Performance+ +ICST+10!9!2009

ICST Congress Hamburg 10.Sept.
2009
Automatic optimization of diesel engine performance

by loop control of cylinder pressure process
ABB Automation GmbH

ABB Automation GmbH September 14, 2009 | Slide 1
Dipl.Ing. Wolfgang Krasa
Automatic optimization of diesel engine performance by loop control of cylinder pressure process
Content
Environment background Economy background Optimization engine performance today
CONGRESS 2009
Performance monitoring requirements on 2-stroke engines Monitoring the combustion performance SFOC Monitoring Ship performance Monitoring Optimization engine performance tomorrow MAN solution Auto Tuning Wrtsil solution Loop Control Integration CBM system Benefits Summary
Environment background
Green house gas emission impact by maritime transportation
CONGRESS 2009
There are about 110,000 vessels in worlds cargo fleet if we count vessels above 100 ton. Shipping is responsible for transporting 90% of world trade which has doubled in 25 years vessels are one of the world's most polluting source categories, per unit of fuel consumed. Studies says that maritime carbon dioxide emissions could rise by as much as 75% in the next 15 to 20 years if world trade continues to grow and no action is taken. Today annual emissions from shipping are between 600 and 800 million tons of carbon dioxide, which correspond to about 4 to 5% of the global CO2 emission.
Environmental impact caused by slow speed 2-stroke engines
CONGRESS 2009
The world fleet ship propulsion reaches a total power output around 40.000 MW - whereby slow speed 2-stroke application shares 20 % in number of 10.000 machinery units - but with 75 % the major share of total 30.000 MW output. The number vessels with large slow speed 2-stroke engines are rapidly increasing - there are 3400 vessels in order for delivery up to year 2014. The monitoring and improving of ships fuel economy has a considerable impact of environment : 1,0 % improvement of the specific fuel consumption on the marine diesel engines succeeds in a yearly reduction of 5 million tons CO2.
New technologies are available today to reduce fuel consumption and greenhouse NOx and CO2 gas emissions from vessels. Among these the monitoring and control of the combustion process inside the engine cylinders is a key method to evaluate the economic and ecologic performance marine diesel engines. A well optimize engine combustion will not only reduce the emission of NOx and CO2 but also carbon particles and will operate with less wearing and damages. Total No. of engines 10 680 Yearly fuel consumption 167.000.000 t Yearly NOx emission 17.000.000 t Yearly CO2 emission 500.000.000 t
Legislations will force emission reduction
CONGRESS 2009
Kyoto protocol and EU is proceeding to incorporate international aviation & maritime transport into the overall greenhouse gas emission reduction program IMO is working on carta MEPC-58 (Marine Environment Protection Commitee) on emission reduction The emission issue will become an operating cost factor in the shipping business
International maritime transport emissions should be incorporated into the EU emissions trading scheme (EU ETS) by 2015 or should otherwise be included in the proposed decision of the European Parliament and of the Council on the effort of Member States to reduce their greenhouse gas emissions to meet the Communitys greenhouse gas emission reduction commitments up to 2020.
Economic background
Fuel costs
CONGRESS 2009
Fuel price will steady increase in long term despite the current drop in the market Fuel efficiency of ship propulsion is key economic factor in the maritime transport business Standarized supervision of fuel economy will be request in close future Annual fuel cost on 12 cylinder large bore engines (96 or 98 bore) = approx. 15 - 20 MUS$
(on average voyage engine load 80% and bunker price level 80 to 100 US$ /barrel)
Bunker fuel price history (since May 2006)

US$ / barrel
A popular statement of ship operators going to move to museum : I dont need to bother my vessels fuel costs, the bill goes anyway on table of the charterer.
Economic background
Mapping of the reduction potentials

Optimization of efficiency reduces both emission and fuel costs
Source : IMO MEPC-58
CONGRESS 2009
Optimization of engine performance
Which information needed to judge diesel motor performance ?

