Mitsubishi MET Turbochargers Updates
Mitsubishi Heavy Industries Marine Machinery & Engine Co., Ltd. July 2016
Person to contact ENGINEERING Department Turbocharger Section Manager, Yasuhiro Wada TEL +81 (0) 95 808 0351
[email protected]
Development, Application
General Manager Katsuhide Matsunaga Marine Turbine Sec. Project Manager, Naoyuki Miyazono TEL +81 (0) 95 808 0352
[email protected]
Marine Boiler Sec.
Marine Machinery Sec.
Project Manager, Yukihiro Iwasa TEL +81 (0) 95 808 6438
[email protected]
Drawing and Production Control
Project Manager, Ichiro Hirakawa TEL +81 (0) 95 821 2194
[email protected]
After sales service
Team Leader Takanori Teshima TEL +81 (0) 95 821 2187
[email protected]
Team Leader Hiroyuki Arakawa TEL +81 (0) 95 821 2145
[email protected]
Senior Engineer Jun Yanagi TEL +81 (0) 95 821 0286
[email protected]
Senior Engineer Masayoshi Tagawa TEL +81 (0) 95 821 2194
[email protected]
Senior Engineer Kiyoto Furukawa TEL +81 (0) 95 808 5909
[email protected]
Senior Engineer Nishimura hidetaka TEL +81 (0) 95 821 0286
[email protected]
Senior Engineer Keita Nakashima TEL +81 (0) 95 808 5909
[email protected]
Senior Engineer Kazuma Matsuo TEL +81 (0) 95 808 5909
[email protected]
Senior Engineer Yushi Ono TEL +81 (0) 95 808 0286
[email protected]
Senior Engineer Kenji Uchida TEL +81 (0) 95 808 5956
[email protected]
Senior Engineer Ryuichi Ibushi TEL +81 (0) 95 808 5956
[email protected]
Senior Engineer Yoshikazu ito TEL +81 (0) 95 821 2187
[email protected]
Senior Engineer Seok – Cheol Kim TEL +81 (0) 95 808 0285
[email protected]
Senior Engineer Hisanori Yanai TEL +81 (0) 95 808 0289
[email protected]
Satoshi Makino TEL +81 (0) 95 821 0286
[email protected]
Masamitsu Miyake TEL +81 (0) 95 821 2242
[email protected]
Team Leader Yoshihisa Ono TEL +81 (0) 95 821 2179
[email protected]
Haruna Ono (Ms.) TEL +81 (0) 95 808 5901
[email protected] hiromichi Oba TEL +81 (0) 95 808 5901
[email protected]
MHI Korea (Pusan)
Turbo Marine Consults ApS (Denmark)
Manager, Koichi Sakamoto TEL +82 (0) 51 442 5901
[email protected]
Owner & Consultant Engineer Hans Henrik Christensen Tel./Fax :+45-4738-6501 e-mail:
[email protected] Webpage: www.turbomarine.dk © 2013 MITSUBISHI HEAVY INDUSTRIES MARIN MACHINERY & ENGINE CO., LTD. All Rights Reserved.
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Production Records - Total Production
Radial turbine
Axial turbine
2014 © 2013 MITSUBISHI HEAVY INDUSTRIES MARINE MACHINERY & ENGINE, CO., LTD. All Rights Reserved.
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Production Records - Turbocharger delivery on each engine brand
© 2013 MITSUBISHI HEAVY INDUSTRIES MARINE MACHINERY & ENGINE, CO., LTD. All Rights Reserved.
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Production Records - Application to each engine maker Engine power basis. Total : 8,100MW
© 2013 MITSUBISHI HEAVY INDUSTRIES MARINE MACHINERY & ENGINE, CO., LTD. All Rights Reserved.
