01-Abb Turbocharger Presentation Mari-Tech 2010

Markus Rupp, Enduser Sales, ABB Turbo Systems Ltd, Baden / Switzerland
Turbocharging - Status & Developments

Marine Technologies Changing Trends
Mari-tech 2010, Montreal, Canada, June 9th to 11th, 2010
ABB Group ©
ABB TC Info TIT HH 112009 | Slide 1
Content: Turbocharging – Status & Developments
Turbocharging – Today & Tomorrow

New Generation Turbocharger A100
Variable Turbine Geometry
Slow Steaming
Service Aspects
ABB Group ©
ABB TC Info Mari-tech 2010 | Slide 2
Turbocharging from 500kW to most powerful 80’000kW
p Turbocharged
Not Turbocharged
TC Function Pe = VH . n . pme
Output Swept Speed Mean eff.
volume pressure
ABB Group ©
Benefits of turbocharging
Power: + 300% Output

Price: < 1% Vessel
ABB Turbochargers
ABB Group ©
Marine applications
ABB Group ©
Marine applications
ABB Group ©
Marine applications
Big and Small - 2 Stroke Engines on Testbed
ABB Group ©
HYUNDAI - MAN 10K98MC-C and 6S35MC
Wide range of applications
ABB Group ©
Power stations
ABB Group ©
Power stations
ABB Group ©
Locomotive applications
ABB Group ©
Spezial application
ABB Group ©
TPL & TPS Turbocharger Types
TPL..-A TPS..-D/E
TPL..-B TPS..-F33
TPL..-C TPS..-F32
TPS..-F31
Produced units: Produced units:

Length: 113 - 380 cm Length: 35 - 65 cm
Weight: 520 - 13 200 kg Weight: 80 - 400 kg
Turbocharged power: Turbocharged power:
2500 - 28 000 kW 500 - 3300 kW
ABB Group ©
ABB Turbocharger - Small to Big
Engine power (MCR): 74’760 kW

12K98ME-C & 3xTPL91-B
Dry mass approx. : 2’300 tons

Fuel consumption: 270 tons/day
(at 90% MCR)
T/C shaft torque (MCR): 9’800 Nm

T/C shaft power (MCR): 10’200 kW x 3
30’600 kW
TPL91-B
% of engine power: 41 %
Engine power (TPS44): ~500 kW
TPS44
ABB Group ©
TPL Turbochargers delivered & running hours
by Dezember 2009
Mio rhs
Units
15'000 250
200
10'000
150
100
5'000
50
0 0
1996 1998 2000 2002 2004 2006 2008 1996 1998 2000 2002 2004 2006 2008
ABB Group ©
TPS Turbochargers delivered & running hours
by December 2009
Units M io rhs
40000 700
600
30000
500
400
20000
300
200
10000
100
0 0
1997 1999 2001 2003 2005 2007 2009 1997 1999 2001 2003 2005 2007 2009
ABB Group ©
Content

Slow Steaming
Service Aspects
ABB Group ©
Main drivers for engine technology
Fuel savings Emission legislation

Higher specific output CO2 Emission reductions
Variable Valve Timing

Fuel Injection
Technology
Turbocharging
System
Controls
After Treatment
ABB Group ©
NOx reduction technologies
Possible building blocks for IMO III
Miller timing SCR EGR Water injection
Humid air
2-stage
turbocharging
Gas / dual fuel Emulsion
ABB Group ©
Development of compressor pressure ratio
6.0
A100
5.5
Full load pressure ratio
5.0
d
Tren
4.5 maximum PIC
4.0
3.5
average 2-stroke
3.0
2.5 average 4-stroke
2.0
1975 1980 1985 1990 1995 2000 2005 2010 2015
Year
Full load pressure ratio with aluminum compressor wheel / base load application (50'000 rhrs)
ABB Group ©
A100 - The new generation
ABB Group ©
A100 – The new generation
Single-stage / high-efficiency / high pressure
A100-H & A100-M
Highest compressor pressure ratios up to 5.8 for
high-speed and medium-speed diesel and gas
engines
A100-L
High-efficiency turbocharging for two-stroke diesel
engines requiring compressor pressure ratios up
to 4.7
A100-H = for high speed engines

A100-M = for medium speed engines
A100-L = for low speed engines
ABB Group ©
A100 Turbocharging outlook (4-stroke)
11
IMO I IMO II IMO III
10
Compressor Pressure Ratio [-]
8 2-Stage
Turbocharging
7
A100-H & A100-M