The converting of the energy inside the engines cylinders is the most essential part of the diesel motor in regard of efficiency and availability But - today less than 15% of new delivered ships the cylinder pressure process of the propulsion engine is monitored online.
Energy flow
CONGRESS 2009
Advanced cylinder pressure process analysis provides key data to evaluate the fuel efficiency and engine condtions
P
[bar]
start of dP/dA combustion
measured pressure curve theoretical compression curve expansion pressure start exhaust gas outlet
P MAX P TDC P COMP th P Alpha2 P Alpha1
adiabatic exponent
MIP
Alpha1 Alpha2
TDC Crank angle [deg.]
AlphaPmax

Today and tomorrow
CONGRESS 2009
Today crew has to collect operation data and analyze
the performance. Improving measures has to be chosen and readjustment to be carried out manually. Results to be verified by collection and analzye of new operation data.
Tomorrow the optimization of operation performance will be covered automatically be enhanced engine control; the Loop control : collection of operation data, analyze of the performance, decision of improving measures and readjustment by actuators. -
Enhanced engine control system

Automation Automation Operation data Cyl pressure Cyl pressure Performance analysis Performance analysis Control readjust Manual Engine Readjustment Verification
Requirement on supervision and optimization

TARGET : Performance optimizing on actual load and ambient condition
Supervising & optimizing of Pmax pressure Supervising & optimizing of Pmax balancing Supervising & optimizing of Pcomp balancing Supervising & optimizing of MIP balancing
CONGRESS 2009
a well Pmax-balanced engine
Optimization of engine performance today
Requirement on monitoring the thermodynamic process
CONGRESS 2009
Advanced cylinder pressure process analysis provides key data to evaluate the fuel efficiency
Qualification requirements :
Accuracy : better than 0,5 % FS (along whole pressure cycle) Operation : online monitoring (for engine control purpose even real-time monitoring) Maintenance : no recalibration; long interval for maintenance (cleaning) Reliability : long term continous operation (MTBF > 5 years) Handling : easy equipment operation for ship crews
Optimization engine performance today
CONGRESS 2009
Advanced cylinder pressure units fuel efficiency Mechanic or portable electronicprocess analysis provides key data to evaluate the not qualified
P max P comp P mi
Sensors with membrane principle

(piezo, thinfilm or strain gauge technologies)
typical design of combustion pressure sensors with membrane
limited qualified
load cell
membrane
The service life expectancy and long term accuracy reliability of cylinder pressure sensors with membrane design can be effected by : - contamination with combustion residues (heavy fuel) - ageing / wearing of membrane - heat flash - regular cleaning maintenance - accuracy check / recalibration needed
Monitoring the combustion performance

Cylmate transducer - with pressductor technology
CONGRESS 2009
fully qualified
Accuracy : better than 0,5 % FS (along whole pressure cycle) Operation : online & real-time monitoring Maintenance friendly : no recalibration, no cleaning maintenance Reliability : MTBF > 10 years
The blow through design solves clogging influences and cleaning maintenance
The pressure transmission via tube solves the heat flash influences
The robust magneto-elastic measuring principle ensures high reliability with long lasting life time
Monitoring the combustion performance

Approval on accuracy
CONGRESS 2009
Performance test at Wrtsil testbed Winterthur, Kistler vs. ABB, Dec. 2006
Pmi diff
Comparison measurement in reference of water cooled sensor with valve controlled heat flash protection
Conclusion : ABB sensor with magnetoelastic measuring principle prooves highest accuracy over the whole process cycle in the cylinder over all load stages
The monitoring of MIP and SFOC

precise cylinder pressure sensor
wearless pressure sensor Pressductor technology
What is needed for a thermodynamic evaluation of cyl pressure ?

