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。With progression of so-called shale gas revolution, gas engines are expected as a strong substitute for diesel engines in marine fields, where strict emission regulations have been recently introduced. Thanks to the sulphur-free (in LNG form) and low-carbon features of natural gas, gas engines emit much less CO2 (c.a.-25%) and particulate matter than marine diesels burning heavy fuel oil. The premixed lean-burn engines, however, suffer two massive flaws. One is abnormal combustion called “knocking”, which limits the maximum engine torque, and the other is a methane slip, which substantially means the unburned methane emitted into exhaust ports. Since methane is 25 times as harmful as CO2 in the greenhouse effect, the methane slip could halve the above-mentioned CO2 reduction.

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。Gas engines are becoming increasingly attractive in marine and stationary applications. This is mainly due to the low fuel cost, but also because of extremely low engine-out emissions compared to state of the art diesel engines. Oxides of Nitrogen (NOx), and particulate matter (PM) are inherently low due to the lean-burn pre-mixed combustion process. Oxides of Sulfur (SOx) are absent in the fuel; Carbon Dioxide (CO2) is significantly reduced compared to standard diesel engines due to the favorable hydrogen / carbon ratio of the fuel. MAN Diesel & Turbo SE (MDT) offers a broad product portfolio of highly efficient 4-stroke medium speed diesel, gas and dual fuel engines, covering a power range from 0.5 – 21.6 MW. Highest efficiencies and lowest emissions are achieved through a lean-burn, high compression ratio combustion setup.

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。GE Power’s Distributed Power division has an established portfolio of high performance, high efficiency, high reliability gas engines that serve customers’ worldwide in the power generation and gas compression segment. Much of the success enjoyed by this organization can be attributed to the diverse nature of the applications served by a number of different products at its disposal. Continued success of the organization requires the exploration of new segments and the adaption of existing platforms to meet the requirements of these new segments. The concept of a product platform is aimed at increasing utilization of a base product across a variety of different applications. To this end, GE’s Distributed Power in combination with GE Transportation have worked together over the last five years to develop new products based on GE’s Jenbacher Type 6 engine, from the world renowned J624 two-stage turbocharged gas genset to the class leading P616 diesel locomotive. The continued segment expansion of GE’s Distributed Power product line is bringing these two product applications together within the development of a new diesel genset.

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 policy of energy transition in Germany promotes the shift from the usage of fossil fuel to renewable energy and increases its domestic share year by year Usage of renewable energy offers some inherent advantages, however, the output from renewable energy can fluctuate strongly due to climate and external conditions and the electricity is overproduced at times of low demand. As one solution to handle the overproduced electricity, power to gas has attracted a lot of attention in recent years. The overproduced electricity can converted into H2 and is injected into the existing natural gas grid.

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。Diesel engines are the most popular means of propulsion for ships due to their high fuel efficiency, robust operation, and long lifetime. Strict emission limits for NOx are being enforced for marine diesel engines as a function of their rated speed, in the framework of global efforts to reduce air pollution. Sulfur oxides emissions are also controlled by means of maximum sulfur limits in the fuel, in particular in sensitive areas for acidification around the world. Interestingly, PM emission limits from marine diesel engines are not in place yet, despite the recognized contribution of vessels to ambient PM concentrations. This is for various reasons, including the lack of established protocols to reliably determine PM emissions when high sulfur and residual fuels are being used.

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。Mitsui Engineering & Shipbuilding Co., Ltd. (MES) recently developed a boil-off gas (BOG) compressor for highpressure fuel gas supply system (FGSS) of MDT ME-GI engines on LNG carriers. The compressor for offshore market was developed with high reliability and safety design based on more than 1,100 compressor experiences onshore in oil and gas applications all over the world. The typical rated flow rate of the compressor is 3,500kg/h. It can handle the BOG at -160 degrees Celsius for suction and up to 300 bar for injection into the engine. The structural feature of the compressor is a horizontal balanced opposed type with cylinders placed on opposite sides. This enables smooth and vibration-minimized operation and provides easy inspection and maintenance. Each compressor stage is followed by an intercooler to control the inlet temperature of the following stage and has both inlet and outlet pulsation suppression devices. A bypass valve provided over each stage enables to precisely and easily regulate the flow according to ME-GI engine set pressure.