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History 5
Compressor press. ratio
MET-MB MET-MA MET-SEII
4 MET-SC
MET-SD
MET-SB,SBII
3
MET-SE
MET-SR, SRII, SRC
MET-S,-SA
MET..0
2
Original MET
Water-cooled 1960 6
1970
1980
Year
1990
2000
2010 6
MET turbocharger / applicable range 9 frame sizes for axial turbine and 5 frame sizes for radial turbine
MET48MB
MET37MB
7
Typical Failures – Thrust Bearings
Thrust Bearing Burn-out can be caused by • Insufficient operation of lub. Oil purifier Excessive abrasive wear by contaminants in the oil
• Clogged oil filter
• Clogged seal air passage Too high thrust bearing load
• Over-speed • Repeated surging • Oil pump failure
Lack of oil supply
• Clogged oil filter
Normally, safety system is activated by these failures
• Clogged air vent pipe in the oil head tank (only after black out) 8
Thrust bearing arrangement
Compressor side thrust bearing Thrust collar Turbine side thrust bearing
9
Consequences by thrust bearing failure
Compressor side thrust bearing burn out
Rotor shifts and impeller touches to the casing
Gas labyrinth touches and blades were heated by friction 10
Wear of thrust bearing Tapered – flat part ratio
Direction of base plate rotation
Tapered land
Flat land
11
Modification of thrust bearing
For MET-MA series turbochargers Old design Aluminum alloy metal
New design Lead Bronze Alloy metal
Lead Bronze Alloy metal with inner side oil groove
Appearance
Taper/Land ratio Notice
4:1
4:1
19:1
Compatible with old design
Designed for higher pressure ratio
12
Expected life time of components Oil system Type, components
MET90MB MA,SE, 83MB, MA,SEII,SE
MET71MB MA,SEII,SE 66MA SEII,SE,MA
MET53MB, MA,SEII,SE
MET42MB MA,SEII,SE 33MB MA,
13
Independent (separate) system
Common to M/E Nominal 30µ filtration
Common to M/E Nominal 50µ filtration
Compressor side thrust bearing
100,000
60,000
50,000
Turbine side thrust bearing
100,000
70,000
70,000
Journal bearing
100,000
50,000
40,000
Turbine blades
80,000
Nozzle ring
80,000
Gas outlet guide
80,000
Compressor side thrust bearing
100,000
50,000
40,000
Turbine side thrust bearing
100,000
65,000
65,000
Journal bearing
100,000
45,000
35,000
Turbine blades
70,000
Nozzle ring
70,000
Gas outlet guide
70,000
Compressor side thrust bearing
80,000
40,000
35,000
Turbine side thrust bearing
80,000
65,000
65,000
Journal bearing
80,000
40,000
30,000
Turbine blades
65,000
Nozzle ring
65,000
Gas outlet guide
65,000
Compressor side thrust bearing
80,000
35,000
30,000
Turbine side thrust bearing
80,000
65,000
65,000
Journal bearing
80,000
35,000
30,000
Turbine blades
60,000
Nozzle ring
60,000
Gas outlet guide
60,000
（Ref. TZ-E002-2932） 13
Typical Failures – Over-speed