+ precise rotation angle measurement
flywheel profile scan by pulsed eddy current sensor
CONGRESS 2009
precise crankshaft twist error compensation

real-time crankshaft twist computing by mass-elastic engine model
true engine performance data

Indicated Engine Power [kW] MIP [bar] Pmax [bar] Pmax [CA] Pign [bar] Pign [CA] Pcomp [bar] Ptdc [bar] Pdiff (Pmax-Pcomp) [bar] dP/d -max [bar/CA] Pscav [bar]
The monitoring of MIP

Approval in the field
CONGRESS 2009
Field experience proves repeatability and reliability of evaluated engine performance over long term operation - the technology gains recognition and high reputation in the shipping industry.
Evaluated MIP related to engine power in comparison to MEP performance curve (source of around 7.300.000 stokes per vessel)
Winner of the CIMAC 2004 ward President's A
The ABB paper Stroke-by-stroke measurement of diesel engine performance on board was awarded On a basis of a practical contribution of the future success of the engine industry
The optimized engine performance
Strong correlation between Pmax and SFOC
CONGRESS 2009
The task is to keep Pmax according to the performance curves to operate at best fuel consumption
Example at a 12RTA96 engine Increase of Pmax effects :

3,5 bar effects about 0,5% fuel savings 7,0 bar effects about 1,0% fuel savings
Pmax
SFOC, g/kWh
178,00 177,50 177,00 176,50 176,00 175,53 176,75 177,97
SFOC
175,50 175.00 134 136 138 140 142 144 Pmax, bar
The monitoring of SFOC

Online SFOC Monitoring
CONGRESS 2009
Pmax-SFOC test. Performed by KRAL & ABB on a 7S50MC engine

KRAL system measuring the fuel mass flow at supply and backflow. The fuel signal (kg/h) connected to Cylmate
CYLMATE Operator Station
Cylmate Controller
Fuel mass flow (4 20 mA )
CYLMATE Controller
Return
Supply
KRAL Volumeter
Main Engine

Online SFOC monitoring
CONGRESS 2009
Cylmate system displays online - indicated and effective power (kW) - accumulated energy (kWh) - SFOC (g/kWh)

Engine aPign- deg
Online SFOC calculation with online fuel mass flow

7S50MC The fuel injection was changed from about 2,5 to 2,0CA by means of FQS - VIT
Engine IPOW W 10 9 8 7 6 5 4 3
CONGRESS 2009
Result Pmax-SFOC test. Performed by KRAL & ABB on a 7S50MC running at ~75% load
4 3.5 3 2.5 2 1.5 1
7S50MC The Indicated Power increased with 0,6MW. From about 7,7MW to 8,3MW ~5,7% increase
2 1 0.5 0 0 2007-02- 2007-02- 2007-02- 2007-02- 2007-02- 2007-02- 2007-02- 200703 03 03 03 03 03 03 03 2007-02-03 2007-02-03 2007-02-03 2007-02-03 2007-02-03 2007-02-03 2007-02-03 2007-02 14:46:00 14:48:00 14:50:00 14:52:00 14:54:00 14:56:00 14:58:00 15:00: 14:46:00 14:48:00 14:50:00 14:52:00 14:54:00 14:56:00 14:58:00 15:00
Engine Pmax- bar
160 140 120 100 80 60 40 20
7S50MC Pmax increased with about 10bar from 120bar to about130bar
SFOC SFOCIndicated averag 20 stroke 184 182 180 178 176 174 172 170
7S50MC The SFOC was reduced from 177 to about 173g/kWh ~2,2% fuel reduction
0 2007-02-03 2007-02-03 2007-02-03 2007-02-03 2007-02-03 2007-02-03 2007-02-03 2007-02 15:00: 14:46:00 14:48:00 14:50:00 14:52:00 14:54:00 14:56:00 14:58:00
168 2007-02- 2007-02- 2007-02- 2007-02- 2007-02- 2007-02- 2007-02- 2007-0 03 03 03 03 03 03 03 03 14:46:00 14:48:00 14:50:00 14:52:00 14:54:00 14:56:00 14:58:00 15:00:0
Engine performance monitoring
Integration of cylinder pressure into superior automation system
CONGRESS 2009
Ship Performance Online

System concept
CONGRESS 2009
Integrated logging of nautical data and engine performance Automatic 24 hours noon report generator E-mail client to management office Local ship data archiv and central fleet data archiv
Engine performance monitoring
Integration to online ship performance monitoring

