Surveyor's day report on MAN dual-fuel engines

Surveyor's day Gard/Norwegian Hull Club
2017
Surveyor's
MAN Dieselday Gard/Norwegian
& TurboHull Club
Bergen
October 2017
Peter M. Christensen
Superintendent Engineer
MAN Diesel & Turbo  2017 < 1 >
MAN ME-dual fuel engines
First ME-GI order, TOTE 3,100 TEU container carrier
 First ME-GI ordered on Dec. 2012

 3,100 TEU LNG Powered container
 MAN B&W 8L70ME-C8.2-Gl
 2014, Q1: ME-GI engine delivery
 2015, Q4(Nov.): First ship delivery

Ordered
No. of
Type Mk.
engines
5 S 90 ME-C-GI 10.5
118 G 70 ME-C-GI 9.5 , 9.2
5 L 70 ME-C-GI 8.2
Methane
4 S 70 ME-C-GI 8.2, 7
10 S 50 ME-B-GI / ME-C-GI 9.5, 8.5, 8.2
2 G 45 ME-C-GI 9.5
6 G 50 ME-B-LGI 9.5
Methanol
3 S 50 ME-B-LGI 9.3
5 G 60 ME-C-GIE 9.5
Ethane
3 G 50 ME-C-GIE 9.5
Total dual fuel engines including options: 161 engines
Total power main engine: 2.9 GW
Total dual fuel engines in service: 6 engines

Limitation of NOx Emission

ECA: Emission Control Areas
Source: DNV (http://www.dnv.com/resources/reports/greener_shipping_north_america.asp )

Conventional MAN B&W two-stroke technology
ME-GI is a two-stroke Diesel engine
Mr. Diesel’s Process Mr. Otto’s Process

(High Pressure Injection)
(Low pressure Injection)
 Fuel in cylinder before gas  Gas in cylinder before fuel
 Diesel process maintained  Otto process gas-air pre-mix
 Power remain the same  Power reduction required due to
 Load response unchanged  Pre-ignition / knocking risk
 No pre-ignition / no knocking  Load ramp needed
 Insensitive to gas mixture  Gas mixture important
 Negligible methane slip  Methane slip significant
 High-pressure gas injection  Low-pressure gas injection
 NOx reduction to Tier III level  Lower NOx due to low efficiency.
by EGR and / or SCR  Can only be retrofit if excess
 ME can be retrofit to ME-GI. capacity is installed initially (20%
larger engine, 20% greater fuel
tanks, etc
Methane Slip – Facts about Methane Slip
 All low-pressure dual-fuel & gas engines have

methane slip
H
 Methane slip is unburned CH4 which is not
participating the combustion in gas engines
 Methane is non-toxic
C H
 Methane as GHG is 20-25 times more harmful
than CO2 H
 No limitations regarding Methane slip exist in

H
marine applications
 Minimizing Methane slip is a major target to

improve engine efficiency

Dual fuel operation
 One main advantage of the ME-GI

engine is its fuel flexibility. The
control concept comprises three
different fuel modes.
 Gas operation with minimum

pilot oil amount
30%
 Specified dual fuel operation
(SDF) with injection of a fixed
gas amount
 Fuel-oil-only mode

Overview of S70ME-GI

ME-GI vs ME engine design
 Gas injection valve

 Gas control block

ME-GI vs. ME-LGI
The main difference between ME-GI and ME-LGI is the

gas injection and gas supply system
ME-GI: ME-LGI:
• High pressure supply system • Low pressure supply system

• Common rail type injection • ME type injection, i.e concept
• Necessary injection pressure similar to conventional HFO
300bar (Methane) - 600 bar injectors
Ethane • Necessary injection pressure
• Fuel types: Methane, Ethane 500 – 600 bar
• Fuel types: Methanol, Ethanol,
LPG, DME

Available for different Low Flashpoint Liquid (LFL) fuels
Facts:
• All ME-C/B engines available in the

