ABB Turbocharging

CIMAC NMA Norge 2014ABB Turbocharging

Thiel Christian 24.09.2014

CIMAC NMA Norge 2014

§ ABB Turbocharging in Norway

§ A200-L for two stroke engines

§ Engine tunings – high pressure tuning method

§ Retrofit and upgrades – 4 stroke

Agenda

© ABB GroupOctober 2, 2014 | Slide 2


§ ABB NO-SE-DK merged 2013

Ø ABB Scandinavia

§ Main station Oslo

§ 39 employees

§ Service engineers

§ Service coordinators

§ Logistics

§ Reconditioning

§ Sales/ New building

ABB Turbocharging in Norway

© ABB Group

October 2, 2014 | Slide 3

ABB servicestations

TromsøOperative end

2014ABB servicestations andsales office


A200-L the dedicatedturbocharger for 2 stroke

engines

A200-L – The next 2-stroke generation


© ABB Group / Turbocharging

CIMAC NMA Norge 2014A200-L – The next 2-stroke generation


© ABB Group / Turbocharging

modified

new

new

new

A200-L

1995 2000 2005 2010 2015

2009New generation

A100-L

2013New generation

A200-L

1999New generation

TPL-B

2011Upgrade

A100-L37

A100-LTPL-B

CIMAC NMA Norge 2014The 6 key effects of A200-L


• UP with pressure ratio

• UP with volume flow

• UP with efficiency

• DOWN with first cost

• DOWN with service cost

• DOWN with fuel consumption

CIMAC NMA Norge 2014The way we made A200-L


A100-L37

A200-L

-8%

-14%

A100-L35 The original 2009

Introduced 2011

Introduced 2013

CIMAC NMA Norge 2014How we made the A200-L


modified

new

new

new

CIMAC NMA Norge 2014Illustrations for constant output


A275-L

Ø -20% product costØ -25% maintenance costs

A180-L35

Same output


§ Continuous high performance from dry-dock to dry-dock

§ One intermediate visual inspection of key components

§ Smart and compact design for easy maintenance

§ Optimized features

§ Integrated lubrication oil tank

§ Integrated bearing design

§ Improved labyrinths for minimum air blow-by and oil blow-by

§ Improved compressor and turbine cleaning devices

A200-L service concept



§ Large number of turbocharger

§ 1’400 A100-L units

§ 400 A200-L units

Ask for A200-L

A200-L referances



Tunings for 2- stroke engines§ New vessels optimized for real operating conditions

§ Slow steaming

§ De-ratating

§ Engine tunigns

HPT for MAN engines



§ Why engine tuning and what’s that?

§ Engine optimizing for lowest fuel consumption at agiven intended load profile of the vessel.

§ Optimized for high-load (90-100%)

§ Optimized for part-load (70-90%)

§ Optimized for low-load (0-70%)

§ Engine adjustments with shims, timing, coolers, etc.,

§ Optimized ABB turbocharger specifications

HPT for MAN engines


CIMAC NMA Norge 2014HPT for MAN engines


100%95%90%85%80%75%70%65%60%55%50%45%40%High Load Tuning 161,4160,2159,2158,5157,9157,6157,4158,2159,3160,5161,8163,2164,6Part Load HPT 162,9161,7160,7158,7156,9156,1155,2155,2156,3157,5158,8160,2161,6Low Load HPT 162,9161,7160,7159,2157,9157,1154,7153,2154,3155,5156,8158,2159,6

150,0

152,0

154,0

156,0

158,0

160,0

162,0

164,0

166,0SF

OC

[g/k

Wh]

ENGINE LOAD

SFOC

High Load Tuning

Part Load HPT

Low Load HPT

Engine 6G60ME-C9.2MCR (kW) 12 400rpm 92


150,0

152,0

154,0

156,0

158,0

160,0

162,0

164,0

166,0SF

OC

[g/k

Wh]

ENGINE LOAD

SFOC

High Load Tuning

Part Load HPT

Low Load HPT

- 2,2 g/kWh


150,0

152,0

154,0

156,0

158,0

160,0

162,0

164,0

166,0SF

OC

[g/k

Wh]

ENGINE LOAD

SFOC

High Load Tuning

Part Load HPT

Low Load HPT

- 5 g/kWh


§ How to tune an engine for part/low load?

