Met Turbocharger 595d49

Mitsubishi MET Turbochargers Updates

Mitsubishi Heavy Industries Marine Machinery & Engine Co., Ltd. July 2016

Person to ENGINEERING Department Turbocharger Section Manager, Yasuhiro Wada TEL +81 (0) 95 808 0351 [email protected]

Development, Application

General Manager Katsuhide Matsunaga Marine Turbine Sec. Project Manager, Naoyuki Miyazono TEL +81 (0) 95 808 0352 [email protected]

Marine Boiler Sec.

Marine Machinery Sec.

Project Manager, Yukihiro Iwasa TEL +81 (0) 95 808 6438 [email protected]

Drawing and Production Control

Project Manager, Ichiro Hirakawa TEL +81 (0) 95 821 2194 [email protected]

After sales service

Team Leader Takanori Teshima TEL +81 (0) 95 821 2187 [email protected]

Team Leader Hiroyuki Arakawa TEL +81 (0) 95 821 2145 [email protected]

Senior Engineer Jun Yanagi TEL +81 (0) 95 821 0286 [email protected]

Senior Engineer Masayoshi Tagawa TEL +81 (0) 95 821 2194 [email protected]

Senior Engineer Kiyoto Furukawa TEL +81 (0) 95 808 5909 [email protected]

Senior Engineer Nishimura hidetaka TEL +81 (0) 95 821 0286 [email protected]

Senior Engineer Keita Nakashima TEL +81 (0) 95 808 5909 [email protected]

Senior Engineer Kazuma Matsuo TEL +81 (0) 95 808 5909 [email protected]

Senior Engineer Yushi Ono TEL +81 (0) 95 808 0286 [email protected]

Senior Engineer Kenji Uchida TEL +81 (0) 95 808 5956 [email protected]

Senior Engineer Ryuichi Ibushi TEL +81 (0) 95 808 5956 [email protected]

Senior Engineer Yoshikazu ito TEL +81 (0) 95 821 2187 [email protected]

Senior Engineer Seok – Cheol Kim TEL +81 (0) 95 808 0285 [email protected]

Senior Engineer Hisanori Yanai TEL +81 (0) 95 808 0289 [email protected]

Satoshi Makino TEL +81 (0) 95 821 0286 [email protected]

Masamitsu Miyake TEL +81 (0) 95 821 2242 [email protected]

Team Leader Yoshihisa Ono TEL +81 (0) 95 821 2179 [email protected]

Haruna Ono (Ms.) TEL +81 (0) 95 808 5901 [email protected]

MHI Korea (Pusan)

Turbo Marine Consults ApS (Denmark)

Manager, Koichi Sakamoto TEL +82 (0) 51 442 5901 [email protected]

Owner & Consultant Engineer Hans Henrik Christensen Tel./Fax :+45-4738-6501 e-mail: [email protected] Webpage: www.turbomarine.dk © 2013 MITSUBISHI HEAVY INDUSTRIES MARIN MACHINERY & ENGINE CO., LTD. All Rights Reserved.

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Production Records - Total Production

Radial turbine

Axial turbine

2014 © 2013 MITSUBISHI HEAVY INDUSTRIES MARINE MACHINERY & ENGINE, CO., LTD. All Rights Reserved.

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Production Records - Turbocharger delivery on each engine brand

© 2013 MITSUBISHI HEAVY INDUSTRIES MARINE MACHINERY & ENGINE, CO., LTD. All Rights Reserved.

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Production Records - Application to each engine maker Engine power basis. Total : 8,100MW

© 2013 MITSUBISHI HEAVY INDUSTRIES MARINE MACHINERY & ENGINE, CO., LTD. All Rights Reserved.

