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MAN B&W ME-GI – Dual Fuel Low Speed Engine

MAN B&W ME-GI – Dual Fuel Low Speed Engine
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MAN B&W ME-GI Dual fuel low speed engine

The ME-GI Engine Supreme fuel flexibility The technology used in the design of the new two-stroke ME-GI engine combines MAN Diesel & Turbo’s ME-C design with the GI-design from the first MAN B&W dual fuel engine – the 12K80MC-GI-S. Originally constructed in 1994 to produce electricity in Chiba in the Tokyo Bay area, the GI engine concept has demonstrated a high level of reliability, availability and saftey when operating in gas mode.

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The GI designation indicates that it is a modification design, minimises the cost of the dual fuel engine and provides the system with a large degree of adaptabil- engine concept from the Chiba power plant, this sys- ity for meeting future emission regulations. tem is electronically controlled, which simplifies the GI 1. Gas injection valve, 2. Pilot valve injectors, 3. Gas control block (GCB), 4. Sealing oil supply, 5. Pilot oil i.e. HFO or DO

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Highest thermal efficiency of any system on the market for propulsion of LNG carriers Flexible burning of HFO/GO/DO and gas – any HFO/gas ratio can be burned once a small amount of fuel oil is injected to ignite the gas The diesel combustion principle eliminates the risk of knocking, and gives a more stable combustion without pressure fluctuations Maintenance of both GI and gas supply systems can be covered by PrimeServ Uses conventional two-stroke MAN B&W engine technology with its inherent high reliability, low Can operate in conjunction with a waste heat recovery system number and no...

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Engine programme MAN B&W ME-GI Speed r/min All ME / ME-C engines can be delivered as dual fuel ME-GI gas engines – typical performance data for the most relevant types are shown below. Tier II, MAN B&W ME-GI medium bore engines – principal data (L1) G50ME-B9-GI Cyl. No Bore (mm) Engine Speed (r/min) Mean Piston Speed (m/s) Gas Fuel – SFOC (g/kWh) Liquid Fuel – SFOC (g/kWh) Specific gas consumption consist of 5% pilot liquid fuel and gas fuel. Gas fuel LCV (50,000 kJ/kg) is converted to diesel fuel LCV (42,700 kJ/kg) for comparison.

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Having a gas-burning two-stroke engine aboard an LNG carrier is a market breakthrough for low speed diesel engines. It opens a number of possibilities for future applications, not just for LNG carriers but also other vessel types. The future may well see bulk carriers, tankers, ferries system as traces of the SOX sulphur oxides are ac- and container ships fitted with dual fuel ME-GI prime cordingly found in only negligible amounts in the ex- movers. However, prior to this, an obvious market for haust gas. Particulate amounts are also reduced con- the ME-GI engine type is aboard LPG carriers...

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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. Copyright © MAN Diesel & Turbo. 1510-0112-03ppr Sep 2012 Printed in Denmark MAN Diesel & Turbo – a member of the MAN G

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