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1< >MAN Diesel & Turbo Author Current topic 00.00.2012

2-strokeTechnical & Market SeminarNew Engine Programme and Developments

George Drossos

Head of Marine New Sales & Promotion

MAN Diesel & Turbo Hellas Ltd

[email protected]

MAN Diesel & Turbo - 2-st Technical & Market SeminarUniversity of Piraeus, 25.11.2015


Agenda – 2-stroke Technical & Market SeminarUniversity of Piraeus, 25.11.2015

1 MDT highlights 2015

2 New Engine Programme 2015

3

4 ME design concept & G-engine

5 ME-GI & ME-LGI. New concepts

From MC to ME

6 MDT order book, Market share, G and GI/LGI reference list





3



From MC to ME



The Worlds first ME-GI Vessel Launching at NASSCO, USA, April 2015

Order details

No. of ships: 2 + 3 options

No. of engines: 2 + 3

Ship type: Container

Capacity: 3100 Teu

Engine type: 8L70ME-C8.2-GI

GenSets: 3 x 9L28/32DF

Builder: Doosan

Yard: NASSCO

Owner: TOTE Maritime

Fuel type: HFO, MGO, NG


The worlds first ME-GI LNG Carrier Launching at DSME, Korea, May 2015

Order details



Ship type: LNG tankers

Capacity: 173,400 CBM

Engine type: 2 x 5G70ME-C9-GI

Builder: Hyundai

Yard: DSME

Owner: Teekay

Fuel type HFO, MGO, NG


The Worlds First ME-LGI Methanol EngineShop Test at Mitsui, Japan, June 2015

Order details



Ship type: Methanol carrier

Capacity: 50,000 dwt

Engine type: 7S50ME-B9.3L-GI

Builder: Mitsui

Yard: MNS

Engine delivery year: 2015

Fuel type: HFO, MGO, Methanol


The Worlds Largest Car Carrier Delivered at Xiamen Shipbuilding, China, July 2015

Order details

No. of ships: 6

No. of engines: 6

Ship type: Car Carrier

Capacity: 8500 CEU

Engine type: 6S60ME-C8.2

Builder:

Yard: Xamien Shipbuilding Industry

Owner: Höegh Autoliners

Fuel typeHFO, MGO

First Kappel FP propeller


The Worlds first FP Kappel Propeller orderSea Trial, China, Lemissoler Navigation, Cyprus, August 2015

Principal particulars

58,500 DWT - Bulk Carriers

Length between 186.5 m

Breadth moulded 32.26 m

Draught fp/ap 11.30 m

Design speed 14.2 knots

Main engine

MAN B&W 5S60ME-C 8.2

Output (SMCR) 8,050 kW

at 89 r/min

Propeller

MAN Alpha Kappel

Blades/diameter 4/6,8 m


The World’s First ME-GI Retrofit ProjectService Delivery Test November 2015

Fuel Gas Supply System (FGSS)

Conversion of

2 x 7S70ME-C

to

ME-GI engine x 2

Submerged LNG feed pumps in cargo tank 4 + 5

Gas Valve Train

(GVT)Q-Max

• 266.000 m3 LNG

• Length: 345 m

• Breadth: 54 m

• Depth: 27 m





3



From MC to ME



NEW CEAS Calculation Programme available Link

Engine Programme 2015Model Designation

http://marine.man.eu/two-stroke/ceas


Engine Programme DevelopmentExternal Influence

World trade

World fleet

Freight prices

Environmental requirements

Fuel types and prices

Ship and propeller technology


Engine Programme DevelopmentEvolution of engines

Efficient

Reliable

Production friendly

Low emissions

Safe

Easy to maintain


• Layout area stretched

• Some models gone

• New fuels are available

• Tier III technologies available

• All engines updated to dot 5 design

• Dot 5 performance control strategy

Engine programme 2014

Dot 2/3/5

21 engines

Engine programme 2015

All engines Dot 5

19 engines

Engine Programme Development2013 - 2015


Engine Programme DevelopmentNow All Engines are ME


2013: layout requested for some projects

1

2

3

1 32 MEP dependent design

Engine Programme 2015Extended layout request lead to Dot 5 Design Update


MW ordered per year

Engine Programme 2015G - type engines replace K, L and S - types


Engine Programme 2015Detailed fuel data for each engine model in different configurations


Engine Programme 2015Detailed fuel data & dimensions for each engine model in different configurations


Agenda – 2-stroke Technical & Market SeminarUniversity of Piraeus, 25.11. 2015



3



From MC to ME



ME Design Basis

•Based on same structural parts and specific

design features as MC design

•Well proven technology from more than 100

years of engine evolution

•Continuous design review due to a large

population of engines, which provide valuable

service feed back

•Future engine development is based on

innovative focus and studies of market demands

and trends.

