2-Stroke Propulsion

Introducing Two-Stroke Propulsion for LNG Carriers

For nearly four decades, steam turbines was the only propulsion system available for
LNG ships even though its efficiency was considerably lower than diesel engines. The
main advantage was the simplicity of utilising the boil-off gas in the steam boilers to
produce steam for the steam turbines. Dual-fuel diesel-electric (DFDE) systems came to
the fore about 10 years ago and quickly replaced steam engines as the undisputed
LNGC propulsion solution of choice. However, with the introduction of the
reliquefaction plant and gas-driven diesel engines, it is today possible to install high-
efficiency diesel engines as prime movers, referred to as two-stroke propulsion, which
offer significant savings in fuel consumption and reductions in environmental emissions
from ship engines.

Owners currently have the choice of two different engine solutions for two-stroke, low
speed propulsion for LNGC vessels: MEGI, by MAN Diesel and Turbo, and X-DF, by
WinGD (previously Wärtsilä).

The MEGI Engine – High Pressure Gas Injection

M-type, Electronically Controlled Gas Injection

(MEGI) engine

The MEGI diesel engine, developed and marketed by MAN Marine Engines and
Systems, applies the principle of non-premixed combustion (the Diesel principle). The
first LNG MEGI vessel was delivered in 2016.
The dual-fuel two-stroke engine is based on the combustion principle of operating on
Heavy Fuel Oil (HFO) or Marine Diesel Oil (MDO) together with high-pressure natural
gas, where the fuel is injected and burned directly as opposed to the premixed or Otto -
cycle combustion. In brief, two or three gas fuel valves inject high-pressure natural gas
to the combustion chamber and to ensure an optimally controlled combustion, a small
amount of pilot oil is injected simultaneous with the natural gas via two or three
conventional fuel oil injectors.

The MEGI engine is equipped with additional safety systems that ensure a safe
operation on gas without requiring rupture discs in the scavenge air receiver, the
exhaust gas receiver, and in the exhaust gas piping.

Owners and operators are provided with maximum fuel flexibility and, depending on
the relative price and availability of gas and fuel oil, are free to choose the most
competitive fuel as the engine operates with the same efficiency on both gas and fuel.
The Diesel-cycle ensures stable gas combustion under all weather conditions, such as
heavy weather and high ambient temperatures, without any risk of misfiring or
knocking.

All qualities of LNG can be burned with the same high efficiency, and the engine has
no specific requirement to the methane number. The dual fuel engine can operate on
natural gas in the load range from 10% to 100% load. Furthermore, depending on the
fuel availability on board, the engine can combust any ratio of natural gas and
HFO/MDO. The MEGI engine is ignited on diesel, and changeover to gas operation can
take place at 10% engine load. Both HFO and MDO can be used as pilot fuel.

Another advantage of gas-fuelled tonnage is the ability to adjust operation according to

the changing fuel prices and exhaust-emission limits. Service experience shows that the
MEGI engine delivers significant reductions in CO 2, NOx and SOx emissions.

MEGI vessels generate negligible methane slip during gas operation making it the most
environmentally-friendly technology available. The reduction of greenhouse gas
emissions, including methane slip, has been found to be 22% lower compared to fuel
oil.

The X-DF Technology: Low Pressure Gas Injection

Inview of the increasing demand for low-speed, dual-fuel engines, WinGD developed
the lean burn Otto combustion process with low-pressure gas admission and micro-pilot
ignition for its two-stroke engine portfolio. The first LNG X-DF vessel was delivered in
2017.

The low-pressure dual-fuel technology, known as the X engine series, is a further

development of the Wärtsilä’s well-proven medium-speed dual-fuel engines. In contrast
to high-pressure gas injection engines, which operate on the Diesel cycle, WinGD’s low
pressure X-DF engines work on the Otto cycle when operated in gas mode – i.e.
ignition of a compressed lean air/gas mixture by injection of a very small amount of
liquid pilot fuel.

The gas distribution and admission system have been specifically designed for the
requirements of the two-stroke engine. The gas is supplied and distributed in gas
manifolds, along both sides of the engine, to feed gas to each cylinder. Two
hydraulically actuated Gas Admission Valves (GAV) inject gas directl y into each
cylinder through the cylinder’s liner wall. Since the gas is injected at the beginning of
compression, depending on the selected rating point, a low gas pressure feed of 10 -13
barg is sufficient to achieve a homogenous air/gas mixture, even at full engine load.

In the latest generation of X-DF engines, the gas feed is regulated by the built-on engine
integrated gas pressure regulating unit (iGPR) which gives greater freedom to optimise
the engine room design, enabling significant savings on space, steel construction,
ventilation, cabling – effectively driving down the vessel price further. This is
achievable thanks to the introduction of the iGPR which replaces the need for a
dedicated compartment for an open type gas valve unit (GVU) or enclosed type GVU.
The WinGD X-DF engines meets the regulations of IMO’s Tier III NOx limits in gas
mode in ECA by considerable margins without any additional exhaust gas abatement
measures such as EGR or SCR.

With liquid fuel consumption for pilot ignition below 1% of total heat release and with
practically no sulphur content in LNG, X-DF technology is believed to be a reliable
solution to achieve the 0.5% global cap on sulphur in marine fuels proposed to become
effective January 2020.

The particulate matter emissions on X-DF engines is reduced to almost zero, and the
CO2 emissions, inherent to burning natural gas, are further reduced. The total
hydrocarbon content of X-DF is considerably lower, compared to four-stroke low-
pressure DF engines, which employ the same technology and are used as auxiliaries in
every vessel.