Continous, automatic and reliable information for onboard crew and ship mangement
CONGRESS 2009
Ship Performance Online
Automatic fuel efficiency reporting over the fleet
CONGRESS 2009
Online optimization of tomorrow

Loop Control Engine Auto-tuning
CONGRESS 2009
Wrtsil, MAN, ABB, and APM are together running loop control projects since autumn 2007
Pressure sensor electronic with additional analog signal interface P/t ME or RT-flex Engine control system Loop control : Injection process and exhaust valves controlled individually per cylinder by means of online cylinder pressure monitoring
P(t)
Loop control signals: independent & galvanic isolated
Upgrade for enhanced thermodynamic evaluation

Online optimization of tommorrow

Interface to Loop Control Auto-tuning
CONGRESS 2009
Decentralized pressure sensor electronic extended with analog out signal for loop control impementation
Integrated electronic unit Signal condit Memory & Interface CPU Excitat. Control
Load cell
Sense
D/A Analog out Pt 4 to 20 mA
Power supply
Pressure sensor
Bus connector DC supply Sync pulse Field bus Cylmate Transducer Bus

Auto-tuning for MAN engines
Background
CONGRESS 2009
Original source by

Optimization Pmax
CONGRESS 2009
Reduction in Fuel oil consumption / CO2 emission
Original source by

MAN PMI-Online auto tuning
CONGRESS 2009
System layout PMI-Online MK2 (under development)
Original source by
MOP-B
TCP/IP
MOP-S
(CoCoS-EDS / PMI PC)
Arcnet
in p repa ratio n
TCP/IP
MPC
PMI DAU
I/P converters (MC only) PMI sensors Actuators

Control signals
Pmax Feedback signals Cylinder pressures

CONGRESS 2009
System layout PMI-Online MK2 (under development)

Online cylinder pressure sensors approved & applicable : either ABB or KISTLER
ARCNET
Original source by
ME-ECS
MOP-B
MOP Auto-Tuning
CoCoS-EDS
TCP/IP
TCP/IP
Kistler Kistler
PMI Dau
TCP/IP ABB ABB
PMI-Online Mk2
MOP-S: (CoCoS-EDS / PMI PC)


CONGRESS 2009
Prototype field test of auto-tuning function
Original source by

Auto tuning overall benefits
Fuel oil consumption Reduction potential: 3 g/kWh Reduction average: 1 g/kWh
CONGRESS 2009
Original source by
Emission potential: 2% C02 reduction
Operation cost reduction Reduced engine maintenance costs, increased availability/reliability
Simplified operability Ease workload on crew Ensures engine is being operated optimally continuously
Loop control for RT-Flex engines

Application target
The CLCPC Funtion
OPTIMISING PEAK PRESSURES =p + 20 ( p p ) 0.01 ( p p ) 0.2 (T
Firing , ISO amb amb , ISO EaT EaT , ISO
CONGRESS 2009
BALANCING COMPRESSION PRESSURES
p Firing
amb
Tamb,ISO ) + 0.1 (Tscav Tscav,ISO )

Wrtsil Loop Control for RT-Flex
CONGRESS 2009
Original source by
System layout (example14RT-Flex engine )

System layout (example14RT-Flex engine )
Loop Control & enhanced cylinder pressure monitoring
CONGRESS 2009
CANopen system bus
WECS-9520
FCM20 online spare FCM20 - 10 FCM20 - 11 FCM20 - 12 FCM20 - 13 FCM20 - 14
FCM20 - 7
FCM20 - 8
FCM20 - 5
FCM20 - 1
FCM20 - 2
FCM20 - 3
FCM20 - 4
FCM20 - 6
FCM20 - 9
Cylmate Crank angle sensor
Cylmate Controller Blower inlet temperature sensor
4X ABB parts Wrtsil parts

Scavenge air temperature sensor
Cylmate operator station
Loop control & CBM monitoring

Integration to CBM system
CONGRESS 2009
Loop control / Auto tuning on conventional camshaft engine

