MAN B&W

ME-GA

The latest dual-fuel MAN B&W two-stroke engine

2 MAN Energy Solutions
MAN B&W ME-GA – The latest dual-fuel MAN B&W two-stroke engine

Future
in the
making
 3

Contents
Introducing the world’s first MAN B&W ME-GA engine05
Commitment to the development of new technologies 06

ME-GA complements successful ME-GI and ME-LGI engine programme 06

An optimised Otto principle and its characteristics 07
Introducing the premixed Otto principle 07
Differences in engine performance related to Otto and Diesel cycles 07
ME-GA engine development adapted to the customer 09
Engine configuration 09
Exhaust gas recirculation optimises engine performance 09
Exhaust gas recirculation is integrated into the engine tuning 10
The ME-GA solution 11
Fuel gas specification 11
Fuel supply to the engine 11

Unique on-engine gas admission concept 11

Fuel ratio control 14
Piston ring package ensures even pressure distribution 15
Installation aspects 16
Fuel gas supply systems 16
ME-GA engines and shaft generators 20
PTO layout limit 20
Rpm/governor stability 20
Summary 21
Acronyms 22

Bibliography 22
4 MAN Energy Solutions
MAN B&W ME-GA – The latest dual-fuel MAN B&W two-stroke engine

MAN Energy Solutions has added the dual-fuel

ME-GA engine to the existing two-stroke dual-fuel
engine programme. The ME-GA engine design
concept is the premixed Otto principle, and the
efficient performance of the engine is the result of
an in-house developed exhaust gas recirculation
(EGR) solution. The high-pressure EGR solution has
been optimised for the ME-GA engine with
performance-enhancing results, which include high
performance efficiency, significantly reduced
methane slip, and Tier III compliance when
operating on conventional fuel oils.

Moreover, the development of the ME-GA engine

solution, which requires only a low-pressure fuel
supply, has been performed with focus on reducing
capex for certain ship designs in the LNG carrier
segment. This paper introduces the unique
on-engine gas admission system, and discusses
the new engine optimisation achieved with the
proven EGR system.

The first ME-GA engine available in our engine

programme is a 70-bore engine aimed at the LNG
carrier segment.
 5

Introducing the world’s first MAN B&W ME-GA engine

On 18 March 2021, a live demonstration subjects highlighted and demonstrated premixed Otto principle. The
of the world’s first MAN B&W ME-GA at the event. development process of this new
engine took place during a virtual event engine type has included a series of
at the Research Centre Copenhagen. GA is an acronym for gas admission, tests on one of the two engines at our
Different engine running conditions, and the ME-GA engine is an internal research facilities in Copenhagen,
including the enhanced performance combustion engine (ICE) based on an before the factory acceptance test
by means of EGR were among the key EGR-optimised version of the (FAT) of the first production engine.

The test results verified our

requirements to the commercial
engine design. In addition, a
five-month R&D test series on the first
commercial engine will be completed
before the delivery of the first
commercial ME-GA engine in the
summer of 2022.

In 2019, MAN Energy Solutions

revealed main data for the first ME-GA
engine, the two-stroke MAN B&W
G70ME-C10.5-GA, see the ME-GA
engine project timeline in Fig. 2.

Since the introduction in March 2021,

more than 180 x G70ME-C10.5-GA
EGR engines have been ordered as
per July 2022, and the engine design
has proven its popularity in the LNG
Fig. 1: The MAN B&W ME-GA engine carrier segment.

Delivery of 1st
Project commercial engine*
start
1st engine
confirmation at
Research Centre Copenhagen