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History 5

Compressor press. ratio

MET-MB MET-MA MET-SEII

4 MET-SC

MET-SD

MET-SB,SBII

3

MET-SE

MET-SR, SRII, SRC

MET-S,-SA

MET..0

2

Original MET

Water-cooled 1960 6

1970

1980

Year

1990

2000

2010 6

MET turbocharger / applicable range 9 frame sizes for axial turbine and 5 frame sizes for radial turbine

MET48MB

MET37MB

7

Typical Failures – Thrust Bearings

Thrust Bearing Burn-out can be caused by • Insufficient operation of lub. Oil purifier Excessive abrasive wear by contaminants in the oil

• Clogged oil filter

• Clogged seal air age Too high thrust bearing load

• Over-speed • Repeated surging • Oil pump failure

Lack of oil supply

• Clogged oil filter

Normally, safety system is activated by these failures

• Clogged air vent pipe in the oil head tank (only after black out) 8

Thrust bearing arrangement

Compressor side thrust bearing Thrust collar Turbine side thrust bearing

9

Consequences by thrust bearing failure

Compressor side thrust bearing burn out

Rotor shifts and impeller touches to the casing

Gas labyrinth touches and blades were heated by friction 10

Wear of thrust bearing Tapered – flat part ratio

Direction of base plate rotation

Tapered land

Flat land

11

Modification of thrust bearing

For MET-MA series turbochargers Old design Aluminum alloy metal

New design Lead Bronze Alloy metal

Lead Bronze Alloy metal with inner side oil groove

Appearance

Taper/Land ratio Notice

4:1

4:1

19:1

Compatible with old design

Designed for higher pressure ratio

12

Expected life time of components Oil system Type, components

MET90MB MA,SE, 83MB, MA,SEII,SE

MET71MB MA,SEII,SE 66MA SEII,SE,MA

MET53MB, MA,SEII,SE

MET42MB MA,SEII,SE 33MB MA,

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Independent (separate) system

Common to M/E Nominal 30µ filtration

Common to M/E Nominal 50µ filtration

Compressor side thrust bearing

100,000

60,000

50,000

Turbine side thrust bearing

100,000

70,000

70,000

Journal bearing

100,000

50,000

40,000

Turbine blades

80,000

Nozzle ring

80,000

Gas outlet guide

80,000

Compressor side thrust bearing

100,000

50,000

40,000

Turbine side thrust bearing

100,000

65,000

65,000

Journal bearing

100,000

45,000

35,000

Turbine blades

70,000

Nozzle ring

70,000

Gas outlet guide

70,000

Compressor side thrust bearing

80,000

40,000

35,000

Turbine side thrust bearing

80,000

65,000

65,000

Journal bearing

80,000

40,000

30,000

Turbine blades

65,000

Nozzle ring

65,000

Gas outlet guide

65,000

Compressor side thrust bearing

80,000

35,000

30,000

Turbine side thrust bearing

80,000

65,000

65,000

Journal bearing

80,000

35,000

30,000

Turbine blades

60,000

Nozzle ring

60,000

Gas outlet guide

60,000

（Ref. TZ-E002-2932） 13

Typical Failures – Over-speed

Turbocharger rotor over-speed can be caused by • Surging one T/C in two or more T/Cs Lost of compressor load • Continuous surging by clogged air age

• Scavenging air trunk fire Too high exhaust gas energy • Explosive combustion in exhaust gas manifold Engine maintenance is important

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Typical turbine blade fracture by over-run

Blade roots are remained Blades are torn off at mid height point and fracture surfaces are reduced. 15

Service news issued by engine manufacturer Scavenging air space fire

Fire prevention inside the exhaust pipe

16

Number of turbocharger failures 30,000

100 90 80 70

20,000 Total accumulated delivery

60 50

15,000

40 10,000

Over-run

30

Number of events

Accumulated total number of delivery

25,000

20

5,000

10 Thrust bearing

0

0 87

92

97

02 Year

07

12

17

Over-run protection

18

Newly authorized repair agent

19

VTI – Principles Two-step turbine area control by reliable butterfly valve Feed back valve opening position to engine control system Higher turbocharger efficiency at full load than EGB Nozzle ring

