Mitsubishi MET Turbochargers

Updates

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

July 2016
 Person to contact
ENGINEERING Department General Manager Katsuhide Matsunaga

Turbocharger Section Marine Turbine Sec. Marine Boiler Sec. Marine Machinery Sec.
Manager, Yasuhiro Wada
TEL +81 (0) 95 808 0351
yasuhiro_wada@mhi-mme.com Project Manager, Naoyuki Miyazono Project Manager, Yukihiro Iwasa Project Manager, Ichiro Hirakawa
TEL +81 (0) 95 808 0352 TEL +81 (0) 95 808 6438 TEL +81 (0) 95 821 2194
naoyuki_miyazono@mhi-mme.com yukihiro_iwasa@mhi-mme.com ichiro_hirakawa@mhi-mme.com

Development, Application Drawing and Production Control After sales service

Team Leader Yoshihisa Ono Team Leader Takanori Teshima Team Leader Hiroyuki Arakawa
TEL +81 (0) 95 821 2179 TEL +81 (0) 95 821 2187 TEL +81 (0) 95 821 2145
yoshihisa_ono@mhi-mme.com takanori_teshima@mhi-mme.com hiroyuki_arakawa@mhi-mme.com

Senior Engineer Masayoshi Tagawa Senior Engineer Kiyoto Furukawa

Senior Engineer Jun Yanagi
TEL +81 (0) 95 821 2194 TEL +81 (0) 95 808 5909
TEL +81 (0) 95 821 0286
masayoshi_tagawa@mhi-mme.com kiyoto_furukawa@mhi-mme.com
Jun_yanagi@mhi-mme.com

Senior Engineer Nishimura hidetaka Senior Engineer Keita Nakashima Senior Engineer Kazuma Matsuo
TEL +81 (0) 95 821 0286 TEL +81 (0) 95 808 5909 TEL +81 (0) 95 808 5909
hidetaka_nishimura@mhi-mme.com keita_nakashima@mhi-mme.com kazuma_matsuo@mhi-mme.com

Senior Engineer Yushi Ono Senior Engineer Kenji Uchida Senior Engineer Ryuichi Ibushi
TEL +81 (0) 95 808 0286 TEL +81 (0) 95 808 5956 TEL +81 (0) 95 808 5956
yushi_ono@mhi-mme.com kenji_uchida@mhi-mme.com ryuichi_ibushi@mhi-mme.com

Senior Engineer Yoshikazu ito Senior Engineer Seok – Cheol Kim Senior Engineer Hisanori Yanai
TEL +81 (0) 95 821 2187 TEL +81 (0) 95 808 0285 TEL +81 (0) 95 808 0289
yoshikazu1_ito@mhik.mhi.co.jp seokcheol_kim@mhi-mme.com hisanori_yanai@mhi-mme.com
Haruna Ono (Ms.)
TEL +81 (0) 95 808 5901 Satoshi Makino Masamitsu Miyake
haruna_ono@mhi-mme.com TEL +81 (0) 95 821 0286 TEL +81 (0) 95 821 2242
satoshi_makino@mhi-mme.com masamitsu_miyake@mhi-mme.com
hiromichi Oba
TEL +81 (0) 95 808 5901
hiromichi_oba@mhi-mme.com
MHI Korea (Pusan) Turbo Marine Consults ApS (Denmark)
Manager, Koichi Sakamoto Owner & Consultant Engineer Hans Henrik Christensen
TEL +82 (0) 51 442 5901 Tel./Fax :+45-4738-6501 e-mail: mail@turbomarine.dk
k_sakamoto@mhi-mme.com Webpage: www.turbomarine.dk

© 2013 MITSUBISHI HEAVY INDUSTRIES

MARIN MACHINERY & ENGINE CO., LTD. 2
All Rights Reserved.
Production Records - Total Production

Radial turbine

Axial turbine

2014

© 2013 MITSUBISHI HEAVY INDUSTRIES MARINE 3

MACHINERY & ENGINE, CO., LTD. All Rights Reserved.
Production Records - Turbocharger delivery on each engine brand

© 2013 MITSUBISHI HEAVY INDUSTRIES MARINE 4

MACHINERY & ENGINE, CO., LTD. All Rights Reserved.
Production Records - Application to each engine maker
Engine power basis.
Total : 8,100MW

