论文已在中国上海举行的2013年CIMAC大会上发表，论文的版权归CIMAC所有。Due to recent increases in fuel prices, many ship owners are seeking reductions in operating costs, with particular emphasis on lowering fuel consumption. Furthermore, for the sake of environmental preservation, international societies have been moving to tighten regulations on marine emissions of greenhouse gases and NOx, with Tier ll NOx regulations for ships having been implemented in 2011 and Tier 111 regulations coming into force in 2016. Also, a CO2 emissions index (energy efficiency design index, or EEDI) will be applied to vessels built from 2013 onward, and CO2 emissions regulations based on this index will be become mandatory. Given that turbochargers used for diesel engines have a substantial influence on the combustion of fuel, they can play a major role in addressing the above-mentioned issues. Of particular note in this context is the fact that low load operation has come to be utilized in recent years in order to reduce fuel consumption by ships. The author of the present report, being associated with a turbocharger manufacturer, is of the opinion that the application of several new turbocharger technologies will be contributed to improved performance by ships under low load operating conditions, in the form of turbochargers specifically intended for these requirements. This paper introduces technological efforts aimed at improved turbocharger performance un-der low load conditions, incorporated into the newest MET-MB series of high efficiency turbochargers by Mitsubishi Heavy Industries (MHI). Also presented, MHI has developed a new type of variable nozzle structure. The proprietary MHI approach, known as the Variable Turbine Inlet(VTI), has been introduced not only for newly manufactured turbochargers, but also as a retrofit option for turbochargers in current service. MET-VTI turbocharger is aimed at reduced fuel consumption at low load for marine diesel engines. In order to actively increase the amount of air in the low load operation, this MET-VTI was increased turbine output by means of reducing the geometry turbine area, thus enabling higher turbocharger rpm. In addition, in the wake of the world's first practical application in 2011 of a turbocharger equipped with a high speed generator (hybrid turbocharger), discussion is presented on the current state of efforts related to new hybrid turbochargers equipped with motor on the rotor shaft, enabling motoring assist aimed at meeting low load operation requirements.

论文已在中国上海举行的2013年CIMAC大会上发表，论文的版权归CIMAC所有。For modern, high efficiency stationary, lean burn natural gas engines there are differ-ent drivers for an improvement of the ignition system: Higher brake mean effective pressure (bmep)=>higher turbulences to maintain short combustion durations=>higher performance requirements of ignition systems. Improvement the combustion stability (COVbmep coefficient of variation of the bmep) or extension of the lean limit. Extension of the spark plug lifetime. Robust and reliable starting of the engine. On three different DR GUASCOR natural gas engines 3 different ignition systems with open chamber spark plugs(OCSP)J-type and pre-chamber spark plugs(PCSP) have been tested: HGM240:8 line; displacement 24 dm3; bore 152 mm; stroke 165 mm; 1800rpm;520kW;17,4 bar bmep; Lambda about 1,7; Miller cycle; PCSP SFGLD560:16 V; displacement 56,3 dm3; bore 160 mm; stroke 175 mm;1500rpm;985kW;14 bar bmep; lambda about 1,6; Otto cycle; OCSP HGM560:16 V; displacement 56,3 dm3; bore160 mm; stroke 175 mm;1500 rpm;1240kW;17,6 bar bmep; lambda about 17,6; Miller cycle; PCSP Three different ignition systems have been used: lgnition system 1: single pulse capacitive discharge system, max.125 mJ, no control of the discharge characteristic lgnition system 2: pulsed, modulated, capacitive discharge system, max.500 mJ, control of the energy and spark duration possible in a rectangular shape possible lgnition system 3: pulsed, modulated, capacitive discharge system, max.700 mJ, complete control of the discharge characteristic possible (energy, spark duration and shape of the energy release) During the last years different PCSP-designs have been developed together with suppliers and tested on DR GUASCOR engines. For this publication a non-optimized version and an optimized PCSP are presented with different electrode gaps.1) HGM240: With the not optimized PCSP one result was that with higher ignition energy the lean limit could be extended clearly from 270 mg/Nm3 NO, with ignition system 1 to 180mg/Nm3 or even to 120 mg/Nm3 NOx with increasing ignition energy with ignition system 2. The lean limit could be reached with ignition system 3-from120mg/Nm3 NOx with ignition system 2 to 70 mg/Nm3 NOx with ignition system 3 with optimized discharge characteristics (with max.4,5% COV bmep). If the discharge characteristic of ignition system 3 was not optimized, about the same performance as with ignition system 2 with 270 mJ could be observed. With the optimized PCSP no difference between the ignition system 2 and 3(also with optimized discharge characteristic) was seen but both ignition systems had aclear advantage to ignition system 1. One explanation is the difference in flow velocity in the electrode gap for the 2 different PCSP geometries. With increasing flow velocity a controlled shape of the discharge characteristic is needed so that the spark doesn't collapse. With the optimized PCSP a very low improvement with the optimized discharge characteristic could be observed. With the optimized PCSP, no improvement of the COV bmep could be observed. The COV bmep could only be improved with the ignition system3 together with the not optimized PCSP-at 150 mg/Nm3 NOx from 3,5% down to 2,5%. PCSP with different gaps have been tested and starting was possible with increasing ignition energy together with decreasing electrode gap. No definitive influence of the spark duration, spark current or discharge shape could be found.2) SFGLD560: No difference in the lean limit or COV bmep could be observed. The main reason for this could be that with the J-type SP the flame quenching is much lower than in the used PCSP and so less ignition energy is needed. Another reason is the lower lambda with which the SFGLD560 is operated in comparison to the HGM240 and so the needed ignition energy is lower. An extensive comparison of different ignition systems on different DR GUASCOR engines has been conducted and the advantages/disadvantages of the different

