13. Shop test

(1)

Diesel Technology Seminar Diesel Technology Seminar

(2)

Diesel Technology Seminar East Asia November 2008 East Asia – November 2008

DAY 2

09:00 Lesson 9 Vendors

09:30 Lesson 10 Classes and MD

13:30 Lesson 13 Shop test

14:15 Lesson 14 Service experience 10:30 Break Coffee

10:45 Lesson 11 Cleanliness

p 14:45 Break Coffee

15:00 Lesson 15 Alpha Lubricator System 11:00 Lesson 12 Main engine alignment

12:00 Break Lunch

15:30 Lesson 16 Communication

16:00 FINISH Summary and conclusion

E l ti f th i

(3)

Lecturer Lecturer MAN Diesel Teglholmsgade 41g g 2450 Copenhagen SV Denmark Phone +45 33 85 11 00 Direct +45 33 85 14 41 Telefax +45 33 85 10 30 Telefax +45 33 85 10 30 Mobile +45 24 24 81 19 O @ Torben Oxving Marine Engineer [email protected] www.mandiesel.com

Superintendent Test Engineer Operation

(4)

Marine Engine Programme 2008 Preferred for Tier II compliance Preferred for Tier II compliance

Two-stroke Propulsion

Mechanical control

(5)

Marine Engine Programme 2008 Preferred for Tier II Compliance Preferred for Tier II Compliance

Two-stroke Propulsion

Electronical control

(6)

Layout Diagram Limitation Lines Layout Diagram – Limitation Lines

L₁ Power High mean High peak High mean Loading of bearings L₃

Layout diagram is defined by the power and d bi ti ithi L1 L2 L3 d L4 g p Loading of Bearings (Low inertial Mass forces L₂

speed combinations within L1, L2, L3 and L4 With L1 as the Nominal Maximum Continuous

Rating Compared to Gas pressure forces) Engine speed L₄ g p

(7)

Layout Diagram

Reference Point A of Load Diagram Reference Point A of Load Diagram

Point A of load diagram

Line 1: Propeller curve through optimising point (O)

Line 2: Constant power line through

ifi d MCR (M) Power

L₁

specified MCR (M) Point A: Intersection between

line 1 and 7

Power

L₃

L₂

Any combination of speed and power within the layout diagram may be used for selecting the

Specified MCR and the Optimising point.

(8)

Engine Layout Engine Layout

Load diagram Engine shaft power, % A

Line 1: Propeller curve through optimising point (”O”) – lay-out curve for engine Line 2: Heavy propeller curve –

110 100 90 A 100% reference point M Specified engine MCR O Optimising point Line 2: Heavy propeller curve

fouled hull and/or heavy sea Line 3: Speed limit

Line 4: Torque/speed limit

Line 5: Mean effective pressure limit Line 6: Light propeller curve – clean

90 80 70 Line 6: Light propeller curve – clean

hull and calm weather – layout curve for propeller

Line7: Power limit for continuous running Line 8: Overload limit

Line 9: Sea trial speed limit

70 60 Line 9: Sea trial speed limit

50

60 40

65 70 75 80 85 90 95 100 105

(9)

Load Diagram Light Propeller Curve Load Diagram – Light Propeller Curve

Propeller design conditions: Engine shaft power % A Propeller design conditions:

Clean hull Calm weather

Engine shaft power, % A

110 100

Light propeller curve

100 90 80

g p p

where the propeller

is optimised ₇₀

60 60 50 40

(10)

Load Diagram Torque/Speed Limit Load Diagram – Torque/Speed Limit

Engine shaft power, % A Engine shaft power, % A

110 100 80 100 90 75 60 60 50 40 60 65 70 75 80 85 90 95 100 105

(11)

Load Diagram Heavy Propeller Running Load Diagram – Heavy Propeller Running

F l d h ll d Engine shaft power % A

Fouled hull and Very heavy sea

110 100

Heavy propeller curve Where the engine is

90 80 optimised 70 60 60 50 40 40

(12)

Load Diagram

Speed Limit for Continuous Running Speed Limit for Continuous Running

Engine shaft power % A

110 100

100 90 80 70 60 60 50 40 60 65 70 75 80 85 90 95 100 105

(13)

