CIMAC Congress - Schiff & Hafen

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<strong>CIMAC</strong> CONGRESS | BERGEN 2010 Development of a large-scale turbocharger generator unit S. Tochio, R. Ide, T. Ito, T. Iwasaki, R. Suenaga, H. Shimaya, S. Tochio, Nishishiba Electric Co., Ltd., Japan, M. Kondo, M. Kunimitsu, Mitsui Engineering and Shipbuilding Co., Ltd., Japan Mitsui Engineering & Shipbuilding Co., Ltd. and Nishishiba Electric Co., Ltd. have developed a Turbocharger Generator Unit (TGU) which can produce the electric power from the exhaust gas energy of large marine diesel engines. The continuous increase of turbocharger efficiency has made the large marine diesel engines possible to recover the additional power through Turbo Compound System (TCS) from the surplus exhaust energy. TGU consists of a high-speed generator which is assembled to a turbocharger compressor end and an electric power control system, while a conventional power turbine system requires a reduction gear and an exhaust gas bypass line as well as a power turbine. The maximum continuous power of the developed high-speed generator is 1,300kW at 10,500min -1 that corresponds to the rated speed of the world largest turbocharger Mitsui-MAN TCA88 with high efficiency. In order to obtain the fundamental design data prior to designing a full-scale high-speed generator, a halfsized model was designed, manufactured and tested driven by an electric motor in combination with such electric power control system as an inverter, a transformer, a harmonic filter and a system controller which were newly developed for a full-scale model. The full-scale high-speed generator was designed and manufactured based on the evaluation of the manufacturing and test results of the half-sized model. On the other hand, the connection between a full-scale high-speed generator and a turbocharger was carefully designed through the FEM analysis and the rotor vibration analysis. The full-scale high-speed generator was assembled to the TCA88 turbocharger for Mitsui-MAN 11K98MC- C(62,810kW × 104min -1 ), on which three sets of turbocharger are installed, after a mechanical running test driven by an electric motor and the assembly was subjected to a turbocharger burner rig test together with the above mentioned electric power control system. The generator (system) output of 1,015kW (960kW) was achieved at 10,500min -1 with the generator (system) efficiency of 94.0% (88.9%), resulting in the reduction of apparent turbocharger efficiency by 3.8 points. The system output corresponds to 4.6% of the intended diesel engine shaft output, which yields 2.3 points increase in thermal efficiency. It is expected through the detailed evaluation of the measured data that more output can be achieved when the turbocharger is designed for the hot cycle engines suitable for waste heat recovery. It was also confirmed that the electric power control system works satisfactorily and the rotor runs without any harmful vibration through the whole running speed. Development of a new turbocharger technology for energy efficient and low emission diesel power plant T. Teshima, M. Kimura, K. Shiraishi, Y. Ono, Mitsubishi Heavy Industries, Ltd., Japan All of the marine diesel engines are requiring the increasing demand for energy efficient and low emission. Following three issues have become major concern for diesel engines. 1. Increase of charging air pressure for lower NOx emission for TierII engines 2. Exhaust gas waste heat recovery for lower CO 2 emission 3. Flexibility of the engine for part load optimization for lower CO 2 emission To comply with engine requirement to supply very high scavenging air pressure, MHI successfully developed new series of MET-MB turbochargers. In consideration to maximize exhaust gas energy recovery, MHI has developed a hybrid turbocharger system (HB TC System) for marine diesel engines because it has the advantage of a higher heat recovery efficiency coming from the latest power electronic system. This is a turbocharger coupled directly with a high speed generator/motor. This system was originally developed for stationary gas engines to keep the charging air pressure constant in all season. The technology above could be changed for a Waste Heat Recovery system (WHR system) of marine diesel engines. This paper introduces design features and estimated calculation results of the first hybrid turbocharger MET83MAG which is newly developed by MHI. As the other new technology of achieving lower fuel oil consumption at the low-load of marine diesel engine, MHI jointly proposed with shipyards and engine manufacturers an on/off sequential turbo-charging system responding to engine load, featuring two different sized turbochargers which are located in a parallel arrangement used with a single diesel engine. This new sequential