Gas inlet out casing

Gas inlet inner casing

Control gas pipe

Control valve

But, reduction of nozzle area by VTI can reduce turbine performance at low pressure ratio. 20

VTI – References MET71SE-VTI x 2 MET71SE-VTI x 2 MET66MA-VTI x 1 MET71SE-VTI x 2 MET71MA-VTI x 1 MET71SE-VTI x 1 MET66MA-VTI x 1 MET66MA-VTI x 1 MET53MA-VTI x 2 MET71MA-VTI x 2 MET53MA-VTI x 2 MET53MA-VTI x 2 MET53MA-VTI x 2 MET71SE-VTI x 2 MET53MA-VTI x 1 MET53MA-VTI x 2

Engine builder MHI KOBE MHI KOBE HITACHI MHI KOBE MHI KOBE MHI KOBE MITSUI HITACHI MHI KOBE HHI KOBE DIESEL MHI KOBE KOBE DIESEL MHI KOBE MAKITA MHI KOBE

6UEC85LSII 6UEC85LSII 6S60MC-C7 6UEC85LSII 6UEC60LSII 6UEC60LSII 6S60MC-C 6S60MC-C7 7UEC60LSE-Eco 7RTA82T-TierII 8UEC60LSII-Eco 7UEC60LSE-Eco 8UEC60LSII-Eco 6UEC85LSII 6S46MC-C8-T1 7UEC60LSE-Eco

MET66MAG-VTI x 1

MITSUI

7S60ME-C8.2

Turbocharger type

Engine type

MET60MA-VTI x 1 MET53MA-VTI x 1 MET60MA-VTI x 1 MET60MA-VTI x 1

MITSUI MAKITA HITACHI MITSUI

6S60MC-C7-TI 6S46MC-C8-T1 6S60MC-C8 6S60MC-C7-TI

MET66MAG-VTI x 1

MITSUI

7S60ME-C8.2

MET60MA-VTI x 1 HITACHI 6S60MC-C8 MET60MA-VTI x 1 HITACHI 6S60ME-C8 MET60MB-VTI x 1 KOBE DIESEL 6UEC60LSE-Eco-A2 MET48MB-VTI x 1 KOBE DIESEL 6UEC45LSE-B2 MET53MA-VTI x 1 IMEX 6L42MC6.1 MET60MA-VTI x 1 MITSUI 6S60ME-C8 MET66MAG-VTI x 1

MITSUI

7S60ME-C8.2

MET66MAG-VTI x 1 KOBE DIESEL 7UEC60LSE-Eco-A2 MET48MB-VTI x 1 KOBE DIESEL 6UEC45LSE-B2 MET53MA-VTI x 2 KOBE DIESEL 7UEC60LSE-Eco-1 MET60MB-VTI x 1 KOBE DIESEL 6UEC60LSE-Eco-A2 MET53MB-VTI x 2 KOBE DIESEL 7UEC60LSE-Eco-A2 MET60MB-VTI x 1 KOBE DIESEL 6UEC60LSE-Eco-A2 MET66MAG-VTI x 1 KOBE DIESEL 7UEC60LSE-Eco-A2

Turbocharger delivery NAMURA 11-Apr NAMURA 11-Sep IMABARI 11-Nov NAMURA 11-Nov OSHIMA 12-Jan OSHIMA 10701 12-Jun KOYO 12-Aug IMABARI 12-Oct OSHIMA 13-Mar HHI 13-Apr IMABARI 13-Apr OSHIMA 13-Jun IMABARI 13-Jun NAMURA 13-Jul IMABARI 13-Sep OSHIMA 13-Sep SHINKURUSHIM 13-Sep A TSUNEISHI 13-Sep SHIMANAMI 13-Sep IMABARI 13-Oct TSUNEISHI 13-Oct SHINKURUSHIM 14-Jan A IMABARI 14-Jan IMABARI 1609 14-Feb OSHIMA 14-Feb SHINKOCHI 14-Apr ASAKAWA 14-May TSUNEISHI 14-Jun SHINKURUSHIM 14-Jun A IMABARI 14-Jun SHINKOCHI 14-Jul OSHIMA 14-Aug OSHIMA 14-Sep SHINKURUSHIM 14-Oct A OSHIMA 14-Nov IMABARI 14-Nov Ship builder