2017 2018 2019 2020 2021 2022

Project
announcement
Available in engine
programme
Pre-study

Fig. 2: Project timeline for the ME-GA engine development

6 MAN Energy Solutions
MAN B&W ME-GA – The latest dual-fuel MAN B&W two-stroke engine

Commitment to the development of ME-GA complements successful –  Well-known engine room design
new technologies ME-GI and ME-LGI engine similar to ME-C, ME-GI, and ME-LGI
programme engine room designs (page 16).
As a technology provider, MAN Energy Today, the portfolio of MAN B&W
Solutions is committed to develop new two-stroke LNG-fuelled engines Future-proof solution
technologies in demand by the market includes: When deciding on the optimal engine
and our customers. Therefore, MAN – ME-GA EGR engines targeted the for new vessels, the natural tendency
Energy Solutions adjusts the LNG carrier market, with of shipowners is to request
development strategy towards significantly reduced methane slip future-proof solutions. A decision
tendencies in the shipping industry, compared to other low-pressure complicated by the uncertainty over
and according to requests for new engines without EGR. future fuel prices, and the potential
technologies from engine operators – ME-GI engines with the lowest taxing on CO 2 from fossil fuel
and shipowners. greenhouse gas (GHG) emission as combustion. Furthermore, the time
a result of negligible methane slip, frame for the secure availability of the
Our ME-GI dual-fuel engines with combined with the highest fuel different new fuels affects the decision
direct fuel gas injection are based on efficiency on the market. of the shipowners.
the Diesel principle. Occasionally,
these engines are also referred to as The two-stroke dual-fuel engine port- Another future parameter that may
high-pressure dual-fuel engines folio provides a dual-fuel solution for have an increasing influence on the
because the injection pressure must any vessel type and operating pattern. decision of the shipowners is the
be higher than the maximum requirement to ship goods in an
combustion pressure. Therefore, the ME-GA engine installation with environmentally friendly way. Several
ME-GI engine type requires a fuel gas advantages large companies shipping their goods
supply pressure of 300 bar. In brief, the advantages listed with respect of the environment are
characterise the ME-GA engine and setting a precedent for the future.
In the LNG carrier segment, certain the installation of the engine:
contemporary LNG carrier designs at – EGR-optimised tuning for improved One thing is certain though, the
the shipyards trend towards the ME-GA performance and reduced methane determination and willingness to
EGR engine and the low fuel gas supply slip (pages 9-10) change in the shipping industry, the
pressure. The literature often refers to – Unique gas admission system for a maritime industry, and society in
dual-fuel engines based on the safe and reliable operation (pages general. The journey towards a large,
premixed combustion principle as 11-14) or even complete reduction of CO 2 and
low-pressure dual-fuel engines, which –  Simple LNG supply and purging GHG footprints may be even shorter
relates to the relatively low fuel gas concept (pages 11, 12 and 14) than set by IMO in the goals for 2030
supply pressure of typically 10-16 bar. –  Low FGSS maintenance costs and and 2050. Hence, the current market
cost-optimised BOG-handling situation is referred to by many as the
(pages 16-19) “decade of action”.
 7

An optimised Otto principle and its characteristics

Our existing portfolio of GI and LGI Introducing the premixed Otto Differences in engine performance
dual-fuel engines spans the fuel types: principle related to Otto and Diesel cycles
methanol, LPG, LNG, ethane, and
methane. These dual-fuel engines have The schematic overview in Fig. 3 shows One of the engine aspects resulting
logged more than two million service the processes in IC engines based on from the nature of the Otto-cycle
hours on alternative fuels alone. The the Otto cycle. process is the limitation of engine
learnings make up a vital source of power output compared to the
invaluable experience and knowledge, In the Otto-cycle process, scavenge air Diesel-cycle engine.
and a perfect foundation for designing is drawn into the cylinder as the piston
and developing the ME-GA engine. performs a downward expanding As fuel gas and air mixes in the cylinder
motion towards the bottom dead during the compression stroke, it
A specific focus of this paper is the centre. Next, the gas admission valves increases the risk of misfire, and
applied technology (EGR) for reducing admit fuel gas as the piston travels pre-ignition of the air/fuel gas mixture.
the methane slip, achieving upwards in the cylinder. Pilot oil ignites The risk of pre-ignition increases when
high-performance efficiency and the premixed air/fuel gas mixture, and fuel gas is mixed into the entire swept
compliance. the combustion starts. volume of the engine, where the
pressure and temperature can support
ignition.

Scavenging Gas admission Ignition Combustion

Fig. 3: Schematic representation of Otto-cycle processes

8 MAN Energy Solutions
MAN B&W ME-GA – The latest dual-fuel MAN B&W two-stroke engine

To increase the combustion stability

significantly, a narrow
engine-operating window can be
introduced, see Fig. 4.

The operating window gives a reliable

control of the combustion process
and, in particular, of the air/fuel gas
ratio. The window reduces the
compression ratio 2 and the mean
effective pressure to avoid pre-ignition
(or knocking), which results in a lower
thermal efficiency compared to the
Diesel cycle.

