SFOC Optimisation Methods

For MAN B&W Two-stroke IMO Tier II Engines

MAN B&W Diesel
3 SFOC Optimisation Methods For MAN B&W Two-stroke IMO Tier II Engines
Content
Introduction ................................................................................................. 5
Influence of NO
x
Regulations on Reduced SFOC ........................................... 6
Engine Tuning Methods Available .................................................................. 6
Exhaust Gas Bypass (EGB) ..................................................................... 6
Variable Turbine Area or Turbine Geometry (VT) ........................................ 8
Engine Control Tuning (ECT) .................................................................... 9
Potential Fuel Savings on Low-Load Operation ........................................... 10
Summary ................................................................................................... 13
MAN B&W Diesel
5 SFOC Optimisation Methods For MAN B&W Two-stroke IMO Tier II Engines
SFOC Optimisation Methods
For MAN B&W Two-stroke IMO Tier II Engines
Introduction
One of the goals in the marine industry
today is to reduce the impact of CO
2

emissions from ships and thereby to re-
duce the fuel consumption for the pro-
pulsion of ships to the widest possible
estimate at any load.
This drive may often result in operation
of the ship at reduced ship speed and,
consequently, at reduced engine load.
This has placed more emphasis on op-
erational flexibility in terms of demand
for reduced SFOC (Specific Fuel Oil
Consumption) at part/low-load opera-
tion of the main engine. However, on
two-stroke engines, reduction of the
SFOC is affected by NO
x
regulations in
order to maintain compliance with the
IMO NO
x
Tier II demands.
Depending on the intended operation
range of the main engine, the engine
may be SFOC-optimised in the follow-
ing percentage SMCR (Specified Maxi-
mum Continuous Rating) ranges shown
in Table 1a.
The high-load range corresponds to a
normal, standard-tuned engine of today.
For part-load and low-load optimisa-
tion, the following engine tuning meth-
ods are available, see Table 1b.
The above-described engine tuning
methods are only available for engines
with high-efficient turbochargers, and
will only be introduced for engines in
compliance with the IMO NO
x
Tier II re-
quirements.
As an example, Figs. 1a and 1b show
the impact on the SFOC curves valid
for ME/ME-C and MC/MC-C/ME-B en-
gines in general, based on a standard-
tuned engine (high load), VT part load
and VT low load, respectively. They are
available for both nominally rated and
derated engines.
SFOC
Engine load
35 65 70 80 100 % SMCR
High-load optimised
Part-load optimised (VT tuning)
Low-load optimised (VT tuning)
1 g/kWh
3 g/kWh
5 g/kWh
Fig.1a: Example of SFOC reductions for ME/ME-C engines with VT Fig.1b: Example of SFOC reductions for MC/MC-C/ME-B engines with VT
Table 1a
Table 1b
SFOC
Engine load
35 65 70 80 100 % SMCR
High-load optimised
Part-load optimised (VT tuning)
Low-load optimised (VT tuning)
1 g/kWh
2 g/kWh
3 g/kWh
SFOC-optimised load ranges
High load 85-100% SMCR (standard-tuned engine)
Part load 50-85% SMCR
Low load 25-70% SMCR
Engine tuning methods available
EGB Exhaust Gas Bypass
VT Variable Turbine Area or Turbine Geometry
ECT Engine Control Tuning (only for ME/ME-C)
6 SFOC Optimisation Methods For MAN B&W Two-stroke IMO Tier II Engines
An SFOC reduction of 5 g/kWh makes
it possible to obtain a fuel cost reduc-
tion of up to approx. 3% of the specific
consumption. The daily consumption
will of course be reduced further due to
the low load.
The influence of NO
x
regulations and
the engine tuning methods available
for ME/ME-C and MC/MC-C/ME-B en-
gines are described below.
Influence of NO
x
Regulations on
Reduced SFOC
As mentioned, the SFOC is limited by
NO
x
regulations on two-stroke engines.
In general, the NO
x
emission will in-
crease if the SFOC is reduced and vice
versa. In the standard configuration, our
engines are optimised close to the IMO
NO
x
limit, which is why the NO
x
emis-
sion cannot be increased.
