From 0% up to 50% SMCR power FPP From 80% up to 90% SMCR speed CPP From 50% up to 75% SMCR power FPP From 90% up to 100% SMCR speed CPP From 75% up to 100% SMCR power

The time period required for increasing the jacket water temperature from 20C to 50C depends on the amount of water in the jacket cooling water system, and on the engine load. Preheating during standstill periods During short stays in ports (i.e. less than 4-5 days), it is recommended to keep the engine preheated, the purpose be-

Fig. 2: Temperature restrictions and load-up procedures at start of cold engine in exceptional cases

Influence of Ambient Temperature Conditions

For system B, the preheater and circulating pump are placed in parallel with the jacket water main pumps, and the
Preheater Preheater bypass

water flow direction is the same as for the jacket cooling water system. In both cases, the preheater operation is controlled by a temperature sensor after the preheater. Preheater capacity

Preheater pump

Jacket water main pumps Diesel engine Direction of main water flow Direction of preheater circulating water flow

When a preheater is installed in the jacket cooling water system, as shown in Figs. 3 and 4, the preheater pump capacity, should be about 10% of the jacket water main pump capacity. Based on experience, it is recommended that the pressure drop across the preheater should be approx. 0.2 bar. The preheater pump

Fig. 3: Preheating of jacket cooling water system System A

ing to prevent temperature variations in the engine structure and corresponding variations in thermal expansions, and thus the risk of leakages. The jacket cooling water outlet temperature should be kept as high as possible (max. 75-80C), and should before start-up be increased to at least 50C, either by means of the auxiliary engine cooling water, or by means of a built-in preheater in the jacket cooling water system, or a combination of both. Jacket cooling water systems with a built-in preheater For two different jacket water preheater systems, A and B, the positioning of a preheater in the jacket cooling water system is shown schematically in Figs. 3 and 4, respectively. For system A, the circulating water flow is divided into two branches, one going through the engine and one going

side the engine. As the arrows indicate, the preheater water flows in the opposite direction through the engine, compared with the main jacket water flow. As the water inlet is at the top of the engine, the engine preheating is more effective in this way.

and the jacket water main pump should be electrically interlocked to avoid the risk of simultaneous operation. The preheater capacity depends on the required preheating time and the required temperature increase of the

Preheater

Preheater pump Preheater bypass

Jacket water main pumps Diesel engine

Fig. 4: Preheating of jacket cooling water system System B

MAN B&W Diesel

through the cooling water system out-

Influence of Ambient Temperature Conditions

engine jacket water. The temperature and time relationship is shown in Fig. 5. The relationship is almost the same for all engine types. If a temperature increase of for example 35C (from 15C to 50C) is required, a preheater capacity of about 1% of the engines nominal MCR power is required to obtain a preheating time of 12 hours.

based on the assumption that, at the start of preheating, the engine and engine room are of equal temperatures. It is assumed that the temperature will increase uniformly all over the engine structure during preheating, for which reason steel masses and engine surfaces in the lower part of the engine are also included in the calculation. The results of the preheating calcula-

Chapter 2 Engine Room Ventilation

In addition to providing sufficient air for combustion purposes in the main engine, auxiliary diesel engines, fuel fired boiler, etc., the engine room ventilation system should be designed to remove the radiation and convection heat from the main engine, auxiliary engines, boilers and other components. A sufficient amount of ventilation air should be supplied and exhausted through suitably protected openings arranged in such a way that these openings can be used in all weather conditions. Care should be taken to

When sailing in arctic areas, the required temperature increase may be higher, possibly 45C or even higher, and therefore a larger preheater capacity is required. The curves in Fig. 5 are

tions may therefore be somewhat conservative.

Temperature increase of jacket water

o

Preheater capacity in % of nominal MCR power 0.75%

ensure that no seawater can be drawn into the ventilation air intakes. Furthermore, the ventilation air inlet should be placed at an appropriate distance from the exhaust gas funnel in order to avoid the suction of exhaust gas into the engine room. Major dust and dirt particles can foul air coolers and increase the wear of combustion chamber components. Accordingly, the air supplied to the engine must be cleaned by appropriate filters. The size of particles passing through the air intake filter should not exceed 5m.