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。Engines using natural gas as their main fuel are attracting attention for their environmental protection and energysaving potential. The development of techniques for the extraction of non-conventional gases such as shale gas has led to the production of low-cost natural gas, the use of which is being revisited from an economic standpoint. Natural gas also shows promise as a solution to stricter exhaust gas regulations, in view of the fact that it produces no sulfur oxide emissions and very low NOx emissions, and wider use of natural gas engines is expected, not only in stationary, but also in road transport and shipping applications. As an energy-saving measure, there is a need to improve the thermal efficiency of natural gas engines, and research and development of spark ignition engines and auto-ignition engines is being pursued.

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。A methodology for optimising the gas exchange and mechanical loading on crankshafts and bearings in large bore engines has been developed by utilising optimisation of the cylinder firing order. A rapid optimisation tool allowing an assessment of thousands of firing orders for various configurations of multiple cylinder engines is utilised to identify a reduced list of options that can then be investigated in higher fidelity through detailed analytical tools. This provides the potential during clean-sheet engine design to minimise component geometries, reducing frictional losses. 1D thermodynamic simulation shows gains in fuel consumption that can also be realised from balancing the cylinder-tocylinder combustion performance to reduce the coefficient of variation on maximum cylinder pressure and exhaust temperature. For further gains in both clean-sheet and existing engine designs, consideration of the engine breathing was also included in the optimiser along with the mechanical considerations.

该论文已在芬兰赫尔辛基举行的第28届CIMAC大会上发表。论文的版权归CIMAC所有。As a result of changes in the U.S. diesel fuel regulations, mandates, and specifications, American railroads are using fuel with up to 5 percent biodiesel (B5), and are faced with the likelihood of receiving biodiesel blends (up to 20percent) for use in diesel locomotive engines. Although biodiesel blends have been in the automotive fuel market forseveral years, there is less experience with regular operation of locomotive engines on these fuels, and a number ofconcerns have been expressed by the locomotive manufacturers and the railroad companies, especially whenbiodiesel concentrations higher than B5 are used. This paper summarizes work funded by the U.S. Department of Transportation Federal Railroad Administration (FRA)supporting the railroad industry in assessing biodiesel fuel issues in locomotives. Details are given for the regulatorydrivers in the U.S. for biodiesel; an experimental program to assess the impact of B5 and B20 on exhaust emissions;Fourier Transform Infrared (FTIR) characterization of biodiesel markers in elastomer and fuel filter components in locomotive engines, and locomotive engine fuel injector deposit characterization using FTIR.

该论文已在芬兰赫尔辛基举行的第28届CIMAC大会上发表。论文的版权归CIMAC所有。The lubricating oil has several functions in an engine. The oil decreases friction, cools down the engine, acts as an insulation material and bonds contaminants. During the recent years, the use of various renewable fuels in different engines has steadily increased, in particular in the form of different blends of fossil and renewable fuels. It has been assumed that those new fuels may affect lubricating oils in a different way compared with conventional fossil fuels. Indeed, biodiesels have often observed to deteriorate lubricant oil quality and to shorten the oil changing time span. As an example, kinematic viscosity of the lubricating oil has reported to decrease linearly with the percentage of fuel in the oil. Important properties of lubricating oil that may be affected by new fuels and their blends are oil dilution by fuel, fatty acid methyl ester percentage, total acid number, and the change of wear metals by time. At the moment, the Standard EN 590 allows a 7% increase of biodiesel in fossil fuel in automotive use. Nevertheless, even higher percentages are in use for instance in agricultural machines. In automotive use, the allowed biodiesel content also seems to increase. In this study, B20 fuel was used in an endurance engine test and the lubricating oil sample was analyzed fresh and after 200, 350 and 500 hours of engine operation. The main objective was to find out how a long-term use of highquality B20 fuel affects the engine lubricating oil. The lubricant used during the engine operating was commercially available Valtra Engine CR-4, 10W-40 (ACEA E9,API CJ-4). The commercially available biodiesel fuel fulfilled the requirements of Standard EN 14214 except for iodine value which was slightly above the limit of 130 mg I/100 g. The raw material of biodiesel was soy bean oil and the oxidation stability of each batch of the B20 fuel was monitored continuously during the 500 hours test run. The experimental engine was a high-speed, turbocharged, intercooled Agco Power non-road engine. During the 500 hours' study, small changes in wear metals, total acid number and viscosity were detected but as a whole, B20 had only a minor effect on the lubricating oil. The results thus showed that high-quality lubricating oil can be used for more than 500 hours of engine operation without any notable problems when commercial B20 fuel is used as the engine fuel. In this paper, the analyzing results of the lubricating oil will be presented, the main target being to find out how a longterm use of B20 fuel affected the engine lubricating oil. The analyses results are compared to those received in similar long-term tests with fossil fuel or blends containing higher percentages of biodiesel than 20% used in this study.