论文已在中国上海举行的2013年CIMAC大会上发表，论文的版权归CIMAC所有。State of the art for exhaust valve spindles for large two stroke heavy fuel diesel engines is currently either a fully forged Nimonic 80A version or a cost effective version based on an austenitic valve steel weld coated by a specially hardened Inconel 718 seat hardfacing and Inconel 625 disc coating. These three alloys, originally developed more than 50 years ago for the gas turbine and process industry, show comparable corrosion resistance at usual heat load. The general trend in engine design is steadily pushing combustion chamber component temperatures towards higher levels and the hot corrosion resistance of these alloys is currently being tested to the limit. Furthermore operation on LNG will introduce new challenges. Indeed, it would appear that thereis much room for improvement as no focused alloy development has been performed aimed at the special conditions found on the thermally and mechanically stressed parts of the exhaust valve spindle. In the present work new coating alloys, meeting the requirements for the future valve spindle, have been developed by combining litterature study, service experience, experimental data and numerical thermodynamic calculations. This paper describes the considerations and results of this alloy development as well as the details of a required new production technique for manufacturing a compound product by the Hot Isostatic Pressing (HIP) technology which has been developed applying advanced Finite Element Method (FEM) modelling.

论文已在上海举行的2013年CIMAC大会上发表，论文的版权归CIMAC所有。The lubricating film between piston rings and liners is crucial for correct and continued engine operation. With a worldwide drive to reduce emissions and reduce lubricant consumption in engines, whilstkeeping wear to a minimum, understanding the lubricant film thickness has never been more important.Measurement of lubricant film thickness without disrupting the fluid film has been a significant challenge over the last number of decades.

