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Wingd 12X92DF, the Development of the Most Powerful Otto Engine Ever 9 - New Engine Developments - Gas & Dual Fuel

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Wingd 12X92DF, the Development of the Most Powerful Otto Engine Ever 9 - New Engine Developments - Gas & Dual Fuel A smarter perspective WinGD 12X92DF, the Development of the Most Powerful Otto Engine Ever 9 - New Engine Developments - Gas & Dual Fuel Paper 425 Dominik Schneiter, WinGD Vice President R&D Stefan Goranov, WinGD Program Manager Hybridisation Marcel Ott, WinGD General Manager Operations Patrik Printz, WinGD Project Manager DF © CIMAC 2019 ABSTRACT For years, the public and regulatory pressure continuously forces shipping to adapt new engine technologies to ensure a cleaner environmental footprint. Additionally, to guarantee green transportation to their customers, shippers are challenged by major cargo owners and logistic companies to go even further beyond the thresholds set by regulators . In such business environment, the pressure on WinGD increased to make the most powerful engines applied in very large container vessels available also with X-DF technology. The X-DF burns LNG in a lean cycle, which practically omits particulate matter (PM), sulphur oxide (SOx) emissions and drastically reduces Nitrogen Oxides (NOx) to below IMO Tier III level. Additionally, the carbon oxide (CO2) and CO2 equivalent are also reduced to below diesel combustion levels. Those were strong arguments for the 1st customer to commit into a project with the new engine and propulsion technology for container vessel designs with the size of 22’000TEU. In this paper, WinGD experts will elaborate how the experience and knowledge gained with X-DF engines in the mid bore range (i.e.: X62-DF/ X-72DF) were up-scaled and adapted to the current biggest bore size of the X-92DF. In particular, it will address the challenges with achieving a homogenous gas air mixture, igniting the combustion and the thermal loading of the components. It will also address the particulars of the lean burning cycle and the effect it has on the engine structure with related design upgrades. Additionally, the paper will show the complexity associated with controlling such an engine. It also gives some insights on the development of the next generation WinGD control system, which took place in parallel with the base engine development. Among the different development tasks, the unique X-DF technology and its potential for the shipping industry will be discussed. The technology is still at the beginning of it’s lifecycle, and major development steps are still expected. The paper will highlight some of them. Upon the Vancouver congress, test results from the very 1st 12X92DF will likely be available and can briefly be summarized in the presentation. With the 12X92DF, WinGD has now undertaken the task to proof that also largest engines can operate in a lean burning cycle, and is therefore offering completely new propulsion options to the industry, which can be adapted and optimized according requirements of cargo owners, shippers and public views. Powered by TCPDF (www.tcpdf.org) 1 INTRODUCTION To make a platform available, eventually meeting current and future emission targets, WinGD from With the 12X92DF, Winterthur Gas & Diesel the beginning was preparing to roll out the lean (WinGD) undertook to develop the most powerful burning technology to the entire engine portfolio. lean burning, pre-mixed Otto cycle reciprocating combustion engine ever. Initially, the lean burning 2-stroke slow speed technology was developed with inheriting The key technology driver for development of a knowledge from medium speed applications, lean burning engine running on liquified natural particularly profiting from the experience and gas (LNG) as fuel, were the unprecedented expertise of Wärtsilä developed solutions [1]. environmental benefit with the clean fuel, combined with a combustion cycle that allows to In this paper the technical challenges of a big control the Nitrogen Dioxides (NOx) well below bore, big volume combustion chamber in current emission limit levels. combination with a lean burning cycle are addressed. The experience and observations of Key gaseous local pollutions normally present with smaller sized engines are reflected. The paper the standard diesel cycle engines running on gives insights how WinGD further developed the residual fuels, like Sulphur Dioxides (SOx), NOx technology with the lessons learned and how we and particulate matters (PM) are mostly ensure a working system without having the eliminated. In addition, and considering all possibility of a prototype test. currently known and IPCC (Intergovernmental Panel on Climate Change) declared green house Additionally, the specific demands to the gases, the green house gas emission footprint of advanced control system, which is not only a LNG burning ship with a lean burning cycle main controlling 2 complete different combustion cycles, engine has been reduced up to 20% compared but newly also provides for a high data throughput with a standard diesel or heavy fuel oil (HFO) and effective data analysis in