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© MAN Diesel © MAN Diesel
Stig Baungaard JakobsenMarine Low Speed – Operation
Copenhagen
Low Load and Low Sulphur Fuel Operation on MAN B&W Two Stroke Diesel Engines
© MAN Diesel
Recent Service Letters onLow Load Operation
2
© MAN Diesel 3
Test on a 8K80MC-C engine with Slide Valves
Test duration: 3 days on 10% Load
No engine load up
ConclusionNo significant change in fouling condition of exhaust gas ways
Low Load OperationService experience
© MAN Diesel 4
Inspection before test
Inspection after 1 day test
Inspection after 3 day test
Low Load OperationService experience
© MAN Diesel 5
Inspection before test
Inspection after 1 day test
Inspection after 3 day test
Low Load OperationService experience
© MAN Diesel 6
Inspection before test
Inspection after 1 day test
Inspection after 3 day test
Low Load OperationService experience
© MAN Diesel 7
Inspection before test
Inspection after 1 day test
Inspection after 3 day test
Low Load OperationService experience
© MAN Diesel 8
Inspection before test
Inspection after 1 day test
Inspection after 3 day test
Low Load OperationService experience
© MAN Diesel 9
Inspection before test
Inspection after 1 day test
Inspection after 3 day test
Low Load OperationService experience
© MAN Diesel
Feedback from vessels: Increased fouling in scavenge air receiver small
Slide fuel valve retrofit recommended
Cylinder oil feed rate too high Alpha Lubricator retrofit
Increased maintenance on auxiliary blowers extra blower onboard
Increased heat load on the exhaust valve spindles. Experienced in few cases related to T/C performance during low load. (30 – 40 % load)
Exhaust gas boiler condition more or less the same
Exhaust gas receiver condition more or less the same
Generally positive feed back on low load service and
much better than expected
Low Load Operation - GeneralService experience
© MAN Diesel
T/C Cut Out Valve (Compressor side)
Low Load Operation T/C Cut-Out: Service Experience
© MAN Diesel
T/C Cut Out Valve (Turbine side)
Low Load Operation T/C Cut-Out: Service Experience
© MAN Diesel
Indication of Valve Position
Sealing Air for T/C
Local Operation PanelOperation of the T/C Cut-Out Valves
Low Load Operation T/C Cut-Out: Service Experience
© MAN Diesel
0.110.23
0.310.42
0.67
0.96
1.20
1.44
0.16
0.600.69
1.08
1.54
2.34
0.00
0.50
1.00
1.50
2.00
2.50
0.0 10.0 20.0 30.0 40.0 50.0 60.0 70.0 80.0
Bar
Load [%]
Pscav. (3 T/C) [bar]
Pscav. (2 T/C) (New Pmax) [bar]
SFOC Decrease
Load [%]Lower SFOC [g/kWh] ISO
Corr.
10 1.6
25 6.6
30 6.4
40 8.7
50 7.4
65 1.5
Scavenge Air Pressure Increase
Low Load Operation T/C Cut-Out: Service Experience
© MAN Diesel
T/C Cut-Out Feedback: IMO cycle value and type of engine limits potential fuel oil consumption
benefit
Bearing loads and torsional vibration issues must be checked
Turbine out temperature can drop up to 30 degrees
Air flow distribution in scavenge air receiver can appear uneven
Typically 7-8 g/kWh reduction in SFOC between 25% and 50% engine load
Low specific cylinder oil feed rate maintained at low load with increased Pscav (as opposed to the competitor)
Stable cylinder condition maintained at low load with increased Pscav (as
o opposed to the competitor)
Generally positive feed back on low load service with increased Pscav
Low Load Operation – Increased PscavService experience
© MAN Diesel
Low Load Operation – Increased PscavService experience
© MAN Diesel
Low Sulphur Fuel Operation
2010
17
© MAN Diesel 18
Fuels for MAN B&W 2-Stroke Engines
MAN B&W two-stroke engines can operate on:
MGO
MDO
Low S HFO
High S HFO
Biofuel separate fuel spec.
