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。Engine designs, ever more challenging operating conditions, evolving customer needs and environmental factors collectively place high demandson lubricants for natural gas engines. Projections for future energy supply and demand indicate that oil, coal and natural gas will continue to be predominant energy sources through 2030. As energy prices fluctuate through market cycles, owners and operators of natural gas engines are keen to manage controllablecost levers, such as energy consumption. This is particularly true in power generation markets where fuel costs directly affect the profitability. This paper will focus on natural gas engine oil product development, leveraging leading edge lubrication technology to deliver sustainability related benefits such as extended oil life, excellent piston deposit control and increased engine efficiency while helping reduce emissions and extend oil drain intervals. The comprehensive bench test program which evaluated oxidation stability, high temperature thermal stability and frictional characteristics of promising candidates, will be discussed. The paper will also provide highlights of the extensive engine performance and durability test program which evaluated the energy efficiency, oil life, piston cleanliness, oil consumption and wear performance in fielddemonstrations and laboratory endurance engine testing. The use of low viscosity oil requires proper validation before use in an engine. Simulation was used to verify that use of lower viscosity oil would still maintain the required oil film thicknesses and not damage the engine bearings or the power cylinders. The modeling work was followed by a 1,000 hour laboratory endurance test to compare the power cylinder wear rates vs. the conventional SAE 40 grade oil. Once the labendurance screening was complete, additional laboratory testing focused on documenting the candidate oils' impact on oil consumption, engine fuel eficiency, oil filter change interval and oil drain interval. Based on the lab test results, the range of oil consumption reduction achieved with lower viscosity oils is between 10 and 20%, and the fuel efficiency improvement is between 1.0 and 1.3%. The lab testing has also demonstrated the potential to extend the oil drain intervals out to approximately four times the current interval. The field demonstration has confirmed the fuel efficiency improvement demonstrated in the laboratory.

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。For the past several decades, the marine industry has been a conservative environment with very littlechanges in legislations and engine design. By the end of previous century, however, the demands for more engine power, coupled with increased environmen- tal awareness, have triggered tremendous changes in this industry segment. Recent and upcoming emission legislation requires the use of low sulphur fuel oil in environmentally sensitive areas. This triggers the need to have multiple high quality cylinder oil grades available to tackle the changing fuel market. Thus, the selection of the correct cylinder oil to optimize engine lubrication is more important than ever. By extensive research on the operation of marine engines, Chevron has developed tools to operate marine diesel engines reliably, even when dealing with high variations in fuel quality. Traditionally, drip oil analysis(also called piston underside analysis) has been used to determine the optimum lubrication parameters to operate a low-speed marine engine. These optimum parameters are achieved by varying the base number(BN) or alkalinity level of the lubricant, or by adjusting the amount of oil injected to match the sulphuric acid present in the combustion chamber. The appetite for alkalinity, is an indication of the corrosion sensitivity of the engine, and can vary substantially between different en-gine types. Every engine has a point at which oil feed rate becomes insufficient, and where iron, an indication of ongoing corrosion and wear, starts to increase.Traditionally,a measured drop in BN was used to determine this point; however, with marine fuels not containing any sulphur becoming more commonplace, BN is no longer a suitable tool to determine optimum lubrication. Chevron has accumulated a vast database which contains more than 15000 samples, taken under a wide variety of engines, fuels and operating conditions. This paper will report the findings on research performed on marine engine oil performance under a wide range of residual and distillate fuels.

