Download 13. Shop test...
Diesel Technology Seminar
East Asia
November 2008 © MAN Diesel
1
Diesel Technology Seminar East Asia – November 2008
DAY 2 09:00 Lesson 9
Vendors
13:30 Lesson 13
Shop test
09:30 Lesson 10
Classes and MD
14:15 Lesson 14
Service experience p
10:30 Break
Coffee
14:45 Break
Coffee
10:45 Lesson 11
Cleanliness
15:00 Lesson 15
Alpha Lubricator System
11:00 Lesson 12
Main engine alignment
15:30 Lesson 16
Communication
12:00 Break
Lunch
16:00 FINISH
Summary and conclusion E l ti off the Evaluation th seminar i
© MAN Diesel
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Lecturer
MAN Diesel Teglholmsgade g g 41 2450 Copenhagen SV Denmark Phone Direct Telefax Mobile
+45 33 85 11 00 +45 33 85 14 41 +45 33 85 10 30 +45 24 24 81 19
Torben Oxving Marine Engineer
[email protected] O @ www.mandiesel.com
Superintendent Test Engineer Operation Marine Low Speed , Engineering
© MAN Diesel
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Marine Engine Programme 2008 Preferred for Tier II compliance Two-stroke Propulsion Mechanical control
However, all engines in the Tier I programme can be made Tier II compliant
3335621.2008.05.22
(OG/LS)
© MAN Diesel
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Marine Engine Programme 2008 Preferred for Tier II Compliance Two-stroke Propulsion Electronical control
However, all engines in the Tier I programme can be made Tier II compliant
3335609.2008.05.14
(LS/OG)
© MAN Diesel
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Layout Diagram – Limitation Lines L1 Power High mean Loading of bearings
L3 High g p peak Loading of Bearings (Low inertial Mass forces Compared to Gas pressure forces)
Layout diagram is defined by the power and speed d combinations bi ti within ithi L1 L1, L2 L2, L3 and d L4 With L1 as the Nominal Maximum Continuous Rating
L2
L4 Engine g speed p
L/7681-7.0/0701
(3250/BGJ)
© MAN Diesel
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Layout 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 specified ifi d MCR (M) Point A: Intersection between line 1 and 7
L1 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.
L4 Engine speed
L/7608-9.0/0701
(3250/BGJ)
© MAN Diesel
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Engine Layout Load diagram
Engine shaft power, % A A 100% reference point M Specified engine MCR O Optimising point
110 Line 1:
Line 2: Line 3: Line 4: Line 5: Line 6:
Line7: Line 8: Line 9:
Propeller curve through optimising point (”O”) – lay-out curve for engine Heavy propeller curve – fouled hull and/or heavy sea Speed limit Torque/speed limit Mean effective pressure limit Light propeller curve – clean hull and calm weather – layout curve for propeller Power limit for continuous running Overload limit Sea trial speed limit
100 90 80 70 60
50
40 60
65
70
75
80
85
90 95 100 105 Engine speed, % A
L/5483-0.0/0999
© MAN Diesel
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Load Diagram – Light Propeller Curve Propeller design conditions: Clean hull Calm weather
Engine shaft power, power % A 110 100 90
Light g p propeller p curve where the propeller is optimised
80 70 60 50
40 60
65
70
75
80
85
90 95 100 105
Engine speed, % A L/7861-5.0/0701
(3250/BGJ)
© MAN Diesel
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Load Diagram – Torque/Speed Limit Engine shaft power, % A 110 100 90 80 75 60 50
40 60
65
70
75
80
85
90 95 100 105
Engine speed, % A L/7856-8.0/0701
(3250/BGJ)
© MAN Diesel
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Load Diagram – Heavy Propeller Running Fouled F l dh hullll and d Very heavy sea
Engine shaft power, power % A 110 100 90
Heavy propeller curve Where the engine is optimised
80 70 60 50 40 60
65
70
75
80
85
90 95 100 105 Engine speed, % A
L/7855-6.0/0701
(3250/BGJ)
© MAN Diesel
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Load Diagram Speed Limit for Continuous Running Engine shaft power, power % A 110 100 90 80 70 60 50 40 60
65
70
75
80
85
90
95 100 105
Engine speed, % A L/7859-3.0/0701
(3250/BGJ)
© MAN Diesel
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Scavenging air limiter S Scavenging i air i lim li it 140 130 120 110 100 90
Index x
80 70 60 50 40 30 20 10 0 0.00
0.50
1.00
1.50
2.00
2.50
Pscav
3.00
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Torque limiter T Torque limit li it 140
130
120
110
100
90
Index
80
70
60
50
40
30
20
10
0
0
10
20
30
40
50
60
70
80
90
100
110
120
RPM © MAN Diesel
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10K98MC C & 6S35MC on the same testbed 10K98MC-C
L/74236-1.0/0402
(3000/OG)
© MAN Diesel
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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 j of engine g timing g as necessary y •Adjustment Confirmation test: •Confirmation of the engine performance parameters •Engine performance check at 25, 25 50, 50 75, 75 90, 90 100 and 110% load •NOx Measurement Official Shop test: •Demonstrate D t t the th engine i performance f for f Class Cl and dO Owner •Demonstration of various safety equipment •NOx Measurements (Combustion chamber and fuel gear equipment) •Shop test report including relevant reference curves.
© MAN Diesel
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Engine Performance curves:
Engine (shop test) performance curve
© MAN Diesel
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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 Maximum Allowable NOx Emission for Marine Diesel Engines
Later the HFO sulphur content will be reduced to max. 1.5% in restricted areas SECA ( Baltic Sea )
18.0
NOx x (g/kWh)
Max. Sulphur content in fuel 4.5 %
17.0 16.0 15.0 14.0 13.0 12.0 11.0 10.0 0
50
100
150
200
250
300
350
Rated engine speed (RPM)
xxxxxx.2005.04.04
(4100/PHP)
© MAN Diesel
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Two types of technical files U ifi d ttechnical Unified h i l file fil
Technical file based on adjustments
Check of components
Check of components
Measure performance values
Check of adjustment of engine
MAN Diesel has developed the NOx function which is embedded in a spread sheet, whereby you easily can document compliance.
Even if components and adjustment are within the tolerances the engine may not be in compliance.
xxxxxx.2005.04.04
(4100/PHP)
© MAN Diesel
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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 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: Assist or p perform the initial engine g survey y on board Apply for the vessel certificate ( IAPP ) xxxxxx.2005.04.04
(4100/PHP)
© MAN Diesel
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IMO - Annex VI of Marpol 73/78 On board performance check On-board survey Table 1: Input Date: Ambient pressure Compression pressure Maximum pressure Compressor inlet temperature Scavenging air temperature Sea water inlet temperature Turbine back pressure Scavenging air pressure Power Engine speed Turbocharger speed Table 2: Output Measured values Pscav @ ISO ambient Pmax @ ISO ambient Pcomp @ ISO ambient Tscav Pback ΔPower Limit values Pmax, maximum Pcomp, minimum Tscav, maximum Pback, maximum ΔP ΔPower, maximum i (f (for guidance id only) l ) Compliance Pmax Pcomp Tscav Pback Power deviation < 5% IMO NOx Estimated NOx - On-board Survey Parent engine ISO corr. NOx ISO NOx at max tolerances
mbar bar bar °C °C °C mmWC bar kW r/min r/min
93 999 129 141.1 28.2 37 28 180 2.78 19500 110 13548
100 barabs barabs barabs °C mmWC % barabs barabs °C mmWC %
g/kWh g/kWh g/kWh
xxxxxx.2005.04.04
143.6 140.7 38.4 213.1
Measured data Load (%) 75 999 107.4 125.4 27.5 33 26 70 1.99 15740 100.1 12069 Load (%) 75 3.06 127.4 110.1 33.0 70 0.2
144.0 132.0 54 450
133.0 102.0 46.0 340.0 5
yes yes yes yes
yes yes yes yes
11.79 13.35 14.45
13.57 15.37 16.41
(4100/PHP)
0
0
50
25
13.72 15.53 16.56
12.73 14.41 15.41
E3 cycle value 12.98 14.75 15.80
© MAN Diesel
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IMO Annex VI of Marpol 73/78 Unified technical file (UTF) Advantages: g Technical files equal for all licensees. Required by ship-owners. Onboard survey y by y engine g p performance readings g and component 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 g might g be out of compliance p using g this method. 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 spare parts t in i the th future f t and d still till b be iin compliance li with ith A Annex VI We suggest that all owners check the TF and contact MAN B&W Diesel to clarify any a yp problems. ob e s
xxxxxx.2005.04.04
(4100/PHP)
© MAN Diesel
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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 Participants: Owner Shipyard Class Engine builder MAN B&W Copenhagen
© MAN Diesel
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Shop test preperation for ME-Engine (FAT) FAT 1. 2.