C 60 50 40 30 20 10 0 0

1.50% 1.25% 1.00%

10

20

30

40

50

60 70 hours Preheating time

An example of an engine room ventilation system, where ventilation fans blow air into the engine room via air ducts, is shown in Fig. 6. Air temperature Measurements show that the ambient air intake temperature (from deck) at sea will be within 1 to 3C of the seawater

The temperature increase and corresponding preheating time curves are shown for the different preheater sizes indicated in % of nominal MCR power
Fig. 5: Preheating of diesel engine

Influence of Ambient Temperature Conditions

Air outlet

Engine room ventilation fans Air inlet

der normal air temperature conditions, the air inlet temperature to the turbocharger is only 1-3C higher than the ambient outside air temperature. This means that the turbocharger suction air temperature will not be higher than about 39 + 3 = 42C (ref. 36C S.W.), say 45C. For arctic running conditions, a ducted air intake system directly to the turbocharger can be an advantage in order to maintain sufficiently high temperatures for the crew in the engine room. With a ducted air intake, the turbochargers

Air inlet

ME AE AE AE

intake air temperature may be assumed to be approximately equal to the ambient outside air temperature.

ME: Main engine AE: Auxiliary engines Main ducts for supply of combustion air
Fig. 6: Engine room ventilation system

Air supply In the case of a low speed two-stroke diesel engine installed in a spacious engine room, the capacity of the ventilation system should be such that the ventilation air to the engine room is at least 1.5 times the total air consumption of the main engine, auxiliary engines, boiler, etc., all at specified maximum con-

temperature, i.e. max. 35C for 32C seawater, and max. 39C for 36C seawater.

thus reducing the air supply to and thereby the venting of the engine room.

tinuous rating (SMCR). As a rule of thumb, the minimum en-

This means that the average air temMeasurements also show that, in a normal ventilation air intake system, where combustion air is taken directly from the engine room of a ship, the engine room temperature is normally 10-12C higher than the ambient outside air temperature. This temperature difference is even higher for winter ambient air temperatures, see Fig. 7. In general, the engine room temperature should never be below 5C, which is ensured by stopping Since the air ventilation ducts for a normal air intake system are placed near the turbochargers, the air inlet temperature to the turbochargers will be lower than the engine room temperature. Unperature in a ventilated engine room will not be lower than 5C and not higher than 39 + 12 = 51C, say 55C (ref. 36C S.W.), as often used as maximum temperature for design of the engine room components.

gine room ventilation air amount corresponds to about 1.75 times the air consumption of the main engine at SMCR. Accordingly, 2.0 times the air consumption of the main engine at SMCR may be sufficient. On the other hand, for a compact engine room with a small two-stroke diesel engine, the above factor of 1.5 is recommended to be higher, at least 2.0, because the radiation and convection heat losses from the engine are relatively

MAN B&W Diesel

one or more of the air ventilation fans,

Influence of Ambient Temperature Conditions

Engine room temperature TER and difference DT

o

Air pressure The air in the engine room should have a slightly positive pressure, but should not be more than about 5 mm WC (Water Column) above the outside pressure at the air outlets in the funnel. Accommodation quarters will normally have a somewhat higher over-pressure, so as to prevent oil fumes from the engine room penetrating through door(s) into the accommodation. The ventilation air can be supplied, for

C 60 50 40 30 20 10

TER

DT D = TER Tamb. Amb. air temp. Tamb.

example, by fans of the low-pressure axial and high-pressure centrifugal or

o

0 20 0 20 40 C The engine room temperature TER and the engine room/ambient air temperature difference DT are shown as functions of the ambient air temperature Tamb
Fig. 7: Engine room temperature

axial types. The required pressure head of the supply fans depends on the resistance in the air ducts. All ventilation air is normally delivered by low-pressure air supply fans which, to obtain sufficient air ventilation in all corners of the engine room, may require extensive ducting and a pressure head as stated below.