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 Air Quality Improvement Program(AQIP), established by the California Alternative and Renewable Fuel, Vehicle Technology, Clean Air, and Carbon Reduction Act of 2007(California Assembly Bill (AB)118, Statutes of 2007, Chapter 750), is a voluntary incentive program administered by the California Air Resources Board (CARB) to fund clean vehi- cle and equipment projects, research on biofuels production and the air quality impacts of alternative fuels, and workforce training. Within the AQIP are Advanced Technology Demonstration Projects, with the purpose of helping accelerate the next generation of advanced technology vehicles, equipment, or emission controls which are not yet commercialized. On May 28,2010, the City of Los Angeles Harbor Department and the Port of Long Beach jointly submitted a proposal to CARB for AB118 AQIP Advanced Technology Demon- stration grant funding to demonstrate a Tier-4 locomo-tive DPF retrofit system on a 2,100 HP genset switcher locomotive. The project partners included Johnson Matthey, Inc, the technology provider, and Union Pacific Railroad, which will use the retrofit system on a switching locomotive operating in the San Pedro BayPorts. The test locomotive used for this project was UPY2755, an NREC model 3GS21B originally manufactured in July 2007. This locomotive uses threediesel-engine driven generator sets (Gen Set 1,2, and 3) to provide power to the locomotive traction motors. The locomotive was moved from the Los Angeles operating fleet of Union Pacific Railroad and sent to SwRI Locomotive Technology Center(LTC) in San Antonio, Texas for installation and testing of three Johnson Matthey's Diesel Particulate Filter(DPF) retrofit systems,L-CCRT ". The JML-CCRTTM system consists of a flow-through diesel oxidation catalyst(DOC)in front of a catalyzed soot filter (CSF) coated with an oxidation catalyst. The system catalytically oxidizes engine derived NO to NO2 and that NO2 continuously oxidizes soot trapped in a catalyzed wall flow filter. This continuous soot removal prevents the occurrence of excessive exhaust gas back pressure on the engine.The locomotive was modified to fit the three JM DPF housings, in place of the standard mufflers for each of the three engines. While the DPF housing is roughly the same footprint as the muffler, the DPF housing is taller than the stock muffler. As part of the modifica-tions of the locomotive, the roof sections over the en- gines were modified to accept the taller DPF housing.After degreening the L-CCRT "systems for 20 hours at rated power, the locomotive was tested according to procedures established by Title 40 of the U.S. Codeof Federal Regulations (CFR), Part 92-Subpart B. The L-CCRT "assembly reduced the HC emissions by99 percent and essentially eliminated CO emissions.The JM system reduced switch cycle weighted fuel consumption by 2% and the NOx emission by 8.5%, as compared to the baseline results, primarily due to a reduced backpressure over the stock engine muf- fler. The PM emissions were reduced by 99 percent to0.002 g/bhp-hr,90 percent below the locomotive Tier 4PM limits that go into effect for new locomotives in 2015. The locomotive was shipped to California to operate in revenue service for nine months and then returned to SwRI in early April 2012 for repair of the GEN 3 engine and 1500-hour emissions testing. The GEN 3 engine required repair due to overheating. The failure was thought to be a mechanical failure of one of the 6 cylinder heads. Once the engine was repaired, the DPF housing was reinstalled and the locomotive was then emissions tested. The 1,500 hour emission test showed that the JM L-CCRT "reduced the PM to 0.010 g/bhp-hr or 76% below the Tier 4 PM limit. Ad-ditionally, the HC and CO emissions remain virtually eliminated. UPY2755 was returned for revenue ser-

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。Medium Speed Engine development is facing big challenges regarding mechanical and thermal loading due to future market demands as well as reduced NOx, HC, CO and particulate emissions with- out drawbacks in fuel consumption/CO2emissions, engine reliability and cost. Depending on the engine size and the application (e.g. marine-propulsion, gen-set or railroad) and under consideration of different fuels,(e.g. distillate, heavy fuel oil, gas, al- ternative fuels)a variety of measures like flexibility in the injection-system combined with increased injectionpressure and variable valve-timing will have an impact on the engine development.2-stage turbo charging and waste heat recovering as well as possible exhaust gas recirculation(EGR) and exhaust after treatment systems will have to be considered. In order to investigate these different functional features, even beforea new multi cylinder engine will be available,a single cylinder test engine is the most efficient tool to support these developments. Not only combustion related is- sues can be investigated but also several cylinder individual mechanical and thermal-load related questionscan be tested. Such single cylinder engine investigations will shorten development time and cost, and will improve engine reliability right from start of market introduction of a new engine family. The paper will give an overview about the bore and stroke range which can be covered by the single cylinder engine family as well as a detailed description of the engine family capabilities, features, modularity.A further part of the paper will be an introduction of the variety of investigations which can be done by such a single cylinderengine. Finally development cost-and time-saving potential by use of single cylinder engine testing will be evaluated.

