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, various approaches to environmental problems are carried out. As for ma- rine diesel engine, IMO(International Maritime Orga- nization) has phased in emission regulations mainly against NOx reduction in exhaust gas. To comply with this emission regulation, all marine diesel en-gine manufacturers are advancing the development of next-generation marine engines. Some typical tech- nologies effective for reducing NOx in exhaust gas are miller cycle engine, EGR(=Exhaust Gas Recircula- tion), SCR(=Selective Catalytic Reduction), gas fuelengine, and application of water emulsion fuel, etc. Among these technologies, miller cycle engine has al- ready been put to practical use in many marine diesel engine manufacturers, because of the great advan- tage in development cost due to smaller change nec-essary in structural design compared to the conven- tional. Additionally, Miller cycle engine is known to beeffective in combination with other NOx reducing tech- nologies and is expected to be applied continuously. Higher supercharging is necessary to realize miller cy- cle engine. Therefore, higher pressure ratio is comingto be required for marine turbochargers ever more inrecent years. In addition, there are constant require- ments for marine turbochargers such as higher effi-ciency, wider operation range and higher performance at low speed. To meet these demands, IHI has de- veloped a radial type high-pressure ratio turbocharger,named High pressure ratio AT14(New AT14). The New AT14 has achieved higher pressure ratio com- pared to the conventional by improving some design methods such as the increase of circumferential speed of compressor wheel and optimization of compressor blades and recirculation devices aerodynamic geome- try by using CFD and so on. These technical efforts lead to the improvement of pressure ratio from 3.8 up to 5.0 at the engine operation point. New AT14 tur- bocharger has already been adopted as a standardmodel by some engine builders, and is expected to show its high performance in the global market. In this paper the development of AT23 turbocharger will be shown with some of the obtained test results. AT23 turbocharger is the turbocharger IHI has developed lately for smaller marine diesel engines than engines which applies AT14 turbochargers. Aerodynamic partssuch as compressor and turbine were redesigned and shafting was also redesigned to reduce mechanical loss. AT23 turbocharger has achieved higher pressure ratio and efficiency compared to IHI's conventional tur- bochargers. On the other hand, turbochargers are re- quired not only high pressure ratio and efficiency butalso safety, durability, longer mechanical life and eas- ier maintenances. AT23 turbocharger has improved some of the structures, to respond to these require- ments.

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。Normally diesel combustion simulations are started from bottom dead centre before combustion. Initial values of pressure and temperature are taken from experimental results or 1D-simulations. Asinitial turbulence values(k and e), some correlation, intake flow simulation or just best practise values are used. All those values are initialized to be constant for whole simulation volume. In the previous study intake channel simulations were done. Authors found that the level of turbulence values at TDC were different if the intake stroke was simulated or if average values were initialized at IVC. In this paper three different engines are simulated. For each engine intake and compression strokes are simulated to get the best possible knowledge about the real turbulence values. From those results the average values of p,T,k,e and swirlnumber at IVC are captured and used as initial values of compression simulation. Finally better method to initialize turbulence values is described and tested

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。 Burmeister & Wain Scandinavian Contractor A/S has designed, constructed, and commissioned a 144 MW Diesel Engine based power plant for Enemalta Corporation on Malta in year 2012 with an exceptionally low level of emissions. The low emission level is based on a combination of well-proven and new advanced abatement techniques capable of com-plying with the most stringent emission norms. The power producing units of the plant are eight diesel generation sets, Wartsila 18V46 medium speed dieselen-gines with ABB AMG1600 alternators, each rated 17.1 MWe, and as bottom cycle one common Dresser Rand steam turbine generator with a Converteam alternator rated 13.2 MWe. The fuel of the plant is Heavy Fuel Oil with a maximum sulfur content of1%. The flue gas abatement includes NOx abatement by Selective Catalytic Reduction, SO, and Particulate abatement by dry Flue Gas Desulfurization with Sodium Bi-Carbonate injection followed by filtration in a BagHouse filter. The plant is cooled by Sea Water. The obtained net plant electrical efficiency with the extensive utilization of the exhaust gas energy in boilers and the steam turbine generator is 46.9% with due consideration of auxiliary power consumption for emission abatement purposes. In addition the plant include two desalination units, each rated 700 m3 /day driven byengine cooling water, thus achieving a total thermal efficiency exceeding 50%. The major unabated flue gas emission with the installed equipment would have been approx.2,000 mg/Nm3 nitrogen oxides(NOx),565mg/Nm2 Sulfur Oxides(SOx), and Particulate Matter(PM)75 mg/Nm3, all ref.15% O2, dry. The contractual and obtained requirements are 150 mg/Nm3nitrogen oxides(NOx),112.5 mg/Nm3 Sulfur Oxides(SOx), and Particulate Matter (PM)50 mg/Nm3. The particulate matter is under all normal operational conditions much lower. The NOx reduction is obtained by a well established SCR principle with injection of Urea.