greater than from large two-stroke engines, and because it may be difficult to achieve an optimum air distribution in a small engine room. To obtain a correct supply of air for the main engines combustion process, about 50% of the ventilation air should be blown in at the top of the main engine, near the air intake to the turbochargers, as shown in Fig. 6. Otherwise, this can have a negative effect on the main engine performance. Thus, the maximum firing pressure will be reduced by 2.2% for every 10C the turbocharger air intake temperature is raised, and the fuel consumption will go up by 0.7%.

Furthermore, a correct air supply near the turbochargers will reduce the deterioration of the turbocharger air filters (from oil fumes, etc., in the engine room air), and a too draughty engine room can be avoided. Moreover, a sufficient amount of air should be supplied to areas with a high heat dissipation rate in order to ensure that all the heat is removed, for instance around auxiliary engines/generators and boilers. Ventilation ducts for these areas are not shown in Fig. 6. In the winter time, the amount of air needed to remove the radiation/convection heat from the engine room may be lower. For further information, please consult engine room ventilation standard ISO 8861: 1998 (E). Low-pressure fans, p = 60-100 mm WC

10 Influence of Ambient Temperature Conditions

Chapter 3 Ambient Temperature Operation and Matching

Standard ambient temperature matched engine Standard unrestricted service demands For a standard main engine, the engine layout is based on the ambient reference conditions of the International Standard Organization (ISO): ISO 3046-1:2002(E) and ISO 15550:2002(E): ISO ambient reference conditions Barometric pressure: Turbocharger air intake temperature: Charge air coolant temperature: Relative air humidity: 1,000 mbar 25C 25C 30%

The above tropical ambient relative humidity of 60% at 45C is theoretically the absolute limit at which it is possible for humans to survive. The corresponding wet bulb temperature is 36.8C. MAN Diesel & Turbo has never measured levels above 50% at 45C, and humidity levels above standard tropical ambient conditions will never occur. When applying the central cooling water system which, today, is more commonly used than the seawater system, the corresponding central cooling water/scavenge air coolant temperature is 4C higher than the seawater temperature, i.e. equal to 36C.

specific fuel oil consumption (SFOC) will increase by approx. 2 g/kWh, see Fig. 8. Any obtained gain in reduced electric power consumption, therefore, will be more than lost in additional fuel costs of the main engine. The above ISO, tropical and winter ambient reference conditions are used by MAN Diesel & Turbo for ships, and MAN B&W two-stroke engines comply with the above rules. MAN B&W engines matched according to the above rules are able to operate continuously up to 100% SMCR in the air temperature range between about

-10 and 45C.

Often the engine room temperature is mi-

The winter ambient reference conditions used as standard for MAN B&W two-stroke engines are as follows: Winter ambient reference conditions

staken for being equal to the turbocharger air intake temperature. However, since the air ventilation duct outlets for a normal air intake system are placed near the turbochargers, the air inlet temperature to the turbochargers will be very close to the ambient outside air temperature.

With this layout basis, the engine must be able to operate in unrestricted service, i.e. up to 100% Specified Maximum Continuous Rating (SMCR), within the typical ambient temperature range that the ship is exposed to, operating from tropical to low winter ambient conditions.

Barometric pressure: Turbocharger air intake temperature: Cooling water temperature: (minimum for lub. oil cooler) Relative air humidity:

1,000 mbar 10C 10C 60%

Under normal air temperature conditions, the air inlet temperature to the turbocharger is only 1-3C higher than the ambient outside air temperature.

