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 presents turbocharger related databased offerings and how these fit to the variety of customer requirements. Further, it shows a performance monitoring system for turbochargers, showcasing the capabilities of such a monitoring system and the way of embedding the solution into a remote system infrastructure. Focusing on customers’ needs, we identified that only a robust and the utmost simple solution will be of value. The purpose of performance measurement is to find the ideal point of time to clean the turbochargers operated with heavy fuel oil. Performance deterioration occurs as a result of blade tip wear and two fouling mechanisms – deposits removable by washing and deposits only removable by mechanical cleaning. Hence, cleaning can either be performed as turbocharger washing during operation or as mechanical cleaning when the turbocharger is stopped for a service. Both approaches affect the operation of the engine in terms of power output. For the washing approach, the engine load has to be reduced to about 30 percent, while it is necessary to stop the engine for at least 10 hours to perform a mechanical cleaning. The performance monitoring module analyses operational parameters as well as the commercial aspects to identify the best point of time for washing. Since the installed sensor and data infrastructure are continuously improving on marine and electric power generation applications, monitoring is becoming more and more of a standard. The infrastructure enables the usage of the operational data in the engine control room and additionally, the processing of data by remote connection in a central office to support the optimization of operations. In a pilot application, we embedded the turbocharger monitoring system in an existing remote infrastructure. By this, the existing user interface for the operator could be extended rather than changed. Furthermore, it enabled the implementation of a lean and cost-efficient solution with minimum effort.

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 gas engine market is currently seeing an increase in the demand for greater specific power outputs from engines. To meet this demand engine manufactures are introducing design changes into modern gas engines aimed at increasing overall engine efficiency. These design changes frequently involve the introduction of tighter tolerances and reduced clearances for engine components e.g. reduction of the height of the piston top land to reduce piston weight and minimise methane slip. These design changes have in turn led to an increase in the temperatures observed by the lubricant and greater pressures generated during engine operation to provide the required efficiency gains. With these increased demands many current additive technologies may struggle to provide the same level of performance over the oil drain duration as is achieved in today’s hardware, potentially resulting in a necessity to reduce the oil drain interval. The impact of shorter oil drain intervals is that any efficiency gains achieved by the design changes will be impacted by the need to shut down the engine sooner than envisaged to perform an oil drain or undertake preventive maintenance. Therefore, to meet the demands of these new high efficiency engines, the formulation of the lubricant additive system needs to be optimised, or even enhanced to provide better protection in the increasingly challenging chemical environment. Higher performance lubricants will allow modern gas engines to be operated at higher temperature and pressures for longer periods ensuring the performance of the engine (with respect to running time, running temperatures and pressures) to be maximised. This will therefore allow higher efficiency and higher power outputs to be achieved without an increased risk in engine damage. In this respect additive component choice becomes critical in providing the necessary protection required. This paper will describe the effects that additive component selection can have on prolonging lubricant life in a modern high efficiency gas engine for example the impact that detergent choice can have upon the cleanliness (to counteract deposit formation) and acid control (due to increased organic acid species) within the engine; the role dispersant plays in supporting the detergent in preventing deposit formation within the ring pack together with the crucial impact of antioxidants and anti-wear protection. A correctly tailored chemical additive package can help reduce the risk of ring sticking, bore polish, filter-plugging and bearing damage in a modern gas engine. To support the additive package the choice of base oil is also found to be crucial in defining robust lubricating oils for the future engine demands.