Turbocharger rotor over-speed can be caused by • Surging one T/C in two or more T/Cs Lost of compressor load • Continuous surging by clogged air passage
• Scavenging air trunk fire Too high exhaust gas energy • Explosive combustion in exhaust gas manifold Engine maintenance is important
14
Typical turbine blade fracture by over-run
Blade roots are remained Blades are torn off at mid height point and fracture surfaces are reduced. 15
Service news issued by engine manufacturer Scavenging air space fire
Fire prevention inside the exhaust pipe
16
Number of turbocharger failures 30,000
100 90 80 70
20,000 Total accumulated delivery
60 50
15,000
40 10,000
Over-run
30
Number of events
Accumulated total number of delivery
25,000
20
5,000
10 Thrust bearing
0
0 87
92
97
02 Year
07
12
17
Over-run protection
18
Newly authorized repair agent
19
VTI – Principles Two-step turbine area control by reliable butterfly valve Feed back valve opening position to engine control system Higher turbocharger efficiency at full load than EGB Nozzle ring
Gas inlet out casing
Gas inlet inner casing
Control gas pipe
Control valve
But, reduction of nozzle area by VTI can reduce turbine performance at low pressure ratio. 20
VTI – References MET71SE-VTI x 2 MET71SE-VTI x 2 MET66MA-VTI x 1 MET71SE-VTI x 2 MET71MA-VTI x 1 MET71SE-VTI x 1 MET66MA-VTI x 1 MET66MA-VTI x 1 MET53MA-VTI x 2 MET71MA-VTI x 2 MET53MA-VTI x 2 MET53MA-VTI x 2 MET53MA-VTI x 2 MET71SE-VTI x 2 MET53MA-VTI x 1 MET53MA-VTI x 2
Engine builder MHI KOBE MHI KOBE HITACHI MHI KOBE MHI KOBE MHI KOBE MITSUI HITACHI MHI KOBE HHI KOBE DIESEL MHI KOBE KOBE DIESEL MHI KOBE MAKITA MHI KOBE
6UEC85LSII 6UEC85LSII 6S60MC-C7 6UEC85LSII 6UEC60LSII 6UEC60LSII 6S60MC-C 6S60MC-C7 7UEC60LSE-Eco 7RTA82T-TierII 8UEC60LSII-Eco 7UEC60LSE-Eco 8UEC60LSII-Eco 6UEC85LSII 6S46MC-C8-T1 7UEC60LSE-Eco
MET66MAG-VTI x 1
MITSUI
7S60ME-C8.2
Turbocharger type
Engine type
MET60MA-VTI x 1 MET53MA-VTI x 1 MET60MA-VTI x 1 MET60MA-VTI x 1
MITSUI MAKITA HITACHI MITSUI
6S60MC-C7-TI 6S46MC-C8-T1 6S60MC-C8 6S60MC-C7-TI
MET66MAG-VTI x 1
MITSUI
7S60ME-C8.2
MET60MA-VTI x 1 HITACHI 6S60MC-C8 MET60MA-VTI x 1 HITACHI 6S60ME-C8 MET60MB-VTI x 1 KOBE DIESEL 6UEC60LSE-Eco-A2 MET48MB-VTI x 1 KOBE DIESEL 6UEC45LSE-B2 MET53MA-VTI x 1 IMEX 6L42MC6.1 MET60MA-VTI x 1 MITSUI 6S60ME-C8 MET66MAG-VTI x 1
MITSUI
7S60ME-C8.2
MET66MAG-VTI x 1 KOBE DIESEL 7UEC60LSE-Eco-A2 MET48MB-VTI x 1 KOBE DIESEL 6UEC45LSE-B2 MET53MA-VTI x 2 KOBE DIESEL 7UEC60LSE-Eco-1 MET60MB-VTI x 1 KOBE DIESEL 6UEC60LSE-Eco-A2 MET53MB-VTI x 2 KOBE DIESEL 7UEC60LSE-Eco-A2 MET60MB-VTI x 1 KOBE DIESEL 6UEC60LSE-Eco-A2 MET66MAG-VTI x 1 KOBE DIESEL 7UEC60LSE-Eco-A2
