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 Marine Engine technology is on its way to move from pure mechanical to more and more electronic controlled engines. Common Rail and Dual Fuel is available today and Spark ignited GAS Engines are upcoming fast. With this change in technology, a lot of improvements to engine performance and emissions are achieved. On the other hand it can bring some challenges to the operator / crew in understanding the system and consequently new ways in performing troubleshooting and fault finding in case of Alarms and Diagnostics are needed.This situation becomes even worse with the slightly decreasing skills & capabilities of the onboard crew. The full paper is to deal with both, on the basis of technical and practical examples of Caterpillar engines equipped with electronic control systems and advanced technologies. Two examples are given that were realized on the M46 Dual Fuel engine: Lambda Control using electrical Servomotors for the exhaust valve actuation - Fast and accurate actuation with Servomotors enable very quick fuel changeover (GAS – Diesel – GAS) with better diagnostic clarification. In comparison to Hydrax systems, hydraulic fluid, pumps and pipes can be eliminated. Cylinder Pressure Based Control System - Provide several more degrees of freedom to enable items like Low Load GAS operation and Engine start in GAS Mode With these new control feature consequently more failure modes are added up to the overall engine system which have to be announced, addressed and understood by the operator. On the other hand, the availability of this data, e.g. real time cylinder pressure signals, are offering the possible to analyze the data over the time and compare it with historical or test-bed data. Component failures can be predicted and eventually avoided to minimize engine downtime. Caterpillar has recently introduced Asset Intelligence to help owners use automated advanced analytics and expert engineering review services to turn onboard data into actionable information that can be used to optimize when maintenance is performed, avoid equipment failures, improve vessel or equipment performance, increase fuel efficiency, or increase the overall productivity of the vessel or asset.

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。 Turbocharging systems play a key role in optimizing an engine concept in order to meet ever greater technical and commercial requirements faced when developing a state-of-the-art diesel engine platform. Reliability, performance and flexibility are the basic criteria integrated in the trade-off, along with emission legislation and dedicated application specifics. Over the past years JSC Kolomna Plant, one of the main industrial diesel engine manufacturers in Russia, has been developing a brand new platform, ‘D500’, to tackle domestic market demand. It is a medium speed, distillate fuel engine with a nominal brake mean effective pressure of 25.8 bar at 1000 rpm. It has been designed essentially for traction application, however also with some possible use in power generation and main marine propulsion. Currently in the final qualification phase, it will enter commercial application in 2016 and has some design protection for future emission regulations. In parallel, ABB Turbo Systems has been working on a turbocharger platform, TPR series, which is specifically tuned to these engine types on rail applications. It has a proven reliability record, high thermodynamic and mechanical performance, and a VTG module; a flexible feature for enhanced capability of the turbocharging system. After a brief description of both products, this paper will focus on how technical requests/ product features/ market demand are balanced to reach a competitive trade-off and fulfill the various application specifics. Different aspects will be reviewed - from product concept to field experience - results from simulation works, engine test bed, validation program, and field qualification will be reported. The discussion will detail from engine/ turbocharging module interconnection the optimization possibilities for commercial operation and will depict future product potential.

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。 At times when engines are only operating at partial load due to slow steaming, condensation occurs in the engine, causing corrosion which will deteriorate further if insufficient lubricant is supplied, but will not improve by adding too much engine oil. To ensure that the main engine of a ship works reliably and efficiently over several years and for well over one hundred thousand hours of operation, even under extremely unfavourable operating conditions, it requires excellent maintenance and effective control mechanisms. If the injection of the heavy fuel oil can also be optimised as part of the engine management, along with optimised feed rates for cylinder oil, the immense operating costs can be significantly reduced. After all, a large, slow-speed 2-stroke diesel engine requires up to 25 tonnes of HFO fuel per cylinder per day. Moreover, large ship engines consume up to 2,000 litres of cylinder oil per day with their 12 or even 14 cylinders. The 2-stroke marine diesel in particular, with an output of over 100,000 HP, is a hard worker with plenty of stamina. These are mostly operated with HFO (heavy fuel oil). Its quality not only varies constantly but it is also contaminated, above all, with sulphur. Then there are also impurities, such as water, salt, nickel, vanadium and cat- fines. These finegrained aluminium and silicone compounds have an abrasive effect like that of sand. They originate from the treatment of the HFO with a catalyst which is called cat-fines. HFO fuel and its fluctuating feed rates that depend on its quality pose a constant challenge for engines and their lubrication. The volume of lubricant, which is provided for each cylinder with an individually set dosing pump, needs to be continuously adjusted for the fuel and the operating conditions of the engine. The more sulphur the fuel contains, the higher the concentration of additives needs to be to neutralise the sulphuric acid and the combustion residues. In order to determine how heavily contaminated the lubricating oil is and whether more or less should be fed in, the cylinder oil running down from the liner is analysed with rapid test equipment, often on board the ship itself. Another option is the much more precise analysis of the drain oil, often called SDA analysis, in the laboratory. The detailed analysis shows opportunities for significant cost savings due to cylinder oil feed rate optimization. Further, they can ensure that no excessive corrosion or wear is occurring in the engine. But some key aspects for the analysis have to be considered: •Professional sampling equipment •Global availability and sample shipment •Combination of the right test procedures •Professional reporting •Speed and cost effectiveness

该论文已在赫尔辛基举行的第28届CIMAC大会上发表，论文的版权归CIMAC所有。Regulatory actions, particularly in Europe, are triggering the reclassification of Tetrapropenylphenol (TPP) from reproductive toxicity category 2 to the more severe category of reproductive toxicity category 1B. The mandatory timescale by which all manufacturers, importers and suppliers must classify TPP in this manner is likely to be the end of 2017. How will this change impact the marine lubricant industry? TPP is used as a starting material for the production of the high temperature performance phenate detergents used across the lubricant additive industry. Phenate detergents were added to cylinder lubricants in response to engine manufacturers making design changes which raised engine operational temperatures. Lubricants containing 0.3% TPP or more will have to be classified, and as such labelled, as reproductive toxins. To maintain this high temperature performance, and at the same time reduce the level of TPP, changes will be required to how cylinder lubricants are formulated. The challenge will be in finding the right chemistry to replace the high temperature performance found in the historical additive systems.