Scavenging air limiter Scavenging air limiter

S i i li it Scavenging air lim it

120 130 140 80 90 100 110 x 40 50 60 70 In d ex 0 10 20 30 0.00 0.50 1.00 1.50 2.00 2.50 3.00 Pscav

(14)

Torque limiter Torque limiter T li it Torque limit 130 140 100 110 120 70 80 90 In d ex 40 50 60 10 20 30

(15)

10K98MC C & 6S35MC on the same testbed 10K98MC-C & 6S35MC on the same testbed

(16)

MAN Diesel MAN Diesel

Shop Test Performance:

Engine Running-in

•Safety check

•Running-in engine component especially cylinder liner and piston rings •Confirmation of various engine components

•Check of engine timing and T/C matching •Adjustment of engine timing as necessaryj g g y

Confirmation test:

•Confirmation of the engine performance parameters

•Engine performance check at 25 50 75 90 100 and 110% load •Engine performance check at 25, 50, 75, 90, 100 and 110% load

•NOx Measurement

Official Shop test:

D t t th i f f Cl d O •Demonstrate the engine performance for Class and Owner

•Demonstration of various safety equipment

(17)

Engine Performance curves: Engine Performance curves:

Engine (shop test) performance curve performance curve

(18)

IMO Annex VI of Marpol 73/78 IMO - Annex VI of Marpol 73/78

NOx and SOx regulation into force from May 19th 2005

NOx SOx

Only for ships with keel laying after January 1st 2000

Max. Sulphur content in fuel 4.5 %

Maximum Allowable NOx Emission for Marine

Later the HFO sulphur content will be reduced to max. 1.5% in restricted

areas SECA ( Baltic Sea )

Diesel Engines 13.0 14.0 15.0 16.0 17.0 18.0 x (g /k W h )

areas SECA ( Baltic Sea )

10.0 11.0 12.0

0 50 100 150 200 250 300 350

Rated engine speed (RPM)

NO

(19)

Two types of technical files Two types of technical files

U ifi d t h i l fil

Unified technical file _{Technical file based on}

adjustments Check of components

Measure performance values

Check of components

Check of adjustment of engine

MAN Diesel has developed the NO_x function which is embedded in a spread sheet, whereby you easily can document

Even if components and adjustment are within the tolerances the engine may not

be in compliance. compliance.

(20)

IMO Procedure for Annex VI approval IMO - Procedure for Annex VI approval

Owner’s responsibilities for Annex VI approval

Decide to use the MAN B&W Diesel unified technical file.

Maintain the engine in accordance with the instruction books and IMO requirements Keep and update the on board Record Book

Keep and update the on board Record Book Calibrate sensors and gauges used in the survey

Survey the engine on board and apply for future certificates

Licensee’s responsibilities for EIAPP Certificate

Marking of components in accordance with MAN B&W Diesel specifications

Performance testing of all engines to verify compliance with IMO Annex VI and emission testing of parent engines on test bed under survey conditions

Preparing the technical file for an EIAPP certificate

Yard’s responsibilities for IAPP Certificate:

(21)

IMO - Annex VI of Marpol 73/78 On board performance check On board performance check

On-board survey

Table 1: Input Measured data Load (%)

Date: 93 75 0 0

Ambient pressure mbar 999 999 Compression pressure bar 129 107.4 Maximum pressure bar 141.1 125.4 Compressor inlet temperature °C 28.2 27.5 Scavenging air temperature °C 37 33 Sea water inlet temperature °C 28 26 Turbine back pressure mmWC 180 70 Scavenging air pressure bar 2.78 1.99

Power kW 19500 15740

Engine speed r/min 110 100.1 Turbocharger speed r/min 13548 12069

Table 2: Output Load (%)

Measured values 100 75 50 25 Pscav @ ISO ambient barabs 3.06

Pmax @ ISO ambient barabs 143.6 127.4 Pcomp @ ISO ambient barabs 140.7 110.1

Tscav °C 38.4 33.0

Pback mmWC 213.1 70

ΔPower % 0.2

Limit values

Pmax, maximum barabs 144.0 133.0 Pcomp, minimum barabs 132.0 102.0 Tscav, maximum °C 54 46.0 Pback, maximum mmWC 450 340.0

ΔP i (f id l ) % 5

ΔPower, maximum (for guidance only) % 5

Compliance

Pmax yes yes

(22)

IMO Annex VI of Marpol 73/78 Unified technical file (UTF)

Unified technical file (UTF)

Advantages:g

Technical files equal for all licensees. Required by ship-owners. Onboard survey by engine performance readings and component y y g p g p

check.