Shipyards often specify a constant According to the International Association of Classification Societies (IACS) rule M28, the upper requirement, normally referred to as tropical ambient reference conditions, is as follows: IACS M28 (1978): Tropical ambient reference conditions Barometric pressure: Air temperature: Seawater temperature: Relative air humidity: 1,000 mbar 45C 32C 60% However, when operating with 36C cooling water instead of for example 10C (to the scavenge air cooler), the (maximum) central cooling water temperature of 36C, not only for tropical ambient conditions, but also for winter ambient conditions. The purpose is to reduce the seawater pump flow rate when possible, and thereby to reduce the electric power consumption, and/ or to reduce the water condensation in the air coolers.
40 50 60 70 80 90 100% SMCR Engine shaft power 2 g/kWh 36C C.W 10C C.W SFOC g/kWh Turbocharger air intake temperature: 10C

MAN B&W Diesel

Fig. 8: Influence on SFOC of the cooling water (scavenge air coolant) temperature

Influence of Ambient Temperature Conditions 11

The classification society rules often specify an engine room air temperature of 0-55C as the basis for the design of the engine room components. The 55C is the temperature used when approving engine room components. This, however, must not be mistaken for the above tropical air intake temperature of 45C specified when related to the capacity or effect of the machinery. In recent years, owners/shipyards have sometimes required unrestricted service on special maximum ambient temperatures higher than the tropical ambient temperatures specified by IACS M28. In such cases, the main engine has to be special high temperature matched, as described later in this paper. Furthermore, operation in arctic areas with extremely low air temperatures has also sometimes been required by owners/ shipyards, and the measures to be taken are also described later in this paper. Operating at high seawater temperature with standard matched engine An increase of the seawater temperature and, thereby, the scavenge air temperature has a negative impact on the heat load conditions in the combustion chamber. Therefore, all MAN B&W two-stroke engines for marine applications have an alarm set point of 55C for the scavenge air temperature for protection of the engine, as described later. For a standard ambient temperature matched engine operating at an increased seawater temperature existing in some inland, gulf, bay and harbour areas, the maximum power output of the engine should be reduced to an

engine load resulting in a scavenge air temperature below the level of the scavenge air temperature alarm.

lower or higher scavenge air pressures, respectively, and vice versa. An increase of, for example, 5C of the

Nevertheless, the engines obtainable load level will in all cases be much higher than required to ensure a safe manoeuvrability (4-6 knots) of the ship even at an extreme seawater temperature of for example 42C. When sailing in, for example, the harbour area during manoeuvring, the engine load will normally be relatively low (15-30% SMCR), and the corresponding scavenge air temperature will then only be slightly higher than the scavenge air coolant temperature. Therefore, a seawater temperature as high as for example 42C in harbour areas is not considered a problem for the main engine, and a special temperature matching is not needed under these operating conditions. In general, when sailing in areas with a high seawater temperature, it is possible to operate the standard ambient temperature matched main engine at any load as long as the scavenge air temperature alarm limit is not reached. If the alarm is activated, the engine load has to be reduced. Non-standard ambient temperature matched engine If unrestricted loads are desired in a temperature range different from the standard, different matching possibilities are available. Engine matching for non-standard air temperature conditions Usually, higher or lower turbocharger air intake temperatures may result in

tropical air temperature from standard 45C to special 50C will result in a too low scavenge air pressure at 50C. However, the pressure reduction can be compensated for by specifying a correspondingly higher (turbocharger) scavenge air pressure at ISO ambient reference conditions. This involves that the engine, instead of being matched for the ISO-based design air temperature of 25C, has to be matched for the 25 + 5 = 30C turbocharger air intake temperature. The original ISO-based heat load conditions will then almost be obtained for this higher design air temperature. The principles for standard and special high (or low) ambient air temperature matched engines are shown in Fig. 9. At the other end of the air temperature range, the increase of 5C of the design air intake temperature will involve a too high scavenge air pressure when operating at -10C. Operation below

-10 + 5 = -5C will then only be possible when installing a variable exhaust gas bypass valve system for low air temperatures, as described later. Fig. 9 may in a similar way also be used to explain a special low temperature matched engine. For example, if the standard tropical air temperature needed is reduced by 10C, from 45C to 35C, the engine matching design air temperature can be reduced to 25 10 = 15C.