GI and LGI version
• Dual fuel engine
• Same reliability as the ME-C/B

engines
• Same power output as the ME-C/B

engines
• Engine efficiency 50% or higher

Design philosophy - General design decisions
The overall focus in the development of the dual fuel system concept has been
personal safety. Secondly, it has been important to sustain engine reliability.
1. Gas safe engine room
2. A single failure result in gas shut down or gas stop
3. The gas system must not affect the engine running on MDO/HFO
4. The gas system is an add on to the ME engine
5. Control and safety functionalities are separated on different hardware units
6. Window valve with interlock to gas injection valves

Design philosophy - Gas safe engine room
1. Gas safe engine room

All gas components inside engine room are encapsulated and the duct is
vented by a suction fan. HC sensors at the air outlet detects gas leakages and
if the gas concentration becomes too high (<60LEL%) a gas shut down is
released.
875 880
ELWI ELGI
804
805 803
601
XT6332 A/B
FS6302/3
FS6305 (For dehumidifier)

Why ME-GI? - Maximum engine room safety
 Double wall pipe with

ventilation system and
inert gas system.
Gas
Air Supply
Gas leak detection

Design philosophy - A single failure = gas shutdown or gas stop
2. A single failure result in gas shut down or gas stop

For safety reasons a detected single failure on a safety unit results in gas
shutdown while a detected single failure on a control unit results in gas stop
• Gas Shutdown: Immediately stop of gas injection - continued operation on

fuel oil, handled by gas safety system (Followed by a gas blow off and
inert gas purging sequence)
• Gas Stop: Normal changeover from gas mode to fuel oil mode - continued
operation on fuel oil, handled by gas control system (Followed by a gas
blow off and a inert gas purging sequence)

Design philosophy - The gas system - no affect on MDO/HFO
3. The gas system must not affect the engine running on MDO/HFO
In case of gas shutdown the gas injection is stopped immediately and the
engine continues almost bump less on fuel without load reduction.
In case of gas stop the gas injection is ramped down to minimum gas injection
and then gas injection is stopped. Engine speed and load is maintained all the
time during the changeover to fuel running.

Design philosophy – the gas system is an add on
4. The gas system is an add on to the ME engine

ACU3 ME-ECS
Combined ME-ECS & SF-ECS Control
EICUB ACU2
SF-ECS Control
EICUA ACU1
SF-ECS Safety
MOP
CCU n ME-GI-ECS
SCSUs
ECU B CCU 2
SACU SPCU SPSU SCSU
ECU A CCU 1
ME-ECS GI-ECS SCSU
SCSU
Valve Ctrl
Valve Ok
SCSU
FIVA
MOP + Control units Control units Safety units
Valve Ok
Valve Ctrl
ELGI
Window
Fuel Oil Gas Valve
Enable
Valve
Injection Injection ELWI
 EICU: Engine interface control unit  SPCU: Second fuel plant control unit
Safety
 ECU: Engine control unit  SACU: Second fuel auxiliary control unit System
 ACU: Auxiliary control unit  SPSU: Second fuel plant safety unit
 CCU: Cylinder control unit  SCSU: Second fuel cylinder safety unit
Design philosophy – control and safety is monitored separately
5. Control and safety functionalities are separated on different hardware

units
Some essential process information is monitored by having two sensors. One
sensor is monitored by a control unit and the other sensor by a safety unit.
Both sensors have to be operative to continue running on gas.
If the sensor send to the safety unit is failing a gas shutdown is carried out and
if the sensor send to the control unit fails a normal gas stop is carried out.
The gas injection is controlled from a control unit and the window valve is
controlled from a safety unit

Design philosophy – control and safety is monitored separately
SCSU-1
SPSU SPCU
SPSU
<Ventilation system>
Design philosophy - Valve with interlock
6. Window valve with interlock to gas injection valves
In case of a leaking gas injection valve it is necessary to have a window valve

close to the gas injection valves in order to prevent a large gas leakage into the
combustion chamber. This valve is also used to avoid mistiming of the gas
injection during gas running. The valve is in the following referred to as the
window valve.
The amount of gas between the window valve and the gas injection valves is
limited, by mounting the gas block on the cylinder top cover, so that it will do no
harm to the engine in case of a leaking gas injection valve.
The gas pressure in between the window valve and the gas injection valves
are monitored in order to detect a leaking gas injection valve or a leaking
window valve