Turbocharger delivery NAMURA 11-Apr NAMURA 11-Sep IMABARI 11-Nov NAMURA 11-Nov OSHIMA 12-Jan OSHIMA 10701 12-Jun KOYO 12-Aug IMABARI 12-Oct OSHIMA 13-Mar HHI 13-Apr IMABARI 13-Apr OSHIMA 13-Jun IMABARI 13-Jun NAMURA 13-Jul IMABARI 13-Sep OSHIMA 13-Sep SHINKURUSHIM 13-Sep A TSUNEISHI 13-Sep SHIMANAMI 13-Sep IMABARI 13-Oct TSUNEISHI 13-Oct SHINKURUSHIM 14-Jan A IMABARI 14-Jan IMABARI 1609 14-Feb OSHIMA 14-Feb SHINKOCHI 14-Apr ASAKAWA 14-May TSUNEISHI 14-Jun SHINKURUSHIM 14-Jun A IMABARI 14-Jun SHINKOCHI 14-Jul OSHIMA 14-Aug OSHIMA 14-Sep SHINKURUSHIM 14-Oct A OSHIMA 14-Nov IMABARI 14-Nov Ship builder
Turbocharger type
Engine builder
Engine type
Ship builder
Turbocharge r delivery
MET53MB-VTI x 1
KOBE DIESEL
6UEC50LSE-Eco-B1
OSHIMA
15-Jan
MET48MB-VTI x 1
KOBE DIESEL
6UEC45LSE-B2
SHINKOCHI
15-Jan
MET53MB-VTI x 2
KOBE DIESEL
7UEC60LSE-Eco-A2 SHINKURUSHIMA
15-Jan
MET66MAG-VTI x 1
KOBE DIESEL
7UEC60LSE-Eco-A2
IMABARI
15-Mar
OSHIMA
MET60MA-VTI x 1
KOBE DIESEL
7UEC60LSE-Eco-A2
MET53MB-VTI x 2
KOBE DIESEL
7UEC60LSE-Eco-A2 SHINKURUSHIMA
15-Apr 15-May
MET48MB-VTI x 1
KOBE DIESEL
6UEC45LSE-B2
SHINKOCHI
MET53MA-VTI x 2
KOBE DIESEL
7UEC60LSE-Eco-1
OSHIMA
15-Jul
MET48MB-VTI x 1
KOBE DIESEL
6UEC45LSE-B2
SHINKOCHI
15-Aug
MET53MB-VTI x 2
KOBE DIESEL
MET48MB-VTI x 1
KOBE DIESEL
7UEC60LSE-Eco-A2 SHINKURUSHIMA 6UEC45LSE-B2
SHINKOCHI
15-Jun
15-Oct 15-Nov
MET60MA-VTI x 1
KOBE DIESEL
7UEC60LSE-Eco-A2
OSHIMA
16-Jan
MET53MB-VTI x 1
KOBE DIESEL
6UEC50LSE-Eco-B1
OSHIMA
16-May
MET53MB-VTI x 2
KOBE DIESEL
7UEC60LSE-Eco-A2 SHINKURUSHIMA
16-Jul
MET53MB-VTI x 1
KOBE DIESEL
6UEC50LSE-Eco-B1
OSHIMA
16-Jul
MET48MB-VTI x 1
KOBE DIESEL
6UEC45LSE-B2
SHINKOCHI
16-Aug
MET60MA-VTI x 1
KOBE DIESEL
7UEC60LSE-Eco-A2
OSHIMA
16-Aug
OSHIMA
16-Oct
MET53MB-VTI x 1
KOBE DIESEL
6UEC50LSE-Eco-B1
MET53MB-VTI x 2
KOBE DIESEL
7UEC60LSE-Eco-A2 SHINKURUSHIMA
16-Oct
55 ships / 73 turbochargers (including 6 ships / 8 turbochargers on order)
21
EGB – Don’t you care high load performance ? No need for EGB pipe works on the engine Easy to retrofit
(MET-MA series and later, MET48 and larger)
Easy access to the control valve for maintenance
Control valve (Butterfly type) Gas bypass pipe on gas inlet outer casing
Gas bypass exit hole on gas outlet guide
Parts to be changed Gas inlet outer casing Gas outlet guide
Available for one turbocharger on an engine
22
MET66MA with Integrated EGB on the engine OKM valve 100A
Bypass pipe
Positioner Siemens
Mitsubishi 7UEC60LSE-Eco-A2 23
Gas Inlet Casing with Integrated EGB Bypass gas exit
Control valve
Bypass pipe
Gas inlet casing assembly with EGB : Mitsubishi MET66MA 24
MET71MA with Integrated EGB on the engine Bypass pipe
OKM valve 100A
Installed on 6S70ME-C8.2 EGB tuning 17,140 kW x 88 rpm M.V. BERGE DAISEN (ex. Laura D’Amato) Total running hours : 13,500 rpm
25
MAN Diesel & Turbo accepted Integrated EGB Official comment from MAN Diesel & Turbo June 2016
26