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。Nowadays, and even more in the future, electronics and software belong to the main fields of product innovation. Therefore it is necessary to concentrate continuously on how to ensure an efficient and flexible integration of new technologies, as well as to focus on the integration of market demands into the engine control system. Based on a modularized portfolio of components, SaCoSone provides automation solutions for 4-stroke engines that can be adapted to individual technical requirements. One of the keyfactors to restrain complex control-, monitoring-andgoverning functions is a decentralised and function oriented system architecture in combination with distributed intelligence and local signal acquisition. Managing future challenges, such as emission reduction orthe development of adaptive engine control methods in particular can be seen as examples for the necessity of flexible inte gration of technological innovation in automation systems. But even in times of rapid techno-logical and systemic changes, SaCoSone still guarantees an identical interface for control signals and data communication in order to reduce efforts during system integration on the customer's side. Efficiency and flexibility are major requirements for the whole product lifecycle and are reflected by the SaCoSone spare part philosophy. This philosophy provides long-term availability and world-wide storage to ensure very short response times. In combination with our Online-Service Support via a remote network access, customers all over the world that are equipped with a SaCoSone automation system can easily be assisted to analyseoperational conditions and system messages of their 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。In this paper,a semi-experimental modeling approach for the simulation of a large marine engine is presented. The engine, which is of the twostroke marine Diesel type, is modeled by means of a cycle mean value model. According to that, two nonlinear first order differential equations, which are derived by applying the angular momentum conservation in engine crankshaft and turbocharger shaft, are used for the calculation of engine crankshaft and turbocharger shaft rotational speeds. The other engine operating parameters are calculated after the solution of a non-linear algebraic system of three equations corresponding to the mass and energy balances in the engine components. Several times in the modeling stage, it is required to use,a model for the pressure drop in the air cooler,a model for the air cooler effectiveness,a model for the mass of injected fuel per cylinder and per cycle, and a model for the pressure increase in the exhaust piping system of the turbocharger. The problem with the already existing models is that they are involving, air cooler characteristics, engine characteristics, and exhaust piping system characteristics which are not always available. So in order to solve this problem, the data recorded in the engine testing data sheet of the engine to be simulated, and relative, to the pressure difference in the air cooler, to the temperatures of the air exiting the com-pressor and the air entering the engine, to the specific fuel oil consumption, and to the pressure of the exhaust gas at the outlet of the turbocharger, is exploited. This data is taken and the Curve Fitting Toolbox included in MATLAB is used to fit the following four curves: the curve of the variation of the pressure drop in the air cooler as a function of the fuel rack position, the curve of the variation of the air cooler effectiveness as a function of the fuel rack position, the curve of the variation of the mass of injected fuel per cylinder and per cycle as a function of the fuel rack position, and the curve of the variation of the pressure increase in the exhaust piping system of the turbocharger as a function of the fuel rack position. The four new models, obtained this way, are composed of quadratic and cubic polynomials and are used in this modeling approach. The mathematical equations of the marine engine model are implemented and solved using the computational environment MATLAB Simulink.Then, the simulation, under various operating conditions of the large marine engine of which engine testing data sheet has been used in the modeling phase, is performed and the derived results are presented together with the experimental results available from test bench trials of the same engine. At the end, the utility of the semi-experimental modeling approach is discusse.