Combustion and maximum pressures

will be reduced, and, thermodynamic-
ally, this influences the maximum
power output and the engine Fig. 4: Brake mean-effective pressure1 (BMEP) as a function of the air/fuel gas ratio and the engine
efficiency. operating window

Furthermore, the peak temperature of

the combustion is lowered, which in
turn lowers the NO X formation. The Definitions
NO X formation is lowered enough for 1 Brake mean effective pressure (BMEP): is a theoretical parameter calculated

the engine to become IMO Tier III from measured brake torque, the actual output of the internal combustion
compliant in dual-fuel mode without engine at the crankshaft.
NO X abatement technology. However,
for second generation Otto-cycle 2 Compression ratio: Calculate the compression ratio (CR) by the formula: CR
engines, EGR is an integral part of the = (V + C)/C, where V is the working volume of the cylinder, and C the total
engine tuning to improve performance available volume in the cylinder.
and lower methane emissions.
 9

ME-GA engine development adapted to the customer

The first engine introduced to the engine program is G70ME-C10.5-GA-EGRBP and some of
MAN Energy Solutions has developed
the characteristic figures (L1) in Tier III are:
the ME-GA EGR engine solution to
accommodate the requirements of the
Engine type 5G70ME-C10.5-GA-EGRBP
marine market and the customers of
NMCR power 14,150 kW
LNG carriers.
NMCR speed 78 r/min

Engine configuration

MAN B&W ME-GA engines are

inherently Tier III compliant in dual-fuel
mode. The innovative integration of
NOX abatement technology, EGR,
ensures Tier III-compliant operation in
fuel oil mode.

Exhaust gas recirculation optimises

engine performance

EGR has been a Tier III option for our

complete engine programme for the
last decade. As early as 2012, MAN
Energy Solutions incorporated the first
generation of EGR systems to reduce
NOX emissions, and achieve Tier III
compliance for the ME-C engine.
Today, the number of two-stroke
engines ordered with EGR are more
than 500.

The foundation of our EGR design is a

compact concept upstream of the
turbocharger turbine, and the EGR
system is mounted between the
exhaust gas receiver and the scavenge
air receiver. Fig. 5 shows the EGR
installation on the G70ME-C10.5-GA
EGR engine.
Fig. 5: EGR installation on ME-GA engine
The EGR unit is designed as an
integrated and compact part of the
ME-GA engine. Based on our extensive
experience with EGR systems, MAN reduce NOX formation for the Otto First and foremost, EGR permits an
Energy Solutions has specified the engine operating on fuel gas, since it is optimisation of the performance in fuel
cooler elements, process water already Tier III compliant. oil mode, as NOX emissions are no
handling, and the blower to ensure the longer a constraint. This is significant,
high availability and reliability of the In the EGR process, CO2 from the re- because it gives the freedom to
whole concept. circulated exhaust gas replaces part of increase the compression ratio and,
the oxygen in the scavenge air. This re- even more importantly, to increase the
EGR can reduce NOX formation for both placement decreases the oxygen cont- maximum pressure to the benefit of the
Diesel- and Otto-principle engines. As ent, and increases the heat capacity of engine efficiency.
described in section “Differences in the scavenge air, thus reducing the
engine performance related to Otto and temperature peak of the combustion Furthermore, there is a higher flexibility
Diesel cycles”, it is not essential to and the formation of NOX [1]. for defining the gas admission strategy.
10 MAN Energy Solutions
MAN B&W ME-GA – The latest dual-fuel MAN B&W two-stroke engine