Remarks:

Some engine builders have in the past used a component setting tolerance method instead of engine performance. If the operator adjust the engine, the

engine might be out of compliance using this method.g g p g

The ship owner should check the supplied TF for Component ID numbers. If the UTF is not followed – it will be much more difficult for the owners to purchase

t i th f t d till b i li ith A VI spare parts in the future and still be in compliance with Annex VI

We suggest that all owners check the TF and contact MAN B&W Diesel to clarify any problems.

(23)

Shop test preperation for ME-Engine (FAT) Shop test preperation for ME-Engine (FAT)

Programme for Factory Acceptance Test

MAN B&W ME Engine Control System Engine type: MAN B&W ME Engine type: MAN B&W ME

Participants: Owner

Shipyard Class

Engine builder

(24)

Shop test preperation for ME-Engine (FAT) Shop test preperation for ME-Engine (FAT)

FAT

1. Confirm adjustment of hydraulic pressure safety valve

2. Manual test of system by-pass valve via MOP (fixed driven pumps only)

3. Test of cylinder lube slow down sensor Lube oil level *

4. Test of HPS shut down sensors Large oil leakage

Low inlet oil pressure

5 T t f h d li i

5. Test of hydraulic main pumps Pump response test

6. Test of hydraulic start up pumps

Pressure build up time with one pump running Pressure build up time with both pumps running

7. Test of double pipe (50 - 60 - 70 ME engines) Version with test valve 333

Version without test valve Version without test valve

8. Test of double pipe (80 - 90 - 98 ME engines) Version with test valve 333

Version without test valve

(25)

Shop test preperation for ME-Engine (FAT) Shop test preperation for ME Engine (FAT)

(26)

(27)

(28)

(29)

Shop test perperation for ME Engine (FAT) Shop test perperation for ME-Engine (FAT)

(30)

Performance Observation

(31)

• Why is engine performance interesting ?

• Performance observations

• Performance Evaluation

(32)

• Early discovery of problems

• Planning Maintenance

• Avoiding unscheduled stops

Leading to:

• Less Work

(33)

• Time based

Calendar time Running hours

• Observation basedObse at o based

(34)

MAN Diesel

Examples:

• Calendar time: Inspection of bearings

• Running hours: Overhaul of exhaust valve

(35)

C t tl

Constantly

Alarm, Slow down, Shut down

Daily

Basic Performance observations

Every Month

Full Performance, including indicator cards

(36)

• Why is engine performance interesting ?Why is engine performance interesting ?

(37)

Be very keen on getting All di

• All readings • Reliable readings

- Use local instruments - Check gauges against

Calibrated ones

- U-tube Manometers to be tight

tight

- Check Cocks/valves for flow - Replace malfunctioning

gauges and iinstruments

(38)

MAN Diesel

Pressure drop over Pressure drop over turbocharger intake filter

(39)

MAN Diesel

(40)

Scavenging air and exhaust receiver

(41)

Pressure drop over

S Ai C l

Scavenge Air Cooler ∆PCooler

(42)

MAN B&W Diesel A/S

E h t t t

Exhaust gas temperature after Turbochager as

well back-pressure measurement.

(43)

MAN Diesel MAN Diesel Indicator Cock: For taking indicator cards and/or using PMI indicator

(44)

Charge air Cooler

Measure:

• Cooling Water inlet temp.Cooling Water inlet temp. • Cooling Water outlet temp. • Scav. Air temp. before Cooler

Scav Air temp after Cooler • Scav. Air temp. after Cooler • Pressure drop over Cooler

To evaluate the performance of the air cooler the following 3 parameters must be evaluated:

1) Temp. diff. Air outlet and water inlet. A typical value is 10 deg. C. 2) Cooling Water Temperature Difference A typical value is 7 deg C 2) Cooling Water Temperature Difference. A typical value is 7 deg. C

(45)

