Høytrykks saktegående totakts gassmotor for større skip.gasskonferansen.com/foredrag2014/Parallell torsdag - LNG SOM... · LNG operation 2 stroke and 4 stroke Genset Marine Engines

1 < > MAN Diesel & Turbo

Thursday 27. of March 2014, Den Norske Gasskonferansen

LNG operation 2 stroke and 4 stroke Genset Marine Engines.

Høytrykks saktegående totakts

gassmotor for større skip.

Kjeld Aabo

Email: [email protected]

E mail: [email protected]


Two-stroke Low Speed Engines Marine engines

All available as dual fuel engine.

Designated ME-GI or ME-LGI


Dual fuel GenSet programme

0 1 2 3 4 5 6

L23/30 DF

L28/32 DF

L35/44 DF

35/44DF

530 kW @ 750 rpm

510 kW @ 720 rpm

L28/32 DF

190 kW @ 720 rpm

197 kW @ 750 rpm

L23/30 DF

130 kW @720 rpm

135 kW @ 750 rpm

160 kW @ 900 rpm

Output in gas-mode

Engines available from 2013/2014.


Efficiency and Fuel Cost Optimisation

Longer stroke

Lower rpm

Larger propeller

Higher efficiency

Fuel and CO2 savings

G-type engine

Waste heat recovery

ME-GI engine

MAN Kappel

propeller


ME-GI Combustion Concept

From actual footage (colorized)

Yellow = pilot oil

Blue = gas fuel

Conventional slide fuel valve

Gas fuel valve

Gss distribution channel (yellow)

Gas distributor block

Gas chain link double-walled pipes

1

2

3

4

5

6

1

2

3

4

5

6


ME-GI engine GI components

6


ME-GI Gas Fuel Mode

Port to port in dual fuel mode

Fuel oil only mode • Operation profile as conventional engine

Dual fuel operation mode • No fuel slip

• No knocking problems

• Insensitive to gas fuel

• Unchanged load response

News:

Reduced pilot oil amount 5%3%

Reduced load on gas 10% load


Cycle to Cycle Stability - Stable combustion during change in ambient temperature

Injection and combustion

stability on 4T50ME-X:

• 500 consecutive cycles

analysed

• ME-GI marginally better

cycle to cycle stability

Combustion pressures

are kept stable and

efficiency is kept on gas

operation during sea

operation

RSL 3338924.2013.12.12


SFOC/NOx Tuning

Improving efficiency in gas mode:

SFOC/NOx tuning

NOx margin in gas mode

SFOC reduction potential

Design limits maintained

Results

SFOC reduced 1-3%

NOx margin is still available

Released in engine program and CEAS

RSL 3338925.2013.12.12


Dual fuel Gas engine reference list

Engine type ME-GI

07/03/2014 RASA/LSP

No. of

ships Opt.

No. of

eng. Engine Mk Gas Ship Type Capa. Unit Owner Builder Yard Hull no.

Delivery

year

2 3 5 8 L 70 ME-C 8.2 GI Container 3100 Teu Totem Ocean Trailer Doosan NASSCO TOTE6495/96 2014

15 9 L 28/32 DF Gensets

5 5 20 5 G 70 ME-C 9.2 GI LNG tanker 173400 CBM Teekay LNG partners Hyundai DSME DW2407/08/16/17

#1+2 2014

2 3 5 7 S 90 ME-C 9.2 GI Container 3600 Teu Matson Hyundai Aker Philadelphia 029/ 030 2017

2 2 4 8 S 50 ME-B 9.3 GI Container 1431 Teu Brodosplit Brodosplit Brodosplit 2015



2 4 7 G 70 ME-C 9.2 GI LNG tanker 176300 CBM Knutsen OAS Shipping Hyundai HHI-SBD 2015

2 2 8 S 70 ME-C 8.2 GI Con-Ro 2400 Teu Crowley HHI-EMD VT Halter 2016


4 4 6 S 50 ME-C 8.2 GI LPG tanker 35000 CBM Navigator Gas Hudong Jiangnan H1561-64 2015

