Mitsubishi MET Turbochargers

Updates

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

July 2016

Person to contact
ENGINEERING Department
Turbocharger Section
Manager, Yasuhiro Wada
TEL +81 (0) 95 808 0351
yasuhiro_wada@mhi-mme.com

Development, Application

General Manager Katsuhide Matsunaga

Marine Turbine Sec.
Project Manager, Naoyuki Miyazono
TEL +81 (0) 95 808 0352
naoyuki_miyazono@mhi-mme.com

Marine Boiler Sec.

Marine Machinery Sec.

Project Manager, Yukihiro Iwasa

TEL +81 (0) 95 808 6438
yukihiro_iwasa@mhi-mme.com

Drawing and Production Control

Project Manager, Ichiro Hirakawa

TEL +81 (0) 95 821 2194
ichiro_hirakawa@mhi-mme.com

After sales service

Team Leader
Takanori Teshima
TEL +81 (0) 95 821 2187
takanori_teshima@mhi-mme.com

Team Leader
Hiroyuki Arakawa
TEL +81 (0) 95 821 2145
hiroyuki_arakawa@mhi-mme.com

Senior Engineer Jun Yanagi

TEL +81 (0) 95 821 0286
Jun_yanagi@mhi-mme.com

Senior Engineer
Masayoshi Tagawa
TEL +81 (0) 95 821 2194
masayoshi_tagawa@mhi-mme.com

Senior Engineer Kiyoto Furukawa

TEL +81 (0) 95 808 5909
kiyoto_furukawa@mhi-mme.com

Senior Engineer Nishimura hidetaka

TEL +81 (0) 95 821 0286
hidetaka_nishimura@mhi-mme.com

Senior Engineer
Keita Nakashima
TEL +81 (0) 95 808 5909
keita_nakashima@mhi-mme.com

Senior Engineer
Kazuma Matsuo
TEL +81 (0) 95 808 5909
kazuma_matsuo@mhi-mme.com

Senior Engineer Yushi Ono

TEL +81 (0) 95 808 0286
yushi_ono@mhi-mme.com

Senior Engineer Kenji Uchida

TEL +81 (0) 95 808 5956
kenji_uchida@mhi-mme.com

Senior Engineer Ryuichi Ibushi

TEL +81 (0) 95 808 5956
ryuichi_ibushi@mhi-mme.com

Senior Engineer Yoshikazu ito

TEL +81 (0) 95 821 2187
yoshikazu1_ito@mhik.mhi.co.jp

Senior Engineer Seok Cheol Kim

TEL +81 (0) 95 808 0285
seokcheol_kim@mhi-mme.com

Senior Engineer Hisanori Yanai

TEL +81 (0) 95 808 0289
hisanori_yanai@mhi-mme.com

Satoshi Makino
TEL +81 (0) 95 821 0286
satoshi_makino@mhi-mme.com

Masamitsu Miyake
TEL +81 (0) 95 821 2242
masamitsu_miyake@mhi-mme.com

Team Leader
Yoshihisa Ono
TEL +81 (0) 95 821 2179
yoshihisa_ono@mhi-mme.com

Haruna Ono (Ms.)

TEL +81 (0) 95 808 5901
haruna_ono@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

TEL +82 (0) 51 442 5901
k_sakamoto@mhi-mme.com

Owner & Consultant Engineer Hans Henrik Christensen

Tel./Fax :+45-4738-6501
e-mail: mail@turbomarine.dk
Webpage: www.turbomarine.dk
2013 MITSUBISHI HEAVY INDUSTRIES
MARIN MACHINERY & ENGINE CO., LTD.
All Rights Reserved.

Production Records - Total Production

Radial turbine

Axial turbine

2014
2013 MITSUBISHI HEAVY INDUSTRIES MARINE
MACHINERY & ENGINE, CO., LTD. All Rights Reserved.