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。Remains of Cat fines in the fuel oil en-program. Commercial methods such as Cat fines Size tering the engine account for a considerable part of the Distribution(CSD) screening adds an extra dimension wear of the combustion chamber components in two-by evaluating the particle size of the cat fines.A se- stroke engines. The attempt to lower the amount of vere cat fines attack has been monitored by measure-cat fines in fuel oil bunkers by the ISO 8217:2010 to ments of cylinder liner and piston ring wear through maximum 60 ppm has however not lowered the global online drain oil analysis. The results showed that the average content. On the contrary, increased use of wear dropped from an extremely high to normal level ECA fuel has lead to a significant increase in the num-few days after the supply of cat fines had stopped ber of cat fines related engine wear situations. Cat by changing of fuel and after manual cleaning of the fines entering the engine create wear by means of so-tanks. The conclusion is that cat fines damage over called 3-part abrasion. The sliding surfaces made of a long period of time is the result of a continuous flow cast iron are the most sensitive, as the cat fines has a of cat fines led to the engine, and that the wear is not tendency to embed into natural porosities of the cast stopped until manual cleaning of a contaminated sys-material structure and create wear on the counterpart. tem(including settling and day tanks). Proper lay-out Thereby cylinder liners, piston ring grooves and piston of tank and pipe connections of the fuel oil cleaning rings become the most affected components of two-systems onboard can prevent cat fines accumulation stroke engines. It is rare that cat-fine related dam-by continuously cleaning the tank bottoms. This in age is seen on the fuel equipment due to the high connection with optimised flow rate through the clean- hardness of those components. Recent statistic, in-ing system, taking advances of the fact that marine envolving 165 high cylinder and piston ring wear cases, gines mostly is operated at part load, may give a sigwhere replica technique have been used detecting cat nificant improvement of the cleaning efficiency. New fineparticles embedded in the liner surface, showed systems including settling-and day tank lay-out, recir-cat fines being the reason in 86% of the cases. This culation pipe connections with flow measuring device investigation has also shown that even small cat fine and dynamic control of the separator supply pumps particles below 10 micron contribute to the wear. Anal-are presented in the paper. Technologies, such as ysis results of the HFO bunkered in most of the high FSC, CSD, LinerScan and Cat Guard, have been used wear cases showed that the vessels in question had in combination with ' COCOS Engine Diagnostic Sys-bunkered fuel oil within the limits of the ISO 8217:2005 tem' to evaluate the correlation between cat fines conspecification. Consequently, the cause of the high centration and engine wear rates as well as the need wear may be found in either too low separation effi-to improve the fuel cleaning efficiency onboard. The ciency onboard, by settling and accumulation of cat paper will demonstrate that the risk of cat fines re- fines in the different tanks onboard or a combination of lated wear can be significantly reduced by ensuring both. This highlights the need of an approved method optimized fuel system treatment, by introducing a new specifying separator size and efficiency,e.g. Certified fuel cleaning system layout, by automatic control of the Flow Rate(CFR) or similar methods. It also calls for cleaning flow rate and by intensified monitoring of the regular checks of the onboard separation efficiency, fuel treatment 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。 Niigata Power Systems Co., Ltd.(NPS)has developed CNT-4002MN gas turbine unit for pump drive of output 4000 PS, and launched in 2010. This unit was made an output of 4000 PS by making two of two shaft gas turbines of output 2000 PS to one output shaft through the reduction gears. As two shaft gasturbine system for the pump drive, it is an output of a maximum level in Japan domestic market. In this paper, the feature of the specification of the gas turbine unit for this pump drive, the running performance, the start control, and other characteristics are described.The main engine of the pump drive unit is NGT2BM gas turbine, and it is consist by gas generator turbine which is installed two stage centrifugal compressorand two stage axial flow turbine and power turbines which is installed one stage axial-flow turbine. The rotational speed of the output shaft can be changeable in 700-1000min.1, and apply the waste water pump tovarious usages for another and a mechanical drive.For the load change while running, the full digital controller device is doing the fuel control and to stabilize the rotational speed of the output shaft of two set oftwo shaft gas turbines. Additionally, the prolonged running of one minute until the emergency power supply can be secured even when the black-out while running is possible. Moreover, the feature such as being possible to drive of the re-ignition while stopping and rapid starting is possessed. In recent years, the urbanization of the river surrounding area is advanced, and the importance of measures against flood in these regions increases in Japan. It is expected that this unit which has the above features can make the best use of features of the gas turbines such as light and small, large scaled power, low NOx, low noises and the low vibrations, and contribute to the flood control measures in the region as a pump facilities in the urban area where the installation requirement is severe.

