该论文已在赫尔辛基举行的第28届CIMAC世界大会上发表，论文的版权归CIMAC所有。 More than ten years ago, the current thermal spray coating, which has a superior wear resistance and a good scuffing performance, had started applying to piston rings for low speed diesel engine. However, the current market trend of low speed diesel engine requires a higher durability in corrosive condition due to the slow steaming. Under such a circumstance, Riken have successfully developed a new thermal spray coating with a higher durability under the corrosive condition comparing to the current coating. Riken will show the latest technology, how the durability of the new spray coating has been improved. The key word is “Complicated microstructure”. We could confirm the mechanism of how the wear occurs on the coating by performing rig tests. In this case, we could find out the indicative vestiges that particles dropped out from the surface of coating. These dropped-out particles made the unacceptable abrasive wear on the sliding faces of both piston ring and liner material. Thus, it was considered that a better anti-wear performance is needed in order to reduce the dropped-out particles. We concluded that the new thermal spray coating should have complicated microstructure, because complicated particle interface prevents the particles from dropping out. The complicated microstructure would be achieved by optimizing the particle size and ratio of chromium carbide, and getting higher energy for well melting powder. In general, harder coatings show better anti-wear performance. It is also well known that the larger particles and the higher ratio of chromium carbide make spray coatings harder. On the other hand, such coatings easily make particles drop out, and it can’t get good anti-wear performance. Finally, we found out the best combination of the particle size and the ratio of chromium carbide. We confirmed that the combination of smaller particle size compared to the current specification, and middle ratio of chromium carbide has the best anti-wear performance without any dropped particles. As the results, we achieved to reduce not only the wear of spray coating by approximately 35%, but also the wear of liner material by approximately 30%. Moreover, we could get excellent anti-wear results in the field under low feed rate condition.

该论文已在赫尔辛基举行的第28届CIMAC世界大会上发表，论文的版权归CIMAC所有。 This paper describes several existing machine arrangements, all driven by reciprocating gas / diesel piston engines and explains their current application. The descriptions include key technical information and the payment mechanisms which warrant their operation. The paper goes on to show the challenges and goals for technical rearrangement, which may be rewarded with additional generation revenue streams for packagers, owners and operators. In the main, the payment mechanisms for these additional revenue streams already exist, whilst more innovative structures are gradually being rolled out across the world. The paper also explains the minimal impact on fuel consumption, emissions and running / servicing costs to the engine / generation plant.

该论文已在赫尔辛基举行的第28届CIMAC世界大会上发表，论文的版权归CIMAC所有。 In the industrial segment reciprocating internal combustion engines are the prime source of power for power plants up to 50MW and more, for ship propulsion and auxiliary power, and for off-highway and many rail applications. Engines are commonly operated at high output for extended periods and the quantity and cost of fuel consumed is high, approaching 2 million litres of diesel equivalent per year for each MW of power. The through life fuel cost may easily exceed 100 times the engine capital cost and therefore engine efficiency is a prime factor in selecting and operating a large engine; efficiency now exceeds 50% for medium speed 4 stroke engines and approaches 55% for low speed 2 stroke engines. Engine efficiency continues to improve incrementally year on year through technical advancement in combustion, fuel injection, gas exchange, control and base engine design. However, a step change in reciprocating engine efficiency may be achieved through the implementation of alternative heat cycles, giving a significant opportunity to reduce the through life cost and environmental impact of energy. This paper addresses the use of split cycle high and medium speed engines for power generation to achieve efficiencies of 60% from units of 1 – 30 MW mechanical output. The split cycle engine separates the compression cycle from the combustion and expansion cycles which in addition to allowing each cylinder to be optimised, enables waste heat from the exhaust gas to be captured and transferred to the compressed intake air in a highly effective manner, as the charge air moves between the two cylinders. Initially a technology roadmap is set out to show current and future directions in efficiency and the positioning of split cycle technology amongst competitive technologies. Prior work by Ricardo is described for the evaluation and development of split cycle for industrial engine applications, referencing fundamental thermodynamic analyses and the identification of primary challenges in implementation to hardware. Through work between 1992 and 2002 the IsoEngine project developed a 3MW split cycle demonstrator for the stationary power market. Subsequent work focussed on enhancement of the compression process, and recently the cycle has been modelled by two different methods, by three individual organisations. All six independent models are converging on this common outcome. The current development is focussed to further enhance the heat exchange and combustion processes, utilising test work on a heavy duty diesel based combustor/expander single cylinder engine to correlate representative simulations. Engine testing activities through 2015 have been assessing the ability of mature technology, from this industry and others, to transfer the waste heat to the charge air and to achieve stable combustion in the combustor/expander cylinder. The development activity will identify optimum hardware configuration for implementation to a multi-cylinder engine with minimum change to existing engine architecture. Finally, considering high and medium speed engine efficiencies similar to those of large scale combined cycle plants and the associated capital and operating costs, a business case is developed to validate the feasibility of the split cycle engine as a future product for the power generation market. The paper will demonstrate the potential for split cycle technologies to deliver increased growth for reciprocating engines, delivering power systems with increased flexibility, full load efficiency levels that exceed that of combined cycle gas turbine plants with lower capital investment in combination with the inherent plant flexibility and part load efficiency offered by larger scale reciprocating power plants.

