3 LNGC Propulsion_Technical 4860DF (Customer Print)

2005/12/16© MAN B&W Diesel AG.

48/60 DF EngineThe New Prime Mover For LNG Carriers

MAN B&W Diesel

© MAN B&W Diesel AG 48/60 DF Engine – The New Prime Mover For LNG Carriers 2005/12/16

48/60 DF: The New Prime Mover for LNG Carriers 30 min

The Dual-Fuel Electric Concept

Proven Technology: 32/40 DF References

48/60 DF – Main Technical Characteristics & Time Schedule

CONTENTS

MAN B&W Diesel


~~

~~

Boil-off gasoxidiser

NBOG + Forced VaporisedLNG

MDOPilot andBack-Up Fuel

Engine room 1

Engine room 2

10 MW

10 MW

10 MW

10 MW

Dual-Fuel Electric Propulsion

MAN B&W Diesel


Dual-Fuel Electric LNG Carrier Propulsion

MAN B&W Diesel



Decreased Fuel Cost per Calory for Charterer with LNG

~ 50% Improvement of Propulsion System Efficiency Compared to S.T.

~ 3% Higher LNG Cargo Capacity than S.T. ( Increased LNGDel)

Cargo Bunkering = Fuel Bunkering Easy Logistics, No Time Loss INC

REA

SED

PRO

FITS

Environment Friendly (NOx < 1,5 g/kWh; CO2 ↓; No SOx; No Particles) Green Ship

Improved Flexibility & Efficiency at Part Loads (Multi-Engine Plant)

Underway Maintenance Possibility Without Adverse Effect on Ship‘s Schedule

Simple System with One Engine Type (48/60DF) Only for All the Ship‘s Power Needs

Low Pressure Gas Fuel Supply (5 – 6 bar) Safety Aspect

Gas/HFO Fuel Flexibility (if requested) in Steps due to Multi-Engine Configuration

Last But Not Least: Equivalent Redundancy / Reliability to Steam Turbine Plant !!

THE ADVANTAGES:

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THE DRAWBACKS:

Overall Investment Costs difficult to assess:Ship prices depend heavily on market situation and portfolio strategy of the yard.

Larger Number of Cylinders Unusual for LNGC Operators,(though very common e.g. on cruise liners)

DF vs S.T. Plant Maintenance Costs?

Influ

ence

onC

hart

er R

ates

?

Higher Structural Vibrations than S.T. Can Be Solved (Resilient Seatings)

Ship‘s mobility remains unaffected!(maintenance during voyage possible)

THE NEUTRALS:

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CONTENTS

MAN B&W Diesel


1994 1996 1998 2000 2002 2004 2006

48/60 DF

32/40 DF

V 28/32 SI

L 32/40 DF

L 28/32 SI

History of 4-stroke Gas and Dual-Fuel Engine Development

MAN B&W Diesel


Genset With 6L 32/40 DFDual-Fuel Engine

Output: 2 400 kW at 750 rpm

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1 x 12V32/40 DF, output 4.6 MW

„Sabetha“ Power Station / USA

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Genset With 18V 32/40 DFDual-Fuel Engine

Output: 7 200 kW at 750 rpm

MAN B&W Diesel


32/40 DF-engine references:Stationary power plants

Peaking power plant4001X 18V 32/40 DFClay Center / USA

Peaking power plant15001x 18V 32/40 DFAugusta / USA

Stationary Power plant205 - 2504x 9L 32/40 DFBen Gurion / Israel

Peaking power plant1500 - 30003x18V 32/40 DFPoplar Bulff / USA

Peaking power plant20001x12V 32/40 DFSabetha / USA

Stationary power plant20.000 - 24.0002x 8L 32/40 DFTarakan / Indonesia

Stationary power plant32.0009L 32/40 DFCorrientes / Peru

Stationary power plant20.0009L 32/40 DFPavayacu / Peru

Cogeneration plant12.0006L 32/40 DFDBB-Frankfurt / Germany

Application:Operating hours (06/2005):Type:Plant name:

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CONTENTS

MAN B&W Diesel


48/60 DF - The New Dimension ofDual Fuel Technology

48/60 DF

MAN B&W Diesel


Main technical data

48/60 DF Main Data

10.310.0m/sMean piston speed

950kW/cyl.Cylinder output

514500rpmSpeed

12, 14, 16, 18V:

6, 7, 8, 9L:Number of cylinders

5.700 – 17.100kWPower range:

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48/60 DFPreliminary Design Data

Diesel Operation100% MCR

Gas Operation100% MCR

Fuel consumption: 190 g/kWh* 7.680 KJ / KWh**

NOx Emissions: 12,9 g/kWh (IMO) 1,3 g/kWh @ 5% O2

Filter Soot Number (FSN): (from 25% - 100 %MCR)

< 0,3 ----

* ISO condition 5% tolerance** ISO condition 5% tolerance incl. Pilot fuel

Operation mode:

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48/60 DF Operation Modes (1)

Diesel mode

100%MDO (DMX, DMA, DMB)

HFO (second development step)

Constant minimum load: 15% MCRLimitations:

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48/60 DFOperation Modes (2)

Dual-Fuel mode

> 99%Natural gas

(from LNG)

< 1%Pilot fuel

MDO (DMX, DMA, DMB)

Minimum load: 15% MCRCharge air temperature Methane number of fuel gas Constant overloadGas quality (lower heat value) Load application

Limitations:

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Engine Load and Air / Fuel Ratio

1,6 1,8 2,0 2,2 2,4 2,6 2,88

10

12

14

16

18

20

22

24M

ittel

druc

k

Lambda

Misfiring area

Knocking area

Mea

n ef

fect

ive

pres

sure

(bar

)

Operation window dual-fuel mode:

Air / Fuel ratio

MAN B&W Diesel


knocking

Effect of charge air temperature:

Pe (%)

100

90

80

55131

45113

50122

60140

°C°F

Charge air temperature (after CAC)

Pe (%)

100

90

80

90 80 70 60

knocking

Methane number

Effect of Methane number:

Methane Number andCharge Air Temperature

Derating: 1% / Methane numberDerating: 2% / ∆1°C

MAN B&W Diesel


Properties of LNG at WorldwideExport Terminals

0,230,060,850,250,010,900,050,100,080,030,170,070,120,35

NitrogenN2

% mol

49,349,448,9749,3249,9147,849,3550,0249,3749,4849,2649,3549,3549,22

LHV2

MJ/kg

0,030,602,276,4790,10Ras Laffan0,010,501,505,6491,50Skida

0,051,302,806,3089,40Lumut0,603,5010,0015,0070,00Marsa el Brega0,010,070,423,2696,20Point Fortin

0,060,952,606,7989,25Average LNG

0,011,172,227,1489,33Arun0,000,100,000,1099,80Kenai

0,001,032,567,3389,02Withnell

0,020,052,408,6087,40Arzew0,001,402,954,3091,23Bintulu0,021,502,805,2090,40Bonny

0,880,28

ButaneC4H10% mol

0,000,00

Heavier C+C5+

% mol

2,485,5191,09Badak1,3413,3984,83Das Island

PropaneC3H8% mol

EthaneC2H6% mol

MethaneCH4

% mol

Terminal1

1 Source: SIGTTO

2 Calculated by Ruhrgas Software

MAN B&W Diesel


LNG as Gaseous Fuelfor DF-Engine

Boiling Temperatures at atmospheric pressure:

- 45°CPropane

- 89°CEthane

+ 1°CButane

-161 °CMethane

-196 °CNitrogen

Boiling TemperatureComponent

Result: If the additional LNG is vaporized in a Forced Boil-Off Unit at arround –100 °C only Methane and Nitrogen will be evaporated.

MAN B&W Diesel


Requirements LHV at 100% Load

Low

er H

eat v

alue

Boi

l-off

gas

N2 content (% mol)

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LNG as Gaseous Fuelfor DF-Engine

Results:

By using an adequate external gas supply system the evaporation of heavier hydrocarbons in the FBO unit will be avoided. So only Methane and Nitrogen will be evaporated. Therefore the methane number of the fuel gas will always be over 80.

The probability that the Nitrogen content in the NBOG exceeds 18 Mol-% is minimal.

No power reduction of the engine necessary

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Maximum Load Application

Dual-Fuel operation

Diesel operation

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48/60 DF Additional Components

Knocking Sensor/Control

PhasePick Up

Elec. Gas valve

Air / fuel control flap

Elec. actuator

Pilot fuel injector byCommon-Rail

PressureRelief valve

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Advantages of 48/60 DF-engine

All cylinder numbers available (also 7 and 14)

80% of proven common parts with 48/60B HFO-engine

Larger operation window between knocking and misfiring

Larger operation window in terms of Methane number

Separate exchange of pilot fuel and main fuel injector possible

MAN B&W Diesel


Layout of Gas Supply System-Cargo Area

M

NBOG-Line

FBO-Unit

Gas HeaterL/D-Comp.

Cargo Area Engine Room

LNG-Tank

Spray Pump

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Layout of Gas Supply System and Engine Room

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Engine Gas Supply SystemFuel Gas Control Unit (GCU)

Example

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External Exhaust Gas SystemPurging / Explosion Venting (1)

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MBD DF Marine EnginesDNV Approval in Principle

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Time Table

2007200620052004

First production engine

Serial release

Engine test

Project planning manual

Construction / design

Concept

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Delivery schedule

Technical release for first engines in 3rd Quarter of 2006

Delivery date of first production engine in mid 2007 (ex works)

48/60 DF

MAN B&W Diesel


MAN B&W Diesel AG

LNG Carrier Propulsion Concepts

YOUR PARTNERFOR THE LNG FUTURE !

3 LNGC Propulsion_Technical 4860DF (Customer Print)

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