§ exhaust gas bypass (EGB)

§ engine control tuning (ECT) for electronic engines only

§ variable turbine geometry (VT)

§ High Pressure Tuning (HPT)

HPT for MAN engines



§ The concept:

§ Increased scavenging airpressure at SMCR (+0.4 –0.5 bar) (two-stroke Millertiming)

§ Results in higherscavenging air pressure atpart and low-load, equal toEGB/VT tuning

HPT for MAN engines


Scavenging airpressure


Similar pressure ratio as with VT tuning

HPT for MAN engines


2,25

2,5

2,75

3

3,25

3,5

3,75

4

4,25

4,5

4,75

40% 50% 60% 70% 80% 90% 100% 110%

Scav

.air

pres

sure

bara

Engine Load

ABB HPT

MDT-L High Load

MDT-L Low load VTΔ Pscav. = + 0.5

Intake Intake

Log V

BD

C

Log p

pC

pmax

Scavenge Pressure

EVO

POEV

C

TDC

Log p

pC

pmax

Scavenge Pressure

EVO

PO

EVC

TDC

BD

C

Log V

Standard Cycle HPT Cycle

ExhaustExhaust

© ABB GroupSeptember 20, 2013 | Slide 5


§ Benefits of HPT:

§ Equal or better SFOC compared to VT or EGB

§ VTG/ EGB not needed§ No investment

§ No maintenance

§ No breakdown

§ Combined with all A200-L§ High charge pressure

§ High volume flow

§ Dual rating possible (part load + low load)

§ Available on MAN electronic engines (ME) and exhaustvalve control

§ 29 engines delivered with HPT

HPT for MAN engines



Upgrades and Retrofit

Upgrades on 4 stroke engines


§ 8 x Wärtsilä 18V46Awith 2 x VTR564-P

§ Upgrade to TPL76-C34 with higherefficiency

§ No changes on the engine

CIMAC NMA Norge 2014Upgrade projects: Power station in Kohinoor, Pakistan

VTR564 TPL76-C

ImprovementFuel consumption - 2.0 %Turbo efficiency + 5.4 %-Pkt.Speed margin + 6.0 %Turbine inlet temperature - 18.0 °C

CIMAC NMA Norge 2014Upgrade projects: Cruise liner Freedom of the Seas

§ First marine application!

§ 6 x Wärtsilä 12V46 with 2 x TPL73-A30

§ Upgrade to newer turbocharger generation compressorstage

§ New recertification issued by DNV

CIMAC NMA Norge 2014Upgrade projects: Cruise liner Freedom of the Seas

CV30à CV32

ImprovementFuel consumption - 3 g/kWh (-1,65%)

Turbo efficiency + 3.5 %-Pkt.Speed margin +7,2 %Turbine inlet temperature -24 °C

Fuel savings > 0,65 MUSD / year

CIMAC NMA Norge 2014Retrofit projects: Power plant of GENOR in Guatemala

§ 4 x Wärtsilä 18V38A-2with 2 x NA457

§ Retrofit from Napier to ABB TPL71-C;introduction of Miller timing

§ Fuel savings of 2% could beguaranteed (actual: 3.5%)

§ Payback time < 1.5 years§ Fuel savings > 1.4 MUSD / year

ImprovementFuel consumption - 3.5%Turbo efficiency (ca. + 3 %)Speed margin + 6 %Turbine inlet temperature - 14 °CNOx reduction - 13 %

NA457 TPL71-C


§ Bergen B32:40L9P with 4’500 kW

§ Equipped with TPL69-A

§ IMO I

§ Upgraded with TPL67-C and new camshaft

§ Miller cycle + IMO II

§ Higher engine efficiency and lower fuel consumption

§ Upgrade in combination with replacement of maincomponents

Updrade: Bergen engines



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ABB Turbocharging