该论文已在赫尔辛基举行的第28届CIMAC世界大会上发表，论文的版权归CIMAC所有。 Numerical simulation and virtual design release are key tasks in the large engine development. Due to the large size of the entire product incorporating very high single unit costs leading to a limited number of units, testing possibilities are very limited compared to the automotive or other industries. As design changes are hardly possible after an engine has been built and unexpected maintenance during operation has to be avoided, the design needs to be optimized as much as possible by simulation. The simulation model must cover the real system behavior and results have to be as reliable as possible. In addition, the complexity of installations and the number of variants rises steadily. Engine designers have to consider more complex propulsion lines, enhanced and more flexible operating conditions and various approaches for exhaust gas aftertreatment and compliance with emission regulation standards. This means that the development scope and effort is growing constantly. This stands in contrast to the requirement of reducing development time in order to ensure a shorter time to market. Nevertheless, the simulation infrastructure in most companies is still heavily fragmented and standard workflows are being established only very slowly. Research projects have shown, that approx. 50% of a simulation project is regularly invested in data handling and another 20% in data preparation and modelling. The remaining time for the actual work on results evaluation and interpretation is rather low. These numbers impressively demonstrate the need for standard workflows, for integrated simulation solutions and for a seamless modelling approach with a minimum number of breaks in the toolchain in order to reduce delays due to conversion/migration of models or sub-models. This article describes a highly integrated and consistent simulation workflow for the development of the mechanical drivelines in large engine applications. All simulation tasks are linked to the development process. In order to assure and rate the product quality and maturity only by simulation a virtual design release process is used. The initial crankshaft model is established for the early concept phase including torsional behavior with parameter optimization, baseline bearing and strength analysis. During the engine development process, the model is being enhanced stepwise and technically matured in order to perform 3D multi-body dynamic with multi-axial strength and elastohydrodynamic bearing analysis within the same simulation environment. In a further step, a detailed connecting rod and piston-ring-liner-model is added, enabling piston dynamic and friction simulation and optimization on an overallengine-level. Further on NVH simulation of the combustion engine and finally of the complete application (e.g. genset with driveline, e-machine interaction and skid) is performed. This includes low frequency vibration evaluation due to mass and gas forces as well as high frequent acoustics simulation, considering excitations from valve train, timing drive, piston slap and auxilliaries. The presented workflow and simulation tasks are based on real engine developments and validated by measurement results. As all modeling levels are based on the same data base, integrated in the same simulation environment and in-line with standard development processes, data handling time is reduced and development efficiency is significantly increased. An integrated and seamless simulation approach is therefore an important aspect to manage the complex demands in the development of large engine drivelines.