Dual fuel operation

Maximum engine room safety
 Negligible gas slip

from combustion
chamber to
crankcase or
exhaust receiver
 No accumulation of
unburned gas
 No knocking

Design philosophy - Window valve with interlock
Interlocked Gas Injection Sequence: Before gas injection
803
804
805
875 880

Window valve opens
Interlocked Gas Injection Sequence: Window opens
803
804
805
875 880

Gas injection
Interlocked Gas Injection Sequence: Gas injection
803
804
805
875 880

Gas injection ends
Interlocked gas injection sequence: Gas injection ends
803
804
805
875 880

Window valve closes
803
804
805
875 880

Window valve with interlock to gas injection valves
ME-GI-ECS
ME-DF-ECS
SPSU
GPSU
Engine 24V
safety SCSU
GCSU CCU
system
ELWI enable ELWI open
ELGI open
875 880
Hydraulic oil
804
805 803

ME-GI gas injection
ELWI ELGI
Hydraulic oil
WV
LNG
tank
HP VP Open air Engine room
 The ME-GI engine requires fuel gas at a load dependant pressure (max. 315 bar) and a temperature of 45 ±10°C. On the
above, a cryogenic high pressure pump is used to generate the 250 – 300 bar pressure. After pressurization, the LNG is
vaporized and burned in the engine. However different application can call for different gas supply systems, and a
number of projects have shown that operators and ship-owners demand alternative solutions. Therefore, MDT aims to
have a number of different gas supply systems prepared, tested and available.
 The temperature (of 45 ±10°C) is specified with regards to the following parameters
• To reduce condensation on the outer wall of the inner pipe for double wall piping
• In order that the performance of the engine is not adversely affected
• To reduce thermal loads on the gas piping itself
• To obtain a uniform gas density

Inert gas system
ELWI ELGI
HC
Hydraulic oil
WV
Inert gas
system
LNG
tank
 After running in the gas mode, the gas system is being vented and depressurized to atmospheric pressure, the system can
be purged with inert gas. In order to clean the system for gas, an inert gas pressure of 7-9 bar is required.

Ventilation system
ELWI ELGI
HC
Hydraulic oil
WV
Inert gas
system HC
Double
pipe
ventilation
LNG
FS
tank
 The purpose of the ventilation system is to ensure that the outer pipe of the double-wall gas pipe system is ventilated with
air, and to act as a partition between the engine room and the high-pressure gas system.

Sealing oil system
ELWI ELGI
HC
Hydraulic oil
WV
Sealing
Inert gas oil
system HC
Double
pipe
ventilation
LNG
FS
tank
 The sealing oil system supplies oil to the gas injection valve, in order to provide a sealing between the gas and the control
oil, and to lubricate the moving parts.

Hydraulic activation of all valves of the gas block
Purge Blow-off
ELWI ELGI
HC
Hydraulic oil
WV
Sealing
Inert gas oil
system HC
Double
pipe
ventilation
LNG
FS
tank
 The opening of the fuel valves is controlled by the high pressure fuel oil created by the fuel oil pressure booster, and the
valves are closed by a spring. The opening of the gas valves is controlled by the ELGI valve, which is operates on hydraulic
oil from hydraulic power supply.

ME-DF-ECS configuration
ACU3 ME-ECS
Combined ME-ECS & SF-ECS Control
EICUB ACU2
SF-ECS Control
EICUA ACU1
SF-ECS Safety
MOP
CCU n
SCSUs
ECU B CCU 2
SACU SPCU SPSU SCSU
ECU A CCU 1
SCSU
SCSU
Valve Ctrl
Valve Ok
SCSU
FIVA
Valve Ok
Valve Ctrl
ELGI
Window
Fuel Oil Gas Valve
Enable
Valve
Injection Injection ELWI
Gas control Consists of three parts:

• Dual fuel injection control: ECU, CCU Safety
• Second fuel plant control: SPCU, SACU System
• Second fuel safety control: SPSU, SCSU

ME-LGI Combustion Principle
 The ME-LGI engine is a

dual fuel engine
 Diesel combustion
process 
 High effciency
Main injection
Pilot injection

