Valencia. 11-Noviembre-2.014 Colegio Oficial de … · Resistencia al avance % Resistencia Total ....

1 < > MAN Diesel & Turbo Fernando Marcos Colegio de Ingenieros Navales y Oceánicos - Fundación Valenciaport Nov. 2.014

Valencia. 11-Noviembre-2.014 Fundación Valenciaport

Colegio Oficial de Ingenieros Navales y Oceánicos

Fernando Marcos +34 670 416 409

[email protected]


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.

Disclaimer


Wolkswagen Group MAN Group


50% of World Trade is powered by MAN Diesel Engines!

MAN Diesel & Turbo in World Trade


Worldwide No. 1 Supplier of Two-stroke Diesel Engines


Resistencia al avance

Resistencia al avance : Velocidad Desplazamiento Formas

Cuatro tipos:

Fricción. Formación de olas. Formación de torbellinos. Aire.

Ley de Bernoulli: ½ x ρ x V2

CF x ½ x ρ x V2 CW x ½ x ρ x V2

CT x ½ x ρ x V2 CA x ½ x ρa x V2

Resistencia Total = CF x ½ x ρ x V2 + CW x ½ x ρ x V2 + CT x ½ x ρ x V2 + CA x ½ x ρa x V2


Resistencia al avance

% Resistencia Total

Tipo de resistencia Alta (*) Velocidad

Baja (**) Velocidad

Fricción. 45 90

Formación de olas. 40 5

Formación de torbellinos. 5 3

Aire 10 2

(*) Cruceros y Ferry - (**) Petroleros y Bulkcarriers


Low Steaming

Qué hay detrás del “Low Steaming”: Ahorros de combustible Regulación medioambiental de CO2 (EEDI)

Ejemplo: Una reducción de 4 nudos supone el

50% de la potencia Tres opciones:

Especificar el motor para velocidad máxima y operar a baja velocidad. Especificar un motor más pequeño Especificar el motor para velocidad máxima

pero con consumo optimizado a baja carga.


Optimización (Tuning) del motor de 2T


Propulsor


Hélice CPP de MAN Diesel & Turbo


Potencia propulsiva

Recordemos…. Resistencia Total = CF x ½ x ρ x V2 + CW x ½ x ρ x V2 + CT x ½ x ρ x V2 + CA x ½ x ρa x V2

Resistencia total es proporcional al cuadrado de la velocidad Potencia es Fuerza x Velocidad Potencia propulsiva será proporcional al cubo de la velocidad En buques con hélice de paso fijo revoluciones del motor y velocidad del buque

son proporcionales. Potencia Propulsiva = coef. x revoluciones 3

Portacontenedores Feeder, RoRo Tanker, Bulker

P = coef. x V4 P = coef. x V3,5 P = coef. x V3,2


Selección del motor propulsor


Nomenclatura



Desplazamientos en vertical descendentes implican una mejora del rendimiento del motor y por lo tanto un menor consumo. Conclusión: Un motor cuya SMCR esté sobre la línea L4-L2 tienen el menor consumo que el mismo motor con una SMCR en cualquier otro punto del "Layout Diagram"

Desplazamientos en horizontal hacia la izquierda implican una mejora del rendimiento del propulsor: menores revoluciones permitirán utilizar mayores diámetros de propulsor. Conclusión: Un motor cuya SMCR esté sobre la línea L3-L4 tendrá las mínimas revoluciones, pudiendo proporcionar una mayor eficiencia propulsiva.

Power Derating Speed Derating


Motores altamente “de-rateados“

Moderador

Notas de la presentación

This figure illustrates how the layout power compared to L1 power has developed over the years. The black line represent the average value. This clearly indicating that de-rating has taken pace over the last 3-4 years, and this being one off our main reasons for deciding to extend the possibility to de-rate the engine by extending the layout diagram.


Órdernes de magnitud


Condicionantes

Condicionantes

Eficiencia M. Ambiente

Estrategia

Motores Reducción Emisiones

Combustibles Alternativos

Motores


Motores MAN tipo “G“ Green


Sistema de recuperación de gases de escape y reducción de CO2

Main engine 27 - 80 MWmech

Steam turbine 1.5 - 5.5 MWel Power turbine 1.5 - 2.5 MWel Total power generation 2.0 - 9.0 MWel

Exhaust Gas Receiver

Dual pressure exhaust gas

boiler

HP steam

LP steam

main engine - 80 MWmech

PTI/PTO

Generator

Steam Turbine Power Turbine

Main Engine

Turbochargers

Auxiliary Diesel Engines

WHR boosting cycle efficiency from 49,3%to approx. 55,0%


“Cold Ironing“

Lower emissions

Less pollutants, noise and vibrations for local community

Better onboard comfort while in port

Meeting local and international environmental regulations

Green profiling for ship owners and customers

Reduced lifecycle cost by reduced fuel consumption and maintenance cost

Cortesia de ABB


Condicionantes

Condicionantes


Estrategia



Reducción Emisiones


Only US/Caribbean

All vessels (old and new)

Only newbuildings

… and local regulations. ie: SOx emissions in European ports.