MAN Diesel MAN Diesel Condensate Amount Example: 91 % Load 91 % Load 80 % Humidity Tropical Conditions Tropical Conditions

68 tons condensate per day

(46)

(47)

I di C d

(48)

Mean Indicated Pressure

P A P π/ D2 _S n_/ _P 1_/

P_i =

L • C_S Pe=

π_/

4 • D2 • S • n/60 • Pe• 1/7355

A: Area from planimetering [mm2] L: Length of indicator diagram [mm]

C_S: Spring Constant [mm/bar]

D: Cylinder Diameter [m] S: Stroke [m]

C_S: Spring Constant [mm/bar]

Mean Effective pressure

P_e = k₂• n • p_e pressure

(49)

Engine Performance Data Engine Performance Data

Engine data information's g obtained from local readings

together with PMI measurements.

(50)

Engine Performance Observation Engine Performance Observation

Measured engine data corrected to Measured engine data corrected to

ISO condition.

ISO Reference Ambient Conditions:

• Air inlet temperature: 25 °C • Air inlet temperature: 25 C • Cooling water inlet temp. 25 °C

Corrections:

• Exhaust temperature after valvesExhaust temperature after valves • Scavenging air pressure

• Compression pressure • Maximum pressure

(51)

Reference Performance curves: Reference Performance curves:

Engine (shoptest) performance curve performance curve compared with sea trial

obtained PMI measurements.

(52)

(53)

Specific Fuel Consumption

Example

Engine Power Pe: 15600 bhp

Consumption Co: 7 125 m3 _{over 3 hours}

Consumption Co: 7.125 m3 _{over 3 hours}

Fuel, temp at measuring point: 119 °C Fuel, Specific gravity at 15 °C: 0.9364 g/cm3

Fuel, Sulphur content: 3 %

Density at 119 °C : 0.9364-0.068 = 0.8684 g/cm3 SFOC = Co • ρ119 • 10 6 h • P_e = 7.125 • 0.8684 • 106 3 • 15600 = 132.2 g/bhph Correction for Calorific Value: 132.2 40,700

(54)

(55)

Calorific Value of Fuel

(56)

• Performance EvaluationPerformance Evaluation

(57)

Action:

•Keep the MAN Diesel recommended maintenance schedule p •Observe any abnormality by daily checks of engine parameters.

•Maintain full engine performance report every month

•Evaluate all obtained engine data carefully and compare with earlier data and shop •Evaluate all obtained engine data carefully and compare with earlier data and shop

test data.

Benefits: Benefits:

•Safe and reliable engine. •Low maintenances cost.

E i i f

(58)

Always

Always be

yy

be alert

alert

-- don’t

don’t wait

wait for

for

things

things to

to find

find

things

things to

to find

find

you

(59)

(60)

I di C d

(61)

PMI System PMI System

(62)

PMI: Cylinder Pressure Analyser PMI: Cylinder Pressure Analyser

User friendly User friendly

One person operated tool Easy to use

(63)

The Stationary PMI System The Stationary PMI System

(64)

Portable Crankshaft Pick-up Portable Crankshaft Pick up

(65)

Encoder arrangement In connection with

Alpha

Lubricator and PMI (Same signals) (Same signals)

(66)

PMI measurement PMI measurement

(67)

PMI System Output Adjustment Suggestion PMI System Output - Adjustment Suggestion

Recommended load adjustment

Recommended timing adjustment load adjustment timing adjustment

(68)

PMI System Output: Cylinder Balance PMI System Output: Cylinder Balance

(69)

Cylinder balance PMI Cylinder balance PMI

(70)

PT diagram PT diagram

(71)

(72)

PV diagram PV diagram

(73)

PMI System Output: Cylinder Balance PMI System Output: Cylinder Balance

(74)

Mean values Pmax Pcomp Mean values - Pmax, Pcomp

(75)

Mean values - Pi Mean values - Pi

(76)

Engine Performance Data Engine Performance Data

Engine data information g obtained from local readings

together with PMI measurements.

(77)

Engine Performance Observation Engine Performance Observation

Measured engine data corrected to Measured engine data corrected to

ISO condition.