Production Records - Turbocharger delivery on each engine brand

2013 MITSUBISHI HEAVY INDUSTRIES MARINE

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

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

History
5

Compressor press. ratio

MET-MB
MET-MA
MET-SEII

4
MET-SC

MET-SD

MET-SB,SBII

MET-SE

MET-SR, SRII, SRC

MET-S,-SA

MET..0

Original MET

Water-cooled
1960
6

1970

1980

Year

1990

2000

2010
6

MET turbocharger / applicable range

9 frame sizes for axial turbine and 5 frame sizes for radial turbine

MET48MB

MET37MB

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

Lack of oil supply

Clogged oil filter

Normally, safety system is

activated by these failures

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

Consequences by thrust bearing failure

Compressor side thrust bearing

burn out

Rotor shifts and impeller

touches to the casing

Gas labyrinth touches and blades

were heated by friction
10

Wear of thrust bearing

Tapered flat part ratio

Direction of base
plate rotation

Tapered
land

Flat land

11

Modification of thrust bearing

For MET-MA series

turbochargers
Old design
Aluminum alloy metal

New design
Lead Bronze Alloy metal

Lead Bronze Alloy metal

with inner side oil groove

Appearance

Taper/Land
ratio
Notice

4:1

4:1

19:1

Compatible with old design

Designed for higher pressure ratio

12

Expected life time of components

Oil system
Type, components

MET90MB
MA,SE,
83MB,
MA,SEII,SE

MET71MB
MA,SEII,SE
66MA
SEII,SE,MA

MET53MB,
MA,SEII,SE

MET42MB
MA,SEII,SE
33MB
MA,

13

Independent (separate)
system

Common to M/E
Nominal 30 filtration

Common to M/E
Nominal 50 filtration

Compressor side thrust bearing

100,000

60,000

50,000

Turbine side thrust bearing

100,000

70,000

70,000

Journal bearing

100,000

50,000

40,000

Turbine blades

80,000

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

Journal bearing

100,000

45,000

35,000

Turbine blades

70,000

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

Journal bearing

80,000

40,000

30,000

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

Journal bearing

80,000

35,000

30,000

Turbine blades

60,000

Nozzle ring

60,000

Gas outlet guide

60,000

Ref. TZ-E002-2932
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
80
70

20,000
Total accumulated
delivery

60
50

15,000

40
10,000

Over-run

30

Number of events

Accumulated total number of delivery

25,000

20

5,000

10
Thrust bearing

0
87

92

97

02
Year

07

12

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
MET71SE-VTI x 2
MET71SE-VTI x 2
MET66MA-VTI x 1
MET71SE-VTI x 2
MET71MA-VTI x 1
MET71SE-VTI x 1
MET66MA-VTI x 1
MET66MA-VTI x 1
MET53MA-VTI x 2
MET71MA-VTI x 2
MET53MA-VTI x 2
MET53MA-VTI x 2
MET53MA-VTI x 2
MET71SE-VTI x 2
MET53MA-VTI x 1
MET53MA-VTI x 2

Engine
builder
MHI KOBE
MHI KOBE
HITACHI
MHI KOBE
MHI KOBE
MHI KOBE
MITSUI
HITACHI
MHI KOBE
HHI
KOBE DIESEL
MHI KOBE
KOBE DIESEL
MHI KOBE
MAKITA
MHI KOBE

6UEC85LSII
6UEC85LSII
6S60MC-C7
6UEC85LSII
6UEC60LSII
6UEC60LSII
6S60MC-C
6S60MC-C7
7UEC60LSE-Eco
7RTA82T-TierII
8UEC60LSII-Eco
7UEC60LSE-Eco
8UEC60LSII-Eco
6UEC85LSII
6S46MC-C8-T1
7UEC60LSE-Eco