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。 HEINZMANN is providing a family of completely new designed heavy duty actuators for 3 Nm, 15 Nm and 30 Nm peak torque. These robust, gearless and direct-drive actuators are available as stand-alone actuators or combined with integrated throttle bodies. Both types can be supplied with or without integrated electronics. Motivations for this development are as follows: From 2015 on all industrial combustion engines have to comply with emission stage TIER 4 final. NOx + HC + PM emissions have to be limited to 3.5 + 0.19 + 0.04 g/kWh respectively. To reduce the effort of exhaust gas after treatment, the raw emission of the engine has to be minimized. Factors of success are high pressure fuel injection and sophisticated air path management of one or two stage turbo charging systems. In parallel the space available for these components gets smaller and smaller. As a consequence, all these components are exposed to a significantly increased temperature level. Typical applications of these actuators are: 1. Exhaust gas recycling valves 2. Compressor bypass valves 3. Turbine bypass valves 4. Intake throttle valves 5. Exhaust throttle valves 6. Variable turbine geometry 7. Gas-mixture valves Usually these actuator systems are regarded as an integral part of the heavy duty engine. This consequently leads to very sophisticated specifications: -Vibration range: 20g RMS / 20-2.000 Hz -Operation temperature range:-40°C / +150°C -Slewing time (10% - 90%) ca. 50 ms -Ingress protection grade: IP6k9k -Endurance: > 40.000 h Most demanding challenges for the development of these products are to find solutions in a manifold area of conflict, for example performance versus cost, endurance versus temperature range, commonality of solutions versus a broad range of variants and applications. A very special challenge is to develop an integrated electronic system that fulfils the advanced requirements regarding low cost, high temperature range, long lifespan in an extreme 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。 ABB Turbocharging presented the possibilities to improve the performance of gas engines by applying the electrohydraulic variable valve timing system VCM® during the 2013 CIMAC congress in Shanghai. The considerable degree of VCM®'s flexibility allows in connection with Power2®, ABBs 2-stage turbocharging system, to satisfy even the most stringent requirements regarding air to fuel ratio and thermal load of highly demanding engine applications. After extensive testing of the full system on high speed pre-mix gas engines, confirming the possibility of the VCM® to improve the engine performance, it is now up to investigate the benefits for a diesel engine and to enhance its application range. Based on a generic model of a diesel engine extensive engine cycle simulations have been performed with the target to show how wide its operation field could be extended in comparison with conventional engine configurations. Furthermore the proposed concept with VCM® and Power2® shows the substantial improvements regarding fuel consumption and thermal load including the necessary pressure reserve for acceleration. This paper does not only show the thermodynamic performance, but gives also some indications regarding the possible control strategy to be applied for applications with variable engine speed.

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 recent years fuel costs have become the predominant part of operating costs of low-speed engines. Therefore the thermodynamic cycle of uniflow scavenged 2-stroke engines needs to be optimized in the direction of highest efficiency. Additionally, within the boundaries implied by the powertrain layout there is some potential in changing cylinder geometries, power density and the corresponding turbocharging system for improved system efficiency. Application of variable exhaust valve timing, a state of the art technology, enables to set effective compression ratio according to the requirement to limit NOx and black smoke emissions. If in addition to this independent intake port opening and closing timing is introduced, the expansion stroke can be maximized without shortening the duration of gas exchange. Charge air pressure and supercharging efficiency need to be adapted to changing conditions in the gas exchange process to preserve sufficient scavenging. In this context the change from a 1-stage to a 2-stage turbocharging, ABBs Power2® package, offers a high potential due to the reserves in compression pressure ratio and system efficiency, which would also allow to increase mean effective pressure. In this paper the performance potential of variable intake port timing and especially its impacts on the layout and matching of the turbocharging system are presented. Furthermore the design parameters for the low- and highpressure stages of Power2® are discussed according to the results from parametric analysis.

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 recent years’ change in the operation of two stroke marine diesel engines driven by fuel optimization and legislation of exhaust gas emissions, has been the main reason for changes in the design of the two stroke marine diesel engine. The changes are seen in the development of the electronically controlled engine, which enables higher combustion pressure, as well as engines with much longer stroke lengths for more efficient propulsion. The design changes and operation at low loads (slowsteaming) has led to increased corrosion including cold corrosion as a high priority problem. Focus is also on optimization of cylinder oil consumption, as this is a very high cost when looking at the total cost of operating a vessel (OPEX), where the recent years’ solution to challenges with cold corrosion has been to increase the consumption. The design changes, and challenges with cold corrosion have initiated a joined test between MAN Diesel & turbo, Hans Jensen Lubricators A/S and Costamare on a Costamare owned vessel. The Lubtronic SIP system was tested in different configurations against the standard MDT lubrication. The purpose was to test the Lubtronic SIP equipment on a new, long stroke, electronically controlled engine. The test was started in January 2014 and has until now, accumulated more than 6000 running hours, on a 9S90ME-C TII Mk 9.2 engine with JBB. This engine has long stroke length and high risk of cold corrosion, because of tier II compliance and part load optimization by EGB, combined with long periods with low load operation (slowsteaming). The result of the tests on the cylinders equipped with SIP and Lubtronic are remarkable in terms of cylinder lube oil consumption, liner wear and cylinder condition. There was no sign of cold corrosion on the liner surface, despite the combination of high sulphur fuel and low load operation. The conclusion is that the consumption can be lowered, while remaining good wear rates on the new and more corrosive engine designs. Based on the findings, test managed by MDT on another new build vessel has been initiated. The test was specified by MDT. MDT carried out all the easurements. The paper will be authored by MAN Diesel and Turbo, Hans Jensen Lubricators A/S and Costamare. The paper will discuss and describe the test setup, go into detail about the test results and conclusion.

