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 decomposition of organic substances at landfill and biogas sites creates a media consisting of methane, carbon dioxide and nitrogen.The high calorific value of this gas makes it a use-ful source of fuel for power generation. This enables a beneficial recycling of man-made and natural resources while yielding an attractive economic return for operators. Engines operating in these conditions are typically required to run continuously at full load and any maintenace downtime can result in signifi-cant lost revenues. Due to the nature of the sites, the fuel gases generally contain a high level of contaminants introduced from the materials from which it is produced. This can result in elevated levels of sulphur and halogen in landfill gas and sulphur from biogas sources, which is not seen or experienced atequivalent natural gas sites. During the combustion process these contaminants lead to the production of corrosive acids which can result in degradation of yel-low metal engine components(i.e. copper coolers and lead bearings). Further, at landfill sites the presence of silioxanes in a number of household products results in their deposition upon various parts of the engine. Both corrosion and the deposition of materials upon the engine can be avoided with the correct choice of engine oil lubricant. This paper will detail the development of a new engine oil specifically targeted to withstand the conditions experienced at landfill and biogas sites. The development of bench tests to aid the screening of formulations will be discussed and compared to existing ' best in field' commercial products; distinctions between formulations for natural gas engines and those required for corrosive gas service will be drawn. The results of continuing field trials with the new formulation will be also be presented. Following the completion of a successful field trial a new, corro- sive gas service specific, additive technology will be commercialised.

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。Group ll base oils are a category of base oils defined by the American Petroleum Institute as having a sulphur content less than 300ppm,a sat-urates content greater than 90% and a viscosity index of between 80 and 120. Group ll base oils have been used in automotive lubricants for many years. This was driven by the need to improve performanceof the lubricant to meet the demands of new engine technologies. As a consequence, the supply of Group ll base oil has been increasing and the capacity of Group I base oil is forecast to decrease. So far, these trends in base oil capacity have left the lubricants for medium speed marine engines unaffected; such lubricants have historically always used Group I base oils as the diluent for the additive system. With increasing availability of Group ll base oils, there is now a drive to utilise them for medium speed marine engine applications. The current economic climate is a strong motivator for the ship owner/operator to scrutinise their operation and identify where further cost savings can be made. Hence there is a desire for reduced oil consumption and increased power output. Combine this with increasingly poor heavy fuel oil quality, to which medium speed engines are sensitive, and it becomes clear that the demands on the lubricant are increas-ing. This paper discusses whether the use of Group ll base oil can go some way to meeting those demands, by providing improved oxidation resistance, viscosity control and lower volatility. An upgrade of these performance features would extend the time before condemning limits for the oil are reached. The capability of these base oils in comparison to Group I is examined in bench and laboratory engine testing. The deployment of a Group lI based lubricant in the field, and what benefits have been observed, is discussed.

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 an environment of ever rising fuel prices and stricter emission regulations, manufactur-ers of large-stroke medium speed diesel engines needto discover new ways to reduce the fuel oil consumption and the overall costs of their systems. As fuelefficiency has always been the major goal, those engines convert a big percentage of the chemical energy into mechanical energy. Unused fuel energy leaves the combustion chamber as waste heat and enthalpyof the exhaust gases. This paper will focus on the engine's heat transfer from the combustion chamber into the surrounding parts and the cooling system. For a better understanding of the cooling systems a research project with MAN Diesel & Turbo SE and the Institute of Internal Combustion Engines(LVK) at the Technische Universitaet Muenchen(TUM) was initiated. The overall goal is to analyse and understand the heat transfer from its origin during the combustion via the engine block and cooling system to theenvironment. With the introduction of two-stage turbocharged engines the heat load and the complexityof the cooling systems will increase. The knowledge of the cooling system's behavior is essential, to face this challenge in the near future. An analysis of three large-bore diesel engines with a similar cylinder geometry and shaft power showed three different topologies of the cooling system. From this analysis the following question was deduced: Why are different topologies used and what are the technical advantages and drawbacks of each system? The cooling andlubrication oil systems are crucial for a safe operation of the engine. However, there exists a trade-off betweenfuel consumption on the one hand and reliability on the other hand. Smaller coolant and oil flow rates re- quire less pumping power but at the same time the maximum heat load of the cooling system is reduced.A deeper knowledge about the system's behavior willhelp to further close the gap to the optimum of the trade-off in the future. For the simulation two different tools are used in this project. The engine is modeled and simulated in GT-Suite(Gamma TechnologiesInc.). For the cooling system Dymola(Dassault Systems) based on the open multi-physical modeling language Modelica is used. Different cooling systems for large-bore medium speed diesel engines were mod-eled, simulated and analysed. The simulations werevalidated using measurement data provided by MAN Diesel & Turbo. The results of the simulation at different stationary load points considering the application (marine propulsion, power generation, etc.) and envi-ronmental conditions(e.g. temperature and humidity) are discussed. The paper will show the influence of the topology of the cooling water and lubrication oil systems on heat exchanger and pump size. At high temperatures energy can be used more efficiently and heat exchanger surface areas can be reduced. But the temperature level also affects the engine's heat transfer. So the influence of the cooling water and lubrication oil temperature on the friction and the heat transfer from the cylinder to the cooling fluids needs to be taken into account. The effect of different temperaturelevels will be shown in a variation of the coolant and lubrication oil temperature.A profound understanding of the components, their dependencies and interactions is important for a system optimization. With thisknowledge it will be possible to further narrow design margins, the dimension of heat exchangers and to use smaller pumps. This will improve the overall system's efficiency.