S90ME-C


The Mechanical Differences

MC Engine (ME-B) ME Engine


DifferencesMC-C / ME-C / ME-B

MC/-C ME/-C ME-B

Exhaust valve operated by a camshaft Electronically controlled exhaust valve Exhaust valve operated by light camshaft

Fuel injection operated by a camshaft Electronically controlled fuel injection Electronically controlled fuel injection

Engine Control System:•Fuel Injection Control

•Governor function

•Cylinder Lubrication Control

•Hydraulic Pumps Swash Plate Control

•Auxiliary blowers On/Off Control

•Exhaust valve actuation

•Starting air valves Control

•Start and Reversing sequences

Engine Control System:•Fuel Injection Control

•Governor function

•Cylinder Lubrication Control

•Hydraulic Oil Pressure Control





3



From MC to ME



Hydraulic Oil System

Hydraulic System

Roughly 10%

Engine Inlet

Ship FilterMain Tank

and Pumps

Lubrication, Cooling

roughly 90%

Filter (6 micro mm)

2-3 bar

300 bar

Fuel Booster,

Exhaust Valve Actuator


ME Design System Overview

Hydraulic Oil Filter

HPS:

Hydraulic Power

Supply

HCU:

Hydraulic Cylinder Unit

ECS:

Engine Control System


ME-C HPSChain and Frame Box ME-C

Mechanically chain driven

HPS


ME-C Design HPS – Hydraulic Power Supply

Self Cleaning Filter 6 μm

Redundancy Filter 25 μm

Engine Driven Axial Piston Pumps

Chain Wheel and Step-up Gear

Safety Block

Accumulators

El. Start-up Pumps

Flexible High-

Pressure Pipes

Housing with Drain and Alarm


ME - C Design HCU – Hydraulic Cylinder Unit

Fuel Oil Pressure Booster

Exhaust Valve Actuator

Integrated Alpha Lubricator

FIVA Valve

Hydraulic High-

Pressure Rail


ME-C Design Exhaust Actuator

Exhaust

Valve

Actuator

Hydraulic

Pushrod

Hydraulic Pushrod Oil

300 bar Hydraulic oil

Nitrogen

FIVA

Proportional

Valve

To Drain

Hydraulic Piston


ME-C Design Fuel Oil Pressure Booster

Suction valveHigh Pressure Pipe

Fuel Pump PlungerFuel Pump

Fuel oil inlet 8 bar

Membrane

Accumulator

Hydraulic Piston

FIVA

Proportional

Valve

To Drain

Fuel Oil

300 bar Hydraulic oil

Nitrogen


ME-B Design HPS & HCU for ME-B


Dual Cylinder HCU

HPS

Camshaft Driven

Exhaust Actuators

Hydraulic High-

Pressure Rail Light camshaftELFI Valve


ME-B Design HCU for ME-B

Alpha Lubricator

Variable Exhaust

Timing Unit

Distributor Block

ELFI Valve

Accumulator



Crank angle

Exhaust valve lift [mm]

Variable Exhaust Valve Timing for ME-B

Closing

delayed

High loadLow load

Utilisation

Engine at low load:

No activation of timing piston

“short cam” early closing of X/V increased Pcomp

Engine at high load:

Activation of timing piston

“short cam” + hydraulic delay delayed closing of X/V

decreased Pcomp


ME-B with variable timingBasic Idea

Timing Piston

Control Valve

Basic idea: Length of the

hydraulic push rod is

adjusted by adding high

pressure oil

300 bar oil is

supplied by the

timing unit in

connection with the

HCU


ME Design - Summary

MC/-C

For many years the preferred engine by

the market

• Low production and installation cost

• High reliability

• MC/C cylinder condition

• Cylinder lube amount optimisation

• MC/C extended overhaul intervals

• Experience from more than 15000 engines

• MC/C flexibility in engine programme

• The MAN B&W engine after sales

programme/troubleshooting

ME/-C added value

•Adaptive for continuous updating of the future market

& environmental demands.

•Lower SFOC at Tier II (.2)

•Improved operability and monitoring

•Improved trouble shooting guides

•Rate shaping, fuel injection, NOX balancing

possibilities

•Autotuning, PMI on-line and lifetime saving of

SFOC/LOC

•Integrated Alpha lubricator,

•Low load fuel oil optimisation, ECT

•Integrated electronic control of added equipment

(EGB, TC cut out, VTA, etc.)


What else!

The trend within the shipping industry for operation on lower load and for more fuel and propeller

efficiency has lead to the introduction of a new engine series.