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 will highlight recent developments within Wärtsilä´s four-stroke engine portfolio. In recent years, Wärtsilä Engines R&D has increased focus on creating a better understanding of the main values that our marine and power generation customers require. A specific technology is worthless unless it can be connected to a customer value. A customer–centric design philosophy combined with a natural interest and passion about engine technology is fundamental in maintaining competitiveness in the market. High reliability of the product is seen as a basic qualifying criterion that justifies the product’s existence in the market. The design and operations also need to be cost efficient to enable an affordable initial cost of investment relative to the value the product offers to the market. In recent years, technology development to reduce emissions has been accelerated due to the 2016 introduction of IMO Tier III regulation for reduced nitrous oxide emissions in NECA areas and the 2015 introduction of low sulfur emissions in SECA areas. Furthermore, legislation already passed, such a EPA Tier 4 for smaller marine Category II engines, underlines the need to find solutions to reduce particulate matter emissions for diesel engines and total hydrocarbon (THC) emissions for gas engines. From a macro-economic perspective, the past decade will be remembered as a period of high volatility. Record high contracting in ship-building activity experienced during 2006 was followed by the sudden collapse of the financial markets in 2008 - resulting in an over-capacity in the world´s shipping fleets and engine building. The energy market, after a relatively long period of high energy prices, has experienced an abrupt drop in oil prices, driven largely by the exploitation of shale reserves in the USA and a complex geo-political climate. The changing energy landscape combined with new emission regulations has resulted in the emergence of new fuels such as LNG, LPG and LEG. The operational profiles of internal combustion engines has also changed, with a significant trend in certain segments towards increased operation at part loads, larger units being replaced by smaller multiple units for increased plant flexibility and increasing demand for fast load taking capability and starting. This macro-economic and market volatility impacts the development philosophy of internal combustion engines, with the key requirement being flexibility in terms of operations, fuels and product configurability. Regardless of commodity prices, fuel will continue to be a significant cost driver in the operations of all customers. There will also be a continuous need to reduce the environment footprint associated with CO2 emissions. Engine efficiency will therefore continue to play an integral role in Wärtsilä´s development activities. The paper will summarize the development methodologies and technologies identified as key enablers to meeting the previously described customer values and flexibility required in the market. The increasingly front-loaded development process will be highlighted with an increasing emphasis on virtual validation, single cylinder engines and validation rigs. Some of the key technologies including two-stage turbocharging, an innovative new twin needle common rail injection system, further improvements in variable valve timing and a new automation platform will be summarized. The paper will highlight examples of the above technologies applied to recent key product launches, such as the Wärtsilä 31, Wärtsilä 46DF, upgrades to Wärtsilä 20DF, Wärtsilä 34DF, Wärtsilä 34SG and the launch of the Auxpac 32. Emphasis is placed on connecting the technologies to specific customer values to improve the profitability of the end customer´s operation.

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 January 2013, Evergas, a world renowned owner and operator of seaborne petrochemical and liquid gas transport vessels, announced that it had secured 15-year shipping agreements with INEOS Europe for the transportation of Liquefied Ethane Gas (LEG) from US shale reserves to Europe. On June 1, 2015, the first in a series of eight 27 500 cbm Dragon class vessels ordered by Evergas was delivered from the Sinopacific Offshore & Engineering Shipyard in China. The vessels feature a comprehensive Wärtsilä solutions package, including two Wärtsilä 50DF dual-fuel engines, Wärtsilä propulsion equipment including gearbox, two Wärtsilä 20DF auxiliary generating sets, a Wartsila LNG fuel system, and a Wärtsilä cargo handling system. During the first half of 2015, Evergas, INEOS and Wärtsilä embarked on a joint development project to test, validate and certify the Wärtsilä 50 dual-fuel engine to use LEG as an alternative fuel to LNG for the Dragon series of vessels. The opportunity to use ethane as a fuel in the main engine would allow Evergas and INEOS to streamline their operations in three ways. Firstly, engines capable of burning ethane enable Evergas to burn the natural boil-off gas coming off the cargo tanks. Normally, if not burned in the engines, this gas would need to be re-liquefied, which requires a significant amount of energy, thus making it very practical and economically beneficial to use this boil-off gas in the engines to power the vessel. Secondly, in case of burning LNG, Evergas would have needed to bunker separately LEG and LNG, creating the inconvenience in their operations. The ability to burn ethane gas in the main engines now eliminates the need for Evergas to bunker separate fuels. Finally, using ethane in the engines allows Evergas to use the LNG deck tanks to carry cargo, thus increasing the payload, efficiency and profitability of the operation. In addition to the above benefits, the engine is successfully certified as IMO Tier 3 compliant in the gas mode, using either ethane, methane or any mixture of the two gases, without the need of secondary exhaust gas treatment systems, such as selective catalyst reduction and/or exhaust gas recirculation - all with a relatively simple and cost effective low pressure gas system. The engines are capable to burn MDO, LFO, LEG and/or LNG with uninterrupted operation. The paper will summarize the testing and operational experiences of the world´s first marine engine using LEG as a marine fuel. The paper highlights actions taken on the engine to optimize engine performance for LEG fuel, including power availability, loading, emissions and efficiency. The operator´s experience of the engines, based on sailing experience from Dragon series vessels running on ethane fuel, is summarized in this paper along with the customer and shipyard benefits of Wärtsilä´s integrated solution for a modern multi-gas carrier.