MET66MAG-VTI x 1

MITSUI

7S60ME-C8.2

Turbocharger type

Engine type

MET60MA-VTI x 1
MET53MA-VTI x 1
MET60MA-VTI x 1
MET60MA-VTI x 1

MITSUI
MAKITA
HITACHI
MITSUI

6S60MC-C7-TI
6S46MC-C8-T1
6S60MC-C8
6S60MC-C7-TI

MET66MAG-VTI x 1

MITSUI

7S60ME-C8.2

MET60MA-VTI x 1
HITACHI
6S60MC-C8
MET60MA-VTI x 1
HITACHI
6S60ME-C8
MET60MB-VTI x 1 KOBE DIESEL 6UEC60LSE-Eco-A2
MET48MB-VTI x 1 KOBE DIESEL 6UEC45LSE-B2
MET53MA-VTI x 1
IMEX
6L42MC6.1
MET60MA-VTI x 1
MITSUI
6S60ME-C8
MET66MAG-VTI x 1

MITSUI

7S60ME-C8.2

MET66MAG-VTI x 1 KOBE DIESEL 7UEC60LSE-Eco-A2

MET48MB-VTI x 1 KOBE DIESEL 6UEC45LSE-B2
MET53MA-VTI x 2 KOBE DIESEL 7UEC60LSE-Eco-1
MET60MB-VTI x 1 KOBE DIESEL 6UEC60LSE-Eco-A2
MET53MB-VTI x 2 KOBE DIESEL 7UEC60LSE-Eco-A2
MET60MB-VTI x 1 KOBE DIESEL 6UEC60LSE-Eco-A2
MET66MAG-VTI x 1 KOBE DIESEL 7UEC60LSE-Eco-A2

Turbocharger
delivery
NAMURA
11-Apr
NAMURA
11-Sep
IMABARI
11-Nov
NAMURA
11-Nov
OSHIMA
12-Jan
OSHIMA 10701
12-Jun
KOYO
12-Aug
IMABARI
12-Oct
OSHIMA
13-Mar
HHI
13-Apr
IMABARI
13-Apr
OSHIMA
13-Jun
IMABARI
13-Jun
NAMURA
13-Jul
IMABARI
13-Sep
OSHIMA
13-Sep
SHINKURUSHIM
13-Sep
A
TSUNEISHI
13-Sep
SHIMANAMI
13-Sep
IMABARI
13-Oct
TSUNEISHI
13-Oct
SHINKURUSHIM
14-Jan
A
IMABARI
14-Jan
IMABARI 1609
14-Feb
OSHIMA
14-Feb
SHINKOCHI
14-Apr
ASAKAWA
14-May
TSUNEISHI
14-Jun
SHINKURUSHIM
14-Jun
A
IMABARI
14-Jun
SHINKOCHI
14-Jul
OSHIMA
14-Aug
OSHIMA
14-Sep
SHINKURUSHIM
14-Oct
A
OSHIMA
14-Nov
IMABARI
14-Nov
Ship builder

Turbocharger type

Engine builder

Engine type

Ship builder

Turbocharge
r delivery

MET53MB-VTI x 1

KOBE DIESEL

6UEC50LSE-Eco-B1

OSHIMA

15-Jan

MET48MB-VTI x 1

KOBE DIESEL

6UEC45LSE-B2

SHINKOCHI

15-Jan

MET53MB-VTI x 2

KOBE DIESEL

7UEC60LSE-Eco-A2 SHINKURUSHIMA

15-Jan

MET66MAG-VTI x 1

KOBE DIESEL

7UEC60LSE-Eco-A2

IMABARI

15-Mar

OSHIMA

MET60MA-VTI x 1

KOBE DIESEL

7UEC60LSE-Eco-A2

MET53MB-VTI x 2

KOBE DIESEL

7UEC60LSE-Eco-A2 SHINKURUSHIMA

15-Apr
15-May

MET48MB-VTI x 1

KOBE DIESEL

6UEC45LSE-B2

SHINKOCHI

MET53MA-VTI x 2

KOBE DIESEL

7UEC60LSE-Eco-1

OSHIMA

15-Jul

MET48MB-VTI x 1

KOBE DIESEL

6UEC45LSE-B2

SHINKOCHI

15-Aug

MET53MB-VTI x 2

KOBE DIESEL

MET48MB-VTI x 1

KOBE DIESEL

7UEC60LSE-Eco-A2 SHINKURUSHIMA
6UEC45LSE-B2

SHINKOCHI

15-Jun

15-Oct
15-Nov

MET60MA-VTI x 1

KOBE DIESEL

7UEC60LSE-Eco-A2

OSHIMA

16-Jan

MET53MB-VTI x 1

KOBE DIESEL

6UEC50LSE-Eco-B1

OSHIMA

16-May

MET53MB-VTI x 2

KOBE DIESEL

7UEC60LSE-Eco-A2 SHINKURUSHIMA

16-Jul

MET53MB-VTI x 1

KOBE DIESEL

6UEC50LSE-Eco-B1

OSHIMA

16-Jul

MET48MB-VTI x 1

KOBE DIESEL

6UEC45LSE-B2

SHINKOCHI

16-Aug

MET60MA-VTI x 1

KOBE DIESEL

7UEC60LSE-Eco-A2

OSHIMA

16-Aug

OSHIMA

16-Oct

MET53MB-VTI x 1

KOBE DIESEL

6UEC50LSE-Eco-B1

MET53MB-VTI x 2

KOBE DIESEL

7UEC60LSE-Eco-A2 SHINKURUSHIMA

16-Oct

55 ships / 73 turbochargers
(including 6 ships / 8 turbochargers on
order)

21

EGB Dont you care high load performance ?

No need for EGB pipe works on the engine
Easy to retrofit

(MET-MA series and later, MET48 and larger)

Easy access to the control valve for maintenance

Control valve
(Butterfly type)
Gas bypass pipe on
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
DAmato)
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
Powered by 7S65ME-C 16,580 kW 90 rpm

T/C Silencer

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

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

Insulation between
silencer and scroll

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

MET42MA on Akasaka 6UEC43LSII

Noise Reduction

1.0 m above silencer

1.0 m left side from silencer

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
(dB)
level

Noise
(dB)
level

Noise frequency component of

Impeller vane passing frequency
was reduced in 10dB

(Hz)
Freque
ncy

Without acoustic filter

(Hz)
Freque
ncy

Without acoustic filter

34

Approach to Quiet Turbocharger test data

Reduction of overall noise level

Noise level in the air pipe with /

without acoustic filter

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.
Verification test on turbocharger test
bed

Verification test on the engine at HHI

(8G95ME-C9.5 with MET83MB x 2sets)
Turbocharger matching and noise
measurement at Doosan
(11G95ME-C9.5 + MET83MB x 3sets)
Turbocharger matching and noise
measurement at Doosan
(11G95ME-C9.5 + MET90MA x 2sets)

Jul.

Aug.

Sep.

~6/M

~7/E

9/E

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
Integrated Power
Module

Refrigerant reserve tank

Power electronics
cabinet

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
Power Electronics

Generator + Expander
(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

Comp.

Turbocharger with Electric Assist

Turbine

Air Cooler

Motor
Auxiliary Blower

Scavenging air manifold

Comp.

Less
flow
resistan
ce

Turbine

Air Cooler

Motor
Auxiliary Blower

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

Aux blower power (kW)

20% (2,760 kW)

25% (3,450 kW)

86

Electric assist power (kW)

103
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 FOC (kg/h)

ref

- 2.8

- 5.1

ref

- 1.4

- 10.6

D/G FOC (kg/h)

ref

- 3.9

+ 3.8

ref

- 4.7

+ 5.5

Total FOC (kg/h)

ref

- 6.7

- 1.3

ref

- 6.1

- 5.1

Total FOC 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
+ 4.0
ref
- 1.1
3.9 an engine
turbocharger
was
tested+on
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 ships engineers were excited. Main Engine
load was 45%, Scav. air press. 0.85 bar G.

49

Retrofit project
Vessel name
Shipyard
Built year
Main Engine
Turbocharger

:
:
:
:
:

(Electric assist turbochargers)

Olivia Maersk
Volkswerft Stralsund Hull #446
Dec. 2003
Mitsubishi Wartsila 7RTA96C 38,430 kW 100 rpm
Mitsubishi MET83SE x 2 sets

50

Electric assist turbocharger

Turbocharger with electro-magnetic driving
device at the shaft end of MET83SE

Driving shaft directly

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