ISO Reference Ambient Conditions:

• Air inlet temperature: 25 °C • Air inlet temperature: 25 C • Cooling water inlet temp. 25 °C

Corrections:

• Exhaust temperature after valvesExhaust temperature after valves • Scavenging air pressure

• Compression pressure • Maximum pressure

(78)

Reference Performance curves: Reference Performance curves:

Engine (shoptest) performance curve performance curve compared with sea trial

obtained PMI measurements.

(79)

Sea Trial Confirmation Sea Trial Confirmation

Sea trial engine performance:

•Engine running-up program

•Check of various engine limitations integrated into vessel’s governor and safety system •Engine starting attempts Ahead/Astern

•Crash stop manoeuvring

•Reference engine performance curves, at various engine loads. . •Engine performance (Engine power contra vessel speed)

•Commissioning and check of other engine related components, such as

•Alpha Lubricator System C li d

•Cylinder cut-out system •Axial Vibration Damper (AVD) •Torsion Vibration Damper (TVD)

•PMI Equipment (0 diagrams and E diagrams) •PMI-Equipment (0-diagrams and E-diagrams)

(80)

User interface: Exhaust valve adjustments User interface: Exhaust valve adjustments

Adjustment of exhaust valve closing time

Adjustment of exhaust valve opening time

(81)

Exhaust valve open/close Exhaust valve open/close

Exhaust valve movement 80 60 70 80 40 50 mm Early closing Late closing Early opening Late opening 10 20 30 Late opening Reference 0 10

(82)

User interface: Engine > Operation User interface: Engine > Operation

(83)

User interface:

Process Information > Speed Control Process Information > Speed Control

(84)

User interface: Fuel index adjustment User interface: Fuel index adjustment

Index offset at 100 % load

Index offset at 0 % load

Individual Chief limiter Individual Chief limiter

(85)

User interface:

Adjustment of maximum pressure Adjustment of maximum pressure

Timing of fuel injection

(corresponding to VIT adjustment on the MC (corresponding to VIT adjustment on the MC

(86)

User interface: Exhaust valve adjustments User interface: Exhaust valve adjustments

Adjustment of exhaust valve closing time

Adjustment of exhaust valve opening time

(87)

User interface:

Adj t t f li d il l b i ti Adjustment of cylinder oil lubrication

(88)

User interface:

Maintenance > System View I/O Test Maintenance > System View, I/O Test

(89)

User interface:

Maintenance > System View I/O Test Maintenance > System View, I/O Test

(90)

User interface: Maintenance

-System View I/O Test > ECU A Channel 32 System View, I/O Test > ECU-A, Channel-32

(91)

Low Load Operation Low Load Operation

(92)

Low Container Ship Speeds

Wh ?

Low Container Ship Speeds

Why?

Rising fuel prices (HFO currently $600/t)

Bunker fuel price

Reduced fuel consumption

Reduced emissions

Why not?

(93)

Relative Propulsion Power Needed for a Large Container Vessel Shown as a Function of Ship Speed Container Vessel Shown as a Function of Ship Speed

How slow?

Relative propulsion power needed 120

%

110

25 knots refers to 100% relative propulsion power

A reduction of 5 knots will result in 41%

110

100

90

A reduction of 5 knots, will result in 41%

propulsion power requirement 80

70

60

50

(94)

Reduced Fuel Consumption at Low Load Operation for Large Container Vessels Operation for Large Container Vessels

MC/MC-C and ME/ME-C Engines Relative fuel consumption/costs per n mile

% 100 90 MC/MC-C engines i 2h d 70 80 MC/MC-C

require 2hrs per day at least 75% load ME/ME-C engines 60 ME/ME-C ME/ME-C engines require 2hrs per week at least 75% l d 40 50 load 40

(95)

Methods of Engine Application for a reduced Service Speed for a reduced Service Speed

Method

Advantage

Disadvantage

1 Ch l Ch i iti l i t t Li it d f ti

1. Choose a less powerful engine

Cheaper initial investment Limits speed for entire ship life

2. Derate a new Significant SFOC reduction Typically limits speed for engine

g yp y p

entire ship life 3. Part load optimised Lower SFOC at part load;

Ship is able to sail at

Not available on some engines

increased speed if required

engines

4. Apply a ”Low Load” Can be applied in service; Not available on some

mode possible for continuous

operation <20% SMCR

(96)