EGR provides a number of benefits for Exhaust gas recirculation is Energy Solutions can provide EGR
the ME-GA engine. Most importantly, integrated into the engine tuning auxiliary consumption figures for
EGR has a considerable and beneficial NaOH, and power in a report compiled
impact on the methane slip and the For the ME-GA engine designed with in our computerised engine application
level of efficiency that the engine can an EGR system, the system is an system (CEAS) [2].
achieve in dual-fuel mode. integrated part of the engine tuning
applied in all engine-running modes. Testing of EGR and the ME-GA engine
The EGR system is always active when running in fuel oil and dual-fuel modes
the ME-GA engine is running. This The amount of exhaust gas recirculated has confirmed that EGR is a powerful
efficiently suppresses pre-ignition, varies with the engine-running mode, and efficient tool for optimising the
reduces excessive combustion rates and so does the usage of EGR combustion process of the premixed
caused by to rapid pressure consumables, for example, sodium Otto-type engine.
development, and reduces the hydroxide (NaOH). When the engine
maximum heat load on combustion runs in liquid fuel mode, the EGR
chamber components. operates at its highest rate and more
sulphur is present in the fuel. Therefore,
The results are: NaOH consumption will be higher than
– An improvement of the specific gas in dual-fuel fuel mode.
consumption by around 3% in the
complete load range If you specify the engine type and
– A reduction of the methane slip by rating for your specific project, MAN
around 50%.
 11

The ME-GA solution

The ME-GA engine runs on natural gas Table 1 gives guiding LNG specifications – F uel gas supply system, and
(methane) in dual-fuel mode. for fuel bunkered for the ME-GA engine. on-engine fuel gas admission
components
– Main fuel system for operation in
Fuel gas specification Fuel supply to the engine fuel oil mode, and for pilot oil
supply (conventional ME fuel oil
Natural gas is a hydrocarbon gas An FGSS delivers low-pressure gas to system)
mixture consisting primarily of methane the engine fuel gas admission system, – Control oil for actuation of safe gas
(CH4) and higher hydrocarbons like separated by a gas valve unit (GVU). admission valves (SGAV)
ethane and propane. The composition – Sealing oil to separate gas and
of the natural gas varies worldwide, but The ME-GA engine has two fuel oil control oil.
the ME-GA engine can operate on a injection systems. The main system for
wide range of gas qualities. operation in liquid fuel mode, and a
separate pilot oil system for gas mode. Unique on-engine gas admission
Natural gas is cooled to –162°C in a The pilot oil fuel is 0.5% VLSFO or concept
liquefaction process before it is MGO/MDO. The main system for
bunkered as LNG. Due to the operation in fuel oil mode is MAN Energy Solutions has developed
requirements of the liquefaction comparable to the system used for a unique on-engine gas admission
process, the composition of the conventional ME-C engines. The concept for the ME-GA engine design.
hydrocarbon mixture will be within common fuel oil supply for the two
rather narrow limits. Furthermore, systems reduces system complexity. About the concept:
impurities like water (H2O), ammonia – Double-walled gas supply pipe
(NH3), chlorine (Cl), fluorine (F), and A dedicated pilot valve, the micro – Gas-regulating unit (GRU) on engine
carbon dioxide (CO2) have been booster injection valve (MBIV) has ensures swift response to load
removed together with higher-order been developed for the ME-GA engine changes and performance
hydrocarbons. based on the existing fuel booster adjustments
injection valve (FBIV) design known – Double safety barrier with safe gas
In ship fuel tanks, LNG will change from other of our liquid fuel burning admission valves in the liner
composition and properties over time. engines. The MBIV shares the fuel oil – Robust piston ring pack with three
This is due to the unavoidable heat-in- supply and preparation equipment cermet-coated piston rings, and
flux from the surroundings, which will with the main fuel oil injectors, but on uniform pressure drop
cause vaporisation of lighter com- the engine it is split between main – Simple methane supply and purging
pounds like nitrogen (N2) and methane. injectors and pilot oil system. concept minimises installation
Typically, this process is described as costs.
fuel ageing, and the gas produced is The main subsystems for operation in
referred to as boil-off gas (BOG). fuel oil mode and dual-fuel mode are:

Table 1: Guiding fuel gas specification

Characteristic Unit Limit Value

Net calorific value MJ/Nm 3 Minimum 27
Net calorific value MJ/Nm 3 Maximum 41
Methane number Minimum 64 for 100% engine power
60 for 85% engine power
Methane % (mol) Minimum 70
12 MAN Energy Solutions
MAN B&W ME-GA – The latest dual-fuel MAN B&W two-stroke engine

The gas admission system enables a Nitrogen purge block

safe and reliable operation at lowest
possible costs. The ME-GA engine
features some of the most successful SGAV, cylinder 3
concept ideas from our existing GRU
dual-fuel engine platforms. The Aft
admission system on the engine
contains the gas regulating unit,
optimised gas piping arrangement,
and safe gas admission valves in each
cylinder liner.