2 4 7 G 70 ME-C 9.2 GI LNG tanker 175000 CBM - Mitsui Imabari 2015

1 2 7 S 70 ME-C 7 GI LNG tanker 260000 CBM Nakilat MDT NKOM (Retrofit) 2015

2 2 8 S 50 ME-B 9.2 GI LNG PCTC 3800 SSC* Wallenius & NYK KHI NACKS 2016

Total Dual Fuel Gas engine 52 engines

Total Dual Fuel Gas Gensets 33 gensets Total power main engine 1.22 GW

SSC*: standard sized cars


No. of

ships Opt.

No. of

eng. Engine Mk Gas Ship Type Capa. Unit Owner Builder Yard Hull no.

Delivery

year

2 1 3 7 S 50 ME-B 9.3 LGI Methanol Carrier 50000 dwt Mitsui O.S.K Lines Mitsui MNS 2015

2 1 3 6 G 50 ME-B 9.3 LGI Methanol Carrier 50000 dwt Westfal-Larsen Hyundai HMD 2015

2 1 3 6 G 50 ME-B 9.3 LGI Methanol Carrier 50000 dwt Marinvest Hyundai HMD 2015

Dual fuel Methanol engine reference list

Engine type ME-LGI

Total power main engine 1.22 GW Total Dual Fuel Methanol engine 9 engines

07/03/2014 RASA/LSP


Mr. Diesel vs Mr. Otto

Diesel to Dual Fuel Combustion

ME-GI is a Diesel Cycle Engine,

All others are Otto Cycle

Mr. Diesel’s Process Mr. Otto’s Process

Gas in cylinder before fuel

Otto process gas-air pre-mix

Power reduction (>15%) = more cylinders

Load ramp needed

Pre-ignition / knocking risk

Gas mixture important

Methane slip significant -up to 4%+

Retrofit?

Fuel in cylinder before gas

Diesel process maintained

Unchanged Power Density

Load response unchanged

No pre-ignition / no knocking

Insensitive to gas mixture

Negligible methane slip

ME-GI retrofitable on ME-C.

< 12

>

3338198.2012.03.05 (LS/OG)


Take the Highway – Not the Bumpy Road

HP (WHR)

600 °C 150 bar

FBOG (WHR)

LP (WHR)

kW

kW

kW T = –150 T

= –

100

T =

–50

T =

0

T =

50

Methane

Pressure-Enthalpy Diagram

S = specific entropy, kJ/kg*K

T = temperature, °C


Specific Fuel Consumption (Gas and FO mode)

6S50ME-C8.2 and RT-Flex 50DF

128

133

138

143

148

153

158

150

155

160

165

170

175

180

185

25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100

SGC g/kWh SFOC g/kWh

6S50ME-C8.2-GI (SFOC g/kWh) 6RT-Flex50 (SFOC g/kWh)

6RT-Flex50 (SGC g/kWh) 6S50ME-C8.2-GI (SGC g/kWh)

Engine load (%)

+3% pilot oil

+1% pilot oil

SFOC g/kWh

SFOC g/kWh

SGC g/kWh

SGC g/kWh


ME-GI High Pressure Injection: Getting what you paid for. Power and Efficiency

No Power Derating with ME-GI High Pressure Gas Injection

ME-GI has same

diesel SFOC

efficiency on fuel

operation as ME.

No large penalty for

fuel operation as in

LP injection system.


What Low Pressure Injection derating

REALLY Means


First derate to avoid Low Bought

pressure injection Received

knocking problems

PLUS PLUS

derate for lower quality fuel derate for ambient temperature

What’s left after all the derates? What did you start with, and what do you

finish with?

How Much Power Available after LP

Injection Derates? Derates are Cumulative!

