DFDE
DFDE
DFDE
2009)
1
|1. Introduction
A steam-turbine propulsion plant using dual-fuel boilers has long been used as the propulsion
system for liquefied natural gas (LNG) carriers. In recent years, however, increasing numbers of
LNG shipowners have required the use of diesel engines, traditionally used in ships other than
LNG carriers, for the propulsion plant due to the lack of crews skilled in handling steam plants
containing high-pressure boilers and the potential energy savings that can be realized because of
the soaring price of crude oil. Mitsubishi Heavy Industries, Ltd. (MHI) has designed and
constructed an electric propulsion carrier for MISC Berhad that makes use of dual-fuel diesel
engines. This paper describes our dual-fuel diesel–electric propulsion LNG carrier, which is the
first ship of its kind constructed in Japan.
The propulsion plant consists of four generators, two propulsion electric motors, a reduction
gear, and a screw propeller for propulsion. The redundancy of the propulsion plant was enhanced
by adopting several generator engines, propulsion electric motors, and independent power supply
systems (Figure 1).
The generator engine consists of four medium-speed dual-fuel diesel engines (12V50DF 3,
6L50DF 1) manufactured by Wärtsilä. This generator engine can be operated by switching
between MDO-mode, which uses only diesel oil as fuel, and GAS-mode, which uses gas as a main
fuel and diesel oil as a pilot fuel. Also, this generator engine can use the boil-off gas generated in
the LNG tank as fuel.
The propulsion electric motor (PEM) consists of two high-speed motors (rated at 640 min-1)
manufactured by ABB. The output shafts of the PEM are connected to a reduction gear and activate
the screw propeller for propulsion. Each PEM has an independent power supply system and can be
individually operated.
The arrangement of the engine room is shown in Figure 2. The generator engines are placed
separately into left and right engine rooms, and a bridge wall separates the rooms for safety
reasons.
Mitsubishi Heavy Industries Technical Review Vol. 46 No. 1 (Mar. 2009)
2
Figure 4 Comparison of fuel oil Figure 5 Stability of the gas supply system
consumption rate
|5. Conclusions
The first dual-fuel diesel–electric propulsion LNG carrier in Japan finished its gas tests in
November 2008, meeting its design objectives. Its delivery procedure was completed in January
2009. The advantages of the diesel–electric propulsion plant over a steam-turbine power plant are
mixed with regard to maintenance, such as parts replacement during periodic inspections and
flexibility in the pressure control of the LNG tank. However, since MHI is now able to deliver an
electric propulsion plant that makes use of dual-fuel diesel engines, in addition to a conventional
steam-turbine plant for LNG carriers, the company is in a better position to respond to
broad-ranging customer requirements.
Authors
Hajime Numaguchi Toshifumi Satoh
Manager, Manager,
Ship Designing Department, Ship Designing Department,
Nagasaki Shipyard & Machinery Nagasaki Shipyard & Machinery
Works Works