The IMO NO
x
limit is given as a weight-
ed average of the NO
x
emission cycle
values at 25, 50, 75 and 100% load,
5% x NO
x
(25) + 11% x NO
x
(50) + 55%
x NO
x
(75) + 29% x NO
x
(100).
This relationship can be utilised to shape
or tailor the SFOC profile over the load
range, i.e. the SFOC can be reduced at
low load at the expense of higher SFOC
in the high-load range without exceed-
ing the IMO NO
x
limit.
Compared with MC/MC-C/ME-B en-
gine types, the SFOC reduction po-
tential is better for the ME/ME-C type
engines because variable exhaust valve
timing is available.
Engine Tuning Methods Available
The engine tuning methods available
are described in more detail below.
Exhaust Gas Bypass (EGB)
This method requires installation of an
EGB, individually tailored at approx 6%
EGB. The EGB technology is available
for both the ME/ME-C and MC/MC-C/
ME-B type engines. The SFOC poten-
tial is better on the ME type engine,
where EGB is combined with variable
exhaust valve timing.
The turbochargers on the ME/ME-C
engines for part load and low load are
matched at 100% load with fully open
EGB. At approximately 90% load, the
EGB starts to close and is fully closed
below about 80% load. For MC/MC-C/
ME-B engines, the similar engine load
figures are about 90%/70% for part
load and 85%/65% for low load. For
MC6/MC-C6, it is about 85%/70% for
part load and 85%/65% for low load.
The above description of open/closed
EGB is shown in graphical form in Fig. 2.
With this technology, the SFOC is de-
creased at low load at the expense of
higher SFOC at high load.
60 70 80 90 100% SMCR
ME/ME-C
Exhaust Gas Bypass, EGB open and closed EGB
60 70 80 90 100% SMCR
MC/MC-C/ME-B
60 70 80 90 100% SMCR
MC6/MC-C6
: Low load
: Part load
Engine load
: Low load
: Part load
Engine load
: Low load
: Part load
Engine load
Closed
Based on ISO ambient conditions and for guidance only.
Partly open Open
Fig. 2: Exhaust Gas Bypass (EGB) open and closed EGB
MAN B&W Diesel
7 SFOC Optimisation Methods For MAN B&W Two-stroke IMO Tier II Engines
SFOC g/kWh
Engine shaft power % SMCR
25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100
164
163
162
159
160
161
166
167
168
169
170
171
172
173
174
175
176
165
Standard
EGB, part load
EGB, low load
ISO ambient conditions
SMCR: 25,080 kW x 78 r/min
Fig. 2a: Example of SFOC reductions for 6S80ME-C8.2 with EGB Fig. 2b: Example of SFOC reductions for 6S80MC-C8.2 with EGB
SFOC g/kWh
Engine shaft power % SMCR
25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100
164
166
167
168
169
170
171
172
173
174
175
176
177
178
179
180
165
Standard
EGB, part load
EGB, low load
ISO ambient conditions
SMCR: 25,080 kW x 78 r/min
With part-load optimisation and com-
pared with a standard engine, the
SFOC is reduced at all loads below
about 85%.
With low-load optimisation, and com-
pared with part-load optimisation, the
SFOC is further reduced at loads below
about 70%, at the expense of higher
SFOC in the high-load range.
The most optimal method depends on
the operating pattern.
As an example, Fig. 2a shows the
SFOC curves valid for a nominally rated
6S80ME-C8.2 engine based on stand-
ard high load, EGB part load and EGB
low load, respectively. Fig. 2b shows
the similar SFOC curves valid for the
nominally rated 6S80MC-C8.2.
8 SFOC Optimisation Methods For MAN B&W Two-stroke IMO Tier II Engines
Variable Turbine Area or Turbine
Geometry (VT)
This method requires special turbo-
charger parts allowing the turbocharger(s)
on the engine to vary the area of the
nozzle ring. The VT method is available
for both the ME/ME-C and MC/MC-C/
ME-B type engines. The SFOC potential
is better on the ME/ME-C type engines,
where VT is combined with variable ex-
haust valve timing.