spite of application. “digitalization” and predicted maintenance capabilities. Making available a considerable cleaner solution compared to todays gaseous emission references A short section in the paper will also address the in merchant shipping has been recognized and application and fuel logistic challenges the 1st ship awarded by well-known shipping industry operator had to address with the innovative organizations. The WinGD X-DF concept earned approach. amongst other below recognitions: Despite the technical challenges and the · The 2018 Marine Propulsion Emission ambitious schedule, the project has progressed Reduction Award well. It is expected that the 1st engine will start in Q1-2019, and some 1st operational results can be · The 2017 Marine engineering of the Year shared during the CIMAC 2019 Vancouver award issued by the Japan Institute of Marine congress. engineering · Shortlisted 2018 Safety4 Sea Sustainability Award 2 ENGINE DESIGN DETAILS · Shortlisted 2018 The Motorship emission 2.1 General reduction Award. The herein discussed 12X92DF engine will be However, it is obvious that an engine powered by installed on a series of 9 x 22’000TEU container fossil fuel like the X-DF with liquified natural gas vessel trading between Asia and Europe. The (LNG) in gas mode will by itself not be enough to ships and the engines are being produced by meet the ambitious International Maritime WinGD’s partner companies within the China Organization (IMO) declared green house gas State Shipbuilding Cooperation CSSC. (GHG) reduction targets of the shipping industry. We at WinGD see the lean burning cycle applied The FAT of the first engine is planed in early June on a slow speed 2-stroke as one feasible way to 2019, just at the time of the Vancouver congress. accommodate a higher variety of future Carbon The 1st vessel delivery to the customer will be mid Dioxide (CO2) neutral fuel, hence enabling the 2020. Industry to seek and develop indeed sustainable solutions. CIMAC Congress 2019, Vancouver Paper No. 425 Page 3 The engine selected is rated at its maximum Due to the larger combustion space in comparison power output and develops 63’840kW at 80 rpms to the former, smaller DF engines, and in both, diesel and gas mode operations. consequent favorable combustion volume to wall surface ratio, a further reduction of the specific Table 1: Engine particulars THC/methane emissions is expected. Please find an extended analysis of green house gas relevant 12X92DF emissions of X-DF engines in CIMAC paper 426/ Bore 920 mm 2019. Stroke 3468 mm 2.2.2 Gas admission and pilot injection Speed 80 rpm In many aspects, the design of the X92DF is a Power 63840 kW scaled-up version of smaller DF engines [1]. Mass 2140t Length 22.87m Two gas admission valves (GAVs) are mounted Total Height 15.92m on each cylinder liner. The GAVs are connected to two gas manifolds that run along the engine on both sides. 2.2 Combustion System Development Pneumatic shut-off and vent valves are arranged at both ends of the gas manifolds for a fast 2.2.1 Emission footprint release of the gas pressure providing for the The NOx emissions in diesel mode comply with required double block and bleed system. IMO Marpol VI Tier ll NOx regulations. In gas mode, the NOx emissions are well below the IMO Tier lll NOx limits without exhaust gas after treatment. Fundamentally, based on the gas composition, LNG fueled engines reduce CO2 output by approx. 20% caused by the reduced C content in the fuel. For pre-mixed, lean burning engines however, a certain fuel slip is a reality and need to be addressed. This fuel slip with LNG operated contains CH4 or methane, which is also a IPCC defined green house gas. Consequently, the methane slip needs to be reviewed when defining a total emission footprint of this engine. See figure 2 showing the effective emissions of an X- DF engines compared to the Industry benchmark. Figure 2: Overview of gas admission Two pilot injectors with their pre-chambers are arranged in each cylinder cover. Additionally, the three main injectors for the diesel operation are arranged in the same way as with the standard X92 diesel application in each cylinder cover. The scaling-up approach not only reduces the risk of new initial design flaws, but also allows to keep the effort for the initial manufacturing of the new, larger components lower. The X92DF is more a technology evaluation, not a revolution. Figure 1: overview pollutants including CO2e CIMAC Congress 2019, Vancouver Paper No. 425 Page 4 2.2.3 Higher number of cylinders · Automatic valves for the venting and inverting of the gas manifolds. However, the higher number of cylinders required adaptations of the design and several design · Electric control unit with local panel. iterations during the development. All elements are of double wall design, like the For instance, to avoid disturbing pressure gas manifolds and fulfil the requirements of oscillations in the long gas manifolds, the system marine classification societies and meet IMO layout was investigated and optimized by SOLAS (International Convention for the Safety of simulating the fluid dynamics in detail.
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