© 2013 MITSUBISHI HEAVY INDUSTRIES MARINE 5

MACHINERY & ENGINE, CO., LTD. All Rights Reserved.
 History

5
MET-MB
Compressor press. ratio

MET-MA
MET-SEII
4
MET-SE
MET-SD
MET-SC
MET-SR, SRII, SRC
MET-SB,SBII

3 MET-S,-SA

MET..0

2 Original MET

Water-cooled

1960 1970 1980 Year 1990 2000 2010

6
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 passage

Too high thrust bearing load • Over-speed

• Repeated surging

• Oil pump failure Normally, safety system is

activated by these failures
Lack of oil supply • Clogged oil filter
• 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 Rotor shifts and impeller Gas labyrinth touches and blades
burn out touches to the casing were heated by friction

10
Wear of thrust bearing

Tapered – flat part ratio

Direction of base
plate rotation

Tapered Flat land

land

11
Modification of thrust bearing

For MET-MA series

turbochargers
Old design New design
Aluminum alloy metal Lead Bronze Alloy metal Lead Bronze Alloy metal
with inner side oil groove

Appearance

Taper/Land
ratio 4:1 4:1 19:1

Notice Compatible with old design Designed for higher pressure ratio

12
Expected life time of components
Oil system Independent (separate) Common to M/E Common to M/E
Type, components system Nominal 30µ filtration Nominal 50µ filtration
Compressor side thrust bearing 100,000 60,000 50,000
Turbine side thrust bearing 100,000 70,000 70,000
MET90MB
MA,SE, Journal bearing 100,000 50,000 40,000
83MB, Turbine blades 80,000
MA,SEII,SE
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
MET71MB
MA,SEII,SE Journal bearing 100,000 45,000 35,000
66MA Turbine blades 70,000
SEII,SE,MA
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

MET53MB, Journal bearing 80,000 40,000 30,000

MA,SEII,SE 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
MET42MB
MA,SEII,SE Journal bearing 80,000 35,000 30,000
33MB Turbine blades 60,000
MA,
Nozzle ring 60,000
Gas outlet guide 60,000 （Ref. TZ-E002-2932）
13
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 passage