Hybrid Turbocharger after 5 years The first vessel with hybrid turbocharger MET83MAG was delivered in May 2011 M.V. SHIN KOHO Powered by 7S65ME-C 16,580 kW – 90 rpm
T/C Silencer
Output cables JB
27
Hybrid Turbocharger after 5 years Overhauled at dry dock Total engine running hours : 26,591 Hours
Journal Bearing, driving end
Journal Bearing, non-driving end 28
Hybrid Turbocharger after 5 years Overhauled at dry dock Total engine running hours : 26,591 Hours
Rotor shaft, driving end
Thrust Bearing, Terminal side
Thrust Bearing, Shaft side 29
Hybrid Turbocharger after 5 years Overhauled at dry dock Total engine running hours : 26,591 Hours
Nozzle ring, Leading edge
Rotor shaft, driving end
Turbine blades
Compressor side journal bearing 30
Approach to Quiet Turbocharger Additional noise insulation to turbocharger Insulation on silencer front panel
Noise level 1.0m away from silencer (dB(A))
Insulation between silencer and scroll
Without additional insulations
With additional insulations
Turbocharger Speed (rpm) 31
Approach to Quiet Turbocharger External noise shield cover on air intake silencer
Noise Shield Cover
MET42MA on Akasaka 6UEC43LSII
Noise Reduction
1.0 m above silencer 1.0 m left side from silencer
Engine Load Reduction of noise level from turbocharger silencer on an engine 32
Approach to Quiet Turbocharger Acoustic Noise Filter Perforated plate in the air pipe with small distance from the wall dissipate acoustic energy of the air passing through the holes. Holes 2mm
Pipe with acoustic filter (L500mm x 2)
Position where pressure and noise was measured
Test Apparatus for acoustic filter with MET60MB turbocharger on a test bed 33
Approach to Quiet Turbocharger – test data Noise level in the air pipe with / without acoustic filter
Noise 騒音レベル (dB) level
Noise 騒音レベル (dB) level
Noise frequency component of Impeller vane passing frequency was reduced in 10dB
周波数 (Hz) Freque ncy
Without acoustic filter
周波数 (Hz) Freque ncy
Without acoustic filter
34
Approach to Quiet Turbocharger – test data
Reduction of overall noise level
Noise level in the air pipe with / without acoustic filter
Turbocharger speed
35
Approach to Quiet Turbocharger – on engine Length of acoustic filter : longer than 1.0m for MET83MB It can not be integrated in the turbocharger scroll Possible location : air duct after turbocharger outlet
Insulation between silencer and scroll
The duct with acoustic filter
Inner surface of the duct
36 36
Acoustic filter – verification schedule Month Verification Items Jun. Verification test on turbocharger test bed
Verification test on the engine at HHI (8G95ME-C9.5 with MET83MB x 2sets) Turbocharger matching and noise measurement at Doosan (11G95ME-C9.5 + MET83MB x 3sets) Turbocharger matching and noise measurement at Doosan (11G95ME-C9.5 + MET90MA x 2sets)
Jul.
Aug.
Sep.
