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 the year 2004, the Integrated Project HERCULES-A (High Efficiency Engine R&D on Combustion with Ultra Low Emissions for Ships) was initiated by the major engine makers MAN & Wartsila, which together hold 90% of the world market. It was the Phase I of the HERCULES R&D programme on large engine technologies. The HERCULES-A, involved 42 industrial & university partners, with a budget of 33M e, partly funded by the European Union. The project was broad in the coverage of the various R&D topics and considered a range of options and technologies in improving efficiency and reducing emissions. HERCULES-B was the Phase ll of the Programme, from 2008 to 2011, with 32 participant organisations and 26 M Ebudget, partly funded by European Union. The general targets for emissions and fuel consumption were retained in HERCULES-B. However, based on the developed know-how and results of HERCULES-A, it was possible to narrow down the search area, to focus on potential breakthrough research and to further develop the most promising techniques for lower specific fuel consumption (andCO2 emissions) and ultra-low gaseous and particulate emissions. The HERCULES-C project (2012-2015), with 22 participant organizations and 17 M ebudget, is the Phase lll of the HERCULES programme and adopts a combinatory approach, with an extensive integration of the multitude of new technologies identified in Phase I and Phase ll, for engine thermal processes optimization, system integration, as well as engine reliability and lifetime. This paper provides an overview of the complex structure, as well as the main achievements of the HERCULES R&D programme in the past 10 years. Keywords: Marine Diesel Engines。

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。Energy efficient Hydraulic Systems for Large Engines’ Bosch Rexroth is one of the leading specialists worldwide in drive and control technology. Under the brand name Rexroth, the company supplies tailored solutions for driving, controlling and moving. Bosch Rexroth is a partner for industrial applications and factory automation, mobile applications and using renewable energies. The Drive & Control Company is the supplier of choice to more than 500,000 customers for high quality electrical, hydraulic, pneumatic and mechatronic components and systems. In more than 80 countries Rexroth is a reliable partner for its customers, supporting their production of safe and efficient machines and thereby contributing to the economical use of natural resources. Multi-disciplinary know-how is the basis for innovative solutions that are used as components or customized systems. Because Rexroth offers a complete range of drives and controls, advice to customers is free of technological bias, resulting in the most appropriate solution for the task at hand. Rexroth technologies are used in all branches of industry. As system-level partner, service provider and supplier, Rexroth has a fund of knowledge in more than 30 industrial sectors. Comprehensive service offerings fortify Rexroths leading position worldwide as a partner for machine and system manufacturers. In this presentation, we will show in about 30 minutes the latest product developments for Energy efficient Hydraulic Systems on Large Diesel Engines from Rexroth. The first System will be a Turbocharger Hydraulic System, which can safe up to 3-4% of Fuel. This is a hydraulic System that can be added to a standard turbocharger and give a additional force on the crankshaft by a large hydraulic motor. The second System will be the Sytronix pump solutions with variable speed pumps for Energy efficient hydraulic pumps which can safe up to 70% of hydraulic Energy. And the last system that we will present is the latest design of Digital Hydraulics. This Digital Hydraulics can replace proportional functions of hydraulic systems by small digital valves.

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 recent years, the market for small bore four-stroke GenSets and small bore four-stroke propulsion engines has moved to the Far East. The organisation and handling of these engines have changed accordingly within MAN Diesel & Turbo. In 2011, the responsibility for the MAN Diesel & Turbo small bore four-stroke engines shifted to Denmark. Our duty and commitment is to be the preferred licensor. We have changed the organisation in Denmark in order to be able to handle this new responsibility with a strong focus on engineering, R&D, promotion, support and troubleshooting service. Thus, we are launching a number of initiatives to further improve the performance of the engines as well as to update the small bore four-stroke engine programme. Over the years, a comprehensive amount of technical modifications has been introduced to the engines. These modifications have been implemented to counteract problems occurring in service as well as to reduce production costs. This paper describes the service experience of the large number of GenSet engines, propulsion engines and engines in power stations with a detailed explanation of what has been done to cure the problems experienced. In the paper we also describe how these findings and countermeasures will make it possible to increase the recommended time between overhauls, depending on engine type. We have released a number of design changes to the small bore engine programme with a view to further increasing the competitiveness of the engines. Furthermore, we are launching a new engine type in the programme. A description of what has been done, engine design details as well as what is in the pipeline for the future, will be included in the paper. The paper also outlines how MAN Diesel & Turbo cooperates with the licensees worldwide. Our licensees contribute with production know-how, design optimisations, standardisations, shipyard feedback, local market overview and overall experience. All these contributions and our own know-how will be reflected in our new engines.