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。 NOx and SOx emissions from ship exhausts are limited by IMO ship pollution rules. NO.emission limits are set for diesel engines depending on the engine maximum operating speed. Limits are set globally(Tier I and Tier ll) and in addition for emission control areas(Tier ll). Tier ll standard is dated to 2016 and is expected to require the use of emission control technologies. SCR(selective catalytic reduction) is an available technology capable of meeting this requirement. This technology uses a catalyst and ammonia for the reduction of NOx to elemental nitrogen. On the other hand SOx limits are requiring the use oflower sulphur level fuels or aftetreatment systems, like scrubbers, to decrease SO, emissions. Scrubbers might become popular as they allow the use of inexpensive heavy fuel oil. The sulphur is usually considered as poison to catalysts. In SCR's a V2Os catalyst has been widely employed due to its high activity and sulphur tolerance. Even so, sulphur related challenges do occur. At high temperatures the SO3 can result to an unwanted visible plume while at low temperatures the SO2 can react with the ammonia to form ammonium sulphates which deposit on and foul the catalyst. This brings certain requirements to the SCR optimization in high sulphur applications. Ships utilize large engines which require large catalyst volumes todeal with the emissions. Installations to large engineapplications can be difficult and testing rather complex. Only minor(or none) tuning of the parameters is possible in real applications. In this study,a slip-stream emission control test bench is utilized to test smaller SCR units with a proper exhaust gas from a medium speed diesel engine. The test bench has an advantage of easily tuned and controlled parameters(like temperature and exhaust flow).A heavy fuel oil with a sulphur content of 2.5% is utilized as test fuel.Two different SCR catalysts with a volume of 40dm3are tested using engine loads of 100%,75% and 50%.In addition, different exhaust gas flow rates and temperatures, adjusted by the test bench, are utilized in testing. The test bench utilizes NOx sensors placedupstream anddownstream of the test SCR reactor. In addition, the standard analyser to measure the NOx (chemiluminescence) was in use. FTIR was used to measure the NH3. Hydrocarbons, carbon monoxide and carbon dioxide were measure as well. The effect of SCR on particle emissions was studied by collecting particles on filters both before and after the catalyst. The particle filters were further analysed for sulphates and organic and elemental carbon. The results for both test catalysts show NO, conversions of near 80% at 100% load and even 95% at 75% load.The HC and PM emissions were also found to reduce over both catalysts. The organic carbon fraction of PMwas reduced by the catalyst as well as the sulphates.While the organic carbon reduction can be explained by the oxidation over the catalyst the sulphates are believed to store in the catalyst. Overall the two catalysts showed nearly the same observations except in the case of a lower exhaust flow(i.e. lower space velocity)were the behaviours differed.

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。Through the International Maritime Organization's Tier Ill legislation, the marine industry is committed to a significant reduction of NOx emissions from shipping in the Emission Control Areas by 2016. Marine Engine OEMs & aftertreatment specialists have been preparing to provide compliant solutions for the industry in reaction to this initiative. Not surprisingly Selective Catalytic Reduction,a technique successfully applied on a large scale in other sectors, is often the solution of choice.A known area of caution for SCR installations is the impact of the engine lubricant additives on the long term performance of SCR catalysts. While SCR is already being applied in a small percentage of marine and land-basedpower generation installations, data on the impact of marine diesel engine lubricants on marine SCR catalysts in well-controlled engine tests is scarce. Johnson Matthey, Chevron Oronite and ExxonMobil-market leading companies in the respective areas of catal-ysis, lubricant additives and finished lubricants-have collectively researched the impact of marine lubricants on various commercial and experimental SCR catalysts for application in large bore marine and power generation engines operating on Heavy Fuel Oil. An accelerated catalyst aging procedure was developed on Chevron Oronite's research engine, operating on Heavy Fuel Oil. Using this procedure the effect of var-ious lubricant additives on catalyst effectiveness was determined through catalyst characterization and activity testing. The data shows that actual engine test-ing is a necessary tool to determine the effect of lubricant composition on Marine SCR performance and that more data, developed under real-world conditions, is needed to fuly understand the effects of lubricants on SCR catalysts as applied in marine installations. The outcome of the research will be further exploredusing the SCR installation on Chevron Oronite's full scale Wartsila 4L20 marine 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。 Future emission limits for maritime engines call for dramatic reduction of particle matter, NOx and SOx in emission regulated areas. With the expected demand for ultra clean propulsion systems the engine industry has started development of gas fuelled engines. Gas fuelled ferries have been oper- ated successfully in Norway, tug boats will follow soon.These ships are propelled by spark ignited engines.Since many more years dual fuel and tri fuel engines are in service powering LNG ships and off shore oil and gas rigs. Most of these engines are using LNG which is used in bone dry condition. The absence of any oil mist or oil vapour implies special challenges tothe equipment in contact with this gas, in particular thesolenoid valves which are used for ported fuel injection suffer from excessive wear reducing engine service intervals and causing reliability problems. Compliance with stringent protection systems and safety regulations-like mandatory double wall sealing of the gaspiping system-impose other challenges on to the de-sign of such ported fuel valves. The authors present a novel design of ported fuel injection valves for large bore engines which incorporates design elements successfully deployed for ported fuel valves for cryogenic hydrogen fuelled internal combustion engines. By use of special combination of material for the sealing ele-ments to avoid cold welding which leads to increases leakage a longer life time can be achieved. The new design is prepared for leak detection systems and in-corporates unique solutions with respect to the elec-trical connections and wiring to comply with existing regulations. Stable operation of the gas fuelled engine requires high repeatability of valve operation and low valve to valve variances.A low lift concept de-rived from Hoerbiger experience in compressor valve design reduces response time for more accurate gas metering. In conjunction with the need to operate the fuel valves in a large operating range the valves have to work under elevated differential pressure exhibiting only insignificant leakage. In applications with two stage turbo charger and increasing gas supply pres-sure the leakage of the PFI valves become even more important. In this paper a method will be presented how to fulfil this requirement by a non-pressure balanced concept and reduce closing time at the same way in order to avoid post injections or residual gas in the air manifold. The electromechanical design of the presented solution copes with these challenges, thusoffering the engine designer a new means to realize efficient and reliable maritime engines complying with tomorrow's emission regulations.