论文已在上海2013年CIMAC大会上发表，论文版权归CIMAC所有。 KBB faces up to the challenges of IMO Tier lI with the ST27 range of radial turbine type turbochargers. Since their launch, the ST27 turbochargers have been well-accepted on the market. This paper includes a brief report on field experience. Marine and large genset engines will not be able to meet the consistently increasing performance requirements with due consideration of the worldwide emission regulations in future through internal engine measures alone (moderate Miller cycle timing, for example). Apart from exhaust gas recirculation (EGR) and exhaust gas after-treatment by selective catalytic reduction (SCR), two-stage turbocharging with intermediate cooling is regarded as a particularly promising way to reduce both consumption and emissions (in particular of NOx nitrogen oxides). The target in terms of the charging pressures is presently between 6 and10 bar. KBB is developing new low-pressure and high-pressure turbochargers to meet this emerging challenge. The paper describes the concept behind the new turbocharger series. Apart from the performance targets, it addresses in particular the high demands in terms of sealing, minimizing blow-by and dimensioning the high-pressure stage. In 2012, KBB built the first prototypes of the new generation of turbochargers which are presently undergoing tests. The paper also reports on the test results achieved on a hot-gas test stand and in initial engine tests. Further-more, the paper covers the increasing requirements in terms of designing (CAE) and matching (1D engine simulation with GT-power) the high-pressure and low-pressure stages. It takes into account the multitude of potential two-stage boost and control concepts for modern large engines operated with gas, diesel and heavy fuel oil and provides corresponding examples. Specially designed EGR turbochargers are required for high-pressure exhaust gas recirculation. The paper addresses the distinctive features of such turbomachines and presents an approach to the design of prototypes ready for series production.

论文已在上海2013年CIMAC大会上发表，论文版权归CIMAC所有。 The next stage of the IMO emission standards (Tier Ill) requires the reduction of nitrogen oxide emissions compared to current engine designs from 2016 by 75% in coastal and designated areas. But IMO Tier lI limits continue to apply on the open sea. Against this background, SCR and exhaust gas recirculation got into the focus of marine engine de-signers. While the switching between the different modes of operation with an SCR catalyst can be regulated by a bypass, the switching is more difficult with an EGR concept. Nevertheless, there is a desire to use the EGR technology in order to avoid a further operating fluid and the large volume of an SCR catalyst. The approach presented in this paper includes two-stage turbo charging with an EGR turbocharger as additional EGR pump. For switching between operating modes, all three charging units need to be coordinated. Simple switching without any additional control leads to extremely high peak cylinder pressures above the mechanical limit. Therefore additional switching control needs to be provided to ensure safe engine operation and an optimal operating range of the charging units. To ensure a good predictive quality for the analysis a DI-jet-model for the prediction of the net heat release rate which was further developed during the research work is used. Furthermore a refined approach for the estimation of nitrogen dioxides, which uses empirical relations for the influence of different operation parameters to estimate the nitrogen dioxide emissions based on one baseline operation point, is used In this study possible strategies including higher variability for the charging system, such as the use of a turbine bypass or variable turbine geometry, and variable valve timing are analyzed and compared critically. However, current engine designs already have cam phasing technologies to switch to low soot operation at low engine load by delaying the inlet valve closing. These can also be used for the switching be-tween IMO Tier ll and Tier lll operation modes. Therefore the necessity of a fully variable valve actuator and the potential of a simple cam phasing are discussed. Furthermore the benefit of using variable turbine geometry in IMO Tier lll operation compared to a simple turbine by pass will be shown.

论文已在中国上海举行的2013年CIMAC大会上发表。论文的版权归CIMAC所有。Driven by emission regulations and recent fuel price developments, the interest in gas as fuel for shipping is increasing. For medium speed 4-stroke applications, Wärtsilä has developed a range of gas and Dual Fuel engines that have penetrated the market and in some applications, like the LNG carrier segment, taken considerable market share. Now Wärtsilä has initiated the development of a Dual Fuel technology for 2-stroke engines. The technology is based on the pre-mixed lean burn combustion principle previously developed for the 4-stroke engines. The main merits of this technology are that low pressure gas can be utilized, and that no additional NO x reduction technologies are needed to fulfil the IMO Tier III requirements, which will keep both the initial investment cost, as well as operating costs, on a low level. With Dual Fuel capability the engine can be operated both on gas and on HFO. This paper describes the initial design, development, and test results of the technology, including selected engine performance characteristics.