该论文已在赫尔辛基举行的第28届CIMAC大会上发表，论文的版权归CIMAC所有。In 2012, Mitsubishi Heavy Industries, Ltd. (MHI) has released KU30GSI-Plus model achieved 48.8% power generation efficiency to the market, while MHI aimed to boost the potentiality of the existing model of KU30GSI model whose total heat and power generation efficiency is well-suited for the combined heat and power application. Generally, relation between heat and power generation efficiency in an engine is known as a trade-off with larger loss of heat recovery efficiency relative to the power generation efficiency gain. Line up of those two models definitely meets the demand of applications for not only focusing on the power generation efficiency but also on the total heat and power efficiency.

该论文已在赫尔辛基举行的第28届CIMAC大会上发表，论文的版权归CIMAC所有。The application of medium speed diesel engine on offshore ship increases nowadays. Especially such as drillship, engine largely operates at low loads (10-50%) and has rapid and frequent load variation characteristics. Therefore, performance enhancement is needed for engine start and low load operation condition. In addition, strringent emission regulations in ECA (Emission Cotrol Area) urge the engine makers to use MGO (Marine Gas Oil) which has low sulphur contents compared to MDO (Marine Diesel Oil) or HFO (Heavy Fuel Oil). In preparation to apply the SCR (Selective Catalyst Reduction) system for IMO Tier III NOx regulation, engine-out temperature is needed to increase up to range of catalyst activation.

该论文已在赫尔辛基举行的第28届CIMAC大会上发表，论文的版权归CIMAC所有。Compact silencer system (CSS) was developed to gain a flexible noise attenuation performance for very demanding marine applications, like cruise ships, with extremely low exhaust noise emission requirements. The CSS is an exhaust silencer system consisting of multiple silencer elements in a cascade, making it possible to fit the silencer system into installations with limited space for the exhaust duct. The constantly increasing number of after treatment components, as a result of more stringent emission restrictions, leads to a higher exhaust system back pressure. Often the maximum backpressure is a limiting factor in the exhaust silencer design. The CSS is designed to meet lower backpressure limits compared to traditional exhaust silencers, and therefore it can be considered a more suitable option for complex exhaust systems. Product lifetime can also be a limiting factor in exhaust silencer systems. The product lifetime of CSS is extended compared to a conventional silencer by selecting special absorption materials with low flow erosion.

该论文已在赫尔辛基举行的第28届CIMAC大会上发表，论文的版权归CIMAC所有。Since the first announcement of HiMSEN H21/32 in 2001, Hyundai Heavy Industries has been continuously developing not only diesel engines such as H25/33, H17/28, H32/40, H32/40V and H46 but also gas and dual fuel engines such as H35/40G, H35/40GV, H35DF and H27DF as part of HiMSEN family. All HiMSEN family has been developed with original concept of a PRACTICAL engine by Hi-Touch and Hi-Tech and it leaded to successful setting in the medium speed engine market for the past decade. Depending on customer needs and market change, HiMSEN engine is pursuing a new design philosophy CLEAN on the existing concept. The each letter of CLEAN has the following meanings; C: Customer, L: Liability, E: Environment, A: Acceptable technology and N: No defect. HiMSEN H21C has been developed based on the new design philosophy and concept.

该论文已在赫尔辛基举行的第28届CIMAC大会上发表，论文的版权归CIMAC所有。OMT’s new generation of common rail injector concept was presented during CIMAC Congress 2013. Since then, this concept was developed into different implementations suitable for two-stroke engines and for four-stroke medium speed engines of various bore sizes. The paper describes how the two-stroke version was designed for operating up to 1250 bar system pressure and to be capable of realising long injection cycles up to 40 ms typical of low speed engines without significant system pressure drop, while at the same time retaining the possibility to precisely operate in multishot mode with up to five injections per cycle. This was achieved with a system layout design that included an accumulator integrated in the injector body as well as external accumulators to act both as fuel reservoirs and as connection points from cylinder to cylinder, arranged in such a way that the two injectors mounted on each cylinder would draw fuel from different accumulators, so as to minimise their size. This injector design is currently undergoing a field test on a shuttle tanker engine. At the time of writing this abstract, the injectors had cumulated several hundreds of operating hours without any problem.

该论文已在赫尔辛基举行的第28届CIMAC大会上发表，论文的版权归CIMAC所有。The next generation of MAN Diesel and Turbo’s large bore diesel engines has been developed to succeed the existing 48/60 engine family. The main development objective is to set a benchmark in achieving best in class fuel consumption and power density for marine and stationary application. This new medium speed four stroke engine is highly flexible regarding adaptions to the customer’s needs with a very advantageous power output. This paper will give an overview on the technical key facts about the developed new engine, especially bore and stroke, engine speed, power output per cylinder, available cylinder numbers, main applications and turbocharger configurations. In addition, the key design features enabling these outstanding performance figures will be described more closely