Confirm adjustment of hydraulic pressure safety valve
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 5.
T t off h Test hydraulic d li main i 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
8.
Test of double pipe (80 - 90 - 98 ME engines) Version with test valve 333 Version without test valve
*) If actual plant is fitted with lube oil flow sensor this test is omitted. Each test case is described in the following tables:
© MAN Diesel
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Shop test preperation for ME ME-Engine Engine (FAT)
© MAN Diesel
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Shop test preperation for ME-Engine (FAT)
© MAN Diesel
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Shop test preperation for ME-Engine (FAT)
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Shop test preperation for ME-Engine (FAT)
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Shop test perperation for ME-Engine ME Engine (FAT)
© MAN Diesel
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MAN Diesel
Performance Observation Sheet
© MAN Diesel
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MAN Diesel
• Why is engine performance interesting ? • Performance observations • Performance Evaluation • Conclusion
© MAN Diesel
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MAN Diesel
• Early discovery of problems • Planning Maintenance • Avoiding unscheduled stops Leading to: • Less Work • Less Cost
© MAN Diesel
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MAN Diesel
• Time based Calendar time Running hours Observation at o based • Obse • Breakdown
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MAN Diesel
Examples: • Calendar time: Inspection of bearings • Running hours: Overhaul of exhaust valve • Observation:
Fuel Pump cam
© MAN Diesel
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MAN Diesel
C Constantly t tl Alarm, Slow down, Shut down Daily Basic Performance observations Every Month Full Performance, including indicator cards
© MAN Diesel
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MAN Diesel
• Why is engine performance interesting ? • Performance observations • Performance Evaluation • Conclusion
© MAN Diesel
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MAN Diesel
Be very keen on getting • All readings di • Reliable readings - Use local instruments - Check gauges against Calibrated ones - U-tube Manometers to be tight - Check Cocks/valves for flow - Replace malfunctioning gauges and instruments - No water in tube bends
© MAN Diesel
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MAN Diesel
Pressure drop over turbocharger intake filter
© MAN Diesel
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MAN Diesel
Scavenging air temperature
© MAN Diesel
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MAN Diesel
Scavenging air and exhaust receiver pressures.
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MAN Diesel
Pressure drop over S Scavenge Ai Cooler Air C l ∆PCooler
© MAN Diesel
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MAN B&W Diesel A/S
Exhaust E h t gas temperature t t after Turbochager as well back-pressure measurement.