turbo-charging system (STC System) can contribute for both engine optimizing points at low load and high load. MHI obtained good results at shop test. Further advantage of the system above is that it can make remarkable increase of heat recovery at part load. Usually, the WHR system is functional at engine load more than 50% engine load in case of conventional turbo-charging system. In case that the WHR system applied together with this new turbo-charging system, the WHR system is possible to be functional at lower load range than a conventional system, for example 40% engine load due to increased scavenging pressure. Authors are also proposing this system for energy efficient and low emission diesel power plants to next generation. Multi-model adaptive wastegate control of a large medium-speed engine F. Oestman, T. Kaas, Wärtsilä Finland Oy, Finland The emission legislation for large medium-speed engines has become increasingly stricter in recent years. One of the more common ways of meeting these restrictions is to treat the exhaust gases with various external devices, such as catalysts and scrubbers. However, to ensure admissible air pollution levels throughout the life-time of the engine system, the long-term performance of the different engine control-loops needs also to be guaranteed. The dynamics of marine and power plant engines are usually dependent on many different factors, such as the operating point of the engine and external conditions. Aging, wear and clogging of mechanical components affects, furthermore, the dynamic behaviour of the engine. As a consequence, the optimal set of controller parameters varies over time and deteriorates the performance of the closed-loop control system. To consider the dynamic variations due to nonlinearities and changing conditions, gain scheduling control schemes are usually used, where the controller parameters are a function of a measured quantity, e.g. the engine load. To eliminate the need of additional measurements, adaptive control schemes could be considered. A typical problem with adaptive control methods is the drifting of the identified parameters during states of insufficient excitation. Multi-model adaptive control scheme has been proposed as an approach which is more robust to excitation problems. The contribution of this paper is the development of a multi-model adaptive control method for waste-gate control of an internal combustion engine. Instead of using additional measurements, the dynamic changes in the process due to varying operating conditions are identified using process identification which are then used for adjusting the controller behaviour. The adaptive control scheme is evaluated on a 2.7MW Wärtsilä 6L34SG natural gas engine, where the dynamics variations due to the 56 Ship & Offshore | 2010 | No. 3
Monday, 14 June Wednesday, 16 June Thursday, 17 June Tuesday, 15 June wastegate and turbocharger are successfully identified and used for determining the correct response of the controller. 15:30 June 15th Room Peer Gynt Salen (12) Users’ Aspects – Land-based Applications (Power Generation, CHP, Oil & Gas, Rail) Exhaust emissions from A 2,850kW EMD SD60M locomotive equipped with a diesel oxidation catalyst S. Fritz, D. Osborne, J. C. Hedrick, Southwest Research Institute, USA, M. Iden, Union Pacific Railroad Company, USA, J. Galassie, Miratech Corporation, USA This paper evaluates the effectiveness and durability of a third generation experimental diesel oxidation catalyst (DOC) system on the emissions of a 2,850kW EMD SD60M US EPA Tier 0 locomotive. The locomotive was originally manufactured in 1989, and the diesel engine was last overhauled and brought into EPA Tier 0 compliance in 2005. The DOC system was positioned in the pre-turbine exhaust flow. Locomotive Federal Test Procedure (FTP) testing was performed on the Union Pacific Railroad locomotive, before and after installation of the oxidation catalyst. The locomotive was then put into revenue service in California, and worked back to SwRI after completing six months and 14 months of service for additional emissions testing and DOC inspection. Two previous generations of this DOC technology were installed on this same locomotive, starting in May 2006. Initial test results showed that the V-CAT produced a 46% reduction in brake specific particulate matter (PM) over the locomotive line-haul duty-cycle, and 32% reduction over the switcher duty-cycle. Hydrocarbons (HC) and Carbon Monoxide (CO) were reduced by 57 and 78%, respectively, over the US EPA line-haul cycle, and 55 and 69% over the switcher cycle. Initial testing of the V-CAT also demonstrated minimal fuel penalty, with back-to-back testing of the locomotive with and without the V-CAT showing that brake specific fuel consumption (BSFC) increased over the line-haul cycle by 0.5% and