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。The article presents the results of tests of medium and high speed diesel engines used in fishing boats and vessels. The reduction of unit fuel consumption and exhausts toxic emission was possible by implementing preliminary fuel treatment that takes place directly in the fuel injector containing catalytic material. The catalyst works more effectively when fuel is turbulized in crossing fuel passages made in a part of the injector needle. Preliminary fuel treatment results in the average reduction of unit fuel consumption of those engines by 8%, while toxic emission of nitrogen oxides drops by 15%.

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 December 2011 Couple System has successfully managed the commissioning of a Dry Scrubber (DryEGCS) in combination with a SCR catalyst. The application consists of an engine test bed on whichmarinedieselenginesuptoanoutputof24MW are running. The exhaust gases of the HFO fueled engine are fed into the dry scrubber named DryEGCS where the exhaust gas is cleaned off of SOx in a magnitude of more than 99 %. Particles are removed in excess of 90%. The temperature of the exhaust gas is maintained and represents the optimum temperature for the reduction of nitrogen oxides by the SCR catalyst. The SCR process requires the injection if ammonia which in this case is done in the form of an aqueous ammonia solution. The installed SCR system is one of the largest systems operated downstream of a marine diesel engine. The combined DeSOx and DeNOx system meets all present and future IMO regulations including a potential PM regulation. The entire system is monitored by a continuous monitoring system according to scheme B (MEPC.1849). The paper includes a full technical description as well as operational data.

论文已在上海举行的2013年CIMAC大会发表，论文的版权归CIMAC所有。The global merchant fleet currently consumes approximately 330 million tonnes of fuel,80-85% of which is residual fuel with high sulfur content, and the remaining are distillate fuels complying with stricter regulations. Upcoming regulations regarding the sulfur content of marine fuels, both in emis-sion control areas and globally, are likely to create increased demand for low-sulfur fuels for shipping in the next few years. The advent of new regulations in the next decade can lead to significantly increased fuel prices for distillate fuels, due to competition with other uses, such as road transportation, while refinery capacity for producing distillates can turn out to be insufficient for meeting the vastly increasing demand. In this case the use of alternative fuels is a promising solution. There are many potential alternative fuels to oil-based marine fuels and each one is characterized by advantages in certain areas(such as availability, safety, pollutant emissions, greenhouse gas emissions, cost, etc.), compared with its counter-parts. This work screens a number of alternative fuels available today(or expected to be available in the near future) that could be used to propel a ship, and gather state of the art data regarding different fuel production and transport pathways from a life cycle perspective. The results show that LNG improves the situation regarding GHG emissions by 9-11%, and this can be further improved with new engines eliminating methane slip. LPG can be a promising alternative, based both on its GHG emissions and on its price and availability. Sustainable biofuels like ethanol from sugar cane, as well as rapeseed-based diesel alternatives could present a viable solution for the shipping industry in the future if their price becomes attractive. They are available in relatively large volumes, show clear GHG emission reduction, with low capital cost for fuel system/engine retrofitting. It is important to consider a Well-To-Propeller perspective when presenting alternative fuels, since the way a fuel is produced and distributed can have a significant impact on its overall GHG emissions. This could be a menace if a fuel is branded as a climate friendly alternative without putting emphasis on its entire life cycle. More work is required when it comes to other aspects of alternative fuels, such as local air pollution, land use, and powertrain technologies, to ensure an optimal overallemissions reduction strategy in the future. This work highlights the fact that, with respect to greenhousegas emissions, the way a fuel is produced and transported(Well-To-Tank part of the fuel cycle) contributes approximately 10% to 20% to its overall greenhouse gas emissions(Well-to-Propeller), while for biofuels the Well-To-Tank part corresponds to 100% of its GHG emissions. Currently, the most promising alternative fuel for shipping is LNG, due to large volumes available, SOx and NOx emissions benefits, price comparable to oil-based fuels(and in some parts of the world lower), and the relative maturity of infrastructure and the technology. However, all available candidate fuels for the future should be further investigated, since they can play an increasingly significant role in the long term.