• Scavenging air trunk fire

Too high exhaust gas energy
• Explosive combustion in exhaust gas
manifold

Engine maintenance is important

14
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
25,000
80

70
Accumulated total number of delivery

20,000
Total accumulated
delivery 60

Number of events
15,000 50

40
10,000
Over-run 30

20
5,000
10
Thrust bearing
0 0
87 92 97 02 07 12
Year

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
Engine Turbocharger Turbocharge
Turbocharger type Engine type Ship builder Turbocharger type Engine builder Engine type Ship builder
builder delivery r delivery
MET71SE-VTI x 2 MHI KOBE 6UEC85LSII NAMURA 11-Apr MET53MB-VTI x 1 KOBE DIESEL 6UEC50LSE-Eco-B1 OSHIMA 15-Jan
MET71SE-VTI x 2 MHI KOBE 6UEC85LSII NAMURA 11-Sep MET48MB-VTI x 1 KOBE DIESEL 6UEC45LSE-B2 SHINKOCHI 15-Jan
MET66MA-VTI x 1 HITACHI 6S60MC-C7 IMABARI 11-Nov MET53MB-VTI x 2 KOBE DIESEL 7UEC60LSE-Eco-A2 SHINKURUSHIMA 15-Jan
MET71SE-VTI x 2 MHI KOBE 6UEC85LSII NAMURA 11-Nov MET66MAG-VTI x 1 KOBE DIESEL 7UEC60LSE-Eco-A2 IMABARI 15-Mar
MET71MA-VTI x 1 MHI KOBE 6UEC60LSII OSHIMA 12-Jan
MET60MA-VTI x 1 KOBE DIESEL 7UEC60LSE-Eco-A2 OSHIMA 15-Apr
MET71SE-VTI x 1 MHI KOBE 6UEC60LSII OSHIMA 10701 12-Jun
MET53MB-VTI x 2 KOBE DIESEL 7UEC60LSE-Eco-A2 SHINKURUSHIMA 15-May
MET66MA-VTI x 1 MITSUI 6S60MC-C KOYO 12-Aug
MET48MB-VTI x 1 KOBE DIESEL 6UEC45LSE-B2 SHINKOCHI 15-Jun
MET66MA-VTI x 1 HITACHI 6S60MC-C7 IMABARI 12-Oct
MET53MA-VTI x 2 KOBE DIESEL 7UEC60LSE-Eco-1 OSHIMA 15-Jul
MET53MA-VTI x 2 MHI KOBE 7UEC60LSE-Eco OSHIMA 13-Mar
MET71MA-VTI x 2 HHI 7RTA82T-TierII HHI 13-Apr MET48MB-VTI x 1 KOBE DIESEL 6UEC45LSE-B2 SHINKOCHI 15-Aug
MET53MA-VTI x 2 KOBE DIESEL 8UEC60LSII-Eco IMABARI 13-Apr MET53MB-VTI x 2 KOBE DIESEL 7UEC60LSE-Eco-A2 SHINKURUSHIMA 15-Oct
MET53MA-VTI x 2 MHI KOBE 7UEC60LSE-Eco OSHIMA 13-Jun MET48MB-VTI x 1 KOBE DIESEL 6UEC45LSE-B2 SHINKOCHI 15-Nov
MET53MA-VTI x 2 KOBE DIESEL 8UEC60LSII-Eco IMABARI 13-Jun MET60MA-VTI x 1 KOBE DIESEL 7UEC60LSE-Eco-A2 OSHIMA 16-Jan
MET71SE-VTI x 2 MHI KOBE 6UEC85LSII NAMURA 13-Jul MET53MB-VTI x 1 KOBE DIESEL 6UEC50LSE-Eco-B1 OSHIMA 16-May
MET53MA-VTI x 1 MAKITA 6S46MC-C8-T1 IMABARI 13-Sep MET53MB-VTI x 2 KOBE DIESEL 7UEC60LSE-Eco-A2 SHINKURUSHIMA 16-Jul
MET53MA-VTI x 2 MHI KOBE 7UEC60LSE-Eco OSHIMA 13-Sep MET53MB-VTI x 1 KOBE DIESEL 6UEC50LSE-Eco-B1 OSHIMA 16-Jul
SHINKURUSHIM
MET66MAG-VTI x 1 MITSUI 7S60ME-C8.2 13-Sep MET48MB-VTI x 1 KOBE DIESEL 6UEC45LSE-B2 SHINKOCHI 16-Aug
A
MET60MA-VTI x 1 MITSUI 6S60MC-C7-TI TSUNEISHI 13-Sep MET60MA-VTI x 1 KOBE DIESEL 7UEC60LSE-Eco-A2 OSHIMA 16-Aug
MET53MA-VTI x 1 MAKITA 6S46MC-C8-T1 SHIMANAMI 13-Sep MET53MB-VTI x 1 KOBE DIESEL 6UEC50LSE-Eco-B1 OSHIMA 16-Oct
MET60MA-VTI x 1 HITACHI 6S60MC-C8 IMABARI 13-Oct MET53MB-VTI x 2 KOBE DIESEL 7UEC60LSE-Eco-A2 SHINKURUSHIMA 16-Oct
MET60MA-VTI x 1 MITSUI 6S60MC-C7-TI TSUNEISHI 13-Oct
SHINKURUSHIM
MET66MAG-VTI x 1 MITSUI 7S60ME-C8.2 14-Jan
A
MET60MA-VTI x 1 HITACHI 6S60MC-C8 IMABARI 14-Jan
MET60MA-VTI x 1 HITACHI 6S60ME-C8 IMABARI 1609 14-Feb
MET60MB-VTI x 1 KOBE DIESEL 6UEC60LSE-Eco-A2
MET48MB-VTI x 1 KOBE DIESEL 6UEC45LSE-B2
OSHIMA
SHINKOCHI
14-Feb
14-Apr
55 ships / 73 turbochargers
MET53MA-VTI x 1 IMEX 6L42MC6.1 ASAKAWA 14-May (including 6 ships / 8 turbochargers on
MET60MA-VTI x 1 MITSUI 6S60ME-C8 TSUNEISHI 14-Jun
SHINKURUSHIM order)
MET66MAG-VTI x 1 MITSUI 7S60ME-C8.2 14-Jun
A
MET66MAG-VTI x 1 KOBE DIESEL 7UEC60LSE-Eco-A2 IMABARI 14-Jun
MET48MB-VTI x 1 KOBE DIESEL 6UEC45LSE-B2 SHINKOCHI 14-Jul
MET53MA-VTI x 2 KOBE DIESEL 7UEC60LSE-Eco-1 OSHIMA 14-Aug
MET60MB-VTI x 1 KOBE DIESEL 6UEC60LSE-Eco-A2 OSHIMA 14-Sep
SHINKURUSHIM
MET53MB-VTI x 2 KOBE DIESEL 7UEC60LSE-Eco-A2 14-Oct
A
MET60MB-VTI x 1 KOBE DIESEL 6UEC60LSE-Eco-A2 OSHIMA 14-Nov
MET66MAG-VTI x 1 KOBE DIESEL 7UEC60LSE-Eco-A2 IMABARI 14-Nov
21
 EGB – Don’t you care high load performance ?
No need for EGB pipe works on the engine Control valve
(Butterfly type)
Easy to retrofit (MET-MA series and later, MET48 and larger)
Gas bypass pipe on
Easy access to the control valve for maintenance gas inlet outer casing

