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 this work different EGR systems, combined with extreme Miller cycles, were analyzedby means of a one dimensional CFD simulation code for a Wartsila 6 cylinder,4 strokes, medium speed marine diesel engine, to evaluate their potential in order to reach the IMO Tier 3 NOx emissions target. Extreme Miller cycles, with Early Intake Valve Closures(up to100 crank angle degrees before BDC), combined with two stage turbocharging were firstly evaluated and thebest solution in order to reduce NO, emissions without excessive penalties in terms of fuel consumption wasfound to be the adoption of a 90 CA deg EIVC, coupled with a symmetric overlap of 30 CA deg, which allowed a 35% NOxabatement with BSFC values comparable with the reference solution. Afterwards, four different external EGR architectures were evaluated for the assessment of their NO, emissions abatement potentialities. Although all the tested external EGR systems were capable to reduce NO, emissions down to approximately 20% of the reference engine when using the highest EGR rate (20%), the use of an EGR turbocharger(i.e. of an additional small turbocharger used to pump the EGR flow between the exhaust and the intake manifold), allowed maintaining components thermal loads under control, with still acceptable fuel consumption penalties(about 4%). In conclusion, the achievement of IMO Tier 3 NOx emissions levels was proved to be feasible, although further experimental investigation will be needed to confirm the numerical simulation results.

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。EPA Tier4 IMO Tier3 and eu3b emis-ion limits require complex systems of fuel injection-air-and exhaust gas treatment. The BOSCH control units for engine management in the commercial vehicle and off-highway are designed to meet the require ments of the legislation on further emissions. It is obvious to use this available technology for the medium and high speed engine applications. BOSCH is a leading manufacturer in the field of electronic fuel injection control and monitoring systems. Building on the success of the bosch automotive engine control units and Sensors, BOSCH has derived an engine controller and a set of sensors for industrial- and maritime applications The commercial vehicle ECU SW and HW platform includes complex functions for fuel balance control, exhaust gas recirculation, exhaust gas treatment, multi fuel injection control, fuel pressure control, engineition management, engine d governors, multi ECU systems and diagnostic functions, etc.which are the basis for the newly developed BOSCh maritime electronic diesel control platform. Modularitynd flexibility of the ECU Sw and hW is a key criterion to cover all medium and high speed engine variants optimum Multi ECU systems for engine variants up to16 cylinders (2 ECUs)are available and up to 24 cy lin ders (3 ECUs)in preparation. Common ECU SW with individual functions, e.g. twin air flow and fuel pressure control (left/ right engine bank) for multi ECU systems are configurable in the sw build process. With SW sharing the customer can realize its own SW functions on the supplied ECU HW and Sw platform. Homolo gation for the most important ship classification societies for the ECU and a set of common used engine sensors is in progress. Pre-Compliance Tests have been performed and the final compliance test is in preparation. In Cooperation with BOSCH Rexroth an interface for the integration of the ECu engine control management system into the Rexroth ship automation system is developed. BOSCH becomes a supplier of remote, propulsion alarm-, safety- and engine management systems for maritime applications. This technical paper will describe the BOSCH electronic engine management system components for the medium and high speed engine applications