The fuel should be in accordance with:
ISO8217
CIMAC recommendation 21
© MAN Diesel
SOx Scrubbers because of:Cost Difference - HFO vs. Distillates
Leads to more focus on abatement technology such as wet scrubbers
© MAN Diesel
Low Sulphur Fuel Issues: Catfines in Low Sulphur HFO
Cylinder Lubrication on Low Sulphur Fuels
”Design-handles” in Relation to Low Sulphur Fuel Operation
Viscosity Issues
Slow Burning Characteristics of Low Sulphur Fuels
Abatement Technologies
Gas burning 2-Stroke Engines: ME-GI
20
© MAN Diesel
Low Sulphur Fuel Issues: Catfines in Low Sulphur HFO
Cylinder Lubrication on Low Sulphur Fuels
”Design-handles” in Relation to Low Sulphur Fuel Operation
Viscosity Issues
Slow Burning Characteristics of Low Sulphur Fuels
Abatement Technologies
Gas burning 2-Stroke Engines: ME-GI
21
© MAN Diesel
Challenges of Low-sulphur HFO - Catfines
Source: DNVPS database of 1,012 analysis results (from 1 October – 10 November 2007)
A reduction of the low-sulphur content in HFO has seen a corresponding increase in the abrasives content
© MAN Diesel 23
Cat fines in piston ring running surface
© MAN Diesel
Cylinder Condition, abrasive wear
22mm
40mm
0 2000 4000 6000 8000 10000 12000 14000
1
2
3
4
5
6
7
8
9
10
11
12
All o
k
RL
L : Liner change R : Piston ring change RL : Recon liner
L
L L
L
L
L L
L
L
L L/PC
L L
RL
L
L
L
PC
Scuf
fing
60 p
pm fu
el
© MAN Diesel
Cylinder Condition, abrasive wear
12K98MC, Singapore 24th April 2004, 9545 hours
© MAN Diesel
Low Sulphur Fuel Issues: Catfines in Low Sulphur HFO
Cylinder Lubrication on Low Sulphur Fuels
”Design-handles” in Relation to Low Sulphur Fuel Operation
Viscosity Issues
Slow Burning Characteristics of Low Sulphur Fuels
Abatement Technologies
Gas burning 2-Stroke Engines: ME-GI
26
© MAN Diesel
0.000.100.200.300.400.500.600.700.800.901.001.101.201.301.401.501.601.70
0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5
Sulphur %
Abs
olut
e do
sage
(g/k
Wh)
ACC factor 0.34 g/kWh x S% for Low top land Engines
ACC factor 0.20 g/kWh x S% for High top land Engines
Lower limit set for hydrodynamic reasons
Low Sulphur Fuel Operation
Degree of over additivation
© MAN Diesel
Severe Top-land deposits
Liner polishing / hard contact marks
Small mz on piston rings
How does over-aditivation harm the cylinder condition?
• Over-aditivation lead to mechanical- and chemical bore polish
• Bore polish lead to micro-seizures and latent risk of scuffing
• However, this negative influence from over-aditivation is time based. Over-aditivation may be accepted in 1 – 2 weeks.
• Running more then 1 - 2 weeks in SECA area, it is recommended to change to a lower BN cylinder oil (BN40 – 50 cylinder oil)
28
Low Sulphur Fuel Operation
© MAN Diesel
Cylinder Liner Surface
© MAN Diesel
0.00
0.10
0.20
0.30
0.40
0.50
0.60
0.70
0.80
0.90
1.00
1.10
1.20
1.30
1.40
0 0.5 1 1.5 2 2.5 3 3.5 4 4.5
Sulphur %
Ab
solu
te d
osa
ges
(g/k
Wh
)
New ACC Cylinder Lubrication, feed rate factor as function of BN
SE
CA
Degree of overadditivation using BN40
BN70 ~ 0.20 g/kWh x S%
BN60 ~ 0.23 g/kWh x S%
BN50 ~0.28 g/kWh x S%
BN40 ~ 0.35 g/kWh x S%
BN30 ~ 0.46 g/kWh x S%
BN20 ~ 0.70 g/kWh x S%
CA
RB
Low Sulphur Fuel Operation
© MAN Diesel
Low Sulphur Fuel Issues: Catfines in Low Sulphur HFO
Cylinder Lubrication on Low Sulphur Fuels
”Design-handles” in Relation to Low Sulphur Fuel Operation
Viscosity Issues
Slow Burning Characteristics of Low Sulphur Fuels
Abatement Technologies
Gas burning 2-Stroke Engines: ME-GI
31
© MAN Diesel
1st ring: Cl-grooves: CPR E4-180 Base material : Vermicular cast, CV1 Hard coating: 0.5mm Cermet (PM2) Run-in coating: 0.1mm AlucoatBottom face: Chrome plating
2nd ring: Left cutBase material : Grey cast, CF5 Run-in coating: 0.3mm AlucoatBottom face: Chrome plating
3rd ring: Right cut Base material : Grey cast, CF5 Run-in coating: 0.3mm Alucoat