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 recent years, legislative changes and financial pressures have driven ship owners and oper-ators to adopt new operational strategies; as a consequence, operational flexibility in terms of main engine loading and fuel choice has become not only a need, but a proven solution used to address environmentaland economic performance needs of the marine transportation sector(particularly in the container vessel segment). In this context,a broader operational win-dow for modern low speed 2-stroke marine diesel en-gines has introduced new challenges that need to be considered in cylinder lubrication and have highlighted new performance required of the cylinder lubricant in order for it to deal more effectively with these changes. The influence of a highly variable operational profile results in a cylinder lubricant being exposed to stress levels that until now, it has not been optimally designed for. This paper provides a summary of new investigations into low speed 2-stroke cylinder oil stress under a broad range of operational conditions anpresentsthese findings as the basis for the design of a wide range cylinder lubricant that is able to outperform traditional 70 BN cylinder lubricants across a highly flexible operational profile in terms of fuel choice, ambient conditions and engine loading. As part of the development process of a wide-range cylinder lubricant, the paper will discuss some aspects of how a fundamental understanding of oil stress in the low speed 2stroke diesel engine has significantly increased the importance and relevance of using a laboratory engine.Recent developments of new test protocols and engine control systems of the Bolnes 3(1) DNL 170/600 laboratory engine will be discussed and highlighted, to show how it can be used to generate reliable andrepeatable test data for the process of discovering and benchmarking candidate formulations, thus proving their robustness and readiness for testing in the field in a full size engine that is capable of discriminating the performance of a lubricant. In particular this paper will discuss the increasing relevance of using such testing as a means of challenging traditional approaches to base number and performance relationships. Finaly, the paper will show summarized results of more than 30,000 accumulated running hours with Alexia S4 on a number of engine types, sizes, ages and operational profiles, referenced against previous coventional 70 TBN cylinder lubricants.

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。 Rudolf Diesel demonstrated his compression ignition engine at the World Fair in Paris in1900. One year earlier, the first Diesel engine outside of Germany was built under license by the Carels Brothers in Ghent, Belgium. In 1912, this license was brought into the founding of the Anglo Belgian Corporation(ABC). Now ABC is 100 years older and celebrates its centennial jubilee. During this time, the engines have undergone tremendous progress, and are produced for applications all over the world. But, with the increasing focus on emissions and fuel consump-tion, ABC has taken the next challenge to design and build a completely new engine range with a power output of 650kW/cylinder at 750rpm which is developed to meet the IMO ll emission level with engine internal measures. This engine is designed with state of the art components and a unique charging system which has to make it possible to reach the IMO ll limits. Furthermore, the engine is developed to work inside and outside the ECA zone's, as well on MDO, HFO and Dual Fuel. The base design of the engine is foreseen to work at different speeds on nominal torque so thatthe engine has its main applications in as well power generation as marine propulsion. This will make it a multifunctional engine which will set the standard in its category. This paper will describe this new developed engine characteristics and will highlight the new technology that is used to reach the targeted IMO lll limit, engine internally. It will include a discussion on the different issues as there are, mechanical design, thermodynamics, emissions, fuel consumption,.. We will also describe the current status of the development and show the available test 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。 Evolving marine fuels sulphur content legislation and the advent of slow steaming have consequences for engine maintenance costs and cylinder oil performance, in turn creating a challenge in maintaining safety margins while optimising operational efficiency. Castrol will present the results of its field eval- uations that demonstrate the way slow steaming increases demands on cylinder lubrication. Based on research and development carried out in the labora-tory and onboard ship, the company will present data showing that in certain conditions the selection of an 80 BN cylinder oil will prevent cold corrosion if thfuel sulphur level, engine load and feed rate make the lubricant stresses too severe for lower BN lubricants. At a time when the industry is likely to see a higher proportion of fuel bunker deliveries at the highest end of allowable sulphur content range, Castrol will outline why an 80BN lubricant enables optimised feed rates and provides greater neutralisation capacity, andhence better corrosion protection across the fuel sulphur range while slow steaming. Furthermore, as well as offering fuel cost savings, reducing overall speedcan mitigate concerns over ash deposits when operat-ing on low sulphur fuels in Emissions Control Areas.