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。Nigata power systems has been developing the gas engine for about 30 years as one of the best matched products which satisfies the trend of social requirements, such as an environmental preservation and fuel economy, and an electrical demand in industrial field. About 15 years ago, the gas engine with Nigata original micro pilot ignition system which attained the world highest performance those days which has BMEP 2MPa and more than 43% of thermal efficiency at 3 MW class was developed. This engine series consists of 2 types, and power range is about 1 to 3 and 6 MW. These engines have been acting as a key role of co-generation system more than a hundred units in the domestic market in Japan. More-over, since this engine can employ the minimum maintenance interval in 4000 hours, it is contributing for the big economic saving in the running cost in particular continuous running power-generating plant. Recently, the gas engine are welcomed rapidly in such fields innot only in the power generation for land but also in the ship, because of the environmental advantage, the economical efficiency based on the spread of gas re-sources, and a viewpoint of long-term fueling predic-tion. To adapt at these situations, Niigata power systems has developed two new gas engines designed as spark ignition method and dual fuel engine, which are launched as key hardware for power generation and marine propulsion system. The spark ignition gas engine mainly developed as power generation for 2 to 6 MW, and the dual fuel engine mainly will be applied for marine propulsion system with power density of 2 to 3 MW.A new developed 6 MW class spark ignition gas engine has attained approximate 47% of power generation efficiency with low NO, emission based on the design technique of the lean burn technology, main combustion chamber, and pre-combustion chamber and combustion control technology. Marine dual fuel engine was designed through diesel design experience and micro pilot technology for diesel mode operation and gas mode operation respectively. Nigata developed the propeller direct drive type dual fuel engine which can meet the desired load operation character-istics coming from the tugboat which works in harbor without generating abnormal combustion such as aknock, with original combustion technology. Sudden acceleration torque and slowdown torque are required of a tugboat at the time of navigation of a large-sized ship. Moreover, dual fuel engine can shift smoothly the mode of operation arbitrarily by the change of oil or gaseous two-sort fuel. For this reason, in the viewpoint of safety cruise of a ship, the reliable dieselengine take an advantage as redundancy system. Niigata Dual fuel engine meets NOx emission level in IMO Tier2 and Tier3 at diesel operation and gas op-eration respectively. This performance can accept as ECA discussion and area. This paper describes about newly developed spark gas engine and marine dual fuel 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。The successful series 1163, the engine of MTU with the highest power density for marine applications, has to be modified to gain the upcoming emission standards. Up to now the engine has been equipped with an established Pump Line Nozzle Injection system. Since the emissions are essentially influenced bythe injection system some modifications are required. The system needs a more flexible and faster switching with higher injection pressure and also the capability of multiple injections to reduce noise, NOx-emissions and soot. The injector, the heart of the new Common Rail injection system, has been developed by ' Orange in close cooperation with MTU. To reduce development costs and time but achieve highest performance and durability the injector is based on the third generation of LOrange's injection systems for high-speed engines. Since 2011 injectors containing such principles are part of the trend setting fourth generation of the MTU series 4000. The main feature of the injector is the integrated accumulator with the control valve close to the nozzle, known from previous L' Orange in-jector generations. With an optimized injector designthe maximum injection pressure and the capability of multiple injection can be significantly improved. Due to a new control valve design the injector becomes more robust and thereby the injection quantity more stable over the whole lifetime. In a first step the injector will run with 1800 bar e.g. for the IMO TIER lI requirement.The injected quantity is splitted in a pilot and a main injection to reduce NOx-emissions, fuel consumption and the load of the engine parts. Possibly in a second step the engine fulfills further upcoming emission legislations. Therefore the injector is already designed for a maximum injection pressure of 2500 bar. Additionally as a new feature the detection of the beginning and end of the iniection will be integrated. This leads to an almost drift free injector and the possibility to realize minimal injection quantities with highest accuracy This injector wil be another milestone in the long history of L' Orange trend setting innovations. The engine with the new injection system will go in series production in August 2013.

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。System oil has had a slow evolution of performance improvement during the past decades.Rapidly increasing fuel injection pressure to reduce fuel consumption and to meet exhaust emission requirements requires increased anti-wear performance to protect gears, camshafts and followers. The introduction of engines with complex hydraulic systems operated by the system oil necessitates a review of the current situation. The oil needs to be very clean to operate effectively in these functions as there are many delicate high precision control components in the hydraulic oil control circuit. The system oil also operates in an increasingly hot piston cooling and ex- haust turbocharger bearing environment necessitating improved thermal stability and anti-oxidation properties. Some new bearing materials require low system oil water content and improved anti-corrosion properties. The quantity of system oil per engine output is also being reduced to save cost and space, thus the oil circulation rate is increasing. This requires that the air release and foam collapse time properties of the oil need to be improved. Not only the new oil performance for all these parameters is important, but the retention of these desirable properties for the life of the oil is essential to ensure good operation. System oils are typically' fill for life', thus these properties need to be maintained for the life of the engine,i.e.25 to 30 years with only small amounts of top up. One final challenge would be to meet all these requirements as well as al-lowing the use of the system oil as a cylinder oil foruse with low sulphur distillate fuel. These new performance requirements need to be addressed to ensure reliable engine operation now and in the future. To deliver the required performance, the choice of additivechemistries becomes critical. While the range of additive chemistries is extensive, the impact of new system oil requirements makes selecting the right moleculesa key step in delivering performance to match engine needs. This is made even more so by the need to consider the impact on the environment and potentialfuture legislation. In addition, as the automotive in-dustry drives basestock manufacture to increased useof Group ll, ll, and IV product, the impact of these if used to produce system oils, must be taken into account. This paper aims to identify the performance requirements for system oils and show how with careful formulating, these can be achieved.