Engine Application Engine Application

Power

MP

2 Heavy propeller curve - Engine margin

Sea margin (15% of PD)

SP

2 Heavy propeller curve

hull and heavy weather

6 Light propeller curve

hull and calm weather

MP S ifi d l i MCR i t fouled clean PD´ g g (10% of MP)

MP: Specified propulsion MCR point SP: Service propulsion point

PD: Propeller design point

PD`: Alternative propeller design point

PD

Engine speed

2 6

LR: Light running factor

(97)

1 Choosing a Less Powerful engine 1. Choosing a Less Powerful engine

= SMCR point Power = SMCR point A = 100% Speed B = 92% Speed ~80% SMCR L₁ = Engine 1 L₂ L₃ L₁ = Engine 2 L₄ L₃

Smaller engine, reduced installation space

Reduced initial investment L₂

Reduced initial investment

(98)

Method

Advantage

Disadvantage

2. Derate a new Significant SFOC* Typically limits speed for engine

g

reduction

yp y p

entire ship life

3. Part load optimised Lower SFOC at part load; Ship is able to sail at

engines

operation <20% SMCR with precautions

engines

* Specific Fuel Oil Consumption in

g/kWh p

(99)

2 Derate a New Engine 2. Derate a New Engine

T i ll i l kW

Typically involves

increasing the number of cylinders or choosing a

75,000

70,000

74,760 kW

12K98ME7

Engine layout diagrams

a

te

d

higher mark number, and then reducing the shaft power output by various

70,000 65,000 12K98ME7 11K98ME7 68,530 kW 62 300 kW D e ra p p y means 60,000 10K98ME7 62,300 kW

= de-rating with same FPP to reduce engine speed to 91.3rpm

55,000 _{90 r/min} _{97 r/min}

reduce engine speed to 91.3rpm = de-rating with different FPP to maintain engine speed

(100)

SFOC Reduction by Derating a K98ME7 Engine SFOC Reduction by Derating a K98ME7 Engine

SFOC curves

g/kWh

SFOC curves for 10, 11, and 12 cylinder versions of the K98

175

170 Nominal

SMCR = 62,300 kW x 97 r/min Matching point = 100% SMCR LCV = 42,700 kJ/kg

engine shown for SMCR

Total saving of 5.8g/kWh equates to an annual fuel cost

165

Derated Derated 10K98ME7

equates to an annual fuel cost saving of $1M/yr 160 12K98ME7 11K98ME7 155 30 40 50 60 70 80 90 100 % SMCR 20

(101)

Method

Advantage

Disadvantage

g yp y p

engines

operation <20% SMCR

(102)

3 Part Load Optimisation 3. Part Load Optimisation

Optimising/Matching point to

b l t d id i th

be selected considering the average ship service speed

Involves TC matching,

compression volume (shims), exhaust gas valve timing, and g g,

(103)

(104)

•

Turbo charger cut out

•

Turbo charger cut out

(105)

Reduced SFOC for Part Load Optimisation of ME/ME-C Engines when Operating in Economy Mode

174 MC/MC-C 100% SMCR optimised Economy mode: S = Continuous Service Rating: 168 F OC ME/ME-C 100% SMCR optimised MC/MC C 100% SMCR optimised

ME/ME-C Part load optimised

3-4g/kWh 3-4g/kWh

Service Rating:

S_ME is 70% of

Optimising Point for

S F S_MC S_ME p g ME engines S_MC is 80% of 162 20 30 40 50 60 70 80 90 100 110 % SMCR

Engine shaft power

Optimising Point for MC engines

(106)

Method

Advantage

Disadvantage

g yp y p

engines

4. Future possibility to Could be applied in Would not available on apply a ”Low Load”

mode

service; possible for continuous operation <20% SMCR with

(107)

4 Application of Low Load Mode 4. Application of Low Load Mode

= SMCR pointp

A = 100% Speed

B = 70% Speed (~30%

= Low Load area

Power

L₁ L₂ L₃

SMCR)

Would only be available on electronically controlled

L₄

electronically controlled engines (ME/ME-C)

Could be applied in servicepp

Changes injection timings and exhaust gas valve

actuation for specific Low Load area

(108)

