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Bergen Engine's latest 4-stroke engine developments in relation to NOx TIER III CIMAC NMA Norge Annual meeting, Norwegian Shipowners' Association, Oslo 22. Januar 2014 Peter Koch Senior development engineer, Bergen Engine AS

Bergen Engines AS

Rolls-Royce data-strictly private

2

C25:33 engine (2002-)

Output 1840 - 3000 kW

Bore x stroke 250 x 330 mm

Speed range 900 - 1000 rpm

BMEP 22.2 - 26.7 bar

Fuel types MDO, HFO

Propulsion and Gen.set applications Inline: 6-8-9

Product portfolio – engine range

Output 1400 - 2500 kW



BMEP 18,2 bar

Fuel types Natural Gas LNG

Propulsion and Gen.set applications Inline: 6-8-9

B32:40 engine (2001-)

Output 2765 - 8000 kW



BMEP 24.9 bar

Fuel types MDO, HFO

Propulsion and Gen.set applications Inline: 6-8-9 V type: 12-16

B35:40 engine (2003-)

Output 2625 - 9600 kW



BMEP 20 bar

Fuel types Natural Gas, LNG

Propulsion and Gen.set applications In line type:6-8-& 9 Vee type : 12-16-20

C26:33 engine (2010-)


3

Fuel consumption Exhaust emissions

Noise emission

Fuel consumption Exhaust emissions

Fuel flexibility

Fuel consumption Exhaust emissions Transient behavior

Fuel consumption Durability

Weight Acoustics

Lowest life cycle cost @ emission compliance

Fuel injection Cylinder head design for diesel and gas

Electronics & Controls

Exhaust emission minimization Analytics

Injection pressure Injection process Combustion

process

Superior flow coefficients Mechanical strength Thermal loading

Engine management Map control System control

Variable valve timing Miller cycle Lean burn gas combustion

Strength Bearing load Low cycle fatigue behavior

Bergen Engines key technologies


4

Emissions Demand for reduced NOx, CO2, SOx and PM

● Exhaust after treatment for diesel engines ● Gas engine concepts

Economy ● Lower fuel consumption ● Lower OPEX (e.g. EHM initiatives) ● Low energy loss concepts

Technology Move to deeper waters and more harsh environment operation

● Trends toward more specialised vessels with more flexible propulsion systems (e.g. diesel electric, hybrid)

Regulations Stronger environmental focus through IMO Tier III and EPA Stronger safety focus (e.g. SOLAS, NORSOK and others)

Market drivers


5

IMO NOx Tier III


6

~20%

~75%

Sources: National Center for Ecological Analysis and Synthesis, A Global Map of Human Impacts to Marine Ecosystems DNV GL

NOx abatement technologies*


7

SCR

EGR

DF LNG

FWE

IAH

WINJ.

E MOD N

TP

Tier I

Tier II

Tier III

BEFORE AFTER THEREIN

DF Dual Fuel LNG Liquified Natural Gas (gas mode) FWE Fuel-Water Emulsion IAH Intake Air Humidification EGR Exhaust Gas Recirculation WINJ. Water Iinjection EMOD (Internal) Engine Modifications SCR Selective Catalytic Reduction NTP Non-Thermal Plasma

* Exemplary illustration

“What to wear?”

Source: DNV GL


8

OPE

X in

%

CAPEX in %

low high

low

hig

h

HFO

LSF

LNG

SCR

EGR

BASE

SCR+SOx

DF

SF


Additional considerations*

Source: http://www.carlthatruth.com/

* Exemplary illustration, results vary with application, fuel costs, manufacturer etc.

9

PSV concept study* HYBRID VERSION 2

PURE GAS VERSION 3 DUAL FUEL VERSION 4


PURE DIESEL VERSION 1

* with kind permission of Roll-s-Royce Marine AS and NDV GL

10

0

1

2

3

4Space

Price - Capex*

Total lifecycle cost -Opex (not incl. fuel)

Fuel cost

Redundancy in DP

Reliability Safety perception

Emissions

Bunkering/refuelling intervals

Bunkering/refuelling availibility

Customer acceptance of technology

Diesel engine using SCR technology Diesel engine and gas engine together Pure gas engine Dual fuel engine

4: Highest customer preference


Comparative customer preferences*

* Exemplary illustration, results vary with application, fuel costs, manufacturer etc.

1: Lowest customer preference

11

Sources: ABB Turbo Systems Ltd, IMO III Regulation: Impact on the Turbocharging System; Paper No. 139; CIMAC Congress 2010; Bergen Lloyd’s Register; Understanding exhaust gas treatment systems

SCR technology has been used in marine applications since late 80’s.