essentially no change over the switch cycle. Smoke opacity increased due to reduced engine breathing at Notch 6, but was well below Tier 0+ smoke limits. Testing at six and 14 months showed no significant degradation in emissions performance or engine performance. V-CAT inspections at six and 14 months revealed that there were no major durability issues. There were also no aftertreatment maintenance performed during the 14 month demonstration. Based on the results of this test program, a DOC may be a viable tool for meeting Tier 0+ PM standards for various EMD locomotive models. Additional field operation of any “retrofit” DOC on EMD locomotives would likely be necessary to further validate the long-term reliability, as these locomotive engines are typically expected to operate for seven to ten years between overhauls. Wind Diesel Hybrid Systems - engines supporting wind power C. Dommermuth, J. Dorner, MAN Diesel & Turbo SE, Germany The environmental impacts of electricity production are attracting increasing attention. Environmental friendly and low CO 2 electricity production methods are supported by worldwide policymakers as part of a strategy to stop climate change and ongoing pollution. This paper deals with an interesting opportunity especially for Internal Combustion engines (IC engines) to combine the multi-fuel highefficient power generation with IC engines and the environmentalfriendly power generation with CO 2 neutral wind power in hybrid wind diesel solutions. No other energy generating solution has a stronger growth rate over the past 15 years than wind power - and no other prime mover technology has so much flexibility, high availability and reliability in electricity generating than an IC engine. In modern electricity grids, e.g. the European UCTE with a high share of fluctuating power installations like wind farms, a Transmission System Operator (TSO) takes care of transmitting electrical power from generation plants to regional or local electricity distribution operators. VOC energy recovery by gas turbine cogeneration Y. Yoshimura, S. Uji, IHI Corporation, Japan Volatile organic compounds (VOCs) are discharged during plant operation at manufacturing facilities for paints, chemicals, or plastic/ resin, and can cause photochemical smog and pollution due to suspended particulate matter (SPM). In some cases several types of VOC, such as toluene and xylene, are necessary in the painting process, and there is much concern regarding disposal of VOCs after use. The waste gas containing large amounts of used VOCs must be treated by taking certain measures. In general, treatment of VOCs can be classified into two types: (1) recycling by activated carbon adsorption and (2) exothermic oxidation by combustion to render the compound harmless. Although exothermic oxidation (combustion) is occasionally used, regenerative thermal oxidation and catalytic oxidation have recently become the most popular methods in large-scale processing. Sufficient reduction of VOC emissions can be achieved using any of these methods, but there are some concerns about energy efficiency. In an attempt to resolve these issues, we have developed a new VOC abatement system in which the chemical energy of VOC is recovered as a partial fuel for gas turbine cogeneration. The use of this system may result in a reduction in carbon dioxide (CO 2 ) emissions and also a significant reduction in the operating cost of the entire VOC abatement system. In this paper, we explain the new VOC abatement system, which combines a steam-injected gas turbine with an adsorption apparatus using activated carbon. Application of an experimental EGR system to a 1,715kw EMD 12-645e3 locomotive engine J. Hedrick, S. Fritz, Southwest Research Institute, USA, S. Ted, Advanced Global Engineering, Inc., USA This paper investigates the exhaust emissions and fuel consumption benefits of using exhaust gas recirculation (EGR), separate circuit aftercooler, and retarded injection timing on a 1,715kW Electro- Motive Diesel (EMD), two-cycle, 12-645E3 diesel engine, which is very popular in marine and locomotive applications in North America. The use of EGR, 4 degree static injection timing retard, and minimizing manifold temperature provided a US-EPA line-haul duty cycle brake specific Nitrogen Oxides (NOx) emission reduction of 46% while demonstrating no increase in cycle brake specific fuel consumption (BSFC) when compared to the baseline test. The brake specific particulate matter emissions increased by only 7.5% over baseline levels. The same engine configuration offered a 50.6% reduction in NOx over the US-EPA switcher cycle and a simultaneous 2.8% improvement in fuel consumption. The switcher cycle weighted PM increased by only 12.7. No. 3 | 2010 | Ship & Offshore 57
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