The nozzle ring area has a maximum at
the higher engine load range. When the
engine load for ME/ME-C engines for
part load and low load is reduced below
approx. 90%, the area gradually starts
to decrease and reaches its minimum at
about 80% engine load. For MC/MC-C/
ME-B engines, the similar engine load
figures are about 90%/70% for part
load and about 85%/65% for low load.
60 70 80 90 100% SMCR
ME/ME-C
Variable Turbine Area or Turbine Geometry (VT) Nozzle Ring Area
60 70 80 90 100% SMCR
MC/MC-C/ME-B
60 70 80 90 100% SMCR
MC6/MC-C6
: Low load
: Part load
Engine load
Minimum area Intermediate area Maximum area
: Low load
: Part load
Engine load
: Low load
: Part load
Engine load

Based on ISO ambient conditions and for guidance only.
SFOC g/kWh
Engine shaft power % SMCR
SMCR: 25,080 kW x 78 r/min
25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100
164
163
162
159
160
161
166
167
168
169
170
171
172
173
174
175
176
165
Standard
VT, part load
VT, low load
ISO ambient conditions
Fig. 3a: Example of SFOC reductions for 6S80ME-C8.2 with VT Fig. 3b: Example of SFOC reductions for 6S80MC-C8.2 with VT
SFOC g/kWh
Engine shaft power % SMCR
25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100
164
166
167
168
169
170
171
172
173
174
175
176
177
178
179
180
165
Standard
VT, part load
VT, low load
ISO ambient conditions
SMCR: 25,080 kW x 78 r/min
Fig. 3: Variable Turbine area or turbine geometry (VT) nozzle ring area
MAN B&W Diesel
9 SFOC Optimisation Methods For MAN B&W Two-stroke IMO Tier II Engines
For MC6/MC-C6, it is about 85%/70%
for part load and 85%/65% for low load.
The above description of the VT nozzle
ring area is shown in graphical form in
Fig. 3. With this technology, the SFOC
is reduced at low load at the expense of
higher SFOC at high load.
With part-load optimisation and com-
pared with a standard engine, the
SFOC is reduced at all loads below
about 85%.
With low-load optimisation and com-
pared with part-load optimisation, the
SFOC is further reduced at all loads
below about 70%, at the expense of
higher SFOC in the high-load range.
The most optimal method on a specific
engine depends on the operating pattern.
As an example, Fig. 3a shows the
SFOC curves valid for a nominally rated
6S80ME-C8.2 engine based on stand-
ard high load, VT part load and VT low
load, respectively.
Fig. 3b shows the similar SFOC curves
valid for the nominally rated 6S80MC-
C8.2.
Engine Control Tuning (ECT)
This method can be implemented with-
out change of engine components, and
can be implemented as an engine run-
ning mode. Only p
max
and engine con-
trol parameters are changed.
The method uses the possibility of vari-
able exhaust valve timing and injection
profiling, and is only available for ME/
ME-C engine types. Two different service
optimisation possibilities are available.
SFOC g/kWh
Engine shaft power % SMCR
25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100
164
163
162
159
160
161
166
167
168
169
170
171
172
173
174
175
176
165
Standard
ECT, part load
ECT, low load
ISO ambient conditions
SMCR: 25,080 kW x 78 r/min
Fig. 4: Example of SFOC reductions for 6S80ME-C8.2 with ECT
With part-load optimisation and com-
pared with a standard-tuned engine,
the SFOC is reduced at all loads below
about 85%.
With low-load optimisation and com-
pared with part-load optimisation, the
SFOC is further reduced at all loads
below about 70%, at the expense of
higher SFOC in the high-load range.
The most optimal method on a specific
engine depends on the operating pat-
tern.
Random shifting between the part-load
and low-load modes is not allowed by
the authorities. A mode shift in case of
a change in trade pattern is permitted if
reported and approved by the flag state
representative, usually a classification
society. Hence, on a longer term basis,
the owner can select one or the other of
the modes for the engine, provided the
authorities are informed.