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 presents the computational fluid dynamics modelling of a laminar premixed flame. A specific solver named ' rareLTSFoam' is developed using OpenFOAM code. The solver is used to simulate experimental stoichiometric and rich laminar premixed flames. The modelling is carried out for thermal flow and combusting flow cases. The results show that without including radiation modelling, the predicted flame temperature is higher than the measured values.P1 radiation Model is used with sub-models for absorption and emission coefficients. The model using constant values for the absorption and emission coefficients gave good agreement with measurements for the regions close to burner outlet. However, the weighted Sum of Gray Gas model(WSGGM) reasonably predicts the flame temperature as the flame height about the burner outlet increases.

论文已在上海2013年CIMAC大会上发表，论文版权归CIMAC所有。 In the marine sector a major upheaval is impending. Up to now, in cargo ships, large engines are mostly using heavy fuel oil. In some ports with more stringent emission standards, clean diesel is already used to meet local emission regulations. New upcoming emissions laws will force a decision during the next years, as the required limits for nitro-gen oxides and sulphur oxides (NO, and SOx) are not achievable with the currently used diesel engines running with heavy fuel oil. The use of natural gas (LNG Liquid Natural Gas) becomes more prominent, as the required emission regulations could be achieved moreeasily. A major challenge will be the installation of gas tanks on the ships as well as the handling of refuelling the ships at the harbour. Gas refuelling stations will not be available at every port, which is one of the reasons dual-fuel engines will initially gain in quantity in the shipping industry instead of pure gas engines. Dual-Fuel implies a diesel engine, which can be operated with diesel and gaseous fuel simultaneously. For ignition, diesel pilot injection is used, whereby a small amount of diesel is injected in the intake air-gas-mixture. The main argument and benefit for such a system is the possibility to operate the engine with pure diesel, if no gas is available. Another advantage of using diesel as an ignition method is the high energy content of this fluid. The physical properties of diesel provide the opportunity to ignite lean air-gas-mixtures where common ignition systems have proven useless. For this reason a well-known engine manufacturer and the system supplier for engine management systems, Heinzmann, have jointly developed a dual-fuel engine for direct propulsion ships, whereby both companies will benefit from the extensive experience in diesel engines and controls in marine applications. For this project a diesel engine, specially optimized for dual-fuel operation, is developed. With important features including the optimization of the valve timing, necessary to avoid valve overlapping and therefore flushing losses, special pistons and valves optimized for higher temperatures, special pumps and injectors for small pilot fuel quantities, a safe operation can be ensured with stationary conversion rates of more than95%. For the engine management system, the biggest challenge is the variable engine speed and load combined with the fact that the instantaneous engine out-put torque and power are not known. To ensure high conversion rates, even during dynamic operation, re-quires complex control concepts. In addition, functionalities like switching immediately back to diesel operation are used to avoid problems, such as an ignition failure caused by the pilot injection being too small. To provide a homogeneous air-gas-mixture a venturi gas mixer is used. For gas metering, a gas metering control unit is applied, which regulates the gas flow using physical calculations. With the calculated and measured gas volume flow, a similar linear relationship to the gas-produced power is given, as it is with the diesel fuel rack position and the engine speed. With this data, the combined diesel and gas power can be calculated and the engine can be protected from over-load. Hence this promises to be a suitable system for using gas with engines on maritime applications. Further information, test bench measurements, development milestones and initial experience on maritime test runs will be given on the ensuing presentation.