该论文已在赫尔辛基举行的第28届CIMAC世界大会上发表，论文的版权归CIMAC所有。 After years of research and development as well as valuable experiences gained on test beds, the ready-to-apply concept of the ME-GI engine has now reached its maturity by being installed and operating on several commercial vessels. The ME-GI engine is a low-speed, two-stroke, dual-fuel engine that when acting as main propulsion in LNG carriers, can consume natural gas, boil off gas or fuel-oil at any ratio, depending on the energy source available on board. In close cooperation with HHI-EMD and other MDT’s partners, multiple test campaigns on various research platforms have been conducted, and from challenges and lessons learned proved that the ME-GI concept is safe, matured and cost efficient. In the current paper, the verification of the optimised ME-GI engine design, functionality, performance and reliability as well as the validation of the gas supply and auxiliary systems on board LNG vessels, are presented. Confirmed from previous testing campaigns, engine fuel efficiency of the ME-GI engine has been improved when changing from oil to gas at comparable engine operating conditions, here among the optimised pilot fuel oil consumption as well as the specific dual fuel (SDF) operation. The latest ME-GI results from service experiences are presented and thereby, the ME-GI engine operational features anticipates to offer efficient ship propulsion with low emission values, in which current emission legislation as well as improvement of the energy efficiency design. Moreover, continuous optimisation during development work has secured a user friendly design of the gas components. Production support has issued new, updated installation guides, recommendations and design specifications as well as special tools in order to facilitate successful installation and operation in service. Equally, essential knowledge obtained from extensive testing in close cooperation between MDT and partners, has improved the ready-to-apply solutions for gas supply systems and auxiliary equipment, e.g. reliability and efficiency for cryogenic pumps, compressors, Gas Valve Train (GVT), which aims to add to the cost efficient benefits of the MEGI concept. Based on the well-proven ME Engine Control System (ME ECS), which holds the overall responsibility of safe gas operation in the engine room as well as a complete monitoring of all major safety aspects, it is anticipated that future service experiences onboard LNG carriers will verify this unique safety feature and will be discussed further in details in the present paper. The overall conclusion from the ME-GI service experience on board LNG Carries are presented, which highlights the lessons learned and support the above mentioned features of the ME-GI concept.

该论文已在赫尔辛基举行的第28届CIMAC世界大会上发表，论文的版权归CIMAC所有。 MAN Diesel & Turbo SE (MDT) is one of the leading suppliers of medium and low speed Diesel and Gas engines. With increasing demands considering emission regulations and gas being commercially attractive in different markets Gas and Dual Fuel engines play a more and more important role in MDT’s engine portfolio. Selling engines in the markets worldwide MDT is confronted with different demands regarding rules and regulatory. The main markets can be divided into stationary and marine applications. For stationary markets, local rules are effective whereas in the marine business the majority of demands considering safe gas operation is set by the IMO (International Maritime Organization) and the classification societies. For special applications like the Offshore markets, additional rules are to be fulfilled. The development of engines using gaseous fuels includes significant efforts considering Gas engine safety. This paper introduces a holistic process to evaluate and mitigate risks regarding product safety of medium speed 4-stroke engines. Examples are given where smart safety solutions were introduced. The benefit for engine cost is also explained. It is described how the risk assessment is carried out on different levels of the engine. This includes design and function based risk analyses. The results and especially residual risks are handed over to risk analyses on a higher level. Thus it is made certain that technical solutions are applied wherever possible so that the residual risks for the plant design and the operator are kept to a minimum. Organizational measures are only applied if no other solutions are feasible. All risks that cannot be handled internally are also discussed and suitable counter measures are defined together with MDT’s own plant design experts for both stationary and marine markets. Considering product safety a common baseline is defined for all MDT engines. The underlying principle is that a product must be safe independent of the corresponding rules and regulations. It is shown how the requirements for different markets can be fulfilled using the same starting point.