Reduced SFOC for Low Load Mode of ME/ME-C Engines

of ME/ME-C Engines

Further increase in SFOC reduction when operating in low load areasp g

Typically 1-2g/kWh reduction for low load area

Increased SFOC when operating at high loads; 1-2g/kWh increase at

174

Increased SFOC when operating at high loads; 1 2g/kWh increase at 100% SMCR

C

ME/ME-C Economy mode ME/ME-C Low load mode

1-2g/kWh 1-2g/kWh 168 SF O C 162 20 30 40 50 60 70 80 90 100 110 % SMCR

(109)

Part Load Optimisation & Low Load Mode Part Load Optimisation & Low Load Mode

Combined effect of a part load optimised engine and p p g utilisation of a low load mode

(110)

Reduced Fuel Consumption at Low Load Operation for Large Container Vessels Operation for Large Container Vessels

12K98MC C6 d 12K98ME C6 SMCR 68 520 kW t 104 / i 12K98MC-C6 and 12K98ME-C6, SMCR = 68,520 kW at 104 r/min

(111)

Considerations regarding boiler typesConsiderations regarding boiler types

Smoke tube boilers Smoke tube boilers

Limited soot deposits in the tubes - High velosity of exhaust gas - High velosity of exhaust gas

- Smooth gas passage

Limited demand for cleaning

Water tube boiler with fins

- Limited demand for cleaning

More prone to soot deposits on fins and tubes

L l it f th h t

- Low velosity of the exhaust gas

(112)

Technical Problems Technical Problems

Operating at low speed can create problems, such as:

p ,

Deposting of of soot particles in exhaust gas boiler resulting in burning/melting

tubes tubes

Build up of soot in Turbocharger, requiring more frequent cleaning, or reduced efficiency

reduced efficiency

(113)

Exhaust valve spindels

-Increased burn rate during ”Low Load” Increased burn rate during Low Load

(114)

Technical Solutions Technical Solutions For MC engines: Solenoid valve Group 1 Solenoid valve Group 2

Without cylinder cut-out

For MC engines:

Increase engine load to above 75% for 1hour, every 12hours

Air supply 7 bar

Introduction of slides valves

Cylinder cut-out system for

i b l 40% d _{With cylinder cut-out}

manoeuvring below 40% speed

Exhaust gas boiler bypass for loads <40%

<40%

For ME engines:

Increase engine load to above 75%

Increase engine load to above 75% for 2hours, every week

(115)

Technical Solutions Technical Solutions

(116)

Cylinder Oil Regulation at Low Load Cylinder Oil Regulation at Low Load

For engines with Alpha lubricator (lubrication as a lubricator (lubrication as a function of engine load),

significant savings can also be

d li d l b il

made on cylinder lube oil consumption

80% MCR results in reduction80% MCR results in reduction of 50% ~$165,000/yr

(117)

Service experience with low load operation Service experience with low load operation

Test on a 9K98MEC engine with Slide Valves

Duration of the test was 7 days on 30% Load

(118)

Low load test on 9K98ME C Low load test on 9K98ME-C

Scavenge Air Receiver Inspections Scavenge Air Receiver Inspections

(119)

Low load test on 9K98ME C Low load test on 9K98ME-C

(120)

Service experience with low load operation Service experience with low load operation

Test on a 12K90MC engine with Slide Valves

Duration of the test was 16 days on 20- 22 % Load

(121)

Low Load Service

(122)

Normal Service 40-75 % Load

Low Load Service 20-22 % Load

(123)

Normal Service 40-75 % Load Low Load Service 20-22 % Load

(124)

Normal Service 40-75 % Load

(125)

Low Load Service Low Load Service

(126)

(127)

(128)

(129)

13. Shop test

Always

Always be

yy

be alert

alert

-- don’t

don’t wait

wait for

for

things

things to

to find

find

things

things to

to find

find

you

Method

Advantage

Disadvantage

Method

Advantage

Disadvantage

Method

Advantage

Disadvantage

•

•

Method

Advantage

Disadvantage

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Test on a 9K98MEC engine with Slide Valves

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Duration of the test was 7 days on 30% Load

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Test on a 12K90MC engine with Slide Valves

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Duration of the test was 16 days on 20- 22 % Load

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