Gas bypass 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

Bypass pipe

Positioner
Siemens

Mitsubishi 7UEC60LSE-Eco-A2

23
 Gas Inlet Casing with Integrated EGB

Bypass gas exit

Control valve

Bypass pipe

Gas inlet casing assembly with EGB : Mitsubishi MET66MA

24
 MET71MA with Integrated EGB on the engine
Bypass 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 T/C Silencer

Powered by 7S65ME-C 16,580 kW – 90 rpm

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 panel
Insulation between
silencer and scroll

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

1.0 m above silencer

1.0 m left side from silencer

Noise Reduction

MET42MA on Akasaka 6UEC43LSII

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 passing 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 frequency component of
Impeller vane passing frequency
was reduced in 10dB

騒音レベル (dB)
騒音レベル (dB)

Noise
level
Noise
level

周波数 (Hz)
Freque 周波数 (Hz)
Freque
ncy ncy
Without acoustic filter Without acoustic filter

34
 Approach to Quiet Turbocharger – test data
Noise level in the air pipe with /
without acoustic filter
Reduction of overall noise level

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. Jul. Aug. Sep.

Verification test on turbocharger test ~6/M

bed

Verification test on the engine at HHI ~7/E

(8G95ME-C9.5 with MET83MB x 2sets)

Turbocharger matching and noise

measurement at Doosan ★
(11G95ME-C9.5 + MET83MB x 3sets) 9/E

Turbocharger matching and noise

measurement at Doosan ★
(11G95ME-C9.5 + MET90MA x 2sets) 9/M

37
 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
Power electronics
Integrated Power Refrigerant reserve tank cabinet
Module

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 Generator + Expander
Power Electronics (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 Turbocharger with Electric Assist

Comp. Turbine Comp. Turbine

Less
flow
Air Cooler resistan Air Cooler

ce
Motor Motor

Auxiliary Blower Auxiliary Blower

Scavenging air manifold 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 20% (2,760 kW) 25% (3,450 kW)

Aux blower power (kW) 86 103

Electric assist power (kW) 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
turbocharger + 4.0 ref - 1.1
was tested+on
3.9 an engine

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 (Electric assist turbochargers)
Vessel name : Olivia Maersk
Shipyard : Volkswerft Stralsund Hull #446
Built year : Dec. 2003
Main Engine : Mitsubishi Wartsila 7RTA96C 38,430 kW – 100 rpm
Turbocharger : Mitsubishi MET83SE x 2 sets

50
 Electric assist turbocharger
Turbocharger with electro-magnetic driving Driving shaft directly
device at the shaft end of MET83SE 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)

52
Thank you for your attention!!

© 2014 MITSUBISHI HEAVY INDUSTRIES MARINE

MACHINERY & ENGINE CO., LTD. All Rights Reserved.
53