© MAN Diesel
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MAN Diesel
Indicator Cock: For taking indicator cards and/or using PMI indicator
© MAN Diesel
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MAN Diesel Charge air Cooler
Measure: • Cooling Water inlet temp. • Cooling Water outlet temp. • Scav. Air temp. before Cooler • Scav. Scav Air temp. 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. Difference A typical value is 7 deg. deg C
© MAN Diesel
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MAN Diesel Condensate Amount
Example: 91 % Load 80 % Humidity Tropical Conditions
68 tons condensate per day
© MAN Diesel
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MAN Diesel
• Why is engine performance interesting ? • Performance observations • Performance Evaluation • Conclusion
© MAN Diesel
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MAN Diesel I di Indicator C d Card
© MAN Diesel
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MAN Diesel
Mean Indicated Pressure Pi =
A L • CS
Pe= π/4 • D2 • S • n/60 • Pe• 1/7355
A: Area from planimetering [mm2]
D: Cylinder Diameter [m]
L: Length of indicator diagram [mm]
S: Stroke [m]
CS: Spring Constant [mm/bar]
Mean Effective pressure
Pe = k2 • n • pe k2 = 2.3319 for S70MC
Pe = Pi - 1 bar Mechanical Losses
© MAN Diesel
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Engine Performance Data
Engine g data information's obtained from local readings together with PMI measurements.
© MAN Diesel
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Engine Performance Observation Measured engine data corrected to ISO condition.
ISO Reference Ambient Conditions: • Air inlet temperature: 25 °C C • Cooling water inlet temp. 25 °C Corrections: • Exhaust temperature after valves • Scavenging air pressure • Compression pressure • Maximum pressure
© MAN Diesel
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Reference Performance curves:
Engine (shoptest) performance curve compared with sea trial obtained PMI measurements.
© MAN Diesel
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© MAN Diesel
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MAN Diesel Specific Fuel Consumption Example Engine Power Pe:
15600 bhp 7 125 m3 over 3 hours 7.125
Consumption Co: Fuel, temp at measuring point:
119 °C 0.9364 g/cm3
Fuel, Specific gravity at 15 °C: Fuel, Sulphur content:
3%
Density at 119 °C : 0.9364-0.068 = 0.8684 g/cm3 Co • ρ119 • 106 SFOC = h • Pe
=
7.125 • 0.8684 • 106 3 • 15600
Correction for Calorific Value: 132.2
40,700 42,707
= 132.2 g/bhph
= 126 g/bhph
Testbed value equal to 10.200 10 200 kcal/kg
© MAN Diesel
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MAN Diesel Fuel Density correction for temperature
© MAN Diesel
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MAN Diesel Calorific Value of Fuel
© MAN Diesel
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MAN Diesel
• Why is engine performance interesting ? • Performance observations • Performance Evaluation • Conclusion
© MAN Diesel
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MAN Diesel
Action: p the MAN Diesel recommended maintenance schedule •Keep •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 test data.
Benefits: •Safe and reliable engine. •Low maintenances cost. •Economic E i engine i performance f
© MAN Diesel
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Always y be alert - don’t wait for things to find you!! you
© MAN Diesel
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MAN Diesel
PMI System
© MAN Diesel
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MAN Diesel I di Indicator C d Card
© MAN Diesel
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PMI System
© MAN Diesel
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PMI: Cylinder Pressure Analyser User friendly One person operated tool Easy to use
L/3330100 0304/03
(2160/PZS)
© MAN Diesel
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The Stationary PMI System
Designed for Two-stroke diesel engines L/3330101 0304/03
(2160/PZS)
© MAN Diesel
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PMI System Portable Crankshaft Pick Pick-up up
© MAN Diesel
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PMI System
Encoder arrangement In connection with Alpha Lubricator and PMI (Same signals)
© MAN Diesel
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PMI measurement
© MAN Diesel
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PMI System Output - Adjustment Suggestion
Recommended load adjustment
L/70636-5.1/0400
Recommended timing adjustment
(2443/SVK)
© MAN Diesel
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PMI System Output: Cylinder Balance
L/70635-3.1/0400
(2443/SVK)
© MAN Diesel
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Cylinder balance PMI
© MAN Diesel
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PT diagram
© MAN Diesel
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PT diagram g
© MAN Diesel
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PV diagram
© MAN Diesel
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PMI System Output: Cylinder Balance
TBO/2300 2004.03.27
© MAN Diesel
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Mean values - Pmax, Pmax Pcomp
© MAN Diesel
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Mean values - Pi
© MAN Diesel
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Engine Performance Data
Engine g data information obtained from local readings together with PMI measurements.