Fig. 6 shows the major fuel gas

components mounted on-engine for
supplying methane to the cylinders.
Fore
1. SGAV installation on each side of the
cylinder between the methane Compensator
supply piping and the cylinder
2. GRU facilitates depressurisation of Fig. 6: Components on the ME-GA engine: Nitrogen purge block, SGAV, and GRU
the system
3. Nitrogen purge block controls N 2
purging of the inner pipe of the
double-walled piping.

Methane from the FGSS passes

through the main supply pipe to the
GVU. From the GVU, methane is led via
double-walled pipes to the GRU mount-
ed on the engine. The GRU regulates
the methane pressure to overcome the
pressure in the cylinder. The engine
control system (ECS) and PMI controls
the regulation in accordance with
performance in a fully automated
process. Finally, methane is distributed
to the SGAV in each cylinder and is
admitted to the combustion chamber
accordingly.

Each SGAV contains a window valve

and a gas admission valve (GAV), see
the next section about the details of the
SGAV. The fuel piping is also the fuel
accumulator volume. Sealing oil is
supplied to the window valve and GAV
to separate control oil and fuel.

Fig. 7 shows the ME-GA engine top,

and the positions of the newly
developed components: GRU and
SGAV.

The piping design includes gas pipes

with compensators that separate the
cylinder units from each other in terms
of gas dynamics, and act as flexible
connections between engine parts. Fig. 7: ME-GA engine top with GRU, methane supply piping, and SGAV in yellow (also shown on Fig. 5)
 13

Safe gas admission valves Since the SGAV contains a window spring closes the window valve, and a
The SGAV placed in the cylinder liner valve, and a GAV in one unit, the safety control valve placed on the SGAV hous-
was developed as a unique and simple against fuel leakage into the cylinder is ing actuates it.
component, see Fig. 8. high, see Fig. 8.
The GAV is also a cartridge type valve
It provides both the ultimate safety The window valve has a couple of forced to close by a spring. The spindle
against fuel gas leakage into the safety functions. It blocks the fuel gas of the window valve seals tight against
cylinder, and it secures optimal supply to the GAV, except in a timing the seat. A separate control valve
conditions for fuel gas admission. window where it opens and allows fuel placed on the housing actuates the
– SGAV installation on engine gas to the GAV. In this way, it prevents GAV, and the spindle is lifted from the
– Fuel gas supplied via a compensator any un-timed combustion because fuel seat.
to each SGAV (see Fig. 6) gas admission cannot take place
– Maximum space for overhaul. outside the allowed timing window. The SGAV design gives room for easy
overhaul of the valve itself along with
The SGAV is an important and decisive Additionally, with the same purpose, it maximum space for overhaul on the
component in the operation of the interlocks the hydraulic supply for engine top.
engine. The design of the SGAV has a actuation of the GAV.
strong effect on air and fuel gas mixing, Gas regulating unit
which affects performance, pre-ignition The window valve is a cartridge type The hydraulically actuated gas
liability, and component temperatures. valve with spindle and spindle guide. A pressure-regulating valve was