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。Recently, the internal-combustion engines are developing with the customers requirements for high performance, high power, and low viscosity oil for low friction loss. The plain bearing used within engines have been operating under harsh conditions, and as oil film thickness decreases, the frequency of direct contacts on the sliding surfaces between the shaft and bearing are gradually increasing. The lubrication condition which mingles the hydrodynamic lubrication and the direct contact of surface roughnessasperities is defined as the mixed lubrication condi-tion. Owing to the running condition of bearings underthe mixed lubrication, the bearing wear on the sliding surfaces is accelerated by the direct contacts. The change of the shape of bearing surface due to the wear causes the changes of the clearance in the bearing. This leads the changes of the oil film formation and direct contacts between the shaft and the bearing. In order to predict the bearing performance exactly, it is very important to understand the change of the ge-ometric shape of sliding surfaces caused by the wear. Therefore focusing on the correlation between bearing wear and bearing performance under mixed lubrication condition, it is necessary to establish the theoretical analysis method which could explain their behavior. There are a few papers about the theoretical analysis models of the wear progress of the bearing under mixed lubrication conditions. However, in all analysis models, the circumferential roughness which is typical surface roughness of the engine bearings has not been considered. Therefore, the following were conducted in order to establish the theoretical analysis method of the wear progress of the bearing in this study: The bearing performance analyses were carried out, based on the mixed lubrication theory whichincorporates both the elastohydrodynamic lubrication(EHL) theory with consideration of the surface rough-ness and the contact theory of the roughness asperities. By the generated contact pressures between the roughness asperities, the wear depth in the bearing surface were calculated, and the wear progress of thebearing surface was analyzed theoretically. Theoretical analyses of the wear progress of the bearing were verified by experiments on the testing machine.

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 most important technology drivers in the development of modern four-stroke medium speed engines are high total engine efficiencies, lowoperating costs and high power density while comply-ing with ever more stringent emission legislation. Inaddition, optimization of initial costs has been considered during development to allow for short payback time and thus for a competitive advantage in the area of power generation where reciprocating engines compete with gas turbines. Improvement in all areas mentioned above can be achieved with the application of the latest turbocharging technologies. ABB Turbocharging is currently developing the second generation two-stage turbocharging system for medium speed gas and diesel engines. The work comprises a complete portfolio with four sizes covering the entire power range of large medium speed engines. All components of this new system will be fully optimized for combined use in the two-stage system. Completely new designs are being developed for the thermodynamic components. The focus is on high efficiencies for fuel savings, system compactness and flexible operation. Axial turbines will be applied for both low and high pressure stage. The turbine stage designs take into account the diverging needs between high and low pressure sides. These result from different temperature levels and flow area requirements.And, as contamination build-up is not comparable, this results in different turbine cleaning concepts. Compressor stage designs are specifically optimized for two-stage requirements. Consequently dedicated designs, highly efficient and compact turbochargers are being realized. Low and high pressure turbochargers will be based on the new concept of an extended cartridge which will facilitate service down times even shorter than those on existing single stage applications. The second generation system is the result of a step change development process motivated by field experience gathered from first generation serial systems. Studies presented at the CIMAC conference in 2007 revealed that two-stage turbocharging systemswould soon become a commercially attractive alternative to state-of-the-art single stage turbochargers. Three years later, the first two-stage turbocharger designs for medium and high speed gas and diesel engines were presented. The first serial engine applications were introduced to the market with claimed benefits proven. With the development of the second generation Power2 turbocharging system, ABB Turbocharging provides an optimized technology enabling full exploitation of the advantages of two-stage turbocharging for large medium speed 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。