More than 3500 vessels equipped with SCR systems (2013); mostly 4-stroke engines

~70% of the systems installed on the main engine

Applications for all fossil fuels HFO, MGO, MDO, DF (X/LNG).

Major limitation is fuel sulfur tolerance resulting in exhaust temperature restrictions operating range TExh 250-340oC

CAPEX between 20 and 40 €/kW OPEX between 4 and 7 €/MWh


SCR systems basics 12

Combined SCR system and silencer* Improved space utilization and engine

performance

Integrated bypass* Risk reduction and uptime improvement

(warming-up)

Automatic dust blowing system Extended operating range and hours

Project-specific system layout Optimized configurations

Catalyst housing Maintenance and inspection friendly

Catalyst material and module Improved mechanical life, long life time

and low back pressure

Feedback/forward system control Retrofit able to mechanical engines

*optional


SCR systems design 13


SCR system operators survey • Service-related issues mainly due to

“familiarisation“ with new equipment and procedures

• No major difficulties with operation of the SCR systems

• Tier III NOx compliance not an issue

Operating issues • Deposit formation and resulting back

pressure increase soot-blowing system

• Urea deposit issue resolved by optimizing operating parameters

14

Existing diesel engine plant BRG6

New plant C2633L9AG Incl. Gas tank


Hybrid propulsion – M/F Tresfjord 16

Step down gear box with clutch Bergen C26:33L9A Gas 2340 KW

RR-Gas monitoring and

control RR-Gas detection

RR IAS

Existing generator

New RR supply generator

Existing BRM/A-6

m

RR Bulkhead penetration

RR Flexible coupling

RR Flange coupling

RR LNG Bunkering station

RR Flexible clutch coupling

RR-Alarm and monitoring system

RR Shaft coupling

RR supply Gas piping

RR Intermediate shaft

RR Gas-Diesel change over control

RR supply Fuel gas module

RR Piping to ventilation mast


M/F Tresfjord – System Layout 17

Variable 40-60Hz Fixed 50 or 60Hz

18

Gas engine, PTO/PTI, gearbox, propeller, LNG tank, ACON-HSG


Hybrid direct propulsion - HSG

Combinator mode normal steaming Transit propulsion mode (with parallel generation)

Diesel/gas electric mode slow speed Main engine can also be used for boost mode

Diesel or gas mechanical hybrid propulsion Boost mode

Diesel or gas mechanical at full speed Economy mode


Hybrid shaft generator drive 19

1991 – SI Lean burn power plants (KV) 1995 – Island mode power plants (KV) 2003 – B35:40 power plant engine launched 2006 – Gas-electric marine proulsion (KV) 2008 – B35:40 marine gas launched 2010 – C26:33 launched 2012 – Gas-mechanical marine propulsion (B35:40V and C26:33) 2013 – B35:40 inline marine gas launched


Bergen marine gas engines 20

Main technologies: Spark ignited lean burn Otto cycle Main charge at lambda 2ish Ignition of main charge by pre-chamber with rich mixture Turbocharger with VTG


24 Bergen lean-burn gas engines


26 Bergen gas engine development

Key enablers Engine performance and wide operating range


28 Marine mechanical drive


P1 = Publicly available data DF engine #1 P2 = Publicly available data DF engine #2

30 Load response single vs. dual fuel


31 What next?

Source: Marintek / Sintef JRC-IE; Liquefied Natural Gas for Europe – Some Important Issues for Consideration, 2009

The availability question

Source: 20PX.com

32

Show me the bunker facilities

Show me a long-term fuel contract and we can build a liquefaction plant

”If you build it, they will come.”

Rolls-Royce data-strictly private Sources: SNAME Universal Studios / W. P. Kinsella


33

Source: Moore Stephens quarterly shipping confidence survey; Dec. 2013

“Regulatory requirements are still not fully factored into economic assessments, be they financing or investment decisions, and this will come back to haunt the industry.”

“Low freight rates, high operating costs and costly regulations are killing us.”

“The dry cargo market is coming into balance and, with the new eco-ships on the way, everything looks very positive for those owners who have the right fleet profile and minimal counter-party risk.”

“Regulations to control emissions are commendable, and owners will have to adhere to them, but they will need financial support to compensate for the high cost of installing technologically advanced equipment to meet the requirements.”

“Operating costs and the increasing cost of regulation are major factors,” …“and indeed the cost of additional regulation directly affects operating costs. There is a problem also with the supply of qualified crew, especially in certain niche markets, due to the ‘greying’ of the supply pool.”

bergen engine's latest 4-stroke engine developments in relation · pdf filebergen...

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