论文已在上海2013年CIMAC大会上发表，论文版权归CIMAC所有。Over the past decade, Hyundai Heavy Industries (HHI) has accumulated technology of a medium speed engine by completing various horsepower categories. Based on developing technology of HiMSEN engine family, the first high speed engine H17V was successfully developed in 2011.The high-speed engine H17V, designed with 170mm bore/210mm stroke and 1,500/1,800rpm, covers the output range from 1.5MW to 3.5MW.

论文已在上海2013年CIMAC大会上发表，论文版权归CIMAC所有。 Marcos Gutierrez DUAP AG, Switzer-land Adrian Marti DUAP AG, Switzerland Erich Vogt DUAP AG, Switzerland the main goal of the internal combustion engines is to convert the chemical energy of the fuel over the thermo energy during the combustion into mechanical energy. Since the invention of the engine until now the pursue for higher efficiency and clean process and methods to transform energy did not stop. In order to achieve this goal, it is necessary to control the synergy between the engine, the fuel and the fuel injection system; this last one is the responsible system component to bring and to burn the fuel into the combustion chamber of the engine. Even when there is a lot of success with the continuously developing and use of the electronic devices, the homogeneous air fuel mixture and the complete combustion remains as a target accomplished not yet. For at least the last twelve years during period of research and development of engines, fuels, fuel injection and exhaust after treatment systems a lot of efforts were focused on the reduction of the contaminant emissions, even when the problems of the uncomplete combustion are not solved and the causes of the contaminants are not well defined. Understanding the function and all the parameters of the fuel injection as part of a whole system which delivers energy allows to deliver the aimed clean energy. The DUAP fuel Injection systems are produced with focus on efficiency and quality to inject, to atomize and to burn the fuel, as well as in the flexibility to operate at different requirements of the engine load and with different type and qualities of fuel; looking in this direction, the conventional mechanical and the modern fuel injection systems like common rail including the piezo ceramic technologies, have still a lot of potential regarding the atomization and the distribution of the fuel into the entire combustion chamber. These two parameters determine the effectiveness of the fuel combustion and how optimized the clean-energy delivery will be. Hence a continuous improvement regarding the implementation of high performance materials and production-measuring and testing processes is requested. In other words, a reengineering of processes, embracing the technical, commercial and social aspects. The application of this reengineering in a systematic way, with order and method as well as engineering discipline, allowed to achieve new scales regarding fuel consumption and durability of the injection components. One example of this is the extraordinary 3.5% improved fuel combustion in a retrofitted engine with a conventional-mechanical injection system and over 9000 operating hours of a common rail injector. The DUAP's contribution to deliver clean energy with the effective combustion of the fuel is beside the flexibility of the injection system to function with different kind of fuels. Each one has a wide range of viscocities in different operation and environment conditions. The ability to understand the design and construction process to produce components with a robust and optimized design allows to fulfil the requirements and expectations of the manufacturer, customer, and operator. Delivering clean energy is a technical and a social matter, where man and machine are connected in fields and activities like economy, safety, reliability, efficiency and quality.