Both modes will need to be verified on
test bed if decided in time. Otherwise, a
special, approved process is called for.
As an example, Fig. 4 shows the SFOC
curves valid for a nominally rated
6S80ME-C8.2 engine based on stand-
ard high load, ECT part load and ECT
low load, respectively.
10 SFOC Optimisation Methods For MAN B&W Two-stroke IMO Tier II Engines
Potential Fuel Savings on Low-Load
Operation
Today, a reduction of CO
2
emissions,
and thereby a reduction of the fuel con-
sumption of a ship, is an increasing de-
mand that will be even stronger in the
future. This may result in lower service
ship speeds compared with earlier ship
speeds. Thus, the lower the ship speed,
the lower the required propulsion power
and, thereby, the lower the fuel con-
sumption is.
Main engine 6S80ME-C8.2 IMO Tier ll
SMCR = 25,080kW x 78r/min
Standard engine, high load optimised
Engine load % SMCR 35% 50% 65% 85% 100% Total fuel consumption
Engine power kW 8,778 12,540 16,302 21,318 25,080
SFOC g/kWh
Re LCV = 42,700 kJ/kg
171.4 167.0 164.3 165.0 168
Fuel consumption t/day 36.1 50.3 64.3 84.4 101.1
Days in service day/year 40 100 90 15 5
Fuel consumption t/year 1,444 5,030 5,787 1,266 506 14,033 t/year
VT, low load optimised
Engine load % SMCR 35% 50% 65% 85% 100% Total fuel consumption
Engine power kW 8,778 12,540 16,302 21,318 25,080
SFOC g/kWh
Re LCV = 42,700 kJ/kg
166.4 162.0 159.3 165.3 168.5
Fuel consumption t/day 35.0 48.8 62.3 84.6 101.4
Days in service day/year 40 100 90 15 5
Fuel consumption t/year 1,400 4,880 5,607 1,269 507 13,663 t/year
Fuel savings t/year 44 150 180 -3 -1 370 t/year
Fuel savings %/year 3.0 3.0 3.0 -0.2 -0.3 2.6%/year
Table 2a: Savings in fuel consumption for 6S80ME-C8.2 with VT, low load compared with a standard engine
However, shipowners will still mostly
require the possibility of operating the
ship at the earlier higher ship speed,
if occasionally needed. This means
that the SMCR power of the main en-
gines may still be maintained, while the
changed trading pattern of the ship may
result in operation with a relatively lower
load of the main engine, with only few
days of operation on high engine loads.
Under such conditions, the application
of one of the previously described en-
gine tuning methods, e.g. the Variable
Turbine area, VT, optimised for low-load
operation, will add to reduce the fuel
consumption.
Table 2a shows, as an example, the cal-
culations of the potential fuel consump-
tion savings for a 6S80ME-C8.2 by us-
ing the VT low-load optimised method,
compared with a similar engine with the
standard high-load optimised version.
MAN B&W Diesel
11 SFOC Optimisation Methods For MAN B&W Two-stroke IMO Tier II Engines
Main engine 6S80MC-C8.2 IMO Tier ll
SMCR = 25,080kW x 78r/min
Standard engine, high load optimised
Engine load % SMCR 35% 50% 65% 85% 100% Total fuel consumption
Engine power kW 8,778 12,540 16,302 21,318 25,080
SFOC g/kWh
Re LCV = 42,700 kJ/kg
175.2 171.0 168.7 168.3 171.0
Fuel consumption t/day 36.9 51.5 66.0 86.1 102.9
Days in service day/year 40 100 90 15 5
Fuel consumption t/year 1,476 5,150 5,940 1,292 515 14,373 t/year
VT, low load optimised
Engine load % SMCR 35% 50% 65% 85% 100% Total fuel consumption
Engine power kW 8,778 12,540 16,302 21,318 25,080
SFOC g/kWh
Re LCV = 42,700 kJ/kg
172.2 168.0 165.7 168.8 172.0
Fuel consumption t/day 36.3 50.6 64.8 86.4 103.5
Days in service day/year 40 100 90 15 5
Fuel consumption t/year 1,452 5,060 5,832 1,296 518 14,158 t/year
Fuel savings t/year 24 90 108 -4 -3 215 t/year
Fuel savings %/year 1.6 1.7 1.8 -0.3 -0.6 1.5%/year
Table 2b: Savings in fuel consumption for 6S80MC-C8.2 with VT, low load compared with a standard engine
For the given trading pattern, the po-
tential specific fuel saving found for the
6S80ME-C8.2 engine type is approx.
