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Engine tuning and Performance

Engine tuning and Performance. Niels Kjemtrup LDF. Agenda. New engine program SFOC Optimization methods. New engine programme available . S90ME-C9.2: -1 g/kWh (166 g/kWh) S80ME-C9.2: -2 g/kWh (166 g/kWh) G80ME-C9.2: -1 g/kWh (166 g/kWh) G70ME-C9.2: -1 g/kWh (167 g/kWh)

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Engine tuning and Performance

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  1. Engine tuningand Performance • Niels Kjemtrup LDF

  2. Agenda • New engine program • SFOC • Optimization methods

  3. New engine programme available S90ME-C9.2: -1 g/kWh (166 g/kWh) S80ME-C9.2: -2 g/kWh (166 g/kWh) G80ME-C9.2: -1 g/kWh (166 g/kWh) G70ME-C9.2: -1 g/kWh (167 g/kWh) G60ME-C9.2: -1 g/kWh (167 g/kWh) G50ME-B9.3: -1 g/kWh (167 g/kWh)

  4. New engine programme Tuning methods • .

  5. SFOC tolerance options

  6. Engine types MC-C with VIT can always make the same performance as a MC-C without VIT ME-BX.2 can always make the same performance as a MC-C with VIT ME-BX.3 can always make the same performance as a ME-BX.2 …….. …. .. Also for part load tunings

  7. GI Engines speed range

  8. SFOC part-load curves

  9. SFOC part-load curves

  10. SFOC OptimisationMethods – IMO Tier llEngines • 1. SFOC optimised load ranges • High Load: 85% - 100% SMCR (standard tuned engine) • Part Load: 50% - 85% SMCR • Low Load: 25% - 70% SMCR • 2. Engine tuning methods available for part load and low load optimisations • EGB: Exhaust Gas Bypass • VT: Variable Turbine Area • ECT: Engine Control Tuning (only for ME/ME-C) • Only available for engines with high-efficient turbochargers • 3. Examples are shown for the below engine type • 6S90ME-C9.2

  11. SFOC OptimisationMethods – IMO Tier llEngines • The IMO NOx value is given as a weighted average of the NOx emission at 25, 50, 75 and 100% load: • IMO Cycle = 5%*NOx(25) + 11%*NOx(50) + 55%*NOx(75) + 29%*NOx(100) • NOx emission at low load count little in the cycle value • This relationship can be utilised to tilt the SFOC profile over the load range • SFOC can be reduced at low load at the expense of a higher SFOC in the high load range without increasing the IMO NOx limit

  12. SFOC OptimisationMethods – IMO Tier llEnginesEGB 6S90ME-C9.2 L1

  13. SFOC OptimisationMethods – IMO Tier llEnginesVT 6S90ME-C9.2 L1

  14. SFOC OptimisationMethods – IMO Tier llEnginesECT 6S90ME-C9.2 L1

  15. SFOC OptimisationMethods – IMO Tier llEnginesGI

  16. MC-C with VIT can always make the same performance as a MC-C without VIT ME-BX.2 can always make the same performance as a MC-C with VIT ME-BX.3 can always make the same performance as a ME-BX.2 …….. …. .. Also for part load tunings

  17. Engine configuration and tuning medtods • Engine Configurations: • MC-C without VIT: HL /PL-EGB/LL-EGB/PL-VT/L-VT • MC-C with VIT: HL /PL-EGB/LL-EGB/PL-VT/L-VT • ME-BX.2: HL /PL-EGB/LL-EGB/PL-VT/L-VT • ME-BX.3: HL /PL-EGB/LL-EGB/PL-VT/L-VT/PL-ECT/LL-ECT • ME-C: HL /PL-EGB/LL-EGB/PL-VT/L-VT/PL-ECT/LL-ECT • ME-C-GI in HFO: HL /PL-EGB/LL-EGB/PL-VT/L-VT/PL-ECT/LL-ECT • 36 configuration for each engine type

  18. Part Load Methods cannot be combined • T/C cut out cannot be combined with part load methods • GI tuning cannot be combined with part an low load methods

  19. Temperatures

  20. Temperatures

  21. Temperatures

  22. Temperatures

  23. Temperatures

  24. Temperatures • Part Load EGB

  25. MC-C with VIT can always make the same performance as a MC-C without VIT ME-BX.2 can always make the same performance as a MC-C with VIT ME-BX.3 can always make the same performance as a ME-BX.2 …….. …. .. Also for part load tunings

  26. EGB tuning • EGB Control • EGB open gives same P-scav as HL tuned • EGB open gives approx. 40 dg. C higher temp than EGB closed • EGB open gives approx. 5% gas amounts than EGB closed • Part and low: EGB open results in approx 6 g/kWh higher SFOC than EGB closed • MCR and High low: EGB open increases SFOC 1-6 g/kWh • depending on P-Max margin when closing EGB

  27. Temperatures • MC-C without VIT in combination with EGB: • Closed EGB  High P-scav  High P-comp  High P-max  • Very High NOx  Low SFOC • (I. e. Bypass must be open at 100% and 75% load due to NOx) • MC-C with VIT in combination with EGB: • Closed EGB  High P-scav  High P-comp  Equal or Higher P-max  • High NOx  Low SFOC • (I. e. Bypass must be open at 100% and 75% load due to NOx)

  28. EGB tuning • ME-BX.2in combination with EGB: • Closed EGB  High P-scav  High P-comp  Equal or Higher P-max  • Very High NOx  Low SFOC • (I. e. Bypass must be open at 100% and 75% load due to Nox) • ME-BX.3 in combination with EGB: • Closed EGB  High P-scav  Equal or High P-comp  Equal or Higher P-max  • High Pscav in combination with equal P-Comp and equal P-max  • Lower NOx and equal or slightly increased SFOC • High Pscav in combination with High P-Comp and High P-max  • Very High NOx and Low SFOC • (I. e. Bypass must be open at 100% due to T/C speed • closed at 75% with equal P-Comp and equal P-max • closed at lower than with high P-Comp and high P-max

  29. EGB tuning • ME-C in combinationwith EGB: • Closed EGB  High P-scav  Equal or High P-comp  Equal or Higher P-max  • High Pscav in combination with equal P-Comp and equal P-max  • Lower NOx and Equal or slightly increased SFOC • High Pscav in combination with High P-Comp and High P-max  • Very High NOx and Low SFOC • (I. e. Bypass must be open at 100% due to T/C speed • closed at 75% with equal P-Comp and equal P-max • closed at lower than with high P-Comp and high P-max

  30. Temperatures

  31. Temperatures

  32. Temperatures

  33. Temperatures

  34. Temperatures

  35. Temperatures

  36. Temperatures

  37. Temperatures

  38. Temperatures

  39. SteamProduction Possiblesteamproduction (SP) SP (kg/h) = Engine Power/350 x (Texh-185) Example: Power =10000 kW Exhausttemp = 220 dg. C SP (kg/h) = 10000/350 *(220-185) = 1000 kg/h

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