论文已在上海2013年CIMAC大会上发表，论文版权归CIMAC所有。 In-cylinder NOx reduction is becoming increasingly important for stationary and marine DI diesel engine applications, where progressively more stringent emission legislation has significantly reduced allowed NOx limits. Extreme Miller Valve timing, coupled with two-stage turbocharging, has shown significant NOx reduction potential, with increased engine efficiency and similar power density as conventional engine setups. Under the Miller cycle, the inlet valve is closed before Bottom Dead Centre, allowing the charge to expand before compression. This leads to a reduced charge air temperature at Top Dead Centre and a reduction in reactant temperatures, resulting in lower adiabatic flame temperature and correspondingly lower NOx formation during combustion. Nonetheless, experimental investigations have shown limitations in the amount of NOx reduction that is possible solely though the reduction of reactant temperature. At extreme Miller degrees, reductions in reactant temperature have been observed to result in increases in NOx emissions, limiting the applicability of the use of Miller valve timing for NOx reduction. The improved understanding of the source of these limitations could lead to improvements in the potential of in-cylinder NOx reduction through Miler valve timing. The current paper aims to provide an understanding of the effects of cyclic variation of in-cylinder soot mass on the overall trend of NOx emissions. At extreme Miller conditions, high cycle-to-cycle variations of in-cylinder pressure and soot concentration, measured using an in-cylinder optical light probe and the method of three-color pyrometry, were observed. Cycles which present with reduced soot concentration also showed increased soot temperature, pointing to the assumption that the reduced soot presence results in reduced flame radiation heat transfer, leading to in-creased flame temperature. Under conventional diesel engine conditions, the flame radiation heat transfer through the presence of soot particles in the flame leads to flame temperatures well below the adiabatic flame temperature. Thus, the reduction of soot presence results in flame temperatures closer to the adiabatic, leading to increases in NO, production rate. This reduced flame radiation heat transfer at these conditions is understood to contribute significantly to the observed NOx trends with extreme Miller valve timing.

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。Many nuclear power plants around the world have or will receive extensions to their 40-year licenses in order to operate beyond their original design lives. Important plant safety systems are aging and in need of upgrades or replacement to support continued operation for 20 or more years. Emergency diesel generators(EDGs) in nuclear power plants are critical systems necessary to mitigate the consequences of accidents. The EDGs in nuclear power plants spend most of their time in standby conditions, ready to start and power the emergency equipment necessary to safety shut down the plant. These EDGs typically have operated for fewer than 4,000 hours in those 40 years of service and are often considered to be barely ' broken in. In some cases, there is very little margin between the rated capacity of the EDGs and the connected emergency loads, as the plants have increased their emergency safe shut down loads. The original equipment manufacturers (OEMs) of many EDGs are out of business, and as a result, there are limited technical assistance and spare parts support available. All EDGs in nuclear power plants must meet very stringent quality assurance, design and performance requirements defined by industry and regulatory codes and standards (References 1-4). This paper addresses the technical and regulatory issues associated with the replacement of the two existing EDGs at a nuclear power plant in South Korea with a new EDG design that had not previously been qualified for service in nuclear power plants. It describes the approach used throughout the EDG replacement project, including:(1) evaluating the feasibility of replacement of the EDGs,(2) developing the new EDG design requirements,(3) preparing an EDG procurement specification,(4) working with the EDG vendor to qualify the new EDG(if not already qualified),(5) specifying and performing factory testing of the assembled EDGs,(6) developing plant modification design package for the EDG replacement,(7) completing the removal of the old EDGs and installation of the new EDGs and(8) completing the EDG site testing.