Investment and payback
The benefit of auto tuning motivates to adapt also on camshaft engines, development are under progress at the engine makers accordingly. The basic level application will control the engine VIT automatically. The full level solution shall specificly control cylinders injection pumps.
Beside engine size and operation the pay back time depends on fuel price Operation Engine size Large Medium Small
CONGRESS 2009
Poor conditions
Average
Within norm limits
3 5 months 6 12 months 18 30 months
58 months 12 18 months 30 48 months
8 12 months 18 30 months 48 72 months
Summarize
Combined benefit
Optimized operation and cost Increased safety State of the art tools for crew and shipmangement
CONGRESS 2009
Engine performance is continously supervised for best operation condition

Monitoring of the fuel effiency Supervison of the load balance Recogntion of engine wear and faults Reduction engine maintenance costs Support of technical shipmangement Performance analyze
Engine is continously adjusted to best operation condition
Fuel consumption reduction potential SFOC 1- 3 % Emission reduction (CO2 reduction potential 2 %) Increased availability/reliability Simplify work load for crew Engine control
Performance monitoring & condition analysis
Enhanced engine control & monitoring
Summary
The presented solutions shall contribute to a significant step to achieve greener ships, optimize operation costs and provide better safety
CONGRESS 2009
CONGRESS 2009

Performance+ +ICST+10!9!2009

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ICST Congress Hamburg 10.Sept.

Automatic optimization of diesel engine performance

ABB Automation GmbH

Dipl.Ing. Wolfgang Krasa

ABB Automation GmbH September 14, 2009 | Slide 2

Automatic optimization of diesel engine performance

Green house gas emission impact by maritime transportation

ABB Automation GmbH September 14, 2009 | Slide 3

Automatic optimization of diesel engine performance

Environmental impact caused by slow speed 2-stroke engines

ABB Automation GmbH September 14, 2009 | Slide 4

Automatic optimization of diesel engine performance

Legislations will force emission reduction

ABB Automation GmbH September 14, 2009 | Slide 5

Automatic optimization of diesel engine performance

Bunker fuel price history (since May 2006)

ABB Automation GmbH September 14, 2009 | Slide 6

Automatic optimization of diesel engine performance

Mapping of the reduction potentials

ABB Automation GmbH September 14, 2009 | Slide 7

Automatic optimization of diesel engine performance

Optimization of engine performance

Which information needed to judge diesel motor performance ?

start of dP/dA combustion

P MAX P TDC P COMP th P Alpha2 P Alpha1

ABB Automation GmbH September 14, 2009 | Slide 8

Automatic optimization of diesel engine performance

Optimization of engine performance

Today crew has to collect operation data and analyze

Enhanced engine control system

ABB Automation GmbH September 14, 2009 | Slide 9

Automatic optimization of diesel engine performance

Optimization of engine performance

Requirement on supervision and optimization

a well Pmax-balanced engine

ABB Automation GmbH September 14, 2009 | Slide 10

Automatic optimization of diesel engine performance

Optimization of engine performance today

Requirement on monitoring the thermodynamic process

ABB Automation GmbH September 14, 2009 | Slide 11

Automatic optimization of diesel engine performance

Optimization engine performance today

Requirement on monitoring the thermodynamic process

Sensors with membrane principle

ABB Automation GmbH September 14, 2009 | Slide 12

Automatic optimization of diesel engine performance

Monitoring the combustion performance

Requirement on monitoring the thermodynamic process

Automatic optimization of diesel engine performance

Monitoring the combustion performance

Automatic optimization of diesel engine performance

The monitoring of MIP and SFOC

What is needed for a thermodynamic evaluation of cyl pressure ?

precise crankshaft twist error compensation

true engine performance data

ABB Automation GmbH September 14, 2009 | Slide 15

Automatic optimization of diesel engine performance

The monitoring of MIP

Winner of the CIMAC 2004 ward President's A

Automatic optimization of diesel engine performance

The optimized engine performance

Strong correlation between Pmax and SFOC

Example at a 12RTA96 engine Increase of Pmax effects :