© MAN Diesel
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Engine Performance Observation Measured engine data corrected to ISO condition.
ISO Reference Ambient Conditions: • Air inlet temperature: 25 °C C • Cooling water inlet temp. 25 °C Corrections: • Exhaust temperature after valves • Scavenging air pressure • Compression pressure • Maximum pressure
© MAN Diesel
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Reference Performance curves:
Engine (shoptest) performance curve compared with sea trial obtained PMI measurements.
© MAN Diesel
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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 •Cylinder C li d cut-out system •Axial Vibration Damper (AVD) •Torsion Vibration Damper (TVD) •PMI Equipment (0-diagrams •PMI-Equipment (0 diagrams and E E-diagrams) diagrams) •Engine top-bracing adjustment •T/C wet and/or dry-cleaning
© MAN Diesel
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User interface: Exhaust valve adjustments
Adjustment of exhaust valve closing time
Adjustment of exhaust valve opening time
© MAN Diesel
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Exhaust valve open/close
Exhaust valve movement 80 70 60 Early closing Late closing Early opening Late opening Reference
mm
50 40 30 20 10 0 90
110
130
150
170
190
210
230
250
270
290
Dg C Dg. C. A A.
© MAN Diesel
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User interface: Engine > Operation
© MAN Diesel
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User interface: Process Information > Speed Control
© MAN Diesel
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User interface: Fuel index adjustment
Index offset at 100 % load
Index offset at 0 % load
Individual Chief limiter
© MAN Diesel
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User interface: Adjustment of maximum pressure
Timing of fuel injection (corresponding to VIT adjustment on the MC engine)
© MAN Diesel
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User interface: Exhaust valve adjustments
Adjustment of exhaust valve closing time
Adjustment of exhaust valve opening time
© MAN Diesel
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User interface: Adj t Adjustment t off cylinder li d oil il lubrication l b i ti
© MAN Diesel
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User interface: Maintenance > System View, View I/O Test
© MAN Diesel
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User interface: Maintenance > System View, View I/O Test
© MAN Diesel
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User interface: Maintenance System View, View I/O Test > ECU-A, ECU A Channel Channel-32 32
© MAN Diesel
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Low Load Operation
© MAN Diesel
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Low Container Ship Speeds Wh ? Why?
Bunker fuel price
Rising fuel prices (HFO currently $600/t) Reduced fuel consumption Reduced emissions
Why not? Increased sailing time
Brent Crude price © MAN Diesel
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Relative Propulsion Power Needed for a Large Container Vessel Shown as a Function of Ship Speed
Relative propulsion power needed % 120
How slow? 25 knots refers to 100% relative propulsion power A reduction of 5 knots knots, will result in 41% propulsion power requirement
110 100 90 80 70 60 50 40 30 18
19
20
21
22
23
24
© MAN Diesel
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26 knot Ship speed
93
Reduced Fuel Consumption at Low Load 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 require i 2h 2hrs per d day at least 75% load
80
70
ME/ME-C engines
MC/MC-C
require 2hrs per week at least 75% l d load
ME/ME-C
60
50
40 17
18
19
20
21
22
23
24
25 knot Ship speed © MAN Diesel
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Methods of Engine Application for a reduced Service Speed
Method
Advantage
Disadvantage
1. Ch 1 Choose a lless powerful engine
Ch Cheaper initial i iti l iinvestment t t
Limits Li it speed d for f entire ti ship life
2. Derate a new engine
g SFOC reduction Typically yp y limits speed p for Significant entire ship life
Not available on some 3. Part load optimised Lower SFOC at part load; Ship is able to sail at engines increased speed if required 4. Apply a ”Low Load” Can be applied in service; mode possible for continuous operation
