1 < >man diesel & turbofinn fjeldhøjpower to trust – man holeby...

1< >MAN Diesel & Turbo Finn Fjeldhøj Power to Trust – MAN Holeby GenSets 2015-06-24Four-Stroke GenSets

Power to TrustMAN Holeby GenSets

Nicki Lunde-Christensen

Manager Four-Stroke Engine design, Holeby

IGC Seminar June 2015


Agenda

Dual-fuel development small-bore four-stroke Status and schedule Lessons learned and achievements on Tote project Tier III development

2

Development 18/28 GenSet Schedule Design features

3

Small-bore four-stroke development roadmap1

Small-bore market development4


2014 2015 2016 2017 2018BU Remarks

Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4

28/32DF

L28/32DF IMO Tier II

L28/32DF Retrofit

L28/32DF IMO Tier III

V28/32DF Only realized at order

L27/38

TBO prolonged

L27/38 DE prop Fi-Fi

L23/30H

L23/30H Mk.2 (Up-rating +~10%)

L23/30H Monocoque

23/30DF

L23/30DF - IMO Tier III

L23/30DF Retrofit Only realized at order

L23/30H MCR part load optimized

21/31

L21/31 DE prop Fi-Fi Test outstanding until order

L21/31S for standard container Further develop. at order

L21/31 SFOC Optimization, PLO

18/28

L18/28 GenSet

16/24

L16/24 Filters, PLO,TCR10 Test outstanding until order

R&D RoadmapSmall-bore four-stroke

End of developmentToday

PM/L

L

LD

L/MP/D

L/M/PM/L

L

LDL

L

L

L/M/P

→ 7 variant developments in 5 years


Agenda


2


3

Small-bore development roadmap1



L18/28 Main data

Design ready by April 2018Test planned for Oct-Dec 2018

Main engine data:

Bore 180 mmStroke 280 mmCylinder numbers (4)-5-6-7-8-9Speed 900 / 1000 / 1200 rpmOutput / cylinder 120 / 130 / 160 kWMean effective pressure 22.5 / 21.9 / 22.5 barMean piston speed 8.4 / 9.3 / 11.2 m/sCombustion pressure 190 barHFO 700 cStSFOC (42.7 ISO w/o pumps) 190 / 191 / 190 g/kWh

→ Main data will secure that the target is reached


Feb2013

Sept 2013

Oct 2013

June 2016

Aug2017

April2018

Oct-Dec

2018

18/28 GenSetProduct development timeline

Decision to design a

18/28

Concept design ready

Development on hold

Main components

designed

Engine design ready -

application design kick-off

Design release for L18/28

GenSet

Test and performance

evaluation

L18/28New engine design based on best practice from L23/30 and

L16/24 engines

Main application: GenSet for tankers and

bulk carriers• No mechanical propulsion application• No dual-fuel application• No gas application

→ The 18/28 GenSet will be ready for delivery end of 2018


L18/28Selected design concepts

Cam drive system: Single camshaft Cam follower Gearwheel at one end

Application concept: 2- bearing alternator Integrated coupling in flywheel

Others: Detached exhaust pipe Low profile side covers

Cylinder unit: High cooling water jacket Cyl. liner with fire-land ring Marine head, connecting rod 2-part piston

Crankshaft: Free-forged with flange

connection in both ends

Fore end: Simplified front-end-box 2-step charge air cooler Attached pumps/filters

→ All the best design features from L23/30 and L16/24


L18/28Design features on engine frame – detailed

No cooling water in frame Integrated lube oil ducts and charge air receiver Rigid mono-block with reduced openings for optimized weight/stiffness ratio Entire engine block preloaded by through-going main bearing tie rods All tie rods tightened hydraulically

Lowered frame height ensuring higher cooling of cylinder unit Noise reducing structure on inner side of engine frame