ME-LGI Fuel Injection Arrangement
MAN Diesel & Turbo 3339799.2015.04.21  2017 < 37 >

ME-LGI – injection system components




FIV – Injection principle with Methanol (MeOH)
Principle Hydraulic oil in from

external control valve Hydraulic oil out
MeOH
MeOH 8 bar
MeOH fuel supply
valve pressure
Slide valve MeOH boosting

& injection
Ready MeOH suction
Recommendation for assembling
Methanol Fuel
Boster injection
valve
Control oil high

Accumulator
pressure pipe
LGI Fuel block Gas control block
Gas Dobble wall

pipe, Inlet Purge control block
Gas Dobble wall

Steel block
pipe, Outlet

Principle flow and arrangement for Methanol
Vent
Air supply 7 bar
MeOH supply pressure:10 bar Fuel service tank

Fuel valve train LFSS – Low
flashpoint Fuel
Supply System
Purging nitrogen
Cooling
oil system
Standard piping
Supply pressure and
temperature according Double-walled piping, ventilated
to specification
Purge return
system
Fuel cargo tank (optional)

Surveyor's day Gard/Norwegian Hull Club
2017
Thank you very much for your attention

Surveyor's day report on MAN dual-fuel engines

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Surveyor's day Gard/Norwegian Hull Club

 First ME-GI ordered on Dec. 2012

MAN Diesel & Turbo  2017 < 2 >

Total power main engine: 2.9 GW

Total dual fuel engines in service: 6 engines

MAN Diesel & Turbo  2017 < 4 >

Source: DNV (http://www.dnv.com/resources/reports/greener_shipping_north_america.asp )

MAN Diesel & Turbo  2017 < 5 >

ME-GI is a two-stroke Diesel engine

Mr. Diesel’s Process Mr. Otto’s Process

 All low-pressure dual-fuel & gas engines have

 No limitations regarding Methane slip exist in

 Minimizing Methane slip is a major target to

MAN Diesel & Turbo  2017 < 7 >

 One main advantage of the ME-GI

 Gas operation with minimum

MAN Diesel & Turbo  2017 < 8 >

MAN Diesel & Turbo  2017 < 9 >

 Gas injection valve

MAN Diesel & Turbo  2017 < 10 >

The main difference between ME-GI and ME-LGI is the

• High pressure supply system • Low pressure supply system

MAN Diesel & Turbo  2017 < 11 >

• All ME-C/B engines available in the

• Dual fuel engine

• Same reliability as the ME-C/B

• Same power output as the ME-C/B

• Engine efficiency 50% or higher

1. Gas safe engine room

2. A single failure result in gas shut down or gas stop

4. The gas system is an add on to the ME engine

5. Control and safety functionalities are separated on different hardware units

6. Window valve with interlock to gas injection valves

MAN Diesel & Turbo  2017 < 13 >

1. Gas safe engine room

MAN Diesel & Turbo  2017 < 14 >

 Double wall pipe with

Gas leak detection

2. A single failure result in gas shut down or gas stop

• Gas Shutdown: Immediately stop of gas injection - continued operation on

MAN Diesel & Turbo  2017 < 16 >

MAN Diesel & Turbo  2017 < 17 >

4. The gas system is an add on to the ME engine

MOP + Control units Control units Safety units

5. Control and safety functionalities are separated on different hardware

MAN Diesel & Turbo  2017 < 19 >

6. Window valve with interlock to gas injection valves

In case of a leaking gas injection valve it is necessary to have a window valve

MAN Diesel & Turbo  2017 < 21 >

MAN Diesel & Turbo  2017 < 22 >

 Negligible gas slip

MAN Diesel & Turbo  2017 < 23 >

Interlocked Gas Injection Sequence: Before gas injection

MAN Diesel & Turbo  2017 < 24 >

Interlocked Gas Injection Sequence: Window opens

MAN Diesel & Turbo  2017 < 25 >

Interlocked Gas Injection Sequence: Gas injection

MAN Diesel & Turbo  2017 < 26 >

Interlocked gas injection sequence: Gas injection ends

MAN Diesel & Turbo  2017 < 27 >

MAN Diesel & Turbo  2017 < 28 >

MAN Diesel & Turbo  2017 < 29 >