NHIÊN LIỆU HÀNG HẢI (MARINE FUEL)

NHIÊN LIỆU HÀNG HẢI
(MARINE FUEL)
NHÓM 4: ĐỖ THỊ LIÊN
NGUYỄN NGỌC NGHIỆP
CONTENT
 Thực trạng
 Lịch sử hình thành động cơ hàng hải
 Động cơ hàng hải
 Nhiên liệu hàng hải và nguồn gốc
 Tiêu chuẩn đánh giá
 Tính chất nhiên liệu và phụ gia
 Nhiên liệu hàng hải trong tương lai


MARINE TRAFFIC
300,000 cubic metres in Singapore
300,000 cubic metres in Tanjung Bin
Delivery Locations
275,000 cubic metres floating storage in Tanjung Pelepas anchorage
Dung quất 70.000 tones = 56,000 cubic metres
IN VIET NAM
SO SÁNH GIÁ CẢ DIESEL, XĂNG, MARINE
Sản
phẩm Vùng 1
Vùng 2

Xăng RON 95

24.710 25.200
Xăng RON 92

24.210 24.690
DO 0,05S

22.960 23.410
DO 0,25S

22.910 23.360
Dầu hoả

22.400 22.840
PRICES
Diesel oil: 990.77 USD/ tone
HISTORY OF MARINE ENGINE
First half
of 20
th

century
• Steamship
popular
1920s
• Diesel and
residual
increase
• Diesel more
benefit due to
small
difference of

cost
1950s
• Innovations for
diesel engine to
use heavier
fuels.
• High alkalinity
cylinder
lubricants for
high sulphur
residual fuels
1960s
Considerable
benefit due to
cheaper
residual fuels.
Diesel ship
using residual
fuels popular

Start of 21
st

century
Diesel ships
accounted
for 98% fleet.
NGUYÊN LÍ HOẠT ĐỘNG CỦA ĐỘNG CƠ HÀNG HẢI
 Động cơ 2 thì: tạo công và nén trước; nén và hút
Ưu điểm: hiệu suất riêng

(hiệu suất trên dung tích)
cao.
Thiết kế đơn giản động cơ
hai thì mang lại nhiều ưu
điểm như dễ bảo trì hơn và
có khối lượng di động (trục
khuỷu, píttông, ) nhỏ hơn.
Vận tốc pittong nhỏ
Thích hợp cho tàu thủy
công suất lớn (nòng xy lanh
1 mét)
ĐỘNG CƠ 4 KÌ
Tốc độ pittong bé hơn, công suất
nhỏ hơn, cháy sạch hơn hai kỳ.
Chỉ thích hợp cho loại tàu thủy
hạng nhẹ
TIÊU CHUẨN KHÍ THẢI CHO MARINE FUEL
Category

Displacement (D)
CO

NOx+THC

PM

Date


dm

3
per cylinder
g/kWh

g/kWh

g/kWh


1

Power ≥ 37 kW

D < 0.9

5.0

7.5

0.40

2005

0.9 ≤ D < 1.2

5.0

7.2

0.30

2004

1.2 ≤ D < 2.5

5.0

7.2

0.20

2004

2.5 ≤ D < 5.0

5.0

7.2

0.20

2007
a

2

5.0 ≤ D < 15

5.0

7.8

0.27

2007
a

15 ≤ D < 20

Power < 3300 kW
5.0

8.7

0.50

2007
a

15 ≤ D < 20

Power ≥ 3300 kW
5.0

9.8

0.50

2007
a

20 ≤ D < 25

5.0

9.8

0.50

2007
a

25 ≤ D < 30

5.0

11.0

0.50

2007
a

*
- Tier 1 standards are equivalent to the MARPOL Annex VI Tier I NOx limits
a
- Tier 1 certification requirement starts in 2004
Tier 2* Marine Emission Standards
Displacement (D)

NOx+THC

PM

dm
3
per cylinder
g/kWh

g/kWh

Power ≥ 37 kW & D < 0.9

4.0

0.24

0.9 ≤ D < 1.2

4.0

0.18

1.2 ≤ D < 2.5

4.0

0.12

2.5 ≤ D < 5.0

5.0

0.12

5.0 ≤ D < 15

5.0

0.16

15 ≤ D < 20 & Power <
3300 kW

5.2

0.30

15 ≤ D < 20 & Power ≥
3300 kW

5.9

0.30

20 ≤ D < 25

5.9

0.30

25 ≤ D < 30

6.6

0.30

“Blue Sky Series” Voluntary Emission Standards
Power (P)