5
TPL..-C & TPS..F
4
TPL..-A & TPS..D/E
3
2000 2002 2004 2006 2008 2010 2012 2014 2016
Year
ABB Group ©
A100 Turbocharging outlook (2-stroke)
7.0
IMO I IMO II IMO III
6.5
compressor pressure ratio [-]
6.0
5.5 2-Stage
Turbocharging
5.0
4.5 A100-L
4.0
TPL..-B
3.5
3.0
2000 2002 2004 2006 2008 2010 2012 2014 2016
year
ABB Group ©
A100L – New for 2 stroke applications
ABB Group ©
Compressor performance
TPL..-B compressor Compressor for future requirements
*
V =4.7
*
V =4.0
A100 Video
ABB Group ©
A100-L References
Status April 2010 - 77 x A100-L on 41 vessels
Engine MCR TC type /
Projects Engine type TC delivery
builder kW x RPM engine
Maersk Kalea 1 x 6S46MC-C HHM 7’860 x 129 1 x A175-L34T 03-2009
MS Monte Carlo 1 x 7RT-flex50 3. Maj 11’060 x 124 1 x A175-L35 03-2009
Alexander Maersk 1 x 7S50MC HZDE 10’010 x 127 1 x A175-L34T 07-2009
HASU 6 x 8RT-flex96C Doosan 45’760 x 102 2 x A190-L35 09-2010
Hansa Treuhand 4 x 10RT-flex96C HHI 57’200 x 102 3 x A185-L35 08-2010
Leonhard& Blumberg 4 x 7K80ME-C HHI 31’710 x 104 2 x A185-L34 11-2010
Oman 5 x 7RT-flex82T HHI 31’640 x 78 2 x A180-L35 11-2010
Oman 3 x 7RT-flex82T HHI 31’640 x 78 2 x A180-L35 01-2011
Saudi Maritime 2 x 7RT-flex82T HHI 31’640 x 80 2 x A180-L34 02-2011
China Shipping 2 x 5S60ME-C HHM 8’830 x 101 1 x A175-L32T 12-2010
CSCL 8 x 7RT-flex68D Doosan 21’910 x 95 2 x A175-L34T 09-2010
Thoresen 4 x 6RT-flex50D 3. Maj 9’960 x 124 1 x A175-L32 05-2010
ABB Group ©
Content

Slow Steaming
Service Aspects
ABB Group ©
Variable Turbine Geometry (VTG)
Working principle on axial type ABB turbochargers
Supporting ring
Slotted ring
Operating lever
Guide Vane
Ring lever
ABB Group ©
Variable Turbine Geometry (VTG) Status & Future
Status: FUTURE:
Over 800 ABB VTG
units in service on
TPL&TPS
Mechanical
Actuator
Electric
18’000 operating hours
Overhaul of the complete VTG unit on exchange basis (CPEX)
ABB Group ©
A100-L with complete integrated VTG option
Two first serial units running in

the field
ABB Group ©
Possible application fields under IMO Tier III
VTG with Exhaust Gas Recirculation (EGR)
Air receiver
BLW
M
CYL CYL CYL CYL
1 2 3 …
Compressor
Exhaust receiver
Turbine
ECA mode: EGR turned ON VTG “closed”
ABB Group ©
Possible application fields under IMO Tier III
VTG with Exhaust Gas Recirculation (EGR)
Air receiver
CYL CYL CYL CYL

1 2 3 … Compressor
Exhaust receiver Turbine
Open sea mode: EGR turned OFF VTG “open”
ABB Group ©
Summary: Variable Turbine Geometry (VTG)
VTG on ABB turbochargers is a proven technology.

10 years of field experience available with radial type TPS.
5 years of field experience available with axial type TPL.
Benefits have been largest on gas engines in the past.
Advantages on diesel engines:

Reduced thermal load at part load
Less exhaust smoke
Lower fuel consumption at part load
Requirements according to IMO Tier III will open up new
application fields for VTG in the area of marine engines.
ABB Group ©
Content

Slow Steaming
Service Aspects
ABB Group ©
Slow steaming - Status
The present shipping market seeks for cost reduction methods

20% vessel speed reduction results in 50% fuel savings, resulting in a
strong demand for slow steaming today
The turbocharger layout and operation are not affected by slow

steaming
MAN and Wärtsilä allow 10% engine load for continuous operation
(see service letters)
Further minor fuel savings can be achieved by various part load

optimisation methods (e.g. TC cut out)
Any engine or TC modifications may affect the IMO regulations and

the NOx certificate. Clarification with engine designer and
classification society is necessary.
ABB Group ©
Slow steaming - Benefits
ABB Group ©
Slow steaming for large container vessel
MAN 12K98 & Wärtsilä 12RT96
260
110
45
- 20% speed
- 20% speed fuel saving: 110t/day x 1.2 (time) / 260t/day = 50%