论文已在上海2013年CIMAC大会上发表，论文版权归CIMAC所有。 For combustion engines, the specific fuel consumption is significantly affected by friction losses, from which up to 50 % can come from the friction of the piston, piston rings and the cylinder. In the consequence of increasing indicated mean effective pressure and maximum cylinder pressure of modern engines, today cylinder liner surfaces are ex-posed to increasing thermal and mechanical loads. To meet these high requirements the implementation of microstructures is an innovative alterative to adjust the tribological properties. Investigations are presented where innovative micro structured cylinder liner surfaces have been fabricated and evaluated in a re-search engine. Two approaches have been followed in a joint research group of the Leibniz University of Hannover [1]. In the first approach, microstructures (see Figure) are machined at the Institute of Production Engineering and Machine Tools. Here axially parallel turn-milling strategies were developed and investigated to machine cylinder-liners [2]. By defined feed rates and speed ratios microstructure-patterns and-geometries can be machined continuously. The aver-age dimensions of the microstructures are 1 mm to 2mm in length,50u m to 100 u m in width and 5um to30um in depth. To evaluate the tribological characteristics under fired engine conditions, microstructures are implemented in the low-and high-speed areas of fine-honed cylinder liners. The second approach is based on a micro structured surface, being created by a thermal spray process with defined porosity, which is formed at non melted or re-solidified particles be-tween the spray lamellae, and a subsequent honing procedure. With this process, developed by the Institute of Materials Science micro structured cylinder liner with defined porosity can be created. The coating material is a mixture of FeCr13 and Molybdenum powder. The layer porosity is controlled by adjustable spray parameters such as spraying distance and cur-rent. The experimental analysis of the micro structured cylinder liners is carried out at the Institute of Technical Combustion (ITV) on a heavy duty diesel single cylinder research engine (see Figure)[4]. The determination of friction reduction is done with the Indication Method where the Friction Mean Effective Pres-sure FEMP is determined from the difference of Indicated Mean Effective Pressure IMEP and Break Mean Effective Pressure BEMP. Due to precise conditioning of the research engine, additional losses of e.g. valve train and main bearing remain constant, so that the influence of surface structure on friction can be evaluated. The figure shows the friction effects (presented as FEMP) during a 7 hours run-in program for a plate authored fine-honed and two by machining micro structured cylinder liners. The fine-honed liner shows less friction losses in most of the engine operating points (up to-11%), possibly due to the reduced surface roughness. The liner with a fine-honed ground surface and equipped with microstructures in the TDC area shows significantly lower friction losses (-19% in max.). This can be explained by a higher oil capture capability. The liner with microstructures in the hydrodynamic area shows increased friction losses especially in operating points with higher engine speed. This is presumably an effect of a thicker oil film combined with high piston speeds in the hydrodynamic area of the liner, and therefore increasing stress in the oil film.

论文已在上海2013年CIMAC大会上发表，论文版权归CIMAC所有。 The large scale 2-stroke Diesel engine is the primary mover for the majority of commercial vessels, due to its reliability and high thermal efficiency. Variable injection timing (VIT) is extensively used in two stroke diesel engines to adjust SOl in or-der to control firing pressure and to guarantee minimum BSFC while at a wide operating range keeping at the same time NOx emissions at acceptable levels. Use of experimental methods (trial and error, coupled with continuous measurements) to achieve this goal i.e. optimum SOI setting requires significant effort and time, which results into vessel downtime and significant cost. Towards this goal simulation and monitoring techniques can become an important tool that can be applied efficiently at sea with minimum effort. In the present paper are presented the first results from such an application, at sea, where SOI was adjusted through the VIT system. The method is based on the measurement and processing of cylinder's pressure from which results (beyond diagnosis and tuning) are generated for operating parameters, such as indicated power, specific fuel consumption, heat release rate, SOC etc. This is achieved with the use of minimum instrumentation and effort. Measurements where conducted at sea between two ports on a large marine 2-stroke engine at various operating conditions. Measurements were first conducted at various loads using existing settings and the results were analysed on-board providing the engine settings and in addition the VIT scale (the proportionality constant between VIT rack setting and SOI variation). Then VIT set-ting of all cylinders was then modified without peak firing pressure exceeding the specified limitation. Measurements of exhaust gas emissions were also made, ensuring that NOx would not exceed limiting values as imposed by Marpol Annex VI. The investigation also revealed small loading differences between cylinder loading, as well as improper operation of the VIT system on one engine cylinder. From the results it is clearly demonstrated the possibility for fuel saving which, considering the absolute consumption of the specific engine, is very important. Therefore, with this first attempt it is revealed the potential of the applied method to be used as a tuning optimization and diagnosis tool with minimum effort and equipment, without the disadvantages of purely experimental trial and error methods.

