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MaK M25C in variable speed drive CIMAC Circle NorShipping 2013 Øystein Skår – Pon Power Scandinavia
MaK M25C in variable speed driveCIMAC Circle NorShipping 2013Øystein Skår – Pon Power Scandinavia
”Edda Ferd”6.6.2013
Edda FerdPSV with 10.000 bkW main power plant
2 x 6M25C 2000 bkW@750 rpm2 x 9M25C 3000 bkW@750 rpmAir injection for better load responseH+H SCR 0,5 g/kWh NOx 10-100% load, g %Siemens Bluedrive plusC
MaK M25C detailsMaK M25C detailsCylinder configuration: 6, 8, 9 in-lineBore: 255 mmStroke: 400 mmStroke: 400 mmSwept volume: 20.4 l/Cyl.Output/cyl.: 333 kWBMEP 25 8 bBMEP: 25.8 barRevolutions: 750 rpmMean piston speed: 10.0 m/s
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MaK M25C and the variable speed application6.6.2013
MaK M25C and the variable speed application
Main concern related to the medium speed engine in a variable speed DEP application is loadp g p ppresponse in low rpm range.
Load response tests performed at MaK R&D center. Exhaust temperatures and NOx measured to complete the model for total comsumption an emissions in a PSV application. New air injection system used.
Start air directlyStart air directlyinjected into the
charge air
• Air for fast load response• Diffusor effect on turbo
charger
Air injection willcreate double
effect charger
Controlled by logic in relation
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logic in relationto the governor
20 – 100 % load at FPP curve in 30 seconds [6M25C]6.6.2013
20 100 % load at FPP curve in 30 seconds [6M25C]
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20 – 100 % load at FPP curve in 30 seconds [6M25C]6.6.2013
20 100 % load at FPP curve in 30 seconds [6M25C]
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Normal operation variable speed6.6.2013
Normal operation variable speed
Requirement: Air Injection not to be used during normal operation
One engine was tested together with Siemens for response times withwater brake during FAT to avoid air injection during normal operationwater brake during FAT to avoid air injection during normal operation
Air injection is for emergency operation where extra load response is required
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System configuration6.6.2013
System configuration
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Testing and validation6.6.2013
Testing and validation
All MaK engines are tested according to the standard FAT program
One engine was dynamically tested extra with water brake
One complete generator set tested with static loads at variable speedOne complete generator set tested with static loads at variable speed
100
FAT operation curves for generator set
70
80
90
40
50
60
% lo
ad
Operation curve maxOperation curve 2Power limit curve
10
20
30 Standard CPP curve
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0450 500 550 600 650 700 750
Engine RPM
Firing pressures at maximum operation curve6.6.2013
Firing pressures at maximum operation curve
Average max cyl pressure [bar]
200
220
Average max cyl pressure [bar]
180
200
Avera
160
ge cylinder pres
Average max cyl pressure [bar]
120
140
ssure
1000 20 40 60 80 100 120
Load in %
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Load in %
Fuel consumption at tested curves6.6.2013
Fuel consumption at tested curves
360Fuel consumption generator set, g/ekW
320
340
300
320
260
280
SFOC g/ekW
Constant speedOperation at max curveOperation at curve 2
220
240
p
200
Effect from variable speed
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1800 10 20 30 40 50 60 70 80 90 100
Load in %
Effect from variable speed
Fuel consumption data for PSV operation profile6.6.2013
Fuel consumption data for PSV operation profileHours year
Electric Power kW
Engines running Engine power
Variable rpm [g/ekW]
Fixed rpm [g/ekW]
Fuel floating [ton]
Fuel fixed [ton]
Manouver to/from rig 150 1500 2 40 % 202 210 45 47Manouver to/from rig 150 1500 2 40 % 202 210 45 47Monouver harbour 250 1000 2 25 % 206 229 52 57Alongside terminal 2000 250 1 13 % 197 281 99 141Waiting off shore 1360 450 1 23 % 204 235 125 144DP 2750 700 2 18 % 201 255 387 491Transit 2250 2500 1 86 % 192 192 1080 1080
8760 Sum 1787 1960Reduction 9 %2 %
3 %
Annual savings at 900 USD/ton 23 %
26 %
Manouver to/from rig
Annual savings at 900 USD/ton fuel price 155.700 USD
Monouver harbourAlongside terminalWaiting off shoreDP
16 %
31 %
Transit
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31 %
Summary of variable engine speed application ”Edda Ferd”6.6.2013
Summary of variable engine speed application Edda Ferd
Batteries and energy management system will keep engine load very smooth, transient loads will be lower than standard DEP applications. Effect difficult to quantify exactly.
Cutout of an SCR plant is usually around 20-25 % load due too exhaust temperatures, variable speed will keep exhaust temperatures within operation range of the SCR plant 10-100% engine load.
Variable speed will increase engine efficiency due to higher cylinder loading with reduced rpm
Noise and vibration significantly reduced with lower rpmNoise and vibration significantly reduced with lower rpm
Estimated reduction of 9 % CO2 and 79% NOx compared to standard DEP with an SCR plant
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