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 the development of common rail fuel injection systems, variable geometry turbochargers, variable valve timing and combustion feedback systems, medium speed diesel engines offer substantial control flexibility with the potential of significantly improving performance, fuel economy, emissions and thus customer value. Engine performance-traditionally governed solely by the mechanical system-is increasingly dependent on the interaction of the flexible subsystems and their proper control. This paper seeks to demonstrate the benefits offered by variable air-path control in combination with a fully flexible common rail fuel injection system. System interactions and optimization are analyzed and performed with design of experiment(DoE), response surface modeling and constraint merit functions. Above-mentioned methodis applied to design custom tailored medium speedengine maps for constant speed generator, controllable pitch as well as fixed pitch propeller operation. Engine performance data are obtained via enginedynamometer experiments augmented with analytical simulations. With constant speed generator operation, it is shown that through optimizing the engine calibra-tion in accordance to the typical load profile thereof,specific fuel oil consumption is reduced by several grams without related engine-hardware changes. The potential of applying engine-control maps specifically tailored to the mode of operation e.g. fast steam-ing, slow steaming or maneuvering operation is assessed and the potential quantified. This so-calledmulti-mapping approach allows for improved performance and reduced emissions over the entire operating regime of the engine. In addition to steady state operation, benefits in transient response are demonstrated by means of optimized air-and fuel-path con-trol. Particularly load rejection and smoke emissions are substantialy improved over conventional, mechanically rigid systems. Lastly the effect of Tier Ill exhaust gas treatment solutions-selective catalytic reduction(SCR) to reduce oxides of nitrogen (NOx) and /or scrubbers to capture sulfur oxide (SOx)-on engine performance is investigated. It is shown that Tier ll exhaust gas treatment systems may adversely affect engine performance through increased exhaust gas backpressure. By means of optimally adjusting the engine control strategy to the new boundary conditions, it is demonstrated that engine performance and efficiency are restored to Tier ll levels.

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 increased power density on gas engines, an increase in cylinder temperature deviation was observed. The combustion shows temperature variations from cylinder to cylinder. The differencescan be caused by variations in the air/fuel ratio, in the homogeneity of the mixture, in the charge move-ment, in the wall temperatures, in the manufacturing tolerances, and the oil entry on valves and pistons, etc. All parameters lead to deviations from the optimal center of combustion and in burning efficiency of the fuel. In particular oil entry leads to abnormal com-bustion in single or multiple cylinders caused by selfignitions. Strong self-ignitions can express themselves by generating spontaneous cyclically unsteady com-bustionchamber temperatures. Further investigations with pressure sensors identified abnormal combustion with higher peak pressures sometimes combined with knocking. Nevertheless, these strong self-ignitions do not always appear but they are probably affected by the amount of oil entry into the cylinder. Self-ignition was found during normal combustion following a spark ignition, and also when a cylinder was not ignited by a spark at all. Self-ignition occurs with intensity levels related to the engine power. In extreme cases, they lead to a derating or shutdown of the engine by the monitoring system.A new procedure was developed to quantily the self-ignition. The electronic spark ig- nition was shut off in each cylinder, one by one and the cylinder pressure was measured by a quartz pressure sensor. Based on the cylinder pressure curves, the heat release per cycle was calculated by thermo-dynamic analysis. If the unfired cylinder starts with a combustion (depending on the amount of engine power) after a self-ignition, an accordingly statistically distributed number of visible combustions arises during the recorded working cycles. These combustion processes are different due to the amount of burnt fuel.The comparison of approx.5 working cycles of multiple cylinders on the basis of the single burn functions is not revealing. The comparison of 100 working cy-cles is impossible. The newly introduced evaluation method presented here allows the quick detection of the number and the intensity of the abnormal combustions.

