Air Emission ManagementPower2 & VCM
§ BIMCO panel at Nor Shipping / Oslo, 2015-06-02
© ABB Group / ABB TurbochargingJune 8, 2015 | Slide 2 | filename
Advanced TurbochargingPower2 – two-stage turbocharging
Basic potential
§ Pressure ratios of up to 12
§ Turbocharging efficienciesabove 75%
Dp C
ylÞ
Dh T
CÞ tintercooling 25°C
tintercooling 60°C
Pressure ratio [-] Þ
75%
hTC = 65%
68%
77%
Power21-stage
Texh const
§ With higher pressure ratio …
Þ … increase in hTC
Þ … increase in DpCyl
Þ … more compact 2-stagesystem
© ABB Group / ABB TurbochargingJune 8, 2015 | Slide 3 | filename
Advanced Valve Train TechnologyVCM – valve control management
Conventional (fixed) valve timing
§ Reduced valve lift withenhanced MillerÞ increasing throttling lossesÞ limited Miller timing
Crank angle [°CA] Þ
Inle
tval
velif
tÞIn
letv
alve
liftÞ
reduced lift
increasedlift
cycle-to-cycle
VCMFixed VT
VCM
§ Steep closing flanksÞ increased valve liftÞ advanced Miller timing
§ Variation from cycle-to-cycleÞ replacing conventional
control elements
© ABB Group / ABB TurbochargingJune 8, 2015 | Slide 4 | filename
Marine PropulsionFrom conventional to Power2 & VCM
Principles
§ Accommodate high pressure ratiosto benefit from high turbochargingefficiencies
§ strong Miller timing enabled byVCMÞ low NOx for DieselÞ increased knock margin
for gas
§ high engine power density
§ Use VCM as the air managementcontrol replacing conventionalelements (e.g. waste gate, bypass,throttle valves)
Dp C
ylÞ
75%
hTC = 65%
68%
77%
Bmep
Þ
Schematic view
IMO IImod. Miller
TC pressure ratio [-] Þ
strongMiller
Sta
te-o
f-the
-art
1-st
age
Power21-stage
Texh const
Remarks: based on simulations, NOx rather indicative
1 g/kWh
© ABB Group / ABB TurbochargingJune 8, 2015 | Slide 5 | filename
Marine PropulsionExample: Medium Speed Diesel – FPP
Reference:
• 25 bar bmep @ 750 rpm
• 3-pulse, mod. Miller, 1-stage
Power2 & VCM:
• Engine power up 15%
• Const. pZmax and lv at full load
• Change from pulse to MPC
• Miller optimization for optimumefficiency (Fuel opt.) and minimumNOx (NOx opt.)
• Later IVC towards lower loadswith VCM (reduction of Miller effect)
D to ref. Bsfc E3 / 50% NOx E3 Ref. / IMO II
Fuel opt. -3.1% / -4.2% -30% / -38%
NOx opt. -0.5% / -1.9% -45% / -51%
5 g/kWh
ReferencePower2 & VCM
Fuel opt.NOx opt.
© ABB Group / ABB TurbochargingJune 8, 2015 | Slide 6 | filename
Marine PropulsionExample: Medium Speed Gas – n = const
Reference:
• 22 bar bmep @ 750 rpm
• e = 12, mod. Miller, 1-stage
• lv control with WG
Power2 & VCM:
• Engine power up 20% @ const.pZmax / bmep and lv at full load
• Strong Miller, repl. WG by VCM
• Increase compression ratio tosame end of compressiontemperature
Þ hE +3.2%pts ® 6.5% / 12.5g/kWh lower bsfc at full load
Reference
IVC
-20°CA
epsilon+2.5
IVC
-35°CA
Bm
ep+20%
IVC
-45°CA
epsilon+3.5
IVC
-50°CA
100% load
VCM
Power2
Remarks: based on simulations
© ABB Group / ABB TurbochargingJune 8, 2015 | Slide 7 | filename
Marine PropulsionPower2 and VCM – summary
Power2 and VCM enable significant …
• … lower NOx for Diesel engines of 30 to 60% vs, IMO II concepts
• … lower fuel consumption in Gas and Diesel engines of ±5%pts
• … higher engine power densities w/o increased of thermal loading
Further potentials:
• Increased robustness in regard to gas qualities (lower MN w/o de-rating)
• Fuel and NOx optimized operating modes incl. switching capabilities(operation in ECA vs. non-ECA)
• Enhanced engine operating range (e.g. torque rise)
• Improved Diesel mode in Dual Fuel engine
• Improved transient capabilities
© ABB Group / ABB TurbochargingJune 8, 2015 | Slide 8 | filename
Marine PropulsionScared of 2-stage …?
Removal of compressorcasing
Removal of air inlet Removal of insulation Removal of air outlet flangeconnection
Removal of oil connections Removal of cartridge group
Removal of air inlet casing together withthe insert wall
Removal of cartridge group
Service steps …
1-Stage Power2
© ABB Group / ABB TurbochargingJune 8, 2015 | Slide 9 | filename
The Power of Power2 …
© ABB GroupJune 8, 2015 | Slide 10