论文已在中国上海举行的2013年CIMAC大会上发表。论文的版权归CIMAC所有。 This paper introduces an automatic system which is taken HMI and PLC as the core for intellectualized control of the reserve emergency diesel Gensets in thermal power plant. The system was constituted by network communication electric power system process control etc related technology. Set Diesel Gensets the operation monitoring control protection measurement remote control for an organic whole, realize the emergency Diesel Gensets control system and the power plant in central control system of comprehensive management of the power system, provided good work independence with high reliability stable performance, strong practicability etc. characteristics, the application of electric power operation can greatly improve the quality and reduce maintenance costs. Keywords: Electric power system unattended duty stable performance.

论文已在中国上海举行的2013年CIMAC大会上发表，论文的版权归CIMAC所有。In order to demonstrate the feasibility of seawater marine exhaust Gas desulfurization, it is necessary to investigate the process of seawater scrubbing. Based on the seawater desulfurization principle and the content of SO2 in marine exhaust gas, an original seawater desulfurization device was designed and associated parameters were determined. The design data has been proved by the experiment, the influence of the seawater physical and chemical properties to the SO2 absorption efficiency have also been test. Emphasized on discussing the key influence parameters such as packing height, liquid/gas ratio and exhaust gas velocity on desulfurization percentage. It is found that a 80% SO2 absorption efficiency, require a minimum liquid/gas ratio is 6L/m3. The data are essential to judge the cost of the seawater in marine exhaust Gas desulfurization process. The results obtained provided basis for arriving at an optimum seawater scrubbing design, and pointing out the direction to further research on marine exhaust gas seawater desulfurization.

论文已在中国上海举行的2013年CIMAC大会上发表，论文的版权归CIMAC所有。After introduction of the Tier ll versions of the MAN B&W M-range of 2-stroke diesel engines around 85% off all new orders are specified as electronically controlled ME/ME-C/ME-B types. This trend is covering all engine sizes, however the trend is most dominating for large bore engines (80,90,98) where nearly 100% of all orders are specified in electronic controlled versions. It is therefore of extreme importance that the ME engines has reached a matured development status and this paper confirms that this is indeed the case. Today the ME engine concept is widely accepted among major ship owners and the benefits of electronic control is seen more and more as the concept is enhanced with features as auto-tuning, integrated control of exhaust bypass, variable turbine area turbochargers, turbocharger cut-out and in the near future (Tier lll era) integrated control of exhaust gas recirculation, water in fuel emulsion and SCR.An update of service related issues on the electrohydraulic control will be given. The continued change in economics for shipping following the world-wide financial crisis after autumn 2008 has called for continued focus on extreme low continuous load operation of several types of vessels. This focus started for large container vessels operated down to 10% load continuously. However now it also become relevant for other ship types like tankers and bulkers. An up- date on service experience will be given also including service experience with ' high-pscav tuning' as retrofit.Lower design speed for newly ordered ships has called for new engine types in various types of vessels ap-plying larger diameter more efficient propellers. For large container vessels around 8000-14000 TEU's the S9OME-C engine in Mark 8 and Mark 9 versions have become new industry standard. An update on service experience with this new application of the well proven S90 engine, formerly predominantly specified for VLCC propulsion, will be given. The trend of applying lower propeller revolutions on various ship types has also called for introduction of the ultra-long stroke G-type engine series. Early service experience for these engines will be given. Common for both the ME/ME-C and the MC/MC-C engine series is the well documented possibility to do Condition Based Overhaul (CBO) with average Time Between Overhauls(TBOs) of 32000 hours and above. For tanker this opens up the possibility to do only major overhauls at dockings with 5 years interval. Many ship-owners do now have the experience of CBO. Development of a new piston ring package for small bore engines (50bore and downward) has made it possible also to enjoy extended time between piston overhauls on these engine types. The so-called POP (Port On Plane) top piston ring will be introduced.