12 Influence of Ambient Temperature Conditions

Turbocharger air intake temperature

65 60 55 50 45 40 35 30 25 20 15 10 5 0 -5 -10 -15 -20 -25 -30 -35 -40 -45 -50 Up to 100% SMCR running is not allowed Up to 100% SMCR running is allowed Up to 100% SMCR running only allowed when low ambient temperature exhaust gas bypass (C1+2) is installed Min. Lowest ambient air temperature Min. -10 C Special design temperature ISO based design layout Max.

Standard ISO temperature matched engine Special Low temperature matched engine
Special tropical temperature Max. 45 C Normal tropical temperature

Special High temperature matched engine

Max. Special tropical temperature

Standard design Temperature ISO 25 C

ISO design layout For engine loads higher than 30% SMCR a low scavenge air coolant temperature is recommended (Giving low SFOC and low scav. air press.) Normal min. ambient air temperature

Special design temperature

ISO based design layout

Min.

Lowest ambient air temperature

Possible low ambient air temperature exhaust gas bypass for operation under extremely low ambient temperature conditions

Low ambient air temperature exhaust gas bypass will be needed below min. temperature

Fig. 9: Principles for standard and special high (or low) ambient air temperature matched engines

MAN B&W Diesel

Influence of Ambient Temperature Conditions 13

This involves that the exhaust gas temperature will increase by about 16C compared with a standard ISO temperature matched engine, whereas the SFOC will increase. Engine matching for high tropical seawater temperature conditions For long time operation in an area with high tropical seawater temperatures, the following should be observed. An increase in the seawater temperature and, thereby, of the scavenge air coolant temperature will involve a similar increase in the scavenge air temperature, which has a negative impact

on the combustion chamber temperatures. Therefore, for all marine applications, an alarm set point of 55C for the scavenge air temperature is applied for protection of the engine. The standard marine scavenge air cooler is specified with a maximum 12C temperature difference between the cooling water inlet and the scavenge air outlet at 100% SMCR, which gives a maximum scavenge air temperature of 36 + 12 = 48C for the scavenge air cooler layout and, accordingly, a margin of 7C to the scavenge air temperature alarm limit of 55C.

A temperature difference of 8C is considered to be the lowest possible temperature difference to be used for a realistic specification of a scavenge air cooler. Accordingly, the 48 8 = 40C is the maximum acceptable scavenge air coolant temperature for a central cooling water system, see the principles for layout of the scavenge air cooler in Fig. 10. The demand for an increased tropical scavenge air coolant (central cooling water) temperature of up to 40C, therefore, can be compensated for by a reduced design temperature difference of the scavenge air cooler. This can be obtained by means of an increased wa-

Standard ISO temperature matched engine Temperature C

Standard 55 C 56 54 52 50 Standard 48 C 48 46 44 42 40 38 Standard 36 C 36 34 Standard 32 C 32 30 28 Standard basis 25 C 26 24 22 ISO based scavenge air coolant temperature ISO design layout Standard tropical scavenge air coolant temperature Standard tropical seawater temperature Maximum scavenge air temperature at 100% SMCR

Special high temperature matched engine Special air cooler design

Scavenge air temperature limit Max. 55 C

Standard air cooler design

Scavenge air temperature limit

Maximum scavenge air temperature at 100% SMCR

Max. 48 C

High tropical scavenge air coolant temperature High tropical seawater temperature

Max. 40 C

Max. 36 C

Up to 100% SMCR running is not allowed (scavenge air) Up to 100% SMCR running is allowed (scavenge air)

High scavenge air coolant temperature

ISO based design layout

Max. 29 C

Up to 100% SMCR running is allowed (scavenge air coolant/central cooling water) Up to 100% SMCR running is allowed (seawater)

Fig. 10: Principles for layout of scavenge air cooler for standard and special high scavenge air coolant temperature (illustrated for a central cooling water system)

14 Influence of Ambient Temperature Conditions

ter flow and/or a bigger scavenge air cooler. Design recommendations for operation at extremely low air temperature When a standard ambient temperature matched main engine on a ship occasionally operates under arctic conditions with low turbocharger air intake temperatures, the density of the air will be too high. As a result, the scavenge air pressure, the compression pressure and the maximum firing pressure will be too high. In order to prevent such excessive pressures under low ambient air temperature conditions, the turbocharger air inlet temperature should be kept as high as possible (by heating, if possible).