Window valve

Gas admission valve

Fig. 8: SGAV with window valve and gas admission valve

14 MAN Energy Solutions
MAN B&W ME-GA – The latest dual-fuel MAN B&W two-stroke engine

developed to achieve a simple and installation with bi-directional flow, see The following operating conditions
easy installation of the ME-GA engine Fig. 9. This has eliminated the need for have the highest probability for trigger-
and the FGSS. a dedicated purging pipe, thereby ing FRC operation:
minimising installation costs. – Heavy acceleration.
The ECS controls the GRU, which also When engine operation is operated
simplifies the requirements for control towards the torque limit, it can
of the supply system. The GRU ensures Fuel ratio control result in a mismatch between
swift response to load changes, and scavenge air pressure and engine
performance adjustments thanks to its Beyond normal engine running load.
position on the engine close to the gas conditions, a fuel ratio control (FRC) – Adverse weather conditions.
admission point. Moreover, the GRU feature can be activated to control These can push engine operation
facilitates depressurisation of the engine performance. An effective way towards the torque limit, and it can
system without dedicated blow-off of stretching the limitations for power result in a mismatch between
piping. and torque is to add liquid fuel to the scavenge air pressure and engine
combustion under such operating con- load.
Nitrogen purge block ditions. For that purpose, MAN Energy – Low methane numbers resulting in
The safety and nitrogen purge concept Solutions has developed the FRC as knocking combustion.
from the ME-GI Mk. II engine has been an integrated part of the engine – High ambient temperatures
adapted to the ME-GA engine with the control system. combined with high scavenge air
introduction of beneficial features. temperatures.
Most importantly, the supply and purg- Fuel gases with a low methane number
ing concept has been designed with as well as hot ambient conditions pose The ME-GA engine is designed so that
focus on simplicity and easy inherent challenges to the premixed FRC activation will not occur during
maintenance. gas combustion concept ̶ in particular normal running conditions. This is pos-
to the engine output power at high load sible with a pre-mixed Otto engine,
The release of fuel gas pressure takes in rich operating conditions, see LNG because EGR is an integrated part of
place through one double-walled pipe specifications in Table 1. the combustion tuning. EGR offers

Double-walled Double wall

ventilation outlet Ventilation inlet

Fuel gas Gas Safe gas

Gas valve Nitrogen
supply regulating admission
unit block
system unit valves
Hazardous Gas safe
area area
– engine ME-GA engine
room

Single-walled piping

Double-walled piping

Gas supply during running

Depressurisation / Purging after gas operation

Fig. 9: Main components in the ME-GA engine fuel gas supply

 15

many benefits when it comes to conditions. The piston ring design has Service experience has also confirmed
combustion stability, which in turn pressure release grooves which that the designs of piston crown and
significantly reduces or eliminates the distribute the pressure uniformly piston rings give time-between-over-
activation of FRC in scenarios where across the rings. haul intervals that are well within our
Otto-cycle engines without EGR guidance values.
activate the FRC to stabilise the The piston crown, and piston ring
combustion process. performance were confirmed during
the extensive testing of the ME-GA
engine.
Piston ring package ensures even
pressure distribution Service experience confirms that the
ring pack design is robust against ring
The piston ring pack specified for the collapse, and that it reduces deposit
ME-GA engine is the well-proven three- build-up in the ring grooves. The
ring pack design in Fig. 10 which has build-up of deposits is also less
accumulated millions of running hours dependent on the detergency of the
in service on existing G70 engines. cylinder lubricating oil. However, it is
always important to use cylinder
It is a cermet-coated ring pack lubricating oils with high detergency
designed to establish controlled levels to avoid deposit build-up, and
surface wear, even with only slightly disturbance of the piston and piston
corroded liner walls from sulphuric ring performance.
acid. The open graphite structure of
the liner wall is preserved, and the MAN Energy Solutions recommends
cylinder lubricating oil remains the same cylinder lubricating oil
between the piston rings and the liner strategy for the ME-GA engine as for
surface under all load and service LSFO operation [3].

1st ring

Controlled leakage

2nd ring

3rd ring

Fig. 10: Three-piston cermet-coated ring pack

16 MAN Energy Solutions
MAN B&W ME-GA – The latest dual-fuel MAN B&W two-stroke engine

Installation aspects

The ME-GA engine has the same There are three potential fuel supply The first two solutions can be
installation footprint as ME-C, ME-GI, solutions for the ME-GA engine: combined with a BOG reliquefaction
and LGI engines. 1. BOG supply ̶ requires a cryogenic system.
compressor, including a cooler, to
supply the required engine inlet Figs. 11 and 12 show two FGSS
Fuel gas supply systems pressure in the range of 5.5-13 barg, configurations for distributing
depending on engine load, NCV, and low-pressure gas to SGAVs on each
The LNG tank is installed together with rating cylinder on the ME-GA engine.
an FGSS supplying low-pressure 2. LNG supply ̶ requires a cryogenic
methane to the ME-GA engine, and pump and vaporiser solution
potential dual-fuel gensets. 3. Compressed natural gas ̶ requires
a cryogenic compressor.