论文已在中国上海举行的第27届CIMAC大会上发表。论文的版权归CIMAC所有。The MO classifies the world's navigable waters into Global areas and ECAs(emission control areas), with separate exhaust emission regulations governing each. In Global areas, the sulfur cap is3.5% and high-sulfur fuels are still used. High BN(base number) cylinder oils (70BN) are used in Global areas to prevent corrosive wear that can be caused by the sulfuric acid generated through combustion of sulfur in the fuel. In ECAs, low-sulfur fuel(S<1%)must to be used in order to meet SOx regulations. Engine manufacturers require the use of low BN cylinder oils(40BN) in ECAs, because high BN cylinder oils are not suitable for 2-stroke crosshead engines running on low-sulfur fuel. Because the list of areas designated as ECAs continues to grow, mid BN cylinder oils(55BN)were developed, which can be used with both lowsulfur and high-sulfur fuels. Meanwhile, ship ownersoften operate vessels in slow steaming mode to improve fuel efficiency, due both to skyrocketing bunker fuel prices and in the interest of cutting CO, emissions.But slow steaming increases the amount of unburned materials(ex. soot) and decreases heat capacity in the combustion chambers. Therefore, the lubrication conditions in slow steaming are more severe and more corrosive than in normal load operation. Thus, the performance of mid BN cylinder oils may be insufficient to provide proper lubrication in slow steaming. If high BN cylinder oils could be modified for use with low-sulfur fuels, these problems would be solved. Therefore the authors studied the incompatibility between low-sulfur fuels and high BN cylinder oils and found two contributing factors. One is the previously-recognized problem of increased ash deposits from surplus basicadditives on the cylinder top lands, and another is a decline in oil spreadability, which is linked to the formation of high-molecular weight substances traceable to the oxidation products of the base oil and surplus basic additives. The decline in oil spreadability can be inhibited by improving the oil's oxidation stability.We developed an ash softening technology to prevent the buildup of piston ash deposits. This technology can convert what would normally be hard ash deposits into meringue-like soft deposits. The technology was developed by optimizing the detergent and dispersant system. The optimization is based on the selection of the molecular weight and quantity of the dispersant used, and combining the dispersant with a proper detergent. This technology has not only an ash softening effect but also acts to accelerate the acid neutralization rate. High BN cylinder oils formulated with this technology are suitable for 2-stroke crosshead engines running on either high-sulfur fuel or low-sulfur fuel and operating in slow steaming mode. Thus, these cylinder oils could be called multifunctional marine cylinderlubricants. In addition,40BN cylinder oils utilizing this technology could be used in 2-stroke crosshead engines running on ultralow-sulfur fuel(S<0.1%, distillate or LNG, etc.).

论文已在中国上海举行的第27届CIMAC大会上发表。论文的版权归CIMAC所有。 In order to meet stringent emission standards for marine engines, we at NIlGATA continue the development of low emission technology for long period. Three emission control technologies exhaust after treatment, alternative fuels and combustion improvement were developed to meet upcoming IMO NOx regulation Tier ll, and these countermeasures can be selected due to required output, applications and ship design. First measure is exhaust after treatment by using the selective catalytic reduction (SCR).NlIGATA has started to provide the marine SCR sys-tem from middle of the 1990s, and have enough experience about performance design and operation. The key issue for marine SCR system is the installation size and control technology which handles suitable amount of reducing agent for each engine loads. On board tests were carried out to verify that performance of our newly-developed SCR system fulfills a required specification for Tier lll. The required injection amount of reducing agent is determined by using several ordinary sensors on engine. In addition, the effect ofatmospheric conditions on NO, emission is also con-sidered. Therefore the developed SCR system is useful not only for domestic vessel but also ocean vessel. The test system was operated to maintain 80%NO, reduction rate from Tier I condition through the on board test and it was successfully controlled without ammonia slip. Second measure is usage of alternative fuels. To date, the gas engine was employed for land-based power generation and cogeneration, several types of gas engine dual fuel, spark ignition and micro pilot engine are reliable, respec-tively. Due to lower adiabatic flame temperature with lean-burn combustion, the NOx emission is extremely low and the emission level is tenth of diesel engines.Consequently, gas engine has a potential to comply with Tier ll by itself. Third measure low NO, technology is the improvement of combustion for diesel en-gine. The Miller cycle is essential combustion technology to decrease NOx emission due to lower incylinder gas temperature and to improve cycle efficiency. This technology was employed on diesel engines to meet Tier ll, however, the magnitude of the effect is enhanced to achieve remarkable NO, emission reduction in this study. Since the extremely highboost pressure is required when stronger Miller cycle is applied, the 2-stage turbocharging system was em- ployed. The obtained NO, reduction from Tier Icondition was reached up to 50% due to double improvement effect regarding the turbocharger efficiency and the cycle efficiency. The EGR which is well known as low NOx emission technology is a good match the 2-stage turbocharging, then further NOx reduction is promising. In other words, the improvement of fuel consumption is possible by synergy effect of 2-stage turbocharging, stronger Miller cycle and EGR. In this paper, the characteristics of each emission control technologies are described respectively. Main part of this paper is SCR and Combustion improvement. Gas engine is also described, however, the detail technical report shall be described in another paper for this congress.