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。Due to the tightening demands concerning the environmental noise, knowledge of the sound generation of internal combustion engines(ICengines) is of great importance. The exhaust noise of an IC-engine travels from the source via transmission path, exhaust system, to the outside environment.When designing the elements used in IC-engine exhaust systems,e.g, silencers or catalytic convertersto reduce the exhaust emissions, including noise, the acoustic source characteristics of the IC-engine must be known. The studied audio frequency range can be divided into the low frequency plane wave range and high frequency non-plane wave range. The low frequency plane wave range acoustic source characteristics of an IC-engine can be determined accurately by using for example process simulation software and acoustic multi-load methods. If the diameter of the studied duct is small as in automotive systems, the low frequency plane wave range source characterization might be enough. When studying noise froma medium speed power plant or marine IC-engine, the duct diameters are large and therefore the acous-tic source characteristics in the high frequency nonplane wave range are also important. The goal of this study is to estimate how the acoustic source data of a medium speed IC-engine exhaust system can be determined in the low frequency plane wave range and also in the high frequency non-plane wave range using engineering practices and acoustic power based methods. In this study the source characteristics are determined based on simulations and measurements, then the low-and high frequency source characteristics are combined in a way that alows them to be used in multi-port simulations.

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 2013, LOrange GmbH is celebrating 80 years of company history and rich experience in a large variety of fuel injection systems for internal combustion engines especially in the field of industrial offhighway Diesel engine applications in ship propulsion systems, power plants and special-application vehicles.L' Orange has always followed the future-oriented spirit of the Diesel pioneer Prosper ' Orange and his son and company founding father Rudolf LOrangewho has established LOrange Motorzubehoer GmbH back in 1933 in Stuttgart/Germany. LLOrange has ever been the industry driver for invention, state-of-the-art product solutions as well as tailored fuel injection equipment and complete systems for the special demands of our customers and harsh operation conditions typically present at sea or at remote places. In the past years,L' Orange did detailed research, extensive testing and has successfully introduced fuel injection components for Diesel, Heavy Fuel Oil, Water, Orimulsion④, Duel Fuel and Gas applications. Activities have been the advancement, sophistication and new development of:· Mechanical pump-line-nozzle systems· Electronically controlled Common Rail systems· Micro-pilot Common Rail systems(separate slim injector)· Micro-pilot Common Rail and main injection technology combined as twin needle injector. Gas injector suitable for pressurised gas and micropilot diesel This paper will give a review of the technology, feedback from the field and names essential refinements for product reliability and fulfilment of customer requirements with regards to lowest possi-ble fuel consumption, smoke invincibility, compliance with emission legislation and reduction of total costs of ownership. Moreover, the review and actual examples pay special tribute to LOranges knowledge in fuel injection systems for Asian and Chinese markets. In addition to the significant further development of traditional mechanical fuel injection systems, whichexperience a continuing qualification for future tasks and a renaissance for large-bore engines, this paper describes in detail the development of two custommade Common Rail fuel injection systems. LOrange and Chinese engine manufacturer Jinan Diesel Engine Co, Ltd.(JDEC) have joined forces for two ambitious engine projects both powered by LOrange Common Rail systems. JDEW 175 CR runs with distillate Diesel fuel and JDEC 260 CR is equipped with a Heavy Fuel Oil Common Rail system.

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。Large amount of existing marine diesel engines in China need to be upgraded to satisfy IMO Tier ll, especially for medium speed engines. To finda proper way for IMO Tierll has been a critical issue for Chinese engine manufacturers. This paper introduced update design of a medium speed marine diesel engine which cylinder bore around 200mm. Since itwas developed decades ago, its emission was IMO Tierllevel. SMDERI fully depends on internal technol-ogy, improved fuel injection system, combustion system and turbocharger, to upgrade this existing engine to IMO Tierll. Experimental results proved upgraded engine NOx emission satisfy IMO Tierll, while no negative effect on reliability, fuel consumption and manufacture cost. This update prolonged product life time of this existing engine, and proven solution could also be applied on similar diesel engine retrofit.