The two-stroke low-pressure DF technology: from The two-stroke low-pressure DF technology: ......

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The two-stroke low-pressure DF technology: from concept to realityMarcel Ott, DF Technology Development, R&D
8 June 20161 CIMAC 2016, Helsinki / Marcel Ott

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X-DF: from concept to reality
and the future has just begun

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The low-pressure DF concept
The principle: Engine operating according to the
Otto process Pre-mixed lean-burn combustion Low-pressure gas admission
at mid stroke location Ignition by pilot-fuel into pre-
chambers

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X-DF low-pressure dual-fuel concept
The main meritsLow gas pressure < 16bar Simple and reliable gas supply system Simple gas sealing Wide selection of proven
compressors/ pumps (piston or centrifugal)
Lean-Burn Otto combustion means IMO Tier III compliance: Without additional equipment
(EGR/SCR) Without additional fuel consumption Without compromised component
reliabilityPre-mixed lean-burn combustion
8 June 20164
Scavenging Compression/ gas admission
Ignition expansion
CIMAC 2016, Helsinki / Marcel Ott

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Development & introduction timeline
Kick-off:
Concept development
Rig and one cylinder testing
2011
2012
Full scale engine testing with RT-flex50DF:
Concept verification Performance,
automation and component design
2013
2014
Start up of X72DF tech. demonstrator
RT-flex50DF:
First customer engine deliveries
Type Approval Test
2015
First sea trial completed
First large-bore production engines
35 DF engines on order
2016
First large LNGC sea trial
2017
To be continued

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Key technologies
Two GAVs per cylinder injecting gas directly into the cylinder
Simple valve design for maximum reliability
Valve electro-hydraulically controlled and activated
Valve lift measurement for increased safety
Maintenance friendly design: internal parts can be replaced without removing the valve housing and opening up the gas piping
Gas admission valves (GAV)

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Key technologies
Two micro pilot injectors per cylinder injecting into pre-chambers
Pre-chambers acting as ignition-amplifiers Strong pressure peak in pre-chamber shoots flame
jet into main chamber Provides high ignition stability with minimized pilot
fuel quantities (

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Fundamentals of combustion
Limits of the pre-mixed lean-burn combustion
0
2
4
6
8
10
12
14
16
18
20
22
24
Residual gas and oil mist influence
Lean limit with pre-chamber
Increased combustion instability
Operating window
Self-ignition, high combustion speed, knocking
BM
EP [b
ar]
Air/Fuel Ratio
2,5
Chart1
0
5
10
13.5
16.5
20
23
Sheet1
2-stroke DF technology
Characteristic of engine
air/fuel ratio0.60.811.21.41.61.822.22.42.62.833.23.4
max mean pressure121099.711.514.71924
with oil mist1087910.613.21722
with weak ignition system051221.528
with powerful ignition system2.292.42.542.72.76
Characteristic of turbo charger
air/fuel ratio standard2.652.622.592.562.52.31.8
mean pressure04813182124
air/fuel ratio with waste gate and early EV opening
mean pressure051013.516.52023
Sheet1
Self ignition, followedby combustion with increased speed,but not knocking
Oil mist or residual gas
Large variation andinstability incombustion speed
Ignition system with low power
Characteristic ofturbo charger
Optimized characteristicof turbo charger, wastegate and variablevalve timing
Nominaloperationpoint
Air/fuel ratio decreases due to turbo charger efficiencyand due to late exhaust valve closing
Air/fuel ratio
Mean pressure (bar)
Operating window
Air/fuel ratio
Mean pressure (bar)
Operating window

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Fundamentals of combustion
Combustion examples
0
2
4
6
8
10
12
14
16
18
20
22
24
BM
EP [b
ar]
Air/Fuel Ratio2,5
No radical failure when crossing a limit Firing pressures, knocking and misfiring constantly monitored
normal
-60 -40 -20 0 20 40 60
rich
-60 -40 -20 0 20 40 60
lean
Chart1
0
5
10
13.5
16.5
20
23
Sheet1
2-stroke DF technology
Characteristic of engine
air/fuel ratio0.60.811.21.41.61.822.22.42.62.833.23.4
max mean pressure121099.711.514.71924
with oil mist1087910.613.21722
with weak ignition system051221.528
with powerful ignition system2.292.42.542.72.76
Characteristic of turbo charger
air/fuel ratio standard2.652.622.592.562.52.31.8
mean pressure04813182124
air/fuel ratio with waste gate and early EV opening
mean pressure051013.516.52023
Sheet1
Self ignition, followedby combustion with increased speed,but not knocking
Oil mist or residual gas
Large variation andinstability incombustion speed
Ignition system with low power
Characteristic ofturbo charger
Optimized characteristicof turbo charger, wastegate and variablevalve timing
Nominaloperationpoint
Air/fuel ratio decreases due to turbo charger efficiencyand due to late exhaust valve closing
Air/fuel ratio
Mean pressure (bar)
Operating window
Air/fuel ratio
Mean pressure (bar)
Operating window
Chart1
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9.038.3
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9.928.72
10.028.87
10.1

The two-stroke low-pressure DF technology: from The two-stroke low-pressure DF technology: ......

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