Derating: 1%/methane number Derating: 2%/ 1°C


Global Warming Potential, 20 Years ME-GI vs 4-stroke DFDE

Specific emission

(g/kWh) CO2 Methane

ME-GI Diesel mode 526.4 0.0

ME-GI NOx mode 452.4 0.5

4-stroke DFDE on gas 485.7 6.0

GWP (Global Warning Potential in CO2 equivalents),

values from the latest two IPCC reports and for the two

most commonly used timeframes:

IPCC: Intergovernmental Panel on Climate Change

GWP 20 years GWP 100 years

2007 IPCC 72 25

2013 IPCC 86 34

http://www.ipcc.ch/publications_and_data/publications_and_data_reports.shtml and http://www.ipcc.ch/report/ar5/wg1/

0,0

0,5

1,0

1,5

2,0

ME-GI Diesel mode ME-GI NOx mode 4-stroke on gas R

ela

tive

GW

P

Global Warming Potential, GWP20

CO2 Methane slip

+ 102%

http://www.ipcc.ch/publications_and_data/publications_and_data_reports.shtml

http://www.ipcc.ch/report/ar5/wg1/


LNG Production QUALITY – Variation in MN vs Production Capacity

The greatest production is seen at lower Methane Numbers

An engine with a min MN spec (AVL) of 80 can use only 38% of global supply

An engine with a min MN spec (AVL) of 70 can use 90% of global supply

An engine with no MN requirement, like the ME-GI can use ALL LNG qualities

M

N

mtpa

MN

Range

(AVL)

Global

LNG

Production

(mtpa)

% of Total

LNG

produced

0 - 70 26 10 %

70 - 75 118.3 43 %

75 - 80 26.1 10 %

80 - 100 102.8 38 %

0 -100 273.15 100 %

RSL-LSP 3338665.2013.03.12 00.00.2012

Sourc

e:

Shell

Inte

rnatio

nal


ME-LGI Fuel properties

• Below table shows the properties of some different liquid gas fuels with

Diesel as a reference. Compared to Diesel the viscosity of the fuels is

much lower hence lubrication, of the moving parts, will be

necessary.

• In general the flash point is below 60⁰C except for Diesel.

• At atmospheric conditions LPG and DME is in the gas phase.

Fuel LPG* Methanol Ethanol DME Ethane Diesel

Liquid density (kg/m3) 455-550 796 794 670 447 860

Lower heating value (MJ/kg) 46 19.9 27 28.7 47 43

Boiling temperature(⁰C at 1bar) -43-(-1) 65 78 -24.9 -890 180-360

Vapour pressure (bar at 20⁰C) 8.5-2.2 0.13 0.059 5.3 38.3 <1

Critical temperature (⁰C) 97-152 239.4 241 127 32.2 435

Kinematic viscosity (cSt at 20⁰C) 0.17-0.24 0.74 1.2 0.2 NA 2.5-3.0

Bulk modulus (bar at 50⁰C and PSupply) 1700-3600 8200 9000 5500 NA 15500

Engine type ME-LGI ME-LGI ME-LGI ME-LGI ME-GI ME-C/B

* LPG is a mixture of primarily Propane (left) and Butane (right).


ME-GI Fuels Low flashpoint fuels

Common

fuels

Know as Delivery

condition

Supply

pressure

Supply

temperature

CH4 LNG/NG

Methan

Gas 300 bar 45 oC tol 10

oC

C2H6 LEG

Ethan

Gas 600 bar 45 oC tol 10

oC

Additional implications when compared to CH4:

C2H6:

Higher injection pressure is required in order to subtract sufficient combustion air to the combustion. ME-

GI Components has to be rated for the higher design pressure.

Bulk Modulus changed, which has an impact the size of the accumulator volume.

Leaks are heavier than air.


New engine platforms

Tier III fulfilled in fuel oil and gas mode

EGR

MEGI

The two engine platforms can be applied simultaneous, and the new

engine design is now available for all ME types of engines.