Noise-reducing inner structure

→ Optimized frame based on experience and future demands


MANdatory Sourcing

Four-Stroke Small-BoreChallenges – localization of components

SaCoSOne

(Minor problem)

Turbochargers(No problem)

Fuel pump(Major problem)

Mandatory sourcing is problematic due to: Licensees ask for localization Licensees see cost down potential Cooperation between licensor and licensee is harmed It is harming new sales and population

→ Discussed with board members in 2014 and is still under discussion in 2015

Signifcant

price

reduction June

2015


MDT Market Shares – Marine AuxiliaryMarket shares based on deliveries (2008 - 2014)

2008 2009 2010 2011 2012 2013 20140

1

2

3

4

5

6

7

8

9

10

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

51%

41%45%

31%35%

23%18%

MDT Wartsila Himsen Yanmar Daihatsu Caterpillar Others

Ma

rke

t vo

lum

e in

GW

MD

T M

ark

et S

ha

re in

%

Marine Auxiliary (Small bore & 3X bore)

5.6 5.8 6.6 7.3 6.6 5.2 5.1

Highspeed auxiliary engines included in market volume

→ A significant drop in market share in 2013 and 2014


Market PotentialWith L18/28 GenSet

2015 2016 2017 2018 2019 2020 2021 20220.0

500.0

1000.0

1500.0

2000.0

2500.0

3000.0Potential for MDT Japan Hyundai of Skorea

Total HFO Small-Bore Market

→ The market potential for 18/28 is decreasing

Hyundai, South Korea


GenSet 18/28: (60 Hz) 4L 18/28 900 rpm – 4x120 kWh = 480 kWh 9L 18/28 900 rpm – 9x120 kWh = 1080 kWh

4L 18/28 1200 rpm – 4x160 kWh = 640 kWh 9L 18/28 1200 rpm – 9x160 kWh = 1440 kWh

GenSet 18/28: (50 Hz) 4L 18/28 1000 rpm – 4x130 kWh = 520 kWh 9L 18/28 1000 rpm – 9x130 kWh = 1170 kWh

→ 18/28 must cover the power range for both 16/24 and 23/30

L18/28Power range


L18/28 GenSetDevelopment remarks

Our development plan for 18/28 has been delayed due to priority of resources.

Our dual-fuel development has had first priority and second priority has been given to order-related developments like Fi-Fi, Mk. 2, IMO Tier III and part-load-optimized (PLO) variants.

By default our plan was to get L16/24 back in the market due to the fact that legacy problems have been solved and trustfulness has been regained from ship owners.

At a meeting in Copenhagen April 2015 with CSSC board member Mr. Zhang Hai Sen, it became obvious that L16/24 will not be accepted by CSSC.

As CSSC (CMP) is by far our most important licensee, we need to restart and finalize the 18/28 development. Otherwise there is a risk that CSSC will find another way, and it will harm our four-stroke license business and maybe also our two-stroke business.

→ A new small bore engine 18/28 will be designed


Agenda


2


3




Main engine data: 28/32DF

DF Small-Bore Four-Stroke Product development status

Bore : 280 mmStroke : 320 mmCylinder numbers : 5-6-7-8-9Speed : 720 / 750 rpmOutput / cylinder : 200 kW/cyl.Mean Effective Pressure : 17 / 16.3 barMean Piston Speed : 7.7 / 8.0 m/secCombustion Pressure : <145 barFuel : MGO / GASMN : > 80Temperature before eng. : < 45 °C

Bore : 225 mmStroke : 300 mmCylinder numbers : 5-6-7-8Speed : 720 / 750 / 900rpmOutput / cylinder : 125 /125 /150 kW/cyl.Mean Effective Pressure : 17.5 / 16.8 / 16.8 barMean Piston Speed : 7.2 / 7.5 / 9.0 m/secCombustion Pressure : <145 barFuel : MGO / GASMN : > 80Temperature before eng. : < 45 °C