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 development of new combustion engine designs results in ever more demanding requirements on the supercharging system such as increasing pressure ratios and increasing specific volume flow rates. A major driver for these new developments are environmental aspects, such as increased fuel economy and reductions in exhaust gas emissions. At the same time, compactness of the supercharging system should further be maintained. As a result, the mechanical requirements on the turbochargers have increased considerably for new developments. In addition to these development trends on the engine and turbocharging side, vessel Occupational Health and Safety (OHS) regulations are constantly being tightened. Particularly relevant to turbocharger designers is resolution MSC.337 (91) of IMO. This regulation defines the “Code on Noise Level on Board Ships” to be mandatory under the SOLAS convention, thus leading to stricter requirements on the noise level on board ship for new vessels. A major part of the noise of modern 2- and 4-stroke engines is emitted from the supercharging system if no effective noise reduction measures are applied. To fulfil the requirements regarding noise emissions from engines in the future, a new approach to implement noise reduction measures on the engine side as well as on the turbocharging side is needed in many cases. On the supercharging side, the challenge is to develop solutions that constitute an optimum between noise reduction, compactness, weight, cost, and mechanical robustness. In the past, the development of new noise reduction measures has been a time consuming process that relied heavily on experimental methods. Given the tremendous increase in computational power over the past few decades, however, it is now becoming increasingly attractive for industry to optimize designs acoustically by means of modern CFD and FEM methods. This paper discusses current development trends in noise mitigation strategies for turbocharger systems and their pertinence to regulatory frameworks. Particular emphasis is placed on the application of state-of-the-art commercial CFD methods to the prediction of noise emitted by maritime radial compressors in the nominal operating range. Here, the compressor constitutes the main source of noise, which is emitted through both the inflow and the outflow. The former is linked to rotor locked shock fronts, which are a result of the transonic flow on the blade suction surfaces. Their strength, and hence the noise levels, are determined by the machine operating point. In the outlet, noise is generated by two mechanisms, unsteady pressure field of the rotor exit flow and rotor-stator interactions. Surface integral methods are not applicable and the noise needs to be propagated numerically. This places high demands on the numerical method. Therefore, a brief overview of issues such as numerical damping, dissipation, and required temporal and spatial resolution is provided. Computed sound pressure fields in compressor inflows and outflows are presented and compared to experimental data where available. The continuous assessment of noise by ABB Turbo Systems Ltd. over decades secured for all product platforms noise levels going below the respective limits. Based on this fundament and by applying and further developing the most recent methods also in the future a significant contribution to noise reduction on board ships will be made. This enables not at last the offering of solutions to the industry like the noise reduction package for the A100-L/A200-L turbocharger series comprising special features including an air outlet silencer as an answer to the challenge of advanced noise limits.

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 combustion engines the specific fuel consumption is significantly affected by friction losses, from which a major part comes from the friction of the piston group. The tribology of the piston group, however, is strongly dependant on the piston stroke and the corresponding working cycle. At the Institute of Technical Combustion (ITV) at University of Hannover the friction of the piston group is therefore investigated under fired engine conditions on a heavy-duty diesel single cylinder research engine. Previous work with locally microstrucuted cylinder liner surfaces (manufactured by the Institut für Fertigungstechnik und Werkzeugmaschinen, [ULM13a], [ULM13b] and [DEN15]) showed a substantial reduction of the total engine friction (in some situations up to 19%) and a predominantly decrease of oil related exhaust emissions. While these experiments were carried out using the integral determination of the total engine frictional losses, the ITV has built a new Floating-Liner measurement system [ULM15], allowing now a detailed, crank-angle resolved analysis of the piston group friction force for heavy-duty diesel engine conditions. Actually, the impact of locally positioned microstructures can be investigated, allowing the variation of the specific layouts regarding e.g. the density of the microstructures on the liner surface. The paper describes the Floating-Liner measurement system with its components in detail and shows first crank-angle resolved measurements of the friction under fired engine conditions.