Daihatsu Diesel MFG. Co., LTD has developed the promising environmentally friendly engines,6DE-18 and 6DE-23, which are kind to the Earth and can cope with increasingly tough environmental issues. These engines have been developed using our company's long years of accumulated technological knowledge and with three main concepts ' Ernvironmentally Friendly',' Long-Life Durability and Reliability' and ' Improvement in Safety and Assurance'. With regards to the environment, the DE Engines, while reducing NOx emissions, consume less fuel compared to our existing models and are of course compliant with IMO NOx Tier ll regulation which has been entered into force since January of2011. In addition, to comply with the Ship Recycling Convention which will go into effect in a few years, while reducing the designated hazardous materials used in engines, we are, at the same time, leading the way in management by recording those materials' classification, location and quantity. By enhancing the durability and reliability, the amount of working hours for maintenance will be reduced, it means less running cost. Then we improved combustion to keep the Lub. Oil at an appropriate condition for long term, and improved filtration to reduce combustion residuewhich causes Lub. Oil deterioration. From the perspective of improvements in assurance and safety, we implemented a full protection of high temperature areas and splash prevention of fuel oil and Lub. Oil. For labor savings during outfitting construction and installation, we concentrated the pipe connection points to the front part of the engine. Furthermore, by reducing the pip-ing and unitizing the attached equipment, we simplified the maintenance work. Both the 6DE-18 and 6DE23 satisfy either ' generator' or ' main engine' specifications. With regard to generator specifications, the6DE-18 offers a wider generator output range, making it suitable for a variety of vessel types. With respect to their ' main engine' specifications, both engines offer a 540 to 1,500 kW output range, making them suitable for work vessels and ferries, etc. This paper describes the design features of principal components, the report of on board operation and the compliance with future 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。The harmful exhaust gas emissions from marine diesel engines are NOx, SOx, and particu-late matter(PM). For NOx and SOx, the IMO Tier llregulation went into effect in January 2011, and the regulation is strengthened in the Tier lill. On the other hand, for PM, an action to reduce the sulfur content of fuel oil is adopted for the nonce. Because marine diesel oil(MDO) and heavy fuel oil(HFO) are used as the fuel in the marine diesel engines, large amount of PM is emitted. However, for marine diesel engine,a practical use of the diesel particulate filter(DPF) is not realized at present. The authors newly developed an Electro-static Cyclone DPF to reduce PM emission in dieselexhaust. This DPF consists of an electrostatic pre-cipitator(ESP) and a cyclone precipitator(Cyclone).The ESP is arranged in the upstream position, and the Cyclone is arranged in the downstream position.A mechanism of the PM collection in the Electrostatic Cyclone DPF is as follows: The EPS can collect fine particles, and the Cyclone can collect large agglomerated particles. When the thickness of deposited PM which is collected on the collecting plate of ESP becomes excessive, the deposited PM falls automatically away from the collecting plate. And then the fallen deposited PM is easily collected into the dust box of Cyclone. An advantage of the Electrostatic Cyclone DPF is in a structure without the PM clogging both in the ESP and the Cyclone; therefore this DPF is maintenance free equipment fundamentally. Experiments: The PM collection test with the DPF was investigatedby using two types of marine diesel engines,i.e., the low speed two-stroke engine(3UEC33LSII-ECO,1275kW,162 rpm) and the medium speed four-stroke engine(MU323DGSC,257 kW,420 rpm). Two types of fuels, MDO with a sulfur content of 0.07 % and HