论文已在上海2013年CIMAC大会上发表，论文版权归CIMAC所有。 New regulations of the International Maritime Organization (IMO), introducing drastic reductions in fuel sulfur content, allow 0.1% sulfur in fuels used in emission control areas (ECA), starting from 2015. Together with the worldwide situation of decreasing fuel resources, the introduction of alternative fuels complying with future regulations of marine diesel fuel displays an important research these days. Light Cycle Oil (LCO) also referred to as ' Cracked gas oil, a sub-product from the FCC process in refining, has the potential to be used as an alternative for current marine fuels. LCO shows a high content of aromatic hydrocarbons, mainly composed of one and/or two ring aromatics. In general, aromatics are chemically less reactive compared to paraffinic compounds and therefore it can lead to a strong deterioration of the ignition and combustion characteristics.

论文已在上海2013年CIMAC大会上发表，论文版权归CIMAC所有。 A major effort is undertaken to improve the energy efficiency of Shipping. This requires that the(engine) thermal efficiency and the ship propulsive efficiency are addressed simultaneously. New IMO rules are referred to the vessel environmental indices (as overall energy efficiency per carried load and distance transported) than only to the efficiency of individual engine types and systems.

论文已在上海2013年CIMAC大会上发表，论文版权归CIMAC所有。 In order to stay ahead of their competition, engine builders are permanently reducing manufacturing cost by various means; either by improving manufacturing processes, through procurement efforts, or technically by using the latest design and calculation tools made available with the most advanced computer aided systems. Cost is mainly related to weight of the engine, where the sales price is related to mechanical power produced by the engine. The customer is effectively buying power out-put, when engine builder is paying for weight of materials needed to build the engine! This is why, for many years, engine designers are increasing power density, or power to weight ratio. The typical methods for most of the engine builders to achieve higher power density, is to increase power output of an existing engine, step by step, just by slightly modifying the engine. Power is a result of engine rotational speed and torque. But increasing rotational speed faces limitations on mean piston speed, plain bearing peripheral speed, inertia of pistons and connecting rods, and spring systems for valves, so limited progress has been made that way. Increasing torque or BMEP has always been, and is still preferred. There are existing methods to increase the flow of air and fuel, thanks to more efficient turbochargers, and mod-erm fuel pumps delivering higher injection pressures, along with common rail technology. As a result of increased BMEP, the maximum combustion pressure has been dramatically increased, and consequently the peak pressure on the bearings. By optimising the bearing design and using better materials for bearing shells, both engine builders and bearing shell manufacturers have been successful at managing bearing pressure increase and reduced oil film thickness. However, during engine service, the slightest maintenance mistake will result in much higher risk of catastrophic failures. Additionally, end users want to save time on maintenance, and to reduce skill requirements of their maintenance teams; all resulting in higher risk. Thus, to reduce maintenance constraints and mitigate associated risks, engine builders are looking for methods to monitor bearing conditions. Not only high speed and medium speed engine builders are concerned, but also low speed engine builders (although low speed engines do, historically, show high reliability of their bearings). To satisfy this increasing demand, a new sensor, called TB3, has been designed for monitoring the temperatures of moving parts inside the engine, such as the connecting rod big end bearings. Design of the TB3 sensor boasts short response time, easy installation, simple maintenance and low cost in order to be standardised on series engines above 200 mm bore. The TB3 sensor is based on well-known SAW-Surface Acoustic Waves-technology, which has been specifically engineered and patented for serving the purpose of measuring the temperature of moving parts inside engines. Compared to other commercially avail-able protection devices, the TB3 sensor is a techno-logical breakthrough allowing wireless signal transmission up to one meter distance inside the engine. The sensor system is made of several dynamic sensors fit-ted on the moving parts, and only one large antenna fixed to the crankcase wall inside each cylinder compartment. The large antennas are directly communicating with the ECU by simple connection to the CAN bus line existing on the engine, thus reducing the cost of wiring system outside the crankcase. The paper will review todays bearing challenges and protection devices. After a quick look at wireless sensors, it will describe TB3 sensor hardware and software technologies, and expected advantages on industrial engines, in regards of installation design, service, and safety.

论文已在中国上海举办的2013年CIMAC大会上发表，论文的版权归CIMAC所有。 Ship energy efficiency is becoming more and more attractive to ship owners, builders and researchers due to the increasingly high fuel cost and the accumulatively strict international maritime rules. It is especially evident for modern ships with complex power plants including mechanical, electrical and thermohydraulic systems. Marine engines, as the heart of ship power plant, play a key role in the fuel energy utilization. But, even for a very efficient marine engine, only less than 50% fuel energy can be converted to useful work. The other over 50% of fuel energy is mainly taken away in a form of heat energy by engine cooling water system and exhaust gas system during the combustion process. Practically, quite a many methods, such as waste heat recovery, have been al-ready developed to enhance the total efficiency of ship power plants. However, there still is not a clear and thorough understanding of the operating efficiency of different processes due to their complexities, which is specifically true for the steam powered systems. In this paper, a new method is introduced to model the ship energy flow for thoroughly understanding the dynamic energy distribution of the marine energy systems. Due to the involvement of different physical do-mains in the energy processes, the multi-domain simulation method is employed to model the energy flow within Matlab/Simscape environment. The energy processes are described as multi-domain energy flow as function of time. All the main energy processes are to be modeled as subsystems only at a general and system level, and to be built as simple but comprehensive as possible to facilitate the simulation interaction among different main subsystems. For each subsystem, the developed model contains rather simple description of the energy processes involved. The operation and load profiles from real operation data can be given as inputs to examine the dynamic energy balance during the operation. The validation results have positively shown the feasibility and reliability of the energy flow simulation method. The developed energy flow simulation method could further help people better monitor the ship energy flow and understand ship energy systems. More importantly, it could give some valuable insights into how to design an energy-efficient ship power plant and how to operate the vessel efficiently. Furthermore, it could be easily utilized to test and verify new technologies, and hence to find possible ways to improve the energy efficiency of both the existing and new-building ships.

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。Marine diesel engines are typically operated on high-sulfur residual fuels and can be considered one of the most significant contributors to air pollution. But the current situation is changing in positive direction due to implemented more strict NOx regulations and by setting more strict fuel sulfur limits which certainly has an effect on emitted levels of SOx and particulates. Although, it should be stated that future dramatic reduction of sulfur content may result in limited availability of low-sulfur marine fuels, so their potential alternatives(substitutes) should be defined and thoroughly investigated in advance. In this study different alternative marine fuels including both biodiesel (fish oil, FO) and synthetic diesel(GTL) have been tested in a medium speed marine diesel engine and fuel ignition analyzer (FIA) to compare their ignition, combustion and emission characteristics in contrast to reference low sulfur marine gas oil(MGO) and heavy fuel oil (HFO). Experiments were performed at various operating conditions under standard 4-mode propeller curve marine cycle with engine performance, exhaust emissions together with particulate matter(PM) size distributions and corresponding total particle number and mass concentrations being measured and compared at each load point. GTL fuel was found to have the highest cetane number, hence the shortest ignition delay among the tested fuels and simultaneously provided 1-2% higher shaft efficiency comparing to reference HFO. In general, MGO, GTL and FO showed a rather similar combustion performance in terms of both cylinder pressure and rate of heat release, which was distinctively different from that of high-sulfur heavy fuel oil. Both MGO and GTL showed a very similar behavior in terms of gaseous emissions (comparing to that of HFO) with NOx and CO2 concentrations being decreased, HC levels being increased and CO emissions showing some variation depending on actual load conditions. FO, in its turn, allows reducing both emitted CO2, CO and HC concentrations, but NO, levels were slightly increased. All the aforementioned effects are likely associated with the alternative fuels chemical composition and physical properties, e.g. lower levels of sulfur, ash and aromatics, higher cetane number and oxygen content(for FO) in fuel. All these factors are believed to be also important in explaining pronounced PM reduction, both in terms of PM mass and total number concentrations, that was observed from MGO, GTL and FO. The highest positive effect was found from FO with more than 75% of PM mass reduction (mainly related to reduction in number of big carbonaceous particles) and is likely associated with its high content of fuel-embedded oxygen. The registered particle size distributions were fairly bimodal for MGO, GTL and FO with pronounced carbonaceous accumulation mode and nucleation mode composed of ash compounds and originating from high lube oil emissions with the nucleation for semivolatile compounds is believed to occur via heterogeneous nucleation process. Particle size distributions were unimodal (actually contained two overlapping modes) from HFO fuel and showed somewhat lower concentrations of big carbonaceous particles, which can be explained by high content of metallic ash compounds (in heavy fuel oil) acting as a catalyst and hence enhancing the process of soot oxidation. This study was performed by MARINTEK in co-operation with DNV, Fueltech Solutions and Norwegian University of Science and Technology (NTNU) as a part of KMB project # 10348601, which was funded by the Research Council of Norway.

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。Recently the Marine Environmental Protection Committee(MEPC) of the International Maritime Organisation (IMO) adopted guidelines addressing additional aspects to the NOx Technical Code 2008with regard to particular requirements related to marine Diesel Engines fitted with Selective Catalytic Reduction(SCR) systems. Following these guidelines acombined engine and SCR may be tested separately in cases where the combined system can neither be tested on a test bed due to technical and practicalreasons nor an on board test can be performed fully complying with the test requirements detailed in the NOx Technical code 2008. The certification procedureto be processed in such instances has been referred to as the ' Scheme B approach'. In particular, starting from January 1st,2016, when the third stage of emission limits for nitrogen oxides(Tier Ill) shall apply to new buildings when operating in an Emission Control Area(ECA), the new guideline and the Scheme B approach will impose a strong challenge for engine and SCR manufacturers, ship operators and certifiers (Recognised Organisations /classification societies) from a technical and operational point of view. Germanischer Lloyd(GL), acting as a Recognised Organisation for more than 90 flag states, has a strong interest in a lean and inviolable introduction of the legislation imposed by IMO. Thus, GL has started to accompany and supervise the design and installation of Marine Diesel Engines fitted with SCR systems applying the Scheme B approach at an early stage on a number of pilot installations in order. Moreover, GL's accredited laboratory for' Exhaust Emission Measurement and Chemical Analyses' has long lasting experience in measuring the exhaust gas emissions from Marine Diesel Engines fitted with SCR systems on board of vessels which have to follow the Swedish NOx tax regulation and therefore has a deep insight into the long term in-service experience SCR manufacturers and ship owners have with this kind of systems. This presentation aims to introduce latest experiences in measuring, survey and certification of gaseous emissions from Marine Diesel Engines fitted with SCR. The presentation evaluates technical solutions for exhaust gas after treatment systems from the perspective of a classification society with a strong focus on its technical, operational, organizational and administrative challenges. In particular the applicability of the new Scheme B' approach provided by IMO concerning the combined certification of engines and SCR systems tested separately is examined critically on the basis of a number of practical examples.

论文已在上海2013年CIMAC大会上发表，论文版权归CIMAC所有。 Introduction Dresser Rand has developed two stationary Guascor® engines with powers of 450 and 680 KW that are able to work with ethanol E100 fuel at 1800 rpm. Both ethanol engines are based upon the SFGLD natural gas family, with the following main modifications: All engine components needed for the natural gas carburation system have been removed from the engine. An ethanol multipoint low-pressure injection system was developed, whereby the ethanol spray is indirectly injected into the combustion chamber towards the intake ports of head cylinder.

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 general practice in ship engine performance monitoring is to record important engine parameters (i.e. pressures, temperatures, speeds etc.). Some shipping companies include cylinder pressures and shaft torque recordings. Periodically, data is collected in a service report form and forwarded to headquarters for further processing and evaluation. Whilst most marine diesel engines are fitted with some type of condition monitoring, the thermodynamic performance evaluation systems used in the aerospace and process industries, have not been widely used in performance assessment of marine diesel ship propulsion and auxiliary engines. One reason is the complexity of the diesel engine process requiring sophisticated thermodynamic models. This paper presents the procedure applied for shipboard engine performance evaluation, using a thermodynamic model to generate reference data. The model, which requires some detailed geometric information for each specific engine, was initially calibrated using the shop tests data and validated for accuracy using the sea trials data and early service data of the specific engine. Then, the recordings from monthly in-service performance reports were compared to simulation predictions for the same operating conditions. Any important differences between obtained(measured) and expected (simulation) values may point out to component or process problems. Thus, in cases where the deviations in the various engine operating parameters exceeded a limit of 3%, the cause was investigated. In some possible operating conditions of a ship dictated by market conditions, no prior operating data was available. Also presented in the paper are results of simulations using the validated model of the specific engine at very low loads (<20%), to predict engine performance, prior to actual operation.

论文已在上海2013年CIMAC大会上发表，论文版权归CIMAC所有。 Since official shop test of proto camshaft-controlled Hyundai-Wartsila RTA82C engine was carried out in April 2008 at Hyundai Heavy Industries Co., Ltd. (HHI-EMD), more than 90 sets of RT82 family engine (RTA82C, RTA82T, RT-flex82C and RT-flex82T) are in service with very good service feedback, to date. Accumulated service hours of 8RTA82C engine entered in service firstly among RT82 family engine is exceeding approximately 25,000 hours.

论文已在上海2013年CIMAC大会上发表，论文版权归CIMAC所有。 Selective Catalytic Reduction (SCR) is an established technology and has been used to re-move acidic oxides of nitrogen (NO) from the exhaust gases of engines, boilers and other combustion processes for over 50 years. The first SCR demonstration on a ship engine was conducted more than 30years ago and since then over 500 vessels have installed SCR technology. Today, SCR is considered a proven, commercially available technology capable of removing 95% or more of NOx in an exhaust gas. As such, it is expected to be one of the major technical options capable of meeting IMO Tier lll standards. Whilst there has been considerable success in the application of Marine SCR, the experience in the field is mixed and contrary messages have emerged. As part of the IMO NOx Review, the International Association for the Catalytic Control of Ship Emissions to Air (IACCSEA) committed to sponsoring an independent review of field experience of marine SCR.A database comprising most of the shipping SCR installations was compiled and a representative sample was surveyed. In this paper we propose to explore the following findings from the dataset and survey:1. The extent to which SCR has been applied to a wide range of marine engine types, utilizing different fuels (of differing sulphur content) and operating over a range of engine conditions over the past 30 years.2. The major problems that operators have had with SCR and a description of how these issues were managed, resolved or mitigated.3. An outline of the most important lessons learnt that may be applicable during and after the transition to IMO Tier ll.