论文已在中国上海举行的第27届CIMAC大会上发表。论文的版权归CIMAC所有。The middle speed 4-stroke diesel engines has the advantages of small capacity, light in weight, capable to combustion poor fuel oil. In recent years, they have been used more comprehensive than before. The simulation model of 4190ZLC 4-stroke marine diesel engine is established by using AVL BOOST software and the laboratory platform experiment is completed under rated operating conditions. The accuracy of the model is verified by comparing the simulation and experimental results. Thecompression ratio, the starting angle of combustion and the valve timing on diesel engine performance are discussed by BOOST model established, and in order to carry out the optimization calculation of the diesel engine, the output power of the diesel engine as a target, cylinder peak pressure as a constraint condition, and fuel consumption rate as the optimization object.The results show that the optimized diesel engine performance improved to some extent. On the basis of the numerical calculation for 4190ZLC medium-speed turbocharged diesel engine, these results will provide some theoretical support to improve operational performance for heavy-duty 4-stroke marine diesel engine.

论文已在中国上海举行的第27届CIMAC大会上发表。论文的版权归CIMAC所有。Series 1163-04 In 1985, the engine series 1163 with a maximum power of 7400 kW was introduced into the market. The engine had been developed for military applications and is unrivaled both withregard to its power-to-weight ratio as well as its spaceto-power ratio. The two-stage sequential turbocharging with intercooling allows for maximum power con-centration and a highly compact design while at the same time permitting a wide performance map. These characteristics turned it into the preferred engine of the worlds most renowned navies. In addition, the use ofSeries 1163 engines in megayachts and fast ferries highlights the versatility of this engine. To ensure compliance with the IMO ll emission regulations,a new version of the engine series 1163 will be introduced into the market: the build sample 04. The modernized version retains the key characteristics of the engine, i.e. power-to-weight ratio, wide performance map, reliability, engine dimensions and compliance with military requirements. The running gear as well as the turbocharging concept remain unchanged. New features for this engine series are a common rail injection system, state-of-the-art engine electronics as well as the use of the Miller cycle with optimized turbocharging.One of the major changes reducing emissions is the common rail injection system with eight high-pressure pumps on the 20 cylinder engine. It replaces the pre-vious unit pump system. The significant increase in injection pressure from 1300 to 1800 bar resulted in a cleaner combustion with a lower emission of particulate matter. By means of pilot injection, the stress on the running gear can be kept at a low level despite the increased combustion requirements. To control the common rail injection system, new engine electronics were required. For the build sample 04 of the en-gine series 1163, the ADEC system used on MTU Series 4000 engines was developed further. All military requirements regarding EMC(electro-magnetic compatibility) are being complied with. Given the use of new technologies, the efficiency of the sequential turbocharging system was increased significantly. The Miller cycle results in an increase in charge-air pressure. The new build sample was developed in a SE process using the latest methods of design, calculation and testing. For the 12 cylinder,16 cylinder and 20 cylinder engines of the build sample 04, the following characteristics/improvements were achieved compared to build sample 03: Emissions: Compliance withIMO lⅡ(NOx) and reduction of PM Charge-air pressure(abs.): Increase from 4.6 to 5.7 bar Total ETC efficiency: Increase by 8% Fuel consumption: Reduction by 10% in performance map This paper describes the key development steps.

