표제지
목차
Abstract 9
제1장 서론 11
1.1. 연구 배경 11
1.2. 연구 목적 14
제2장 MDT G형 주기관의 개요 15
2.1. G형 주기관의 주요 특징 15
2.1.1. 초장행정 주기관 15
2.1.2. 저속 운항의 최적화 17
2.2. G형 엔진 적용을 통한 기대 효과 19
2.2.1. 연료소비율 감소 19
2.2.2. 유해 성분 배출 저감 28
2.3. MDT 주기관(L/S형과 G형)의 비교 32
2.3.1. 크기 및 분해 공간(overhaul) 비교 32
2.3.2. 배치선도(layout diagram) 비교 34
2.3.3. CEAS(Computerised Engine Application System)를 통한 성능 곡선 비교 39
제3장 G형 주기관을 장착한 선박의 해상시운전 결과 및 고찰 44
3.1. Exhaust Gas Economizer의 증기생산량 부족 44
3.1.1. 180k 산적화물선의 해상 시운전 결과 44
3.1.2. EGB (Exhaust Gas Bypass) 수동모드를 통한 보완 48
3.1.3. EEC(Economizer Energy Control)를 통한 보완 50
3.2. 선박의 가속 성능 부족 56
3.2.1. LRM 정의 및 필요성 56
3.2.2. 180k 산적화물선의 해상 시운전 59
3.2.3. LRM 증가를 통한 보완 62
3.2.4. 고용량 송풍기 적용을 통한 보완 66
3.2.5. DLF(Dynamic Limit Function) 적용을 통한 보완 68
제4장 결론 73
참고문헌 74
Table 1.1. Shipyard capacity review by builder country 13
Table 2.1. MDT Engine type(MDT) 18
Table 2.2. Fuel saving of 6G60ME-C 19
Table 2.3. Fuel saving of 6G70ME-C 20
Table 2.4. Fuel saving of 6G80ME-C 20
Table 2.5. ECT tunning engine(6G70ME-C9.2) result 24
Table 2.6. Fuel saving comparison between VT and standard(6S80ME-C8.2) 27
Table 2.7. EEDI reduction factor 29
Table 2.8. Reduction measure for EEDI and SEEMP 30
Table 2.9. Decreased emission CO₂ of G-type engine 31
Table 3.1. Output between S60ME-C8.2 and G60ME-C9.2 35
Table 3.2. Output between S70ME-C and G70ME-C9.2 36
Table 3.3. Output between S80ME-C and G80ME-C9.2 37
Table 3.4. Propeller comparison between S-type and G-type 38
Table 3.5. Propeller comparison on similar power 38
Table 3.6. Exhaust gas data of 6L70ME-C8.2 T II 40
Table 3.7. Exhaust gas data of 6S70ME-C8.2 T II 41
Table 3.8. Exhaust gas data of 6G70ME-C9.2 T II 42
Table 3.9. Comparison of exhaust gas data between L, S and G-type engine 43
Table 4.1. Evaporation specification of composite boiler 45
Table 4.2. SFOC and exhaust gas data of ISO condition 45
Table 4.3. Result of shop test and sea trial about steam 46
Table 4.4. Tolerance of exhaust gas temperature and amount 46
Table 4.5. Calculation of steam amount by exh. gas temp. tolerance 47
Table 4.6. Steam measurement result by EGB valve manual mode 49
Table 4.7. Exh. gas comparison between 7G80ME-C9.5 LL-EGB and EEC 51
Table 4.8. Steam comparison between 7G80ME-C9.5 LL-EGB and EEC 52
Table 4.9. SFOC comparison between 7G80ME-C9.5 LL-EGB and EEC 54
Table 4.10. Result of shop test and sea trial about BSR 59
Table 4.11. Passing time of a BSR about S-type engine 62
Table 4.12. Result according to change of the LRM 63
Fig. 1.1. Fuel oil price and shipping cost of tanker 11
Fig. 1.2. Remaining charge of ship orders 13
Fig. 2.1. Bore and stroke of engine 16
Fig. 2.2. Engine type designation(MDT) 16
Fig. 2.3. Fuel oil price 17
Fig. 2.4. Layout diagram of G-type engine(MDT) 18
Fig. 2.5. Diagram of EGB tuning engine 21
Fig. 2.6. SFOC reduction of 6G60ME-C9.2 by EGB 22
Fig. 2.7. EGB valve open and close range 23
Fig. 2.8. ECT tuning engine result 6G70ME-C9.2 25
Fig. 2.9. VT open and close 25
Fig. 2.10. VT tuning engine result 26
Fig. 2.11. VT open and close range 27
Fig. 2.12. Relation between reduction of speed and reduction of EEDI 30
Fig. 3.1. Dimension of S-type engine and G-type engine 32
Fig. 3.2. Overall efficiency of G-type engine 34
Fig. 3.3. Layout diagram comparison between S60ME-C and G60ME-C 35
Fig. 3.4. Layout diagram comparison between S70ME-C and G70ME-C 36
Fig. 3.5. Layout diagram comparison between S80ME-C and G80ME-C 37
Fig. 3.6. Performance curves of 6L70ME-C8.2 T II 39
Fig. 3.7. Performance curves of 6S70ME-C8.2 T II 40
Fig. 3.8. Performance curves of 6G70ME-C9.2 T II 41
Fig. 4.1. Percent of EGB Valve opening at the NCR on the sea-trial 48
Fig. 4.2. Process description of EEC 50
Fig. 4.3. ME steam production of 7G80ME-C9.5 LL-EGB and EEC 53
Fig. 4.4. EGE steam production of 7G80ME-C9.5 LL-EGB and EEC 53
Fig. 4.5. Diagram of continous steam pressure controller 55
Fig. 4.6. LRM on the engine load diagram 57
Fig. 4.7. Load limit diagram 60
Fig. 4.8. Torque limit diagram 60
Fig. 4.9. Quick through of the barred speed range 61
Fig. 4.10. Historical development about LRM 63
Fig. 4.11. Acceleration and power of engine with different LRM 64
Fig. 4.12. Applicable load cases and associated number of cycles 65
Fig. 4.13. Comparison of scav. pressure between W6X82-B and 6G80ME-C9.5 66
Fig. 4.14. Comparison of air flow between W6X82-B and 6G80ME-C9.5 67
Fig. 4.15. Scavenge air limiter function 68
Fig. 4.16. Increased Pcomp/Pscav by new torque limiters 69
Fig. 4.17. Torque limiter function 70
Fig. 4.18. Performance by governor index limiters 70
Fig. 4.19. Time delay on the barred speed range 71