For the electronically controlled ME engine (ME/ME-C/ME-B), the load-dependent bypass control can be incorporated in the Engine Control System (ECS) as an add-on. Engine load, fuel index and scavenge air pressure signals are already available for the ME software and, therefore, additional measuring devices are not needed for ME engines. In general, a turbocharger with a normal layout can be used in connection with an exhaust gas bypass. However, in a few cases a turbocharger modification may be needed.

The exhaust gas bypass system ensures that when the engine is running at part load at low ambient air temperatures, the load-dependent scavenge air pressure is close to the corresponding pressure on the scavenge air pressure curve which is valid for ISO ambient conditions. When the scavenge air pressure exceeds the read-in ISO-based scavenge air pressure curve, the bypass valve will variably open and, irrespective of the ambient conditions, ensure that the engine is not overloaded. At the same time, it will keep the exhaust gas temperature relatively high.

Air intake casing Exhaust gas bypass Exhaust gas system

Furthermore, the scavenge air coolant (cooling water) temperature should be kept as low as possible and/or the engine power in service should be reduced. However, for an inlet air temperature below approx. 10C, some engine design precautions have to be taken. Main precautions for extreme low air temperature operation With a load-dependent exhaust gas bypass system (standard MAN Diesel & Turbo recommendation for extreme low air temperature operation), as shown in Fig. 11, part of the exhaust gas bypasses the turbocharger turbine, giving less energy to the compressor, thus reducing the air supply and scavenge air pressure to the engine.

Exhaust gas receiver B Turbine

1 C1+2 D1 Scavenge air receiver D2 Diesel engine 2 Scavenge air cooler

Turbocharge r

Compressor

Exhaust gas bypass valve Controlled by the scavenge air pressure

C1+2 Control device Ensures that the load dependent scavenge air pressure does not exceed the corresponding ISO based pressure D D1 D2 Required electric measuring device Scavenge air pressure Engine speed and engine load

Fig. 11: Standard load-dependent low ambient air temperature exhaust gas bypass system

MAN B&W Diesel

Influence of Ambient Temperature Conditions 15

The latest generations of turbochargers with variable flow, e.g. the VTA (Variable Turbine Area) system from MAN Diesel & Turbo, can replace the variable bypass and ensure the same scavenge air pressure control. Other low temperature precautions Low ambient air temperature and low seawater temperature conditions come together. The cooling water inlet temperature to the lube oil cooler should not be lower than 10C, as otherwise the viscosity of the oil in the cooler will be too high, and the heat transfer inadequate. This means that some of the cooling water should be recirculated to keep up the temperature. Furthermore, to keep the lube oil viscosity low enough to ensure proper suction conditions in the lube oil pump, it may be advisable to install heating coils near the suction pipe in the lube oil bottom tank. The following additional modifications of the standard design practice should be considered as well:

Different grades of lubricating oil for turbochargers

However, if the ship is with ice class notation 1A super and the main engine has to be reversed for going astern (Fixed Pitch Propeller), the starting air compressors must be able to charge the starting air receivers within half an hour, instead of one hour, i.e. the compressors must be the double in size compared to normal. For other special ice class notations, the engines need to be checked individually.

Space heaters for electric motors Sea chests must be arranged so that blocking with ice is avoided.

Ships with ice class notation For ships with the Finnish-Swedish ice class notation 1C, 1B, 1A and even 1A super or similar, all MAN B&W two-stroke diesel engines meet the ice class demands, i.e. there will be no changes to the main engines.