EEDI – CO2 (g/t.nm) Global

Límites de emisiones de NOx y SOx


Augsburg

N-ECA 2016 Possible N-ECA bevor 2021

Augsburg

S-ECA Possible S-ECA

Tier III Nox ECAs after 01/2016 (keel laying) US Coast + Caribbean Sea Possible ECAs …migth be designated in the future… (Baltic Sea, North Sea, Japan Coast) Source: 66th MEPC session, 31 March to 4 April 2014, London

SOx-ECA NOx-ECA

Zonas ECA


Wet scrubber Open Loop

SOx-Reduction by sea water

Reduction rate over 98% No auxilliary materials needed

No water cleaning, just monitoring

required

Wet Scrubber Closed Loop

SOx-Reduction by fresh water and caustic soda

Reduction rate over 99% No discharge of poluted water

Ability to cope with low alkalinity water

Wet Scrubber Hybrid System

Combination of open and closed system

Running on sea water when possible (lowest costs)

No waste water discharge whenever required

Maximum flexibility

Reducción de SOx


EGR Exhaust Gas Recirculation

SCR Selective Catalytic Reduction

Reducción de NOx


Reducción de NOx


EGR is a standar in the car industry since 2.006 (Audi, Mercedes, Volvo, MAN, etc.)

MAN Two Stroke Engine with EGR

EGR


Owner A. P. Moller - Alexander Maersk Engine 1 x 7S50MC6 SMCR kW 8608 Ship type & capacity Container - 1068 teu Builder Hitachi Yard China Shipbuilding Corp Hull no. 673 IMO no. 9164237

Technology

Retrofit high pressure EGR: EGR1, max 50% NOx reduction Finalization of test: January 2014, equipment will be demounted

Owner A. P. Moller - Maersk Cardiff Engine 1 x 6S80ME-C9.2 SMCR kW 23000 Ship type & capacity Container - 4500 teu Builder HHI Yard Hyundai Heavy Ind. Hull no. 2358 IMO no. 9529255

Technology High pressure EGR: EGR2, Tier III + Tier II EGR low mode

RASA/ Dept LSP 01.10.2014

Referencias EGR


Condicionantes

Condicionantes


Estrategia




Reducción Emisiones


Fuel Type MAN Engines SOx NOx NOx - Tier III GHG (*) Methane Slip

Methane-CH4 (LNG/NG) MAN DF Four Stroke Otto Cycle Ø Yes on Gas

Yes on fuel + SCR

ME-GI Two Stroke Diesel Cycle Ø

Yes on Gas & Fuel + EGR Yes on Gas & Fuel + SCR

Ethane-C2H6 (LEG) ME-GI Two Stroke Diesel Cycle Ø Propane-C3H8 (LPG) ME-LGI Two Stroke Diesel Cycle Ø Butane-C4H10 (LPG) ME-LGI Two Stroke Diesel Cycle Ø

Methanol-CH3OH (MeOH) ME-LGI Two Stroke Diesel Cycle Ø Ethanol-C2H5OH ME-LGI Two Stroke Diesel Cycle Ø

DME ME-LGI Two Stroke Diesel Cycle Ø Petrol/Gasoline-C8H18 ME-LGI Two Stroke Diesel Cycle =

Biofuel

Low sulphur-(0,1%S)

MAN Four Stroke Conventional = Yes with SCR

MAN Two Stroke Conventional = Yes with SCR Yes with EGR

(*) GHG: Green House Gases. Methane Slip. (Unburned methane or gas released in the exhaust gases)

Combustibles alternativos


ME-GI Motor dual dos tiempos ciclo Diesel


1. ME-GI is a Diesel Engine. It has lowest Gas and Fuel consumption. (10 – 20 g/kWh less than Low Pressure engines). 2. ME-GI - EGR is Tier III compliant in Gas and HFO (others only in Gas).

3. No Methane Slip.

4. ME-GI is invulnerable to quality of the gas (no methane number limitations).

4. ME-GI is invulnerable to ambient conditions (ambient temperature).

5. ME-GI is invulnerable to Knocking.

6. ME-GI does not need to be derated. (It is smaller compared with Low Pressure engines).

7. ME-GI does not need a load ramps (needed for Low Pressure engines to avoid Knoking).

8. ME-GI does not pose any risk of stability of combustion.

9. ME-GI does not pose any risk of unexpected self ignition by the cylinder oil.

ME-GI / ME-LGI


TOTE MARITIME 2 + 3 x 3.100 teu Container Ship

MATSON NAVIGATION 2 + 3 x 3.600 teu Container Ship

BRODOSPLIT 2 + 2 x 1.431 teu Container Ship

CROWLEY 2 x ConRo 2.400 teu

WALLENIUS & NYK 2 x LNG PCTC

Container Vessels – ConRo – PCTC: 10 x ME-GI + 8 options

Motor ME-GI Referencias


LNG Tankers: 24 x ME-GI + 10 options

TEEKAY 5 + 5 x 173.400 cbm LNG Tanker

NAKILAT Retrofit Two Stroke to ME-GI

KNUTSEN OAS 2 x 176.300 cbm LNG Tanker

ELCANO 2 x LNG Tanker

BW GROUP 2 x 173.400 cbm LNG Tanker

Motor ME-GI Referencias


Ethane Tankers - Methanol Tankers - LPG Tankers:13 x ME-GI 9 x ME-LGI + 1 option

NAVIGATOR GAS 4 x LPG Tanker

HARTMANN & OCEAN YIELD 3 x Ethane Gas Carrier

(ME-GI running on Ethane)

MITSUI O.S.K. LINES MARINVEST

WESTFAL-LARSEN 9 + 1 x Methanol carrier

(ME-LGI running on Methanol)

RELIANCE GROUP 6 x 87.000cbm Ethane Gas Carrier

(Potential retrofit - ME-GI running on Ethane)

Motor ME-GI y ME-LGI Referencias


Desea saber más?


MAN Diesel & Turbo

Preguntas?

Fernando Marcos +34 670 416 409 [email protected]

Valencia. 11-Noviembre-2.014 Colegio Oficial de … · Resistencia al avance % Resistencia Total ....

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Transcript of Valencia. 11-Noviembre-2.014 Colegio Oficial de … · Resistencia al avance % Resistencia Total ....