2.6%.
Table 2b shows the corresponding cal-
culations, but now valid for a 6S80MC-
C8.2 engine.
For the given trading pattern, the po-
tential specific fuel savings found for the
6S80MC-C8.2 engine type is approx.
1.5%.
The corresponding potential relative
fuel saving for other engine types are
of the same magnitude, with the higher
savings valid for the ME/ME-C engine
types and the lower savings valid for the
MC/MC-C/ME-B types.
Of course, in all cases, the daily fuel
consumption will be lowered mostly
due to the lower ship speed, i.e. lower
power needed.
12 SFOC Optimisation Methods For MAN B&W Two-stroke IMO Tier II Engines
Please note that the reduced SFOC on
low-load operation, when using one of
the engine tuning methods available, in-
volves a correspondingly lower exhaust
gas temperature at low-load operation,
which has to be considered at the de-
sign state of the exhaust boiler of the
ship.
As an example, the influence on the
exhaust gas temperature of the engine
tuning methods valid for 6S80ME-C8.2
with VT, low load compared with a
standard engine is shown in Fig. 5a.
The similar exhaust gas temperature
influence for 6S80MC-C8.2 is shown
in Fig. 5b, and the same tendency is
also applied to the EGB and ECT tuning
methods.
C
Engine shaft power % SMCR
30 25 35 40 45 50 55 60 65 70 75 80 85 90 95 100
200
240
260
280
220
Standard VT, low load
6S80ME-C8.2
SMCR: 25,080 kW x 78 r/min
6S80MC-C8.2
SMCR: 25,080 kW x 78 r/min
C
Engine shaft power % SMCR
30 25 35 40 45 50 55 60 65 70 75 80 85 90 95 100
200
240
260
280
220
Standard VT, low load
ISO ambient conditions
ISO ambient conditions
C
Engine shaft power % SMCR
30 25 35 40 45 50 55 60 65 70 75 80 85 90 95 100
200
240
260
280
220
Standard VT, low load
6S80ME-C8.2
SMCR: 25,080 kW x 78 r/min
6S80MC-C8.2
SMCR: 25,080 kW x 78 r/min
C
Engine shaft power % SMCR
30 25 35 40 45 50 55 60 65 70 75 80 85 90 95 100
200
240
260
280
220
Standard VT, low load
ISO ambient conditions
ISO ambient conditions
Fig. 5b: Exhaust gas temperature after t/c for 6S80MC-C8.2 with VT, low load compared with a stand-
ard engine
Fig. 5a: Exhaust gas temperature after t/c for 6S80ME-C8.2 with VT, low load compared with a stand-
ard engine
MAN B&W Diesel
13 SFOC Optimisation Methods For MAN B&W Two-stroke IMO Tier II Engines
Summary
The introduction of the described main
engine tuning methods EGB, VT and
ECT makes it possible to optimise the
fuel consumption when normally op-
erating at low loads, while maintaining
the possibility of operating at high load
when needed, for example when the
time schedule is tight.
In this way, the MAN B&W two-stroke
engine is meeting the more stringent
demand of the future for reduction of
CO
2
emissions and thereby the fuel
costs. A reduction of up to 3% of the
specific fuel consumption is possible.
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MAN Diesel & Turbo
Teglholmsgade 41
2450 Copenhagen SV, Denmark
Phone +45 33 85 11 00
Fax +45 33 85 10 30
info-cph@mandieselturbo.com
www.mandieselturbo.com