Verified at test and confirms Tier III on gas

EGR platform ME-GI platform


New Engine Platforms Test results research engine

Test on research engine:

ME-GI engine reacts as expected during EGR operation

NOx reduction is below Tier III level on both fuel oil and gas operation

SGC same or better than operation on MDO/HFO with EGR

RSL 3338940.2013.12.12


<

1. High Pressure Cryogenic Pump

Approx 0.5% of main engine power required for electrical power

Requires glycol water system for heating LNG in vaporiser , and steam

consumption


ME-GI

ME-GI Concept: Layout with FGS System

300 bar gas supply

More than 7 FGS systems

suppliers available

ME-GI concept takes control

Ventilated double-walled gas pipes Small gas volume in engine room


HP LNG pump & HP Laby-GI with partial reliquefaction

All excess of BOG downto

15 knots returned


BOG Reliquefaction System (LNGRS) HP-Compressor and HP-pump


Combining LNG BOG and high

pressure process compression

technology

Optimal selection of

compressor sealing system

Fully balanced, single casing, slow

speed vertical frame design

Gas-tight compressor casing

Burckhardt Laby®-GI

Fuel Gas Compressor Type 6LP250-5S

Labyrinth

1st stage

Ring sealed

4th to 5th stage

Labyrinth

1st to 3rd stage

Balancing

weights

Laby®-GI

< 28 >


Calculation based on 174,000m3 tanks, with a boil of rate of 0.12%/day

ME-GI, Compressor Solution incl.

partial reliquefaction

Ship Speed Main engine Genset Consumption DFDE reference Savings

Total Savings

including

returned BOG

(knots) Power (kW) (Power (kW) (tons/24h ) (tons/24h) (tons/24h) (tons/day)

19.5 22520 3180 106 130 24 24,0

19.0 20600 3037 97 120 23 23

18.0 17320 2858 82 102 20 20

17.0 14540 2596 71 89 18 26,3

16.0 12225 2506 62 78 16 35

• DFDE Reference condition submitted by Teekay

• All data is made HFO equivalent


0

20

40

60

80

100

120

140

19.5 19.0 18.0 17.0 16.0

Co

nsu

mp

tio

n

Daily consumption ( HFO equivalent)

MEGI consumption T/24h

DFDE Consumption T/24h

BOG 0,147% ( T/24)

BOG 0.123% ( T/24)

BOG 0,107% ( T/24)

19 tons excess BOG

returned

Ship Speed

174,000 M3 LNG tanker

ME-GI vs. DFDE

16 tons savings

24 tons savings

Total savings at 16 knots: 35 tons of gas per 24 hour


First production engine 8S70ME-GI on Testbed at HHI December 2012 TAT approved


Cryostar LNG Pump System

Hamworthy LNG Tank & Pump System

TGE LNG Tank & Pump System

DSME LNG Tank & Pump System

Burckhardt Compression Laby-GI Compressor

MHI LNG Tank & Pump System

ME-GI

7 FGS System Suppliers

HHI LNG Tank & Pump System

< 32 >


First ME-GI Order For two 3,100 TEU LNG-powered containerships


Teekay Fuel-Efficient LNG 2 x 5G70ME-GI

At 19,5 knots, the ME-Gi engine can give

more than 30-tonnes-per-day savings of

heavy fuel oil (HFO) over a dual-fuel diesel-

electric (DFDE) engine while still maintaining

very efficient fuel consumption at speeds

down to 15 knots.

At today’s fuel prices this could stack up to

$20,000 per day, plus a 10% saving of

operating costs.

”This is the next evolution,”

Tony Bingham, Teekay’s technical manager of LNG,

Tradewinds 21-12-2012


Second ME-GI Order For two 173,400 m3 LNG carriers

Teekay LNG Partners L.P., UK

These will be the largest LNG carriers –

able to transit the Panama Canal and

ideal for U.S. LNG exports

Main Engine: MAN B&W 5G70ME-C9.2-GI

Scheduled delivery in 2016


DSME

HP Pump FGS for Diesel Research Centre


First ME-GI Order For two 3,100 TEU LNG-powered containerships

Vessel Technical Specifications Length Overall: 764 ft.

Breadth: 106 ft. (Panamax)

Depth: 60 ft.

Draft: 34 ft.