Turbocharger type

Engine builder

Engine type

Ship builder

Turbocharge r delivery

MET53MB-VTI x 1

KOBE DIESEL

6UEC50LSE-Eco-B1

OSHIMA

15-Jan

MET48MB-VTI x 1

KOBE DIESEL

6UEC45LSE-B2

SHINKOCHI

15-Jan

MET53MB-VTI x 2

KOBE DIESEL

7UEC60LSE-Eco-A2 SHINKURUSHIMA

15-Jan

MET66MAG-VTI x 1

KOBE DIESEL

7UEC60LSE-Eco-A2

IMABARI

15-Mar

OSHIMA

MET60MA-VTI x 1

KOBE DIESEL

7UEC60LSE-Eco-A2

MET53MB-VTI x 2

KOBE DIESEL

7UEC60LSE-Eco-A2 SHINKURUSHIMA

15-Apr 15-May

MET48MB-VTI x 1

KOBE DIESEL

6UEC45LSE-B2

SHINKOCHI

MET53MA-VTI x 2

KOBE DIESEL

7UEC60LSE-Eco-1

OSHIMA

15-Jul

MET48MB-VTI x 1

KOBE DIESEL

6UEC45LSE-B2

SHINKOCHI

15-Aug

MET53MB-VTI x 2

KOBE DIESEL

MET48MB-VTI x 1

KOBE DIESEL

7UEC60LSE-Eco-A2 SHINKURUSHIMA 6UEC45LSE-B2

SHINKOCHI

15-Jun

15-Oct 15-Nov

MET60MA-VTI x 1

KOBE DIESEL

7UEC60LSE-Eco-A2

OSHIMA

16-Jan

MET53MB-VTI x 1

KOBE DIESEL

6UEC50LSE-Eco-B1

OSHIMA

16-May

MET53MB-VTI x 2

KOBE DIESEL

7UEC60LSE-Eco-A2 SHINKURUSHIMA

16-Jul

MET53MB-VTI x 1

KOBE DIESEL

6UEC50LSE-Eco-B1

OSHIMA

16-Jul

MET48MB-VTI x 1

KOBE DIESEL

6UEC45LSE-B2

SHINKOCHI

16-Aug

MET60MA-VTI x 1

KOBE DIESEL

7UEC60LSE-Eco-A2

OSHIMA

16-Aug

OSHIMA

16-Oct

MET53MB-VTI x 1

KOBE DIESEL

6UEC50LSE-Eco-B1

MET53MB-VTI x 2

KOBE DIESEL

7UEC60LSE-Eco-A2 SHINKURUSHIMA

16-Oct

55 ships / 73 turbochargers (including 6 ships / 8 turbochargers on order)

21

EGB – Don’t you care high load performance ? No need for EGB pipe works on the engine Easy to retrofit

(MET-MA series and later, MET48 and larger)

Easy access to the control valve for maintenance

Control valve (Butterfly type) Gas by pipe on gas inlet outer casing

Gas by exit hole on gas outlet guide

Parts to be changed Gas inlet outer casing Gas outlet guide

Available for one turbocharger on an engine

22

MET66MA with Integrated EGB on the engine OKM valve 100A

By pipe

Positioner Siemens

Mitsubishi 7UEC60LSE-Eco-A2 23

Gas Inlet Casing with Integrated EGB By gas exit

Control valve

By pipe

Gas inlet casing assembly with EGB : Mitsubishi MET66MA 24

MET71MA with Integrated EGB on the engine By pipe

OKM valve 100A

Installed on 6S70ME-C8.2 EGB tuning 17,140 kW x 88 rpm M.V. BERGE DAISEN (ex. Laura D’Amato) Total running hours : 13,500 rpm

25

MAN Diesel & Turbo accepted Integrated EGB Official comment from MAN Diesel & Turbo June 2016

26

Hybrid Turbocharger after 5 years The first vessel with hybrid turbocharger MET83MAG was delivered in May 2011 M.V. SHIN KOHO Powered by 7S65ME-C 16,580 kW – 90 rpm

T/C Silencer

Output cables JB

27

Hybrid Turbocharger after 5 years Overhauled at dry dock Total engine running hours : 26,591 Hours

Journal Bearing, driving end

Journal Bearing, non-driving end 28

Hybrid Turbocharger after 5 years Overhauled at dry dock Total engine running hours : 26,591 Hours

Rotor shaft, driving end

Thrust Bearing, Terminal side

Thrust Bearing, Shaft side 29

Hybrid Turbocharger after 5 years Overhauled at dry dock Total engine running hours : 26,591 Hours

Nozzle ring, Leading edge

Rotor shaft, driving end

Turbine blades

Compressor side journal bearing 30

Approach to Quiet Turbocharger Additional noise insulation to turbocharger Insulation on silencer front

Noise level 1.0m away from silencer (dB(A))

Insulation between silencer and scroll

Without additional insulations

With additional insulations

Turbocharger Speed (rpm) 31

Approach to Quiet Turbocharger External noise shield cover on air intake silencer

Noise Shield Cover

MET42MA on Akasaka 6UEC43LSII

Noise Reduction

1.0 m above silencer 1.0 m left side from silencer

Engine Load Reduction of noise level from turbocharger silencer on an engine 32

Approach to Quiet Turbocharger Acoustic Noise Filter Perforated plate in the air pipe with small distance from the wall dissipate acoustic energy of the air ing through the holes. Holes 2mm

Pipe with acoustic filter (L500mm x 2)

Position where pressure and noise was measured

Test Apparatus for acoustic filter with MET60MB turbocharger on a test bed 33

Approach to Quiet Turbocharger – test data Noise level in the air pipe with / without acoustic filter

Noise 騒音レベル (dB) level

Noise 騒音レベル (dB) level

Noise frequency component of Impeller vane ing frequency was reduced in 10dB

周波数 (Hz) Freque ncy

Without acoustic filter

周波数 (Hz) Freque ncy

Without acoustic filter

34

Approach to Quiet Turbocharger – test data

Reduction of overall noise level

Noise level in the air pipe with / without acoustic filter

Turbocharger speed

35

Approach to Quiet Turbocharger – on engine Length of acoustic filter : longer than 1.0m for MET83MB It can not be integrated in the turbocharger scroll Possible location : air duct after turbocharger outlet

Insulation between silencer and scroll

The duct with acoustic filter

Inner surface of the duct

36 36

Acoustic filter – verification schedule Month Verification Items Jun. Verification test on turbocharger test bed

Verification test on the engine at HHI (8G95ME-C9.5 with MET83MB x 2sets) Turbocharger matching and noise measurement at Doosan (11G95ME-C9.5 + MET83MB x 3sets) Turbocharger matching and noise measurement at Doosan (11G95ME-C9.5 + MET90MA x 2sets)

Jul.

Aug.

Sep.

~6/M

~7/E

★ 9/E

★ 9/M

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Marine ORC Generator - Objective Capture the heat from main engine jacket cooling water of 85 deg.C (296m3/h) Generate gross 125 kW of electric power (net 110 kW, according to test data) Minimum 75 deg.C of jacket cooling water after evaporator – sufficient for fresh water generator Integrated Power Module

Refrigerant reserve tank

Power electronics cabinet

Variable speed fluid pump 38

Marine ORC Generator – IPM

39

Marine ORC Generator – Diagram

Heat Source JCW 80-90℃

40

Marine ORC Generator – Required heat

Possible to make 125kW (gross) by cooling water only

41

ORC generator installed on board Controller Power Electronics

Generator + Expander (Integrated Power Module)

Refrigerant reserve tank

Front view

Rear view

M.V. Arnold Maersk (Odense L-187) Doosan 12RTflex96C 63,000kW – 100 rpm

42

ORC generator installed on board Condenser

Condenser

M.V. Arnold Maersk (Odense L-187) Doosan 12RTflex96C 63,000kW – 100 rpm

43

ORC generator installed on board JCW temperature before evaporator JCW temperature after evaporator

Refrigerant temp. before evaporator

M.V. Arnold Maersk (Odense L-187) Doosan 12RTflex96C 63,000kW – 100 rpm 44

ORC generator installed on board

Approx. 18 Hours

45

What is electric assist turbo ? Turbocharger with electro-magnetic driving shaft coupled onto the rotor Less electric power demand than conventional auxiliary blower Seamless power assist at any engine load Higher air flow / surge margin at lower load than auxiliary blower operation Driving shaft Bracket Stator winding

46

Objective of electric assist Lower flow resistance = increased air flow improves fuel oil consumption at low load

Turbocharger

Comp.

Turbocharger with Electric Assist

Turbine

Air Cooler

Motor Auxiliary Blower

Scavenging air manifold

Comp.

Less flow resistan ce

Turbine

Air Cooler

Motor Auxiliary Blower

Scavenging air manifold 47

Test data of electric assist Tested with MET66MAG-VTI hybrid : motoring mode 25% lower electric power consumption than A/B with the same Pscav lower fuel oil consumption and higher T/C speed with the same Pscav

Engine Load

Aux blower power (kW)

20% (2,760 kW)

25% (3,450 kW)

86

Electric assist power (kW)

103 66

105

79

131

Scav. air pressure (bar G)

0.46

0.46

0.54

0.66

0.66

0.73

Turbocharger speed (rpm)

5,860

6,248

6,698

6,880

7,248

7,598

M/E ΔFOC (kg/h)

ref

- 2.8

- 5.1

ref

- 1.4

- 10.6

D/G ΔFOC (kg/h)

ref

- 3.9

+ 3.8

ref

- 4.7

+ 5.5

Total ΔFOC (kg/h)

ref

- 6.7

- 1.3

ref

- 6.1

- 5.1

Total ΔFOC in g/KWh

ref

- 2.4

- 0.5

ref

- 1.8

- 1.5

Change of gas temp aft T/C (℃)

ref

-3

- 27

ref

-8

- 30

Change of NOx (%) Hybrid

ref - 1.5 MET66MAG-VTI + 4.0 ref - 1.1 3.9 an engine turbocharger was tested+on 7UEC60LSE-Eco with motoring mode. 48

Voice of customer

(Hybrid T/C motoring mode)

Vessel : M/V “Deneb Leader” PCC Main Engine : 7UEC60LSE-Eco Turbocharger : MET66MAG-VTI

Report from chief engineer 29 July 2015 : “ TCM (turbocharger motor mode) consumes about 35 kW of power where two auxiliary blowers consume 75 kW. TCM reduce power consumption in about 40 kW. This was the first operation of TCM on this vessel and all ship’s engineers were excited. Main Engine load was 45%, Scav. air press. 0.85 bar G.”

49

Retrofit project Vessel name Shipyard Built year Main Engine Turbocharger

: : : : :

(Electric assist turbochargers) Olivia Maersk Volkswerft Stralsund Hull #446 Dec. 2003 Mitsubishi Wartsila 7RTA96C 38,430 kW – 100 rpm Mitsubishi MET83SE x 2 sets

50

Electric assist turbocharger Turbocharger with electro-magnetic driving device at the shaft end of MET83SE

Driving shaft directly bolted to T/C rotor shaft

51

Electric assist turbocharger – Retrofit Project MET83SE turbocharger being assembled with driving device consist of rotor with magnets and stator coil (left) Variable Frequency Drive with controller (right)

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Thank you for your attention!!

© 2014 MITSUBISHI HEAVY INDUSTRIES MARINE MACHINERY & ENGINE CO., LTD. All Rights Reserved.

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