Using the experience from previous long stroke “S-type” engines, a new series of engines has been

launched, the Ultra –Long –Stroke –Engine …

The “G-Type”


The Principles of the G-Series

Ultra-long stroke G-engines are stretched super-long stroke S Mk 9 engines

Low force exhaust valve (ME-

C)

MPC 10 for CCU purpose

Wide-pad cross-head bearing

Triangular frame box

Main bearing lub.oil through

main bearing support

300 bar hydraulic oil system

Low friction guide shoe

Slim design of connecting rod

G90ME-C





3 From MC to ME



4 ME design concept & G engine


The dual fuel options

ME-LGI

Available for LPG and Methanol

ME-GI

Available for NG and Ethane


ME-GI Combustion Concept => Diesel Combustion Process => High Efficiency

From actual footage (colorized)

Yellow = pilot oil

Blue = gas fuel

Conventional slide fuel valve

Gas fuel valve

Gas 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 to ME-GI Modifications

42

New components• Double wall gas pipes

• Gas injection valves

• Large volume accumulators

• ELGI valves

• Control and safety system

Modified components• Cylinder cover

Simple modifications enable two-

stroke gas injection:

• Proven engine design

• High fuel efficiency ~50%

• High fuel flexibility

• High reliability


ME-GI DesignChain Link Double Walled Gas Supply Pipes


ME-LGI Combustion Principle

The ME-LGI engine is a dual

fuel engine

Diesel combustion process

High effciency

Main injection

Pilot injection


7S50ME-LGI engine >>Top section<< designDesigned for LPG – available from January 2018

The ME-GI is derived from the industry’s standard MC and ME engine.

Diesel cycle high fuel efficiency ~50% versus much lower for other engine types.

High fuel flexibility – burn most LPG grades without derating. Exa. Propane, Buthane, LVOC etc.

High reliability – same as fuel engines.

No derating because of knocking danger.

Negligible fuel slip.

A robust gas combustion – unchanged load response – unaffected by ambient condition


EGR SCR SCR

On-Engine High-pressure Low-pressure

(HP) (LP)

TIER III, MDT StrategyLow sulphur fuel focus includes low pressure SCR

http://marine.man.eu/two-stroke/project-guides

http://marine.man.eu/two-stroke/project-guides




New Concepts coming, TCEV + FBIV

FBIV + TCEV tested on Mitsui test engine 4S50ME-T9 2014

Lower weight ( cost ? ) and fuel consumption suggested

FIVA

FBIV

Top Controlled Exhaust Valve ( TECV)





3 From MC to ME

4 ME design concept & G engine


5 ME-GI & ME-LGI. New concepts.


The Licensees’ Reported Order BookLow Speed

Licensee

GW on Order End Month Licensee Country

Month

South

Korea Japan China Europe Total

2014 July 16,1 4,4 8,7 0,1 29,4

August 17,1 4,7 10,0 0,1 31,8

September 18,9 4,6 9,9 0,2 33,6

October 19,1 4,6 10,0 0,1 33,8

November 18,6 4,9 10,1 0,1 33,8

December 18,8 4,7 10,2 0,1 33,9

2015 January 19,0 4,4 9,9 0,1 33,4

February 18,9 4,5 10,1 0,1 33,7

March 17,5 4,4 10,2 0,1 32,2

April 17,3 4,8 10,0 0,1 32,2

Maj 17,0 4,8 10,0 0,1 32,0

Juni 17,0 4,5 9,8 0,1 31,4

July 17,5 5,8 9,9 0,1 33,4


Contracting, four quarter movingShips larger than 2,000 DWT/GT


G engine – Tier II Reference list

31.08.2015

Total: 1315 engines

Total: 26.5 GW

RASA/ Dept LSP

No. ofEngines

Type Mk.

50 G 95 ME-C 9.5

181 G 80 ME-C 9.2, 9.5

302 G 70 ME-C 9.2, 9.5

335 G 60 ME-C 9.2, 9.5

294 G 50 ME-B 9.3, 9.5

26 G 45 ME-C 9.5

112* G 70 ME-C-GI 9.2, 9.5

6 G 50 ME-B- LGI 9.5

6 G 60 ME-C- GIE 9.5

3 G 50 ME-C- GIE 9.5

* Incl. options


Dual fuel enginesReference list

03/09/2015 RASA/LSP

Total dual fuel engines including options: 153 engines

Total power main engine: 2.9 GW

No. ofengines

Type Mk.

5 S 90 ME-C-GI 10.5

112 G 70 ME-C-GI 9.5 , 9.2

5 L 70 ME-C-GI 8.2

4 S 70 ME-C-GI 8.2, 7

10 S 50 ME-B-GI / ME-C-GI 9.5, 8.5, 8.2

6 G 50 ME-B-LGI 9.5

3 S 50 ME-B-LGI 9.3

5 G 60 ME-C-GIE 9.5

3 G 50 ME-C-GIE 9.5


<

Thank You for Your Attention!

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.

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