论文已在中国上海举行的第27届CIMAC大会上发表。论文的版权归CIMAC所有。This paper presents the design and implementation of the hardware in-the-loop(HIL) simulation test bench of high pressure common rail (HPCR)electronic control system for large low-speed marine diesel engines. As a first step, the vital componentsof HPCR system in the bench are the same as that of the RT-Flex marine diesel engine, such as the Wartsila Electronic Control System (WECS), the fuel high pressure common rail, the servo oil common rail, the fuel injection control unit and the exhaust valves control unit, etc. And some auxiliary parts are simplified and modified, including the crank angle signal unit, the exhaust valve actuator, the fuel and servo oil supply unit, etc. Secondly,a real-time simulation model of the marine diesel engine is described and implemented based on the principles of Mean Value Engine Model, which provides the essential boundary conditions for WECS. The electrical emulation of the model mainly consists of the crank angle, the exhaust valve stroke, and the scavenging pressure thanks to the NIl environment. Additionally, an experiment management system for the test bench is developed with the functionalities of signal acquisition, parameters monitoring, data extraction and alarming, etc. Finally,a closed-loop control system composed of the real-time simulation model, WECS and the mechanism of HPCR system, is achieved. And the testing results of the HIL simulation platform, calibrated with experimental data on steady operating conditions, indicate that the test bench performs the characteristics and functions of the HPCR electronic control system. The bench provides theexperimental environment for researching on HPCR electronic control system for large low-speed marine diesel engines.

论文已在中国上海举行的第27届CIMAC大会上发表。论文的版权归CIMAC所有。 With introduction of IMO Tier ll in 2016 the marine diesel engine technology faces a radical change. The lMO Tier ll requires nitric oxide(NOx) reductions of 75 % compared to the current level(IMOTier l1). In connection with the stringent NOx reductions massive sulfur oxide(SOx) reductions will be introduced stepwise ti 2015. In light of this, the potential of exhaust gas recirculation (EGR) to fulfill the IMO Tier lll NOx limits at medium-speed marine diesel engines is systematically analyzed. The targetsaredefined by a NO, emissions level of 2 g/kWh, invisible smoke and minimum fuel consumption penalty.The analyses are carried out at a six-cylinder mediumspeed test engine with 1,000 kW output @ 1000 rpm.The research engine is equipped with a cooled EGR system,a common-rail injection system and a programmable engine control unit. The CR injectors are solenoid-operated and allow multiple injections. Systematic variations of EGR rate, injection pressure andinjection timing were carried out and the results regarding combustion process, NO, and soot emissions as well as fuel consumption are presented. The results show, that significant EGR rates are necessary, to obtain NO,-reduction rates as required for IMO Tier lll compliance. These high EGR rates result in un-wanted and unacceptable soot emission levels even at increased injection pressures. To reduce these soot emissions, post-injection strategies were analyzed at the medium-speed test engine. Post-injection proved to be an efficient soot reduction measure in on-road diesel engine. The effect of different post-injections on the soot emissions is shown. Based on the results the soot emission reduction potential of post-injections at marine medium-speed diesel engines is outlined and the requirements for a successful implementation of post-injection strategies are discussed. The application of post-injections requires detailed information on the dynamic behavior of the common-railsystem and especially on the CR-injectors applied. Due to this, the dynamics of the CR injectors in case of post-injections were established at an injection rate analyzer and the findings are discussed. The functionality of the CR injectors at the test engine is monitored by measurements of the current feed signal and the injection pressure at the injector inlet. Finally, the preconditions for a successful application of EGR at medium-speed ma-rine diesel engines are summarized. The use of EGR not only challenges the injection(rail pressure, postinjections), charging and the cooling system(EGR, charge air) but also the engine control system.