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。Greater demands are being placed on railway engine applications as the impact of rising fuel prices underscores the need for more efficient solutions while, simultaneously stricter emission legislation comes into effect. With focus on these two challenging aspects, existing and upcoming engine power-packs still need to cope with the known specifics of traction applications in terms of high reliability, long durability and operation in an extremely wide range of ambient and load conditions. This paper describes how ABB turbocharging products and related concepts support railway engine builders and operators in ongoing and future engine development as well as in upgrading ex- isting platforms. After a brief review of ABB dedicated rail turbocharger platform, TPR, the focus will be onnewly developed VTG technology and its related control unit. Tangible results to improve fuel efficiency and to enhance operating flexibility will be evaluated with alternative solutions. The paper presents a proposal to cope with stricter emission legislation with minimum fuel efficiency compromises.A concept is described by which the VTG turbocharging module is deployed to realize external cooled exhaust gas recirculation in combination with a high speed electrical blower. ABB VTG turbocharging module, when applied on the TPR platform, enables significant fuel economy on existing and upcoming engine platforms, while increasing the operating range of traction applications. It is a base for promising concepts targeting stringent emission legis-lation with positive effects on traction economics. The paper presents a proposal to cope with stricter emis-sion legislation with minimum fuel efficiency compro- mises.A concept is described by which the VTG turbocharging module is deployed to realize external cooled exhaust gas recirculation in combination with a high speed electrical blower. ABB VTG turbocharging module, when applied on the TPR platform, enables significant fuel economy on existing and upcoming en- gine platforms, while increasing the operating range of traction applications. It is a base for promising concepts targeting stringent emission legislation with positive effects on traction economics.

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。CIMAC congress 27 Propulsion system(dis) integration Over the years, propulsion systems have become more sophisticated and complicated. In spite of regular updates of Class Rules and Regulations to cover the present state of the art technology, upgrading of International Standards, QA/QC procedures and supervision of production and assembly by end users, regular failures occur that lead to excessive wear, loss of functionality up to total lack of propulsion. Besides the lack of ' System thinking' one of the key factors is introduction of electronic control of several functions on separate engines, as fuel injection, valve control, cylinder lubrication, condition monitoring etc., and on complete propulsions systems consisting of several engines and propulsors where different op- erational modes can be chosen. Replacing mechanical functions by electronic control absolutely increases the flexibility of systems regarding tuning them for specific applications and for a specific goal(for instance fuel optimized versus emission optimized) with a single push of a button or completely automatic. However, as the most famous Dutch soccer player of all times, being Johan Cruit, has once said:' elk voordeel hep zun nadeel', meaning every advantage has its disadvantage. The advantages are clear: more flex- ibility, more accurate control, higher load limits, lower fuel consumption and-emissions over the load rangethan on mechanically controlled systems and higher redundancy, for instance if a camshaft fractures on a mechanically controlled engine, it stops whereas on an electronically controlled engine one cylinder is shut down when a failure occurs and it keeps on running.The disadvantages are also becoming clear in daily practice:· There is a responsible party for the entiresystem, being the ship yard or ' self-appointed' systemintegrator, but there often is no competent party with total knowledge of, control over-and interest in sys- tem integration which covers electronic systems, mechanical systems and the interaction between these two.· There is a clear lack of understanding what the effect of actions by electronic systems can be on the mechanical integrity of these governed systems because electronic-and software engineers and mechanical engineers are worlds apart: they often do not understand each other even if they communicate at all. · The different parties that deliver controls for a propulsion system(engine related controls, power management systems, DP systems) have no intimate relationship which means that the communication is limited to exchange of protocols and wiring diagrams and does not involve the effect of the combined overall control system on the mechanical load of the propulsion installation.· During sea trials, the measurements performed are so limited that especially dynamic ef-fects due to interaction between separate components and/or systems that can lead to failures or excessive wear are not recognized. In this paper several cases of disintegration of propulsion systems in practice will be discussed. The examples range from fracture of propeller shatts through rupture of rubber elastic couplings to repeated damage of bearings and unworkable situations due to instable behavior of control systems. Each case is discussed in detail and the damage mechanism as well as the consequences from an operational point of view will be presented as well as the measurements and calculations necessary to de-termine the root cause. Factors of influence on the development of the damage-or wear mechanism for each case will be presented.A procedure to prevent the encountered damages and unwanted interaction between components in a system and detect them in an early stage will be proposed.