该论文已在赫尔辛基举行的第28届CIMAC世界大会上发表，论文的版权归CIMAC所有。 The large engines have foregone an exciting evolution since new exhaust emission regulations have been issued during the first decade of the 21st century. At the time when this paper will be published, the implementation dates of all of the new emission regulations for various large engine applications will be a matter of the recent past. Many engine platforms evolved through a process driven by environmental requirements and application specifics, such as power increase, power nodes coverage and fuel versatility. Some existing engine platforms, mature in their lifetime, underwent at the same time major modernization programs. Last but not least, totally new engine platforms were designed and introduced to the market, facing the combined challenge of the right positioning and product differentiation, on top of the challenges specific to the current era. As a result, the modern large engines of today have become highly performant and complex. Power density levels of up to 50 kW/Liter for high speed engines, and up to 25 kW/Liter for medium speed engines are state of the art. The rotational speeds have increased: the medium speed engines evolved beyond 11 m/s, while the high speed engines went past 13 m/s mean piston speed. Overall, the modern engines feature now new technologies, such as high pressure injection, variable gas exchange and turbocharging, electronics and smart controls commanded by sophisticated algorithms and software, and new systems, like exhaust gas aftertreatment systems, exhaust gas recirculation systems, liquid and gaseous fuel admission systems coexisting on the same product, controls and monitoring systems. The combination of power and operational requirements with emission-compliance-driven technologies result often in a higher structural and thermal engine loading situation. Under this background, the present paper addresses the task of high speed and medium speed engine validation, imbedded into the overall engine design and development process. The holistic engine design and development process approach, depending on the CAE front loading, with a first-time-right spirit, is discussed as the basis for engine validation. Based on concrete engineering examples, an emphasis will be made on the use of simulation results for virtual pre-validation and the correlation to component loading measurements and functional development during engine testing. The causality path from product definition, through exhaust emission compliance and the required technology building blocks, down to the concrete combustion, engine architecture and materials solution and the resulting engine loading situation is generically explained in the paper for typical high speed and medium speed engine builds. By this, the ground is prepared for engine validation, which will be described in terms of the overall structured validation process, along AVL’s load matrix approach, as well as in the form of individual validation activities, as they are required by the specific engineering solution. Examples of engine systems and components instrumentation, measurement results, their criticality and how they can be positively be influenced by the integrated virtual and experimental validation approach are shown. Overall, the paper will contribute with the proposition of an overall approach to engine validation under the specific circumstances of exhaust emission compliance, engine loading and application requirements.

该论文已在赫尔辛基举行的第28届CIMAC世界大会上发表，论文的版权归CIMAC所有。 The PULSAR high speed engine family, recently developed by JSC ZVEZDA, represents one of the newest advances in the Russian large engine industry. The new prime mover platform is dedicated to cover future domestic transportation, industrial and power generation requirements, and is ZVESDA’s foundation for future business expansion into target export markets. With this in mind, the engine family specifications were aimed at multi-application coverage of the marine, power generation, mining and locomotive applications, developed for present and future, local and global emissions legislations, as IMO3, US EPA Tier 4 interim, and for future fuel diversity opportunities. The essential engine family orientation resulted in a carefully sized 3,1 Liter / cylinder, a versatile and modular product. Diverse, application-balanced, reliability-durability-driven power density specifications, going up to 138 kW / cylinder in the Marine yacht application, the wide rated output engine speed coverage of 1500 – 2250 rpm, the modern engine technologies and design features, as required by the diverse emission compliance scenarios, and the state of the art supplier base, are important characteristics of the new PULSAR engine family. The present paper describes the overall design and development process, as it is conceptualized, driven and executed by the combined project teams of AVL List GmbH and JSC ZVEZDA. Starting from application-specific targets, as overall installation dimensions, weight and efficiency targets, etc., the paper shows the main engine architecture and the essential features of the engine family. Details are shown, describing main engine components and systems, such as the compact crank case, with its two materials specification for different maximum cylinder pressures, the aluminum flywheel housing and the single aluminum water jacket for low engine weight, or the parallel valve pattern, crossflow, top-down cooling cylinder head concept. The employment of specific technologies such as turbocharging, fuel injection and emissions abatement technologies are discussed in the context of the engine family targets. The paper emphasizes the comprehensive front loading development process approach, the extensive CAE activity, which contributed essentially to components commonality and to the balanced engineering solution across applications and emission legislations. Finally, the paper touches upon the procedural and logistical aspects of first prototype engine series procurement and ends with the current development status and the outlook of the consequent activities.