GCU

Cargo re-Liq
system
LP compressor
13 bar, 45ºC
GVU

Gas valve units

2 × 5G70ME-C10.5-GA

6 bar, 60ºC
GVU

Gas valve units

LNG vaporiser

4 × DF GenSets

LNG supply pump

LNG
cargo tank

Fig. 11: FGSS configuration with LP compressor and vaporiser. Note, that the reliqufaction system configuration vaires from ship design to ship design. For
some contemporary LNG carrier designs, the low-pressure (LP) BOG compressor is an integral part of the reliquefaction system.
 17

Fig. 12: FGSS configuration with cryogenic pump, small-size BOG compressor, and vaporisers
18 MAN Energy Solutions
MAN B&W ME-GA – The latest dual-fuel MAN B&W two-stroke engine

Gas valve unit

The GVU resembles the gas valve train
for the ME-GI engine. However, it has
been adapted to the lower fuel supply
pressure, which also represents a
simplification. Fig. 6 shows the main
components for fuel gas supply to the
ME-GA engine, including FGSS, GVU,
on-engine GRU, and SGAV.

The purpose of the GVU in Fig. 13 is to

admit, stop and vent methane to the
engine supply line. By placing the GVU
outside the engine room, for example
on deck, it is possible to have a
gas-free engine room, including all
pipes when ventilated. The ECS
controls all functions of the GVU. Fig. 13: Single-walled GVU from Eltronic (Courtesy of Eltronic FuelTech)

Key benefits of the GVU:

– Two different configurations:
– single walled (Fig. 13) or
– encapsulated
– Both configurations can be installed
outside the engine room, and
thereby the expensive cofferdam
box in the engine room is avoided
– Flow has been optimised by
installing valves that enable
minimum pressure loss across the
GVU
– Cost effective installation, and
effortless maintenance achieved by
a simple, well-engineered, and
compact design.

The benefits of the GVU are all possible

due to the on-engine position of the
GRU, and the bypass system for
depressurisation of the fuel gas system.

Low-pressure BOG compressors

Figs. 14 – 16 show three different
possibilities for small-size low-pressure
BOG compressors.
 19

2nd STAGE
F Thrust bearing
1st STAGE D Radial bearing

Female rotor M Thrust bearing

F Thrust bearing

D Radial bearing
Side cover
Female rotor

GAS INLET GAS OUTLET

Discharge casing
Inlet casing
Rotor casing
Male rotor
S Radial bearing
M Thrust bearing
Discharge casing
Mechanical seal
Male rotor
S Radial bearing
Rotor casing

Fig. 14: BOG compressor from Kobelco (Courtesy of Kobelco)

Fig. 15: BOG compressor from Cryostar (Courtesy of Cryostar)

Fig. 16: BOG compressor from Atlas Copco (Courtesy of Atlas Copco)
20 MAN Energy Solutions
MAN B&W ME-GA – The latest dual-fuel MAN B&W two-stroke engine

ME-GA engines and shaft generators

The Otto principle influences the the use of FRC caused by heavy the PTO loads the PTO with a higher
capability of the ECS to maintain running. A typical PTO capacity on an torque to keep the power constant.
engine rpm stable while operating a LNG carrier will lead to relatively high However, this reduces the engine
shaft generator due to the longer delay light running margins in the order of speed even further.
between gas admission and ignition. 8-10% considering the PTO layout
The next sections address aspects to limit. Moreover, the nature of the premixed
consider when combining the ME-GA combustion principle entails longer
engine with a shaft generator. A demonstration of 100% power for time delays between gas admission
propulsion at sea trial must take place and combustion (torque on the
in fuel oil mode due to the speed crankshaft) than for Diesel-principle
PTO layout limit limitations for dual-fuel mode. During engines. The time delay adds to the
a normal voyage with the PTO challenges of the ECS counteracting
Apart from a few changes, PTO layout engaged, 100% power will not be the instability introduced by the PTO.
limits for ME-GA engines and for ME-C available for propulsion since power is
Diesel-principle engines are similar. taken out on the PTO. Due to the PTO MAN Energy Solutions has developed
load, the engine will not operate on an improved interface between the
The PTO layout limit in Table 2 states the light running propeller curve but at ECS and the power management
the allowed combined mechanical a higher load at the same speed. system (PMS) to mitigate the
engine load from the light propeller Thereby, the engine operates within consequences of negative damping.
curve (design condition) and the PTO, an acceptable speed range for The interface permits an exchange on
at any speed. The values are valid for dual-fuel mode. the margin towards the load limits of
G70ME-C10.5-GA engines. Rpm the engine and actual PTO power.
stability criteria may be a stricter limit
than the difference between the light Rpm/governor stability The criteria for rpm stability are
propeller curve and the PTO layout independent of ME-GA engine
limit, compared to Diesel-cycle A PTO connected to the grid via a operating modes.
engines. frequency converter aims to keep a
constant power output, however, this Contact MAN Energy Solutions at
Designing ME-GA engines for PTO introduces negative damping as the MarineProjectEngineering2S@man-es.
operation with high light running PTO amplifies any speed disturbance. com for evaluations on rpm stability.
margins is recommended to reduce If the engine speed drops, the drive of

