ME-GI engine

operation
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Learning objectives

Upon completion of this module you …

 will be able to use the MOP screens.
 will be able to choose the correct procedures for Port
to Port operations.

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ME-GI engine operation
Abbreviations

ME-DF-ECS Electronically Controlled Engine –Dual Fuel– Engine Control System ELGI Electrical Gas Injection valve (pilot valve)

SF-ECS Second Fuel –Engine Control System GI valve Gas injection valve
MOP Main Operating Panel HC sensor Hydro Carbon Sensor
ECU Engine Control System ME Engine The Electronically Controlled Engine – excluding the second fuel
system.
CCU Cylinder Control Unit FMEA Failure Mode Effect Analysis
SPCU Second fuel Plant Control Unit P&I Process and Instrumentation diagram
SACU Second fuel Auxiliary Control Unit TDC Top Dead Center
SPSU Second fuel Plant Safety Unit Gas Train Double block and bleed valves
SCSU Second fuel Cylinder Safety Unit ATEX Atmosphere Explosive

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ME-GI engine operation
Abbreviations

SF Shutdown Immediately stop of Second Fuel injection – continued operation on fuel Gas Train
oil.
Handled by Second fuel Safety System (Followed by a blow-off and an 801: Safety: Main Gas Valve
inert gas purging sequence) 802: Gas Bleed Valve
807: Plant: Main Gas Valve
SF Stop Normal changeover from SF to fuel oil – continued operation on fuel oil. Gas Block
Handled by Second fuel Control System (Followed by a blow-off and an
inert gas purging sequence) 803: Blow Off Valve
804: Window Valve
805: Purge Valve
ELWI Electrical Window Valve (pilot valve) Inert Gas System Nitrogen System
806: Inert Gas Supply Valve
809: Inert Gas Block Valve

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ME-GI engine operation
SPCU & SACU: Purpose

The SACU and SPCU control:

ACU3 ME-ECS

 Start/stop of pumps, fans, and of the gas supply EICUB ACU2

Combined ME-ECS & SF-ECS Control

SF-ECS Control
system EICUA ACU1
SF-ECS Safety
MOP
 Pressure set points for the gas supply system CCU n
SCSUs
CCU 2
 Sealing oil pressure set points
ECU B
SACU SPCU SPSU SCSU
ECU A CCU 1
SCSU
 The purging with inert gas SCSU

Valve Ctrl
Valve Ok
SCSU
The SPCU monitors: FIVA

Valve Ok

Valve Ctrl
 Gas supply system ELGI
Window
 Sealing oil system Fuel Oil Gas Valve

Enable
Valve
Injection Injection ELWI

 Double-pipe ventilation
Safety
 Inert gas system System

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ME-GI engine operation
SPCU & SACU: Second fuel Plant Control Unit main state diagram

GPCU: Gas Plant Control State Machine

Main States

Gas Shut Down / Gas Stop

Prepare
Gas Train Prepare
Gas
Test For Gas
Supply
MS_3 MS_4 MS_5
Gas On
MS_6
Engine

Gas
Standby

Not Gas MS_7

MS_2 Purged MS_1 MS_8
Purged Running

Purging Blow Off

MS_10 MS_9

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ME-GI engine operation
Port to port operation on gas: Leaving port

1. Before leaving the port

The gas supply system is prepared for gas operation
which may take some time and when it is ready to be
operated by the GI-ECS a “Gas Supply System Ready”
is set high to the GI-ECS.

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ME-GI engine operation
Port to port operation on gas: Leaving port

2. Gas start button available

The operator presses the start button if gas running is
wanted as soon the engine reaches the load for gas
running.

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ME-GI engine operation
Port to port operation on gas: First time engine load is sufficient for gas running

3. Automatic change over to gas

The DF-ECS automatically change
over to gas running.

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ME-GI engine operation
Port to port operation on gas: Engine operation

Load up tests:

Engine speed & load

 Fast RPM and load increase

Governor index
 Gas index is supported by added
fuel index

Gas pressure
 Gas pressure build-up is
supported by added fuel

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ME-GI engine operation
ME-GI gas temperature

Engine operation

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ME-GI engine operation
Port to port operation on gas: Maneuvering

4. Stop of the engine when

801
running on gas
802
When the engine operator orders an 807

engine stop the gas injections are 803

stopped immediately while the ME- 804
DF-ECS still is requested to inject 805

the pilot oil amount for a short

time(1 injection) to make sure that
836
there is no unburned gas in the 804
805 803
exhaust receiver. The gas system
will go to gas standby state.
822

802

801 807

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ME-GI engine operation
Port to port operation on gas: Maneuvering

5. Engine started astern

As long the engine is running astern it will stay in fuel oil mode and the gas system in the gas standby state.

6. Stopped engine and gas system in gas standby state

When the engine is stopped the gas system stays in gas standby state until the operator presses the gas stop
button or until a gas standby state timeout (30 min. , adjustable from 0.0 to 48 hours). In both cases the gas
system is stopped.

7. Fast engine load up

During fast engine load up it may be necessary to help the gas supply system by increasing the pilot fuel oil
amount and reducing the consumption of gas to maintain the wanted gas pressure and the acceleration
performance of the engine. This is done automatically by the GI-DF-ECS control system, and as soon the
transient engine acceleration period has ended the pilot oil amount will shortly return to the specified level.

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ME-GI engine operation
Port to port operation on gas: Engine operation

8. Rough weather conditions

The gas supply system is
dimensioned so that engine load
disturbances due to variations from
set point by increasing the pilot fuel
oil amount.
Measurements from LNG tanker
 Rolling ship with twin engine
 Propeller torque variations
 Wind speed: Up to 18 m/s.
 Waves: 9.5 metres

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ME-GI engine operation
Port to port operation on gas: Engine operation

Load variation tests:

Speed set point variations
+/- 10%
Wave periodic time approx. 12 sec

Index variations
+/-25%

Gas pressure
Constant set-point
Variations approx.: +/- 3 bar

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ME-GI engine operation
Port to port operation on gas: Engine operation

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ME-GI engine operation
Port to port operation on gas: Engine operation

9. Load down with wind milling

If the ship has reached steady speed corresponding to the actual engine speed and then the engine operator
suddenly lower the speed the calculated governor index is zero due to “wind milling” i.e. the ship is driving the
engine. In this case the GI-ECS immediately stop gas injections and the ME-ECS system continue for a short
while (1 injection) the injection of pilot fuel oil to make sure not having unburned gas in the exhaust receiver.

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ME-GI engine operation
Port to port operation on gas: Engine operation

Load down with windmilling

RPM
Fuel index
Scavenging air press
Speed reduction → Windmilling
Stop → Windmilling
Low load sailing

Reversing

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ME-GI engine operation
Port to port operation on gas: Engine operation failure

10. Slow down

In case of slow down, it will result in a gas shutdown.

11. Engine shutdown and blackout

Engine shutdown and blackout on the ship immediately results in a gas shutdown. In these situations fuel oil
injection is also stopped immediately.

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ME-GI engine operation
ME-GI – SPOC reduction

 Improved venting of the fuel

booster.
 Stable fuel injection at low load.

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ME-GI engine operation
ME-GI – SPOC reduction

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ME-GI engine operation
ME-GI – SPOC reduction

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ME-GI engine operation
Individual SPOC reduction

Fuel oil plunger stroke

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ME-GI engine operation
Individual SPOC reduction

ECS version 1609-3.19 introduce individual pilot oil

adjustment
Engine →
Process Adjustment → Pilot Oil Profile

For each cylinder a Pilot Profile Offset Gain can

be adjusted

Range -100% to +100%

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ME-GI engine operation
Individual SPOC reduction

The adjustments range is limited and changing pilot

injection present no risk for engine operation. Worst
case will be gas trip due to misfiring, which will switch
engine operation to fuel mode.

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ME-GI engine operation
Individual SPOC reduction

First Second Fails at fifth

Third
Fourth

Original

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ME-GI engine operation
Individual SPOC reduction

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ME-GI engine operation
Low load operation in gas mode

 Deadband Upper speed” should

be adjusted to MCR% Rpm minus
(-) 5RPM
 Deadband and Amplitude” should
be adjusted to 5 [RPM]
 Deadband Gain should be
adjusted to 1 [%]
 Deadband Lower speed” should
be adjusted to Full manoeuver
RPM plus (+) 1

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Disclaimer

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.

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