该论文已在赫尔辛基举行的第28届CIMAC世界大会上发表，论文的版权归CIMAC所有。 For high-speed engines of the 5 to 6 liter per cylinder displacement class, the holistic gas engine development approach starts with the diversity of diesel engine applications such as Electric power generation, Marine, Locomotive, Oil & Gas and Industrial. Each of these applications has its specific challenges with respect to power density, packaging constraints, altitude capability and wide range of emission compliance solutions covering from less regulated countries (EPA Tier2 and below) to high regulated countries (EPA Tier 4, EU V and beyond). For a gas or dual fuel engine, this subsequently means that the major design boundaries are often already fixed being derived from such diverse requirements for the diesel engine. Mobile gas applications are an upcoming requirement in addition to conventional power generation application. In this content fleet management and real duty cycle aspects play a role when deciding if an arranged combination of dedicated (pure) gas and diesel engines or if substitution or dual fuel engines are a successful solution. Here the inconsistent availability of the gas infrastructure might require a 100% diesel capability or a “limp home diesel operation capability”. In view of the potential in cutting fuel costs, specific applications e.g. gas driven fracturing and drilling are of interest including the challenge to operate the engine with specific gases such as field and flare gas (large bandwidth of varying calorific values and methane numbers) still ensuring future emission compliance. Considering these aspects, this paper describes the challenges for the development of gas and dual fuel engines with the intention to show where the emphasis with respect to a combination of scientific work, analysis and simulation and classical engineering tasks shall lay on in order to guarantee a successful development. One of the most important building blocks are the experimental investigations on a single cylinder engine including the baseline development regarding methods und algorithms to detect knocking & misfiring and the validation of the combustion system. Fed by exhaust gas from the single cylinder engine, catalyst samples are characterized in parallel using a mobile catalyst analyzer in order to define overall strategies for NOx, CO and Methane slip reduction. In addition, some mechanical development tasks such as assessment of core component temperatures (nozzle tip temperatures of dual fuel injector), valve train development and piston bore interface development are covered. This early experimental results are used as validation base for the CFD simulations of the in-cylinder flow and combustion and for the base thermodynamic engine layout. Subsequently the experimental results are used for transient simulations (Cruise M) optimizing the control functions for the engine ECU at a very early stage, tested in a XiL environment.

该论文已在赫尔辛基举行的第28届CIMAC世界大会上发表，论文的版权归CIMAC所有。 As long as marine residual fuel continues to be the primary fuel that is used for main propulsion, ship operators will continue to face the risk of experiencing premature engine and fuel injection equipment wear as a result of cat fines contamination. As cat fines-laden 1.0% low sulfur fuel oil, which was used mainly by ECA bound ships, has been reintegrated into high sulfur bunker market from January 2015, the risk to all ship operators has likely increased. Furthermore, the compulsory reintroduction of low sulfur fuel oil for use in the EU waters (and also possibly in international waters on January 2020) will amplify the problem caused by the inclusion of cat fines in fuel as suppliers blend additional heavy cycle oil, which is the source of cat fines, to achieve a 0.5% fuel sulfur maximum. Conventional 5 micron fuel filters, such as barrier-type filters, can block asphaltenes in fuel. As a result, operators normally select filter pore sizes that are equal or greater than 10 microns. On the other hand, five micron depth-type filters have the ability to capture and remove cat fine particles from fuel without blocking fuel. Bench testing of 5 micron depth-type filtration technology resulted in an average removal efficiency of 92.9% across all particle diameter sizes that range from 3 to 5 microns, 5 to 10 microns, 10 to 15 microns, 15 to 25 microns, and 25 to 50 microns. The new DREWCAT Fine Filter from Drew Marine has the ability to fully mitigate the risk from cat fines contamination and protect ship engines from premature engine machinery wear.