Speed: 22.0 kts

05/12/2012

Propulsion Plant Main Engine Type: Dual Fuel Slow Speed (x1)

Main Engine Model: MAN 8L70ME-C8.2-Gl

Main Engine MCR: 25,191 kW x 104.0 rpm

Main Engine NCR: 21,412 kW x 98.5 rpm

Aux Engine Type: Dual Fuel Gensets 3 x 9L28/32

Scheduled delivery for the first ship: Q4 2015 / Scheduled delivery for the second ship: Q1 2016


Matson Navigation Order for two 3,600 TEU dual-fuel powered container ships

Order details

No. of ships: 2 + 3 options

No. of engines: 2 + 3

Ship type: Container

Capacity: 3600 Teu

Engine type: 7S90ME-C9.2-GI

Builder: Hyundai

Yard: Aker Philadelphia

Engine delivery year: 2018

Fuel type: HFO, MGO, NG

3338996.2014.01.24

http://gcaptain.com/wp-content/uploads/2013/11/SF11977.jpg


Brodosplit Order for two 1,431 TEU container ships

Order details

No. of ships: 2 + 2 options

No. of engines: 2 + 2

Ship type: Container

Capacity: 1,431 Teu

Engine type: 8S50ME-B9.3-GI

GenSets: 2 x 7L28/32DF

1 x 5L28/32DF

Builder: Brodosplit

Yard: Brodosplit



3338997.2014.01.24


Crowley Order for two LNG-powered ConRos

Order details

No. of ships: 2

No. of engines: 2

Ship type: RoCon

Capacity: 2,400 Teu

Engine type: 8S70ME-C8.2-GI

GenSets: 3 x 9L28/32DF

Builder: HHI-EMD

Yard: VT Halter



3338998.2014.01.24


United European Car Carriers (UECC), jointly owned by Nippon Yusen

Kabushiki Kaisha (NYK) and Wallenius Lines, has signed a contract to

construct two dual fuel LNG Pure Car and Truck Carriers (PCTCs).

Equipped with 8S50ME-GI


<

The Qatargas conversion project New Gas System Overview on LNG carrier

Fuel Gas Supply System (FGSS)

2 x ME-GI engine conversions Submerged LNG feed pumps in cargo tank 4 + 5

Gas Valve Units

(GVU)

Q-Flex

• 210.100 m3 LNG

• Length: 315 m

• Breadth: 50 m

• Depth: 27 m

Q-Max

• 266.000 m3 LNG

• Length: 345 m

• Breadth: 54 m

• Depth: 27 m


<

HHI

HiGAS for 8S70ME-C8.2-GI at test bed

Title

Prototype Hi-GAS


SLS Pump/Motor Assembly

Gearbox

Variable Speed Motor

SLS Pump Assembly


Fuel Gas Pump (MSP-SL)

Power End

Pump Vent

Gearbox

Surge Chamber

(Pulsation Damper)

Pump Inlet Pump Outlet


Drive End Bearings

Cold End Packing

Cold End Piston Rings

MTB Overhauls

Cold Ends 3,000 to 5,000 hours

Drive End 16,000 hours

Boost Pump 8,000 hours

Gearbox 40,000 hours

Servicing & Maintenance

SLS Pump Assembly


<

Cryostar

HPP Pump

Title

FGSS – High Pressure Pump

Model HPP3-65/120

-Triplex model for lower

speed, less vibration and

smoother pressure pulsations

-Integral gear


Cryostar LNG pumps

HPP - Cold end

NEW CYLINDER DESIGN

Enables to compensate contractions on

welds during cool-down periods

VACUUM Large vacuum volume

allowing a lower NPSHr

LARGE

SUCTION

CHAMBER

Ensuring more

efficient degassing

INCREASED NUMBER

OF PISTON SEGMENTS

Improved volumetric

efficiency

NEW LOW PRESSURE

SEALS

Ensuring longer life time

4

8


• Maintenance cycles up to 4’000 hours for the cold ends is expected

• Integral gear 40’000 h

HPP maintenance

FGSS/Vessel

service hour 4 000 8 000 12 000 16 000 20 000 24 000 28 000 32 000 36 000 40 000

HPP1 x x x x x

HPP2 x x x x x

Cryostar maintenance package

Cryostar

HPP Pump


Refurbishment

• Refurbishment of Cold Ends & Crank Drives can be made safely and reliably by

Cryostar

• Cryostar shall fully manage a permanent flow of OEM spares from France

• Initial Owner stock can be confidently integrated into the turn-around system.

