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Gas mode:
Otto principle Low-pressure gas admission Pilot diesel injection
Diesel mode:
Diesel principle Diesel injection
Gas manifold Main fuel quill pipe Pilot fuel quill pipe Gas bellows Fine filter Gas valve
Gas nozzle
Pilot fuel common rail 900bar Main fuel injection pipe Main fuel injection pump Inlet valve Twin nozzle injection valve
Compared to single-wall gas piping, the requirements to the ships engine room with respect to gas detection, ventilation, etc., become less stringent with double-wall gas piping, making the engine room less complex and thus cheaper to build.
1.4 MW 1.6 MW 2.7 MW 4.0 MW 5.4 MW 7.2 MW 9.0 MW 5.85 MW 7.8 MW 8.8 MW 11.7 MW 15.6 MW 17.55 MW 5 10 15
Higher output for 60Hz / Main engines
20DF
34DF
Fuel flexibility
Gas LFO (DF) Bio Fuel HFO (TF)
50DF
Wrtsil 50DF
Contents
No loss of power or speed at sudden transfer from gas to MDO (example 18V50DF, 17.1MW)
Dual-Fuel advantages
Main advantages of the Dual-Fuel 4-stroke engine compared to SG (spark ignited): Simple mechanical propulsion application Full power available in both fuel operation modes Load application capability Load application capability is equal between dual-fuel and SG Dual-fuel can change to liquid fuel in case instant abnormal high load / unload
requirement (no shut-down)
Changeover point can be programmed to suit application
Improves safety
100
90
Engine 80 speed 70 60 50 40
30 20
10 0
Time
SG
Wrtsil Mika Ojutkangas pres Y Bui 15 06 2011
DF
LNG
MDO
Mid Term Both paths are not selected to the same vessel due to SCR PM Trap Other Long Term Fuel Cell, New technology
Wrtsil Mika Ojutkangas pres Y Bui 15 06 2011
The DF engines will only use gas fuel inside ECA areas Safety and reliability of the traditional diesel engine remain
LNG
MDO
No SCR unit
No SOx Scrubber
LNG
MDO/HFO
HFO can be used to extend range ensure availability of fuel improve total economy
LNG
MDO/HFO
Contents
SYSTEM INTEGRATION
LNGPac
A complete and modularized solution for LNG fuelled ships
A. Storage tanks B. Evaporators C. Dual-Fuel Main engine D. Dual-Fuel Aux engines E. Bunkering station(s) F. Integrated control system
Wrtsil Mika Ojutkangas pres Y Bui 15 06 2011
A C
A GVU is located between the LNG storage system and the engine Max. recommended distance from engine is 10 m
Installations today
Forced ventilation Single wall fuel gas pipe Double wall fuel gas pipe Gas safe area Gas hazardous area
gas sa e area
Air in *
Air out
Main features
Can be located in the same engine room still being compliant with IGC and (future) IGF codes. Integrated ventilation system when combined with LNGPac Compact design and easy installation Lower total investment cost compared to a conventional GVU installation Is delivered in a containerized form (plug-and-play concept)
T E
P T
P T
P T
Forced ventilation Double wall fuel gas pipe Gas safe area Enclosure
Saved space: -GVU room -Airlock between the GVU room and the engine room Savings -Less Ex certified equipment -Easy installation at yard, ready module
Contents
TARBIT PROJECT
Vessel delivery date Vessel typology Owner Ship Builder Flag Class 17.09.2007 25'000 dwt Chemical tanker Tarbit Shipping AB Shanghai Edward Shipbuilding Co Ltd Sweden Germanischer Lloyd
20 May 2011
DWT GT Displacement Length p.p. Length o.a. Keel To Mast Height Draught Breadth Extreme Breadth Moulded Speed
24783 ton 17757 ton 33788 ton 166.99 m 177.02 m 44.85 m 9.7 m 26.3 m 26 m 16 kn
Main facts
Conversion partially financed by Norwegian Nringslivets Hovedorganisasjon (Confederation of Norwegian Business and Industry) Designed by Wrtsil Ship Design (former Skipskonsulent )
PTO 1500 kW
Tomorrow
2 x 6LW50DF 5700 kW each
First Dual-Fuel engine in Mechanical drive application First LNGPac delivered by Wrtsil First Gas Valve Unit in enclosure
LNGPac LNG
Scope of conversion
Scope of supply
Ship Design Engine conversion Gas tanks; LNGPac system (2 x 500m3) Gas piping (single and double walled) Bunkering system Gas supply units Torque meter for power measurement Exhaust system Fire-fighting upgrade Gas detection system Electrical system
Additional
NOx measurement during sea trial DF and LNGPac training for personnel
Placement of equipment
LNG tanks
Placement of equipment
LNG pipes
Water/Glycol
LNG tanks
Cold box
Placement of equipment
Ventilation
LNG
GVU
Placement of equipment
GVU
GVU
References
Sold engine conversions worldwide
Project Name
Tintrofa Almeida Tearfil Century Power Denizli Cerestar Batamindo I Batamindo II
Country
Portugal Portugal Portugal Pakistan Turkey German Indonesia Indonesia
Year
2004 2004 2005 2005 2006 2006 2005 2006 1x 1x 1x 3x 1x 1x 5x 7x
Conversion type
12V32 HFO 12V34SG 12V32 HFO 12V32DFc 12V32 HFO 12V32DFc 12V32 HFO 12V32DFc 16V46 HFO 16V50DF 16V46 HFO 16V50DF 18V32 HFO 18V32DFc 18V32 HFO 18V32DFc
Status
Finalized Finalized Finalized Finalized Finalized Finalized Finalized Finalized
Batamindo III
Arenko Crescent Textile Mills Bilag Lucky Cement Lucky Cement Gera Manuara Christino Roha Aksa Takna Cengiz
Indonesia
Turkey Pakistan India Pakistan Pakistan Brazil Brazil Brazil Turkey Peru Turkey
2007
2006 2007 2007 2008 2008 2009 2009 2009 2009 2009 2010
4x
2x 1x 1x 3x 7x 5x 5x 5x 6x 4x 7x
Finalized
Finalized Finalized Finalized Finalized Finalized Ongoing Ongoing Ongoing Ongoing Finalized Ongoing
NewordersannouncedSept.2010
Power plant 28 installations 84 engines >640 000 running hours LNG carriers >68 installations 254 engines > 900000 running hours OSV - FPSO 8 installations 28 engines >226 000 running hours