Main engine data: L23/30DF

Design and test of DF Tier II is doneTier III design ready by February 2015

Test planned for Oct-Dec 2015

Design ready by February 2016Test planned for Oct-Dec 2016

→ Main data is given by the basic HFO engine


DF Small-Bore Four-Stroke Product development timeline

Dec

2012August 2013

February 2014

June-Oct 2014

Oct2014

February2015

Oct-Dec

2015

First order for L28/32DF

as Tier II GenSet

Design release of major parts

Production of 3 x 9L28/32DF

Tier II

Test at Doosan Korea

Kick-off for L28/32DF

Tier III design

Design release for L28/32DF

Tier III

Test and performance

evaluation

L28/32DFDual-fuel variant development

based on the HFO engine design

→ Schedule will meet market demand


DF Small-Bore Four-Stroke Product development timeline

December

2013August 2014

November 2014

February 2016

Oct- Dec2016

Start design of L23/30DF for retrofit

Kick-off for L23/30DF

Tier III design

Production & test agreement

with CMP China

Design releaseTest and

performance evaluation

L23/30DFDual-fuel variant development based on the DF design made for L28/32DF

and the HFO engine design


AchievementsSmall-bore DF GenSets Tier II

Tote order 2x3x9L28/32DF “MAN GenSet concept” (Tier II) are deliv. Pilot oil lower than predicted Fuel pump difficulties Governor difficulties NOx measurements near to Tier III limit SFOC/SGC relatively high

→ The first orders are in good progress

Crowley order 2x3x9L28/32DF “MAN GenSet concept” at STX in June

2015 Improved SFOC/SGC

New turbocharger New piston crown New fuel pump layout

Comprehensive test of Tier III DF design


Test Results of L28/32DF Tier II Measured energy consumption [kJ/kWh]

Approx 9% too high energy consumption

→ L28/32DF Tier II solution with higher SFOC than expected


Test Results of L28/32DF Tier II Fuel type and pilot oil

Diesel modeMain fuel nozzle

Gas modeGas admission valve

Diesel mode Gas mode

L28/32DF

→ L28/32DF Tier II realized with 110% power output and 7% pilot fuel

110% Power output in diesel mode Only MGO (DMA), but no HFO operation ≤ 20% 7% Pilot fuel via main fuel nozzle

MGO (DMA) as pilot fuel

110% Power output in gas modeNatural gas (vaporized LNG) operation


Small-Bore DF GenSetsLessons learned

Test engineers were located at Doosan for nearly ½ year

Findings:

1. Software and control system functionality and tuning problematic

2. Idling and low load running impossible

3. Changeover from oil to gas and vice versa was not possible

4. Running on MDO or HFO was not possible

5. Poor combustion was observed

6. Timing at MGO and DF mode has to be different

7. Pilot oil amount was better than predicted

8. NOx was better than predicted

9. Power output much better than predicted

10. Tuning of knocking system problematic

11. RPM control detection problematic

12. SGC relatively high

13. All engines delivered in time

→ All findings solved by October 2014 – no penalty


Schedule

L28/32DF „MAN GenSet concept“ Tier II

L28/32DF Tier III

L23/30DF „MAN GenSet concept“ Tier II

Planned Estimated Closed

31.05.2014 15.10.2014

31.03.2016 31.08.2015

31.12.2014 Cancelled Cancelled

SP – Test ReleaseCR – Concept Release PSR – Preliminary sales release FSR – Series Release

L23/30DF Tier III

Small-Bore DF PortfolioTime schedule

-

-

30.09.2016 28.02.2016 -

Dual Fuel Development Roadmap2012 2013 2014 2015 2016

Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4

L28/32DF (90/10) - IMO Tier II

L28/32DF Retrofit


V28/32DF - IMO Tier II

V28/32DF Retrofit


L23/30DF Retrofit

→ L28/32DF Tier II project completed – L28/32DF Tier III project ongoing


Concept of L28/32DF Tier IIIFuel type and pilot oil

Diesel modeMain fuel nozzle

Gas modeGas admission valve

Diesel mode Gas mode

L28/32DF

50% Power output in diesel mode with very low energy consumption. (optimized gas mode)