To be used and refurbished as maintenance requires

(this also constitutes an readily available emergency stock, by the way..)

5

0

Cryostar maintenance package

Cryostar

HPP Pump


<

MHI

Developed for MHI HP DF engine

Title

Schweiz HP LNG pump Maker: Cryomec

Contact MHI for more information


1 m

0.5

m

Previously supplied

for LN2 converter

High Pressure Vaporizer Heliflow

HP Pump and Vaporizer from Cryostar

<


FGS from TGE Two-stroke Main Engine and DF GenSets

< 53 >


HP vaporizer

HP pump

LNG storage tank

Main Components of FGSS General


Main Components of FGSS LNG Storage Tank

LNG tank location

LNG tank type

LNG tank size

LNG tank safety


Main Components of FGSS HP Pump

•required suction head ensured by

booster pumps

•reciprocating piston pumps

•driven by electric motors via gearbox

or belt

•redundancy as per Owner’s

requirement (no safety issue)

•controlled by variable speed

•pulsation damper on pump skid


Main Components of FGSS Vaporizer and glycol water heating system

The vaporizer is used to heat the LNG to gas with 45℃.

Alternative heating media can be use:

Engine jacket cooling water, steam, thermal oil through a primery glycol

water system.


GVT block:

Design Pressure: 400 bar

Flow range: up to 19.000 kg/h

Integrated 10 µ HP filter

ME-GI Concept

Compact Gas Valve Train

Compact Gas Valve Train:

Compact block design

Easy and flexible installation

Easy maintenance (cartridge valve)

Fail safe operation

Easy plug in for ME-GI ECS

Purge block:

Design pressure: 200 bar

Purge media: Nitrogen


General data:

Medium: N2 or CO2

Purging pressure: 7- 9 bar

Inert Gas System Basic data


Support of inner pipe: Spring loaded slide support, with glued on PEEK/PUR material ”hose” for

avoiding wear of outer pipe.

Distance between supports 1.8m

Advantages

Low cost

Easy to install

Low venting air

resistance

Simple design

Maintenance not

needed

Disadvantages

In case of failure expensive to replace

Double Wall Gas Pipe Pipe Support


Ventilation System Ventilation fan + HC sensors

The fan has to be protected with a wire

mesh(max 13mm squre mesh)

Spark free material

Antistatic properties

Capacity has to be at least 30 air changes/hour

2 x hydro carbon sensors


Feasibility study LPG operation VLGC powered by LPG using the G60ME-LGI

-6,00

-5,00

-4,00

-3,00

-2,00

-1,00

0,00

1,00

2,00

3,00

4,00

5,00

6,00

7,00

8,00

Invest 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030

mU

SD

/year

Cost advantage

84K VLGC, 5G60

84K VLGC, 6G60

Fuel Starting price

[$/ton]

HFO 2.7% S 650

LSHF 0.5% S 715

MGO 0.1% S 900

LPG 450

Pay back time

16 month


Fuel Booster Injection Valve available LPG and Methanol

Principle Control valve

LPG fuel

valve

Slide valve

Ready

Hydraulic oil out

LPG suction

LPG boosting

& injection

LPG 35 bar

supply

pressure

Hydraulic oil in

LPG


ME-LGI for the use LPG or Methanol T50ME-LGI test rig


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.

Disclaimer


Kjeld Aabo

Kjeld. [email protected]

Do you have any questions?

Documents

Høytrykks saktegående totakts gassmotor for større skip.gasskonferansen.com/foredrag2014/Parallell torsdag - LNG SOM... · LNG operation 2 stroke and 4 stroke Genset Marine Engines