4th ring: Left cut Base material : Grey cast, CF5 Hard coating: 0.3mm Cermet(PM2) Run-in coating: 0.1mm
0.1 mm Alucoatrunning-in coating
0.1 mm Alucoatrunning-in coating
Barrel shape
Barrel shape
32
Low Sulphur Fuel Operation
© MAN Diesel
Increased acid sensitivity by increased the cooling, by playing with the cooling bores (number, position and inclination)
33
Low Sulphur Fuel Operation
© MAN Diesel
Low Sulphur Fuel Issues: Catfines in Low Sulphur HFO
Cylinder Lubrication on Low Sulphur Fuels
”Design-handles” in Relation to Low Sulphur Fuel Operation
Viscosity Issues
Slow Burning Characteristics of Low Sulphur Fuels
Abatement Technologies
Gas burning 2-Stroke Engines: ME-GI
34
© MAN Diesel
Marine Fuels
© MAN Diesel
Damage to Fuel Pump Plunger
© MAN Diesel
Lubricity test (ME test rig)
After 600C, 1.4 cSt:
37
© MAN Diesel 38
Low Sulphur Fuel Operation
Diesel Oil Cooling System:
© MAN Diesel 39
Low Sulphur Fuel Operation
© MAN Diesel
Low Sulphur Fuel Issues: Catfines in Low Sulphur HFO
Cylinder Lubrication on Low Sulphur Fuels
”Design-handles” in Relation to Low Sulphur Fuel Operation
Viscosity Issues
Slow Burning Characteristics of Low Sulphur Fuels
Abatement Technologies
Gas burning 2-Stroke Engines: ME-GI
40
© MAN Diesel 41
FIA - 100 FCA
Constant volume spray combustion chamber: Tinit = 800K, Pinit = 45bar
Pressure trace Heat release rate
© MAN Diesel
Measurement of ignition delayon the 4T50MX test engine
Direct comparison of fuels, 100 % engine load
Diesel HFO Santos
© MAN Diesel
Measurement of ignition delayon the 4T50MX test engine
Direct comparison of fuels, 25 % engine load
Diesel HFO Santos
© MAN Diesel
Dear Sirs,
re MV “M… D…"
we received some bad fuel in Oakland /CA . Please see attached analysis reports and comments of DNVPS.
Our vessel is equipped with MAN B&W 9K90MC-C MK6 and with four Aux Eng. 9L28/32H.
Main engine runs so far without any problems, but Aux engines had broken exhaust valves and push rods.
Do you have any official restriction to use this type of fuel (in a way to claim the fuel and to run the aux eng on MDO)?
You assistance in this matter is very welcome. Thanks in advance.
44
Low Sulphur Fuel Operation
© MAN Diesel
Low Sulphur Fuel Issues: Catfines in Low Sulphur HFO
Cylinder Lubrication on Low Sulphur Fuels
”Design-handles” in Relation to Low Sulphur Fuel Operation
Viscosity Issues
Slow Burning Characteristics of Low Sulphur Fuels
Abatement Technologies
Gas burning 2-Stroke Engines: ME-GI
45
© MAN Diesel
SOx Scrubbers because of:Cost Difference - HFO vs. Distillates
Leads to more focus on abatement technology such as wet scrubbers
© MAN Diesel
SOx Scrubber Technology:M/V Tor Ficaria: 9L60MC-C (20 MW)
47
Scrubber Exhaust PipeOld Exhaust Pipe
Scrubber during installation
© MAN Diesel
Low Sulphur Fuel Issues: Catfines in Low Sulphur HFO
Cylinder Lubrication on Low Sulphur Fuels
”Design-handles” in Relation to Low Sulphur Fuel Operation
Viscosity Issues
Slow Burning Characteristics of Low Sulphur Fuels
Abatement Technologies
Gas burning 2-Stroke Engines: ME-GI
48
© MAN Diesel
Exhaust receiver
Cylinder cover
Valve block
Double wall gas pipes
ELVA and ELGI
CO2 reduction 20 %NOX reduction 15 %SOX reduction 90 %Particulate matter reduction 40 %
Simple modifications enable two-stroke gas injection
Proven engine design· High fuel efficiency 50%· High fuel flexibility· High reliability
MAN B&W ME-GI Engines Powered by NG, HFO, MDO and LPG
© MAN Diesel
Alternative Fuel for Container Ships ME-GI Engine for LNG
ME-GI main engineLNG tank
LNG fuel supply system
CO2 (gram per tonne mile) 23% 32% 31%
NOx (gram per tonne mile) 13% 13% 80%
SOx (gram per tonne mile) 92% 92% 94%
Particulate matter (mg per m3) 37% 37% 48%
Reduction withME-GI
Reduction withME-GI + WHR
Reduction withME-GI + WHR + EGR
50
?
© MAN Diesel
<51>
Stig Baungaard JakobsenMarine Low Speed, Operation
Thank you very much for your attention