Table 2: Speed limitations for PTO operation ̶ G70ME-C10.5-GA

Fuel mode Value

Min. speed in dual-fuel and fuel-oil-only modes 50% of SMCR-speed
Max. speed in dual-fuel mode 104% of SMCR-speed
Max. speed in fuel-oil-only mode 110% of SMCR-speed1
1
No more than 105% of NMCR
 21

Summary

MAN Energy Solutions has introduced pressure compared to ME-GI engines. Unique gas admission components:
the latest addition to the existing, This is especially interesting for Gasregulating unit, safe gas admission
successful dual-fuel engine vessels with large amounts of BOG, valves, and N 2 purging block were
programme [4], the dual-fuel ME-GA such as LNG carriers, and can reduce developed in-house for a safe and
engine and EGR solution. the investment costs for fuel compres- reliable fuel gas supply to the ME-GA
sors substantially. engine.
The development of the ME-GA
engine, which requires only a MAN Energy Solutions has extensive The ME-GA engine is suitable for
low-pressure fuel supply, has knowledge of, and experience with, driving shaft-mounted power take-off
focussed on a simple integration with designing and utilising exhaust gas devices with a large power output.
some contemporary LNG carrier recirculation in two-stroke engine This means that even a ship with a
designs. performance. And is able to offer a high power consumption, for example
matured product integrated on the an LNG carrier, can be designed to
The two-stroke LNG-burning engine engine. trade without generators running for
portfolio comprises: on-board power production.
– ME-GA engines developed for Another major benefit of the EGR
solutions with focus on competitive configuration is the potential The first ME-GA engine available in our
capex, opex, simple operation and improvement of engine performance engine programme is a 70-bore engine
excellent system integration with characteristics. EGR permits an aimed at LNG carriers.
the ship and the latest energy optimisation of the engine efficiency in
optimisation equipment. fuel oil mode, since NO X emissions are
– Market leading ME-GI engines with no longer a constraint. Also in
the lowest greenhouse gas dual-fuel mode, EGR has a
emission developed with focus on considerable and beneficial impact on
low opex, the preferred solution for the methane slip, and the specific gas
ships using LNG as fuel. consumption. The EGR system
efficiently suppresses pre-ignition,
Methane is admitted during the reduces excessive combustion rates,
compression stroke in the Otto-cycle and reduces the maximum heat load
process which permits a lower supply on combustion chamber components.
22 MAN Energy Solutions
MAN B&W ME-GA – The latest dual-fuel MAN B&W two-stroke engine

Acronyms Bibliography

BOG boil-off gas [1] Emission project guide

CEAS computerised engine [2] CEAS
application system [3] Service letter - SL2020-694
ECS engine control system [4] Online engine programme
EGR exhaust gas recirculation
FAT factory acceptance test
FGSS fuel gas supply system
FRC fuel ratio control
GAV gas admission valve
GHG greenhouse gas
GCU gas combustion unit
GRU gas regulating unit
GVU gas valve unit
ICE internal combustion engine
LCV lower calorific value
LNG liquefied natural gas
LP low pressure
MBIV micro booster injection valve
PCTC pure car truck carrier
PMS power management system
PTO power take off
SGAV safe gas admission valve
SMCR specified maximum
continuous rating
23
MAN Energy Solutions
2450 Copenhagen SV, Denmark
P +45 33 85 11 00
F +45 33 85 10 30
[email protected]
www.man-es.com

All data provided in this document is non-binding.

This data serves informational purposes only and
is 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.

Copyright © MAN Energy Solutions.

5510-0250-00 Jul 2022. Printed in Denmark