Only MGO (DMA), no HFO operation,

100% Power output in diesel mode Only MGO (DMA), no HFO operation

1% Pilot fuel via main fuel nozzle MGO (DMA) as pilot fuel

110% Power output in gas modeNatural gas (vaporized LNG) operation

→ Customers request dual-fuel engines which are Tier III compliant without SCR. Our competitors offer such engines and the same we have to do.


DF-PistonsPiston bowl design

Typical bowl shape for gas/DF engine:

Flat sphere shape for better efficiency due to slow flame front

Eta reduced to avoid ”knocking”

Flame ring maintained for MGO operation

Optimized shape for DF engine:

Deep sphere shape to optimize efficiency due to slow flame front


Re-positioning of piston ring to reduce emissions

Flame ring removed (only 50% MGO operation)

Optimized shape for DF engine:

Mixed sphere shape as compromise of DF or MGO operation


Re-positioning of piston ring to reduce emissions

Flame ring removed (100% MGO operation)

IMO Tier II + IIIIMO Tier II IMO Tier II + III

IMO Tier II + III

Basis

1st Generation 2nd Generation 2nd Generation

Conventional piston crown for HFO combustionEach colored ring represent 10 millisecond of flame front. Targets are to get as less colored rings as possible and to keep the colored rings as complete as possible to obtain the best power intensity and low emissions.

→ A DF engine is a compromise between the diesel and the Otto gas principle


Concept and AlternativesDual-fuel small-bore

“MAN GenSet concept” vs. “Std. concept”

Ignition by pilot oil via MAIN injector

EXIN

Ignition by pilot oil via PILOT injector

EXIN

Gas valveMain oil valvePilot oil valveMain oil valve

Gas valve

• Simple• Low cost• “MAN GenSet concept” or retrofit

• Complicated• Special parts & common rail• Common standard

→ Both dual fuel injection concepts will be able to meet Tier III requirement


Engine type (HFO/MDO/MGO)

Mep (bar)

23/30 ~18 - 20

28/32 ~18 - 19

16/24 ~21 - 24

21/31 ~22 - 27

27/38 ~23 – 27

Engine type (DF)

Mep (bar)

23/30 ~16 - 18

28/32 ~16 - 17

With the present DF small-bore engine concept mean effective pressure above 20 bar is not suitable due to too ”narrow” operating window for safe operation without knocking.

Only by changing engine concept Mep can be increased on existing engines.

Dual-Fuel EngineDF engine dilemma – Mep


DF Tier III Design EvaluationTest at STX on Crowley engine

From August to December 2015 our L28/32DF

Tier II and Tier III will be tested, verified and evaluated

at STX in Korea

Week 30 +

→ Comprehensive tests will be done to verify all applications and requirements

Week from engine lands on test bed: 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22