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。Future trends in engine design go towards higher firing pressures, which further increasethe tribo-mechanical loading of journal bearing systems to an extent that requires fundamentally new approaches. One of the most important goals in latest research activities is the active use of tribochemical effects of lubricants in journal bearing systems. Positive chemical effects of extreme pressure and anti-wear additives, such as ZDD have been already well researched in the field of gear and valve train systemsover the last decades. For the first time, it was shownthat tribofilms can also form in journal bearing systems, which influence the tribological behaviour significantly. In case of Al-based bearing material, which is rather inert to tribochemical reactions, tribofilms form-ing on the mating steel counterpart increase the load bearing capacity and also the wear resistance.This fact is due to the lubricity the softer tribofilms impose on the harder steel counterpart.The response of Al-based materials towards film formation is effectively improved by adding selected intermetallic hard phases.The research activities further elucidate a synergistic effect between the design of the bearingmaterials and the employed lubricant formulation.The results obtained so far clearly highlight the need for a combined interdisciplinary development of all compo- nents of journal bearing systems.These are the materials of bearing and shaft as well as the employed lubricants.

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 achieve the optimum performance of the high load operation and the low load operation of an 8-cylinder marine diesel engine, this paper studied a newly designed variable geometry exhaust manifold (VGEM) turbocharging system bysimulation and experiment. The VGEM turbocharging system can switch the charging system between two charging modes by a controllable valve accord-ing to the engine load. The one-dimensional simulations of VGEM turbocharging system was developed for a marine eight-cylinder diesel engine using GT-POWER. The efects of the charging mode on engine performance were analyzed and the switch point wasfound according to the BSFC. The result showed that the switching point should be set at 70% load which could make the engine get optimum performance both at high and low load operation. The comparison of four-pulse, PC, MPC, and MIXPC turbocharging systems was studied respectively for this diesel engine. The simulation results indicated that the BSFC of the VGEM turbocharging system is always less than that of the four pulse, MPC, MIXPC turbocharging systems at all four loads of 25%50% 75%100%.

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 newest version of the MTU Series4000 Gas Engines, the L64 presents the re-sults of consistent improvements in this highly modern gas engine family. The focus of the development was the in-crease in power of 130kW/cylinder and the increase in efficiency of 45% at the same time improving emis- sions. With its efficiency and power the L64 will beplaced in a crucial market position. The foreseeable power range will be up to 2.6 MW for the 20 cylinder version, while retaining an operating life of 64,000hrs. Furthermore through the higher cylinder power, a positive downsizing effect is achievable. To achieve the above mentioned customer benefits there were nu- merous technical measures necessary and this often in high detail. Here are just a few key points:· New combustion process· New cylinder heads for higher peak pressure· Reducing the crevices in combustion chamber· New steel piston design· New high pressure turbocharging· New Miller engine timing· Advanced ignition system for low NOx combustion· De throttling and optimizing all associated flow components Extensive testing has been taken to validatethese results, in addition several en-gines have been placed in the field running thousands of hours. The market launch will be in 2013/14 with all cylinder versions 8,12,16 and 20V beginning with 50Hz followed later by 60Hz versions.

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。Since the economical crisis was recognised worldwide in the autumn of 2008, owners have been looking into cost savings, such as slow steaming and optimised low-load operation with turbocharger cut-out, exhaust gas bypass, etc. This has led to research into optimised propulsion efficiency, avail- able propeller sizes and possibilities regarding stroke size for crankshafts. The result is now known as the G engine series, including the G/40/45/50ME-B9.3, G60/70/80ME-C9.2,S3OME-B9.3 and S9OME-C9.2.With the G engine series,a new generation of super-long-stroke engines has been introduced to the market and, in many cases,a new design of the aft ship is needed to fully utilise the low revolutions of these engines. However, the interest in the new engines is very high, and firm orders have already now been received for 7,9,10,11 and 12-cylinder S9OME-C9.2 engines,6 and 7-cylinder G80ME-C9.2 engines as well as 6G70ME-C9.2,5 and 6-cylinder G60ME-C9.2 engines and 6G50ME-B9.3. One of the present goals in the marine industry is to reduce CO2 emissions from ships and, therefore, to reduce the fuel consumption for ship propulsion to the widest possible extent at any load. This goes hand in hand with the focus on fuel cost savings, including the newly introduced variableexhaust valve timing for ME-B9 engines. This new sys- tem will improve the part load fuel consumption for the ME-B engines, and they will be designated ME-B9.3.Furthermore, the newly introduced Energy Efficiency Design Index(EEDI) will also have an impact on future ship development and engine design. One possible solution to improve the EEDI for a ship is to optimisethe aft body and hull lines of the ship, including bul- bous bow and operation in ballast condition-making it possible to install propellers with a larger diameter and, thereby, obtaining higher propeller efficiency at a reduced propeller speed. As the two-stroke main engine is directly coupled to the propeller, the introduction of the super-long-stroke G engine series with aneven lower-than-usual shaft speed will meet this target. This paper will deal with the overall design platform for these engines, which is mainly based on theservice experience as well as production experience with the 80ME-C9 and 35-50ME-B9 engines. Further- more, dedicated design requirements in order to be able to operate with, for instance, the biggest strokebore ratio ever of 5 for the G40/45 and G50-ME-B9.3 engines will also be described. Similar to the situation with the S80ME-C9 and 35/40ME-B9, the new G engine series are only offered as electronically controlled versions so as to obtain the lowest possible fuel oil consumption at all loads as well as optimising NOx emissions. However, if needed, the G engines can be delivered as MC-C engines on request. LEL/SUK27/06/2012