Steam production kg/h 2,500 6S60MC-C7/ME-C7 SMCR = 13,560 kW at 105 r/min Air intake temperature: 0 C Cooling water temperature: 10C 2,000 Surplus steam Total steam production, without bypass 1,500 Steam consumption Extra steam needed Total steam production, with exhaust gas bypass

Larger electric heaters for the cylinder lubricators or other cylinder oil ancillary equipment

1,000

Cylinder oil pipes to be further heat traced/insulated

500

Upgraded steam tracing of fuel oil pipes

40

50

60

70

80

90

100% SMCR Engine shaft power

Increased preheater capacity for jacket water during standstill

Fig. 12: Expected steam production by exhaust gas boiler at winter ambient conditions (0 C air) for main engine 6S60MC-C7/ME-C7 with/without a load-dependent low air temperature exhaust gas bypass system

16 Influence of Ambient Temperature Conditions

The exhaust gas bypass system to be applied is independent of the ice classes, and only depends on how low the specified ambient air temperature is expected to be. However, if the ship is specified with a high ice class like 1A super, it is advisable to make preparations for, or install, an exhaust gas bypass system. Increased steam production in wintertime During normal operation at low ambient temperatures, the exhaust gas temperature after the turbochargers will decrease by about 1.6C for each 1.0C reduction of the intake air temperature. The load-dependent exhaust gas bypass system will ensure that the exhaust gas temperature after the turbochargers will fall by only about 0.3C per 1.0C drop in the intake air temperature, thus enabling the exhaust gas boiler to produce more steam under cold ambient temperature conditions. Irrespective of whether a bypass system is installed or not, the exhaust gas boiler steam production at ISO ambient conditions (25C air and 25C C.W.) or higher ambient temperature conditions, will be the same, whereas in wintertime the steam production may be relatively increased, as the scavenge air pressure is controlled by the bypass valve. As an example, Fig. 12 shows the influence of the load-dependent exhaust gas bypass system on the steam production when the engine is operated in wintertime, with an ambient air temperature of 0C and a scavenge air cooling water temperature of 10C. The calculations have been made for a 6S60MC-C7/ME-C7 engine equipped

having an exhaust gas temperature of 245C at SMCR and ISO ambient conditions. Fig. 12 shows that in wintertime, it is questionable whether an engine without a bypass will meet the ship's steam demand for heating purposes (indicated for bulk carrier or tanker), whereas with a load-dependent exhaust gas bypass system, the engine can meet the steam demand.

Closing Remarks
Diesel engines installed in ocean-going ships are often exposed to different climatic temperature conditions because of the ships trading pattern, but as the temperature variations on the sea surface are normally relatively limited, the engines will normally be able to operate worldwide in unrestricted service without any precautions being taken. Even if the ship has to sail in very cold areas, the MAN B&W two-stroke engines can, as this paper illustrates, also operate under such conditions without any problems as long as special low temperature precautions are taken. The use of the standard load-dependent low ambient air temperature exhaust gas bypass system may as an additional benefit also improve the exhaust gas heat utilisation when running at low ambient air temperatures. Furthermore, at the other end of the temperature scale, if the ship should need to sail in unrestricted service in areas with very high ambient air temperatures, higher than 45C, this will also be possible provided a high temperature matching of the engine is applied. Even when sailing should be needed at very high seawater temperatures, this will be possible provided a specially designed scavenge air cooler is installed on the diesel engine.

MAN B&W Diesel

with a high-efficiency turbocharger, i.e.

Influence of Ambient Temperature Conditions 17

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 Copyright MAN Diesel & Turbo Subject to modification in the interest of technical progress. 5510-0074-00ppr Aug. 2010 Printed in Denmark

MAN Diesel & Turbo Teglholmsgade 41 2450 Copenhagen SV, Denmark Phone +45 33 85 11 00 Fax +45 33 85 10 30 info-cph@mandieselturbo.com www.mandieselturbo.com