Crowley 1

Installation & running in STX STX STX

Prepare test cell for testing MDT MDT MDT MDT

Prepare engine 1 for testing MDT MDT

Test Tier 2 GenSet Version 2 MDT MDT MDT

Prepare engine 3 for FAT & FAT STX STX STX

Prepare engine 2 for FAT & FAT STX STX STX

Prepare engine 1 for FAT & FAT STX STX

Crowley 2

Prepare engine 4 for testing MDT STX MDT MDT

Prepare engine 4 running in MDT

Test Tier 2 GenSet - Version 3 STX MDT MDT

Test Tier 2 Prop - Version 3 MDT





Week


Risks & MeasuresSmall-bore DF Tier III

Price / Manufacturing Costs of L28/32DF

First prices for subcon engines L28/32DF were requested by SBU-E

28/32 DF GenSets 200 kW/cyl Doosan

4 x 7L 28/32DF 3.100.000 € FOB MASAN Port 554 €/kW

3 x 5L 28/32DF 2.060.000€ FOB MASAN Port 687 €/kW

3 x 8L 28/32DF 2.550.000€ EXW 530 €/kW

2 x 6L 28/32DF 1.665.000€ CIF Neptun Werft 693 €/kW

1 x 5L 28/32DF (STENA) 680.000 € FOB Masan 680 €/kW

1 x 7L 28/32DF 775.000 € FOB 554 €/kW

2 x 6L28/32DF 1.729.000 € Offer to Meyer Werft 720 €/kW

→ The current subcon engine price level has to be checked as given prices are not coherent with prices of HFO GenSets

→ Possible cost-down measures have to be evaluated


Next Steps and Focus PointsSmall-bore DF

9L28/32DF during shop test

→ Small bore DF GenSets are available

Next steps Commissioning of L28/32DF Tier II in USA Price reduction on the DF package Retrofit order for Hero (India) and Kepco (Korea) FAT of L28/32DF for Crowley Performance test of Tier III L28/32DF Development priority of variants

Summary L28/32DF “MAN GenSet concept” (Tier II) is ready for delivery Totally 33 engines, type L28/32DF “MAN GenSet concept” (Tier II), have been sold L28/32DF GenSet retrofit package is ready for delivery L28/32DF (Tier III) design is ready L23/30DF (Tier III) design will be ready in 2016


Agenda


2


3




No market increase in our small bore segment The competition from Wärtsila will be intensified in China Our sourcing strategy and royalty are under pressure

Prediction of Vessel Deliveries Vessels > 2000 DWT/GT

Overcapacity at Himsen engine factory Offshore is ”hit” by the oil price development Power also expects negative development


Four-Stroke Engine Population – 2015Licensee vs. own production

→ Very big potential for service and spare part sales for small-bore engines


Order History StatusSmall-bore engines 2002 - 2015

→ Our sales figures will be below average in 2015 and the trend is negative

957

1161

1535

1196

1469

2683

1096

471

1571

1286

1147 11391260

917

0

500

1000

1500

2000

2500

3000

2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015

(Extrapolated from May figures)


→ Our countermeasures as licensor are continuous design improvement of our engines and to act on customer requirements

Small-Bore Four-StrokeCurrent situation

General statements concerning the small bore market

We are strong in China, weak in Korea and out of Japan Price competition is strong between engine manufacturers Competition will be intensified in China due to CSSC/Wärtsila cooperation Lower power demand and alternative energy production on ships Our sourcing strategy is under pressure Our royalty is under pressure Engine sales figures are dropping.

L23/30 is by far our bestseller – we need L16/24 to compete (Promotion campaign initiated)

New products/variants are developed (DF, Fi-Fi, Monocoque, Part load optimized etc.)

CMP requests 18/28 for the Chinese market Strong promotion required


Power to TrustMAN Holeby GenSets

Thank you for your attention

All data provided in this document is non-binding.

This data serves informational purposes only and is especially not guaranteed in any way. Depending on the subsequent specific individual projects, the relevant data may be subject to changes and will be

assessed and determined individually for each project. This will depend on the particular characteristics of each individual project, especially specific site and operational conditions.


Finn Fjeldhøj

MAN Diesel & Turbo Denmark

Site Manager & Head of Four-Stroke Engineering

H. Christoffersensvej 6

4960 Holeby

Phone: +45 5469 3231

Mobile: +45 2019 7937

[email protected]

www.mandieselturbo.com

Do you have any questions?

Nicki Lunde-Christensen

MAN Diesel & Turbo Denmark

Manager Four-Stroke Engine design

H. Christoffersensvej 6

4960 Holeby

Phone: +45 5469 3252

Mobile: +45 3036 1624

[email protected]

www.mandieselturbo.com

1 < >man diesel & turbofinn fjeldhøjpower to trust – man holeby...

Documents