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ME-GI
PrimeServ Academy Copenhagen
Company policy
Ordered on Dec.2012
173,400 cbm LNG
5G70ME-C9.2-GI
Ship deliver: Oct. 2015
Demonstration test at Demonstration test at ME-GI retrofit of 1st sea trial on 1st sea trial on
HHI MES Nakilat methanol ethane
Development ME-
Engine delivery for LPG
LGI
TEEKAY LNG testrig
DSME FGSS
4,5
1,5 SECA
1
CARB Phase 1
CARB Phase 2
0,5
0
2000 2005 2010 2015 2020 2025
Year
Heat release
The heat release rates for diesel and gas
reference at 100% load are shown on the figure.
As seen in the figure, the shapes of the heat
release rates are similar in terms of the maximum
heat release rate as well as end of combustion.
Further, the width at half-maximum is also very
similar. Despite the fact that twice as many
injection nozzles are involved with gas (half for
pilot oil and half for gas), it has been achieved to
produce a heat release rate, which is quite similar
as a conventional diesel heat release rate, which
was the initial objective.
Combustion
In order to further understand and characterize the combustion
processes of the ME-GI engine, a number of high-speed imaging
tests have been performed, in which the combustion inside the
combustion chamber is visualized through high-speed camera
recordings. The experimental setup is such that one set of injection
nozzle is viewed from the side.
The images represent light emitted from hot soot particles. First, as
seen in the figure, the main difference between the diesel and gas
flame is a less intense flame in the case of gas. This may be due
to either a colder flame and/or a lower soot concentration.
Measurements have confirmed that the smoke number is
substantially reduced when running on gas as well as
thermodynamic considerations that predict a lower flame
temperature when running on gas. Besides those differences, the
flame structure of the diesel and the gas flames appear very
similar. Thus, the gas flame may also be characterized as turbulent
mixing controlled combustion.
Fuel-oil-only mode
FGSS
ME-GI
Fuel Tank
DF Gensets
Ship
GVU
Safety
During any failure of the gas system the ME-GI control and safety
system is designed to go into safe condition. All failures detected
during gas fuel running result in a gas fuel stop and a change-
over to fuel oil operation. This condition applies also to failures of
the control system itself.
Following the change-over, the high-pressure gas pipes and
complete gas supply system are blown-out and freed from gas by
purging with N2.
The change-over to fuel oil mode is always done without any
power loss of the engine.
Main
Scenarios Engine AUX PTO Main Engine AUX SUM
Fuel Fuel
t LNG/ t FO/ tCO2/ t CH4/ t LNG/ t FO/ tCO2/ t CH4/ tCO2/ t CH4/ GWP 20
type type Year year Year Year Year Year year year year year Years
0.0 9512.0 30438.4 0.0 0.0 1721.0 5507.2 0.0 35945.6 0.0 35945.6
Case 1 ME-GI FO FO No
8538.0 58.0 23665.1 180.4 1400.0 14.0 3894.8 51.9 27559.9 232.2 47531.9
Case 2 X-DF LNG LNG No
ME-GI 7585.0 541.0 22590.0 21.2 1458.0 14.6 4056.2 54.0 26646.2 75.2 33116.6
Case 3 LNG LNG No
ME-GI 8293.0 558.0 24591.4 23.2 72.0 0.7 200.2 2.7 24791.6 25.9 27017.9
Case 4 LNG FO Yes
Main
Scenarios Engine AUX PTO INDEX
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