ABB Group ©
Slow steaming - turbocharger
System Remarks
TC cut out Possible for existing vessels and newbuildings

fix
variable
Exhaust gas Preferably for newbuildings
bypass & tc spec
change (part load
optimisation)
VTG (Variable Preferably for newbuildings for A100-L
Turbine
Geometry)
ABB Group ©
Turbocharger cut out
Exhaust gas Steam for

boiler Heating services
Turbochargers TC cut out
Exhaust gas receiver
Main engine
ABB Group ©
Turbocharger cut out
Turbocharger cut out:

Engine make (OEM) to be involved
1 of 1 TC, 15% power, only for emergency running
1 of 2 TC’s, 50% power, to be investigated by OEM
1 of 3 TC’s, 66% power
1 of 4 TC’s, 75% power
Considerations:
Limited service experience with flexible TC cut out
IMO NOx certification and MCR?
Engine performance
Torsional vibrations
Bearing load
ABB Group ©
Content

Slow Steaming
Service Aspects
ABB Group ©
About 190‘000 ABB Turbochargers in operation
34%
Stationary
63%
Marine
3%
Traction
ABB Group ©
The unique worldwide service
> 100 sales &

service stations
in 55 countries
status 2010
ABB Group ©
Spare Part Center Baden/Switzerland
24 hours / day
365 days a year
Inventory positions: 11‘000
18‚000 orders per year
Availability: >98%
ABB Group ©
Turbocharger transportation
ABB Group ©
Database - ATURB@Web
ABB Group ©
ABB Group ©

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Markus Rupp, Enduser Sales, ABB Turbo Systems Ltd, Baden / Switzerland

Turbocharging - Status & Developments

Turbocharging – Today & Tomorrow

Power: + 300% Output

Produced units: Produced units:

Engine power (MCR): 74’760 kW

Dry mass approx. : 2’300 tons

T/C shaft torque (MCR): 9’800 Nm

Engine power (TPS44): ~500 kW

Turbocharging – Today & Tomorrow

Fuel savings Emission legislation

Variable Valve Timing

Miller timing SCR EGR Water injection

2.5 average 4-stroke

A100-H = for high speed engines

A100-H & A100-M

TPL..-B compressor Compressor for future requirements

MS Monte Carlo 1 x 7RT-flex50 3. Maj 11’060 x 124 1 x A175-L35 03-2009

Alexander Maersk 1 x 7S50MC HZDE 10’010 x 127 1 x A175-L34T 07-2009

HASU 6 x 8RT-flex96C Doosan 45’760 x 102 2 x A190-L35 09-2010

Hansa Treuhand 4 x 10RT-flex96C HHI 57’200 x 102 3 x A185-L35 08-2010

Leonhard& Blumberg 4 x 7K80ME-C HHI 31’710 x 104 2 x A185-L34 11-2010

Oman 5 x 7RT-flex82T HHI 31’640 x 78 2 x A180-L35 11-2010

Oman 3 x 7RT-flex82T HHI 31’640 x 78 2 x A180-L35 01-2011

Saudi Maritime 2 x 7RT-flex82T HHI 31’640 x 80 2 x A180-L34 02-2011

China Shipping 2 x 5S60ME-C HHM 8’830 x 101 1 x A175-L32T 12-2010

CSCL 8 x 7RT-flex68D Doosan 21’910 x 95 2 x A175-L34T 09-2010

Thoresen 4 x 6RT-flex50D 3. Maj 9’960 x 124 1 x A175-L32 05-2010

Turbocharging – Today & Tomorrow

Two first serial units running in

ECA mode: EGR turned ON VTG “closed”

CYL CYL CYL CYL

Exhaust receiver Turbine

Open sea mode: EGR turned OFF VTG “open”

VTG on ABB turbochargers is a proven technology.

Advantages on diesel engines:

Turbocharging – Today & Tomorrow

The present shipping market seeks for cost reduction methods

The turbocharger layout and operation are not affected by slow

Further minor fuel savings can be achieved by various part load

Any engine or TC modifications may affect the IMO regulations and

- 20% speed fuel saving: 110t/day x 1.2 (time) / 260t/day = 50%

TC cut out Possible for existing vessels and newbuildings

Exhaust gas Steam for

Turbochargers TC cut out

Exhaust gas receiver

Turbocharger cut out:

Turbocharging – Today & Tomorrow

> 100 sales &

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