~6/M
~7/E
★ 9/E
★ 9/M
37
Marine ORC Generator - Objective Capture the heat from main engine jacket cooling water of 85 deg.C (296m3/h) Generate gross 125 kW of electric power (net 110 kW, according to test data) Minimum 75 deg.C of jacket cooling water after evaporator – sufficient for fresh water generator Integrated Power Module
Refrigerant reserve tank
Power electronics cabinet
Variable speed fluid pump 38
Marine ORC Generator – IPM
39
Marine ORC Generator – Diagram
Heat Source JCW 80-90℃
40
Marine ORC Generator – Required heat
Possible to make 125kW (gross) by cooling water only
41
ORC generator installed on board Controller Power Electronics
Generator + Expander (Integrated Power Module)
Refrigerant reserve tank
Front view
Rear view
M.V. Arnold Maersk (Odense L-187) Doosan 12RTflex96C 63,000kW – 100 rpm
42
ORC generator installed on board Condenser
Condenser
M.V. Arnold Maersk (Odense L-187) Doosan 12RTflex96C 63,000kW – 100 rpm
43
ORC generator installed on board JCW temperature before evaporator JCW temperature after evaporator
Refrigerant temp. before evaporator
M.V. Arnold Maersk (Odense L-187) Doosan 12RTflex96C 63,000kW – 100 rpm 44
ORC generator installed on board
Approx. 18 Hours
45
What is electric assist turbo ? Turbocharger with electro-magnetic driving shaft coupled onto the rotor Less electric power demand than conventional auxiliary blower Seamless power assist at any engine load Higher air flow / surge margin at lower load than auxiliary blower operation Driving shaft Bracket Stator winding
46
Objective of electric assist Lower flow resistance = increased air flow improves fuel oil consumption at low load
Turbocharger
Comp.
Turbocharger with Electric Assist
Turbine
Air Cooler
Motor Auxiliary Blower
Scavenging air manifold
Comp.
Less flow resistan ce
Turbine
Air Cooler
Motor Auxiliary Blower
Scavenging air manifold 47
Test data of electric assist Tested with MET66MAG-VTI hybrid : motoring mode 25% lower electric power consumption than A/B with the same Pscav lower fuel oil consumption and higher T/C speed with the same Pscav
Engine Load
Aux blower power (kW)
20% (2,760 kW)
25% (3,450 kW)
86
Electric assist power (kW)
103 66
105
79
131
Scav. air pressure (bar G)
0.46
0.46
0.54
0.66
0.66
0.73
Turbocharger speed (rpm)
5,860
6,248
6,698
6,880
7,248
7,598
M/E ΔFOC (kg/h)
ref
- 2.8
- 5.1
ref
- 1.4
- 10.6
D/G ΔFOC (kg/h)
ref
- 3.9
+ 3.8
ref
- 4.7
+ 5.5
Total ΔFOC (kg/h)
ref
- 6.7
- 1.3
ref
- 6.1
- 5.1
Total ΔFOC in g/KWh
ref
- 2.4
- 0.5
ref
- 1.8
- 1.5
Change of gas temp aft T/C (℃)
ref
-3
- 27
ref
-8
- 30
Change of NOx (%) Hybrid
ref - 1.5 MET66MAG-VTI + 4.0 ref - 1.1 3.9 an engine turbocharger was tested+on 7UEC60LSE-Eco with motoring mode. 48
Voice of customer
(Hybrid T/C motoring mode)
Vessel : M/V “Deneb Leader” PCC Main Engine : 7UEC60LSE-Eco Turbocharger : MET66MAG-VTI
Report from chief engineer 29 July 2015 : “ TCM (turbocharger motor mode) consumes about 35 kW of power where two auxiliary blowers consume 75 kW. TCM reduce power consumption in about 40 kW. This was the first operation of TCM on this vessel and all ship’s engineers were excited. Main Engine load was 45%, Scav. air press. 0.85 bar G.”
49
Retrofit project Vessel name Shipyard Built year Main Engine Turbocharger
: : : : :
(Electric assist turbochargers) Olivia Maersk Volkswerft Stralsund Hull #446 Dec. 2003 Mitsubishi Wartsila 7RTA96C 38,430 kW – 100 rpm Mitsubishi MET83SE x 2 sets
50
Electric assist turbocharger Turbocharger with electro-magnetic driving device at the shaft end of MET83SE
Driving shaft directly bolted to T/C rotor shaft
51
Electric assist turbocharger – Retrofit Project MET83SE turbocharger being assembled with driving device consist of rotor with magnets and stator coil (left) Variable Frequency Drive with controller (right)
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Thank you for your attention!!
© 2014 MITSUBISHI HEAVY INDUSTRIES MARINE MACHINERY & ENGINE CO., LTD. All Rights Reserved.
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