Displacement (D)
NOx+HC†

PM

Date

kW

dm
3
per cylinder
g/kWh

g/kWh


P < 19

D < 0.9

7.5

0.40

2009

19 ≤ P < 75

D < 0.9
a

7.5

0.30

2009

4.7
b

0.30
b

2014

75 ≤ P < 3700

D < 0.9

5.4

0.14

2012

0.9 ≤ D < 1.2

5.4

0.12

2013

1.2 ≤ D < 2.5

5.6

0.11
c

2014

2.5 ≤ D < 3.5

5.6

0.11
c

2013

3.5 ≤ D < 7

5.8

0.11
c

2012

† Tier 3
NOx+HC standards do not apply to 2000-3700 kW engines.
a
- < 75 kW engines ≥ 0.9 dm
3
/cylinder are subject to the corresponding 75-3700 kW standards.
b
- Option: 0.20 g/kWh PM & 5.8 g/kWh NOx+HC in 2014.
c
- This standard level drops to 0.10 g/kWh in 2018 for < 600 kW engines.
Tier 3 Standards for Marine Diesel Category 1 Commercial
Standard Power Density (≤ 35 kW/dm
3
) Engines
Power (P)

Displacement (D)
NOx+HC

PM

Date

kW

dm
3
per cylinder
g/kWh

g/kWh


P < 19

D < 0.9

7.5

0.40

2009

19 ≤ P < 75

D < 0.9
a

7.5

0.30

2009

4.7
b

0.30
b

2014

75 ≤ P < 3700

D < 0.9

5.8

0.15

2012

0.9 ≤ D < 1.2

5.8

0.14

2013

1.2 ≤ D < 2.5

5.8

0.12

2014

2.5 ≤ D < 3.5

5.8

0.12

2013

3.5 ≤ D < 7

5.8

0.11

2012

a
- < 75 kW engines ≥ 0.9 dm
3
/cylinder are subject to the corresponding 75-3700 kW standards.
b

- Option: 0.20 g/kWh PM & 5.8 g/kWh NOx+HC in 2014.
Tier 3 Standards for Marine Diesel Category 1 Commercial High Power Density (> 35 kW/dm
3
) Engines
And All Diesel Recreational Engines
TYPES OF MARINE FUELS
 MGO (Marine gas oil) made from distillate only.
 MDO (Marine diesel oil) - A blend of heavy gasoil that may contain very small amounts of
black refinery feed stocks, but has a low viscosity up to 12 cSt so it need not be heated for
use in internal combustion engines
 IFO (Intermediate fuel oil) A blend of gasoil and heavy fuel oil, with less gasoil than marine
diesel oil
 MFO (Marine fuel oil) or HFO (Heavy fuel oil) - Pure or nearly pure residual oil.
MGO MDO IFO MFO
Distillate Fuels
Residual Fuels
OTHER CLASSIFICATION
DMX
• special
light
distillate
intended
mainly for
use in
emergency
engines.
DMA
• Also called
MGO
• free from

traces of
residual
fuel
DMB
• Also called
MDO
• May have
traces of
residual
fuel
• can be
high in
sulfur
DMC
• contain
residual
fuel, and is
often a
residual
fuel blend
RX*
• Residual
(non-
distillate)
• identified
by their
nominal
viscosity
(e.g.,
RMA10,

RMG35,…)

• According ISO 8217 standard:






Distillate Fuels
Residual Fuels
Standards have also been developed for biodiesel fuels and their blends.
CII (CALCULATED IGNITION INDEX )
 Same CN

CCAI
(CALCULATED CARBON AROMATICITY INDEX)
STOCKS FOR MARINE FUELS BLENDING
(SIMPLE REFINERY)
 Atmospheric crude distillation and further refining of distillates:
STOCKS FOR MARINE FUELS BLENDING
(SIMPLE REFINERY)
 MGO and MDO: kerosene + light gasoil (diesel) + heavy gasoil
 For DMC distillate marine diesel up to 10–15%, residual fuel can be added.
 Straight run IFO 380: the atmospheric residue (800 mm2/s at 50°C) + a gasoil fraction
 IFOs + gasoil (or MDO) to lower grade below IFO 380. IFOs have good ignition characteristics
and lighter density due to the high percentage of paraffinic.
STOCKS FOR MARINE FUELS BLENDING (COMPLEX
REFINERY)
 Complex refinery with (fluid) catalytic cracking and visbreaking:

Don’t use for blending
STOCKS FOR MARINE FUELS BLENDING
(COMPLEX REFINERY)
 Due to aromatic nature, heavier density.
 With MGO and MDO, need to control sulfur content.
 MGO: have new blending component LC(G)O (60% aromatic), no different performance
with atm. gasoil to be expected, 0.3% sulfur content.
 MDO: more LC(G)O, higher density and lower cetane number.
 IFO 380: visbroken residue + HCO and + LC(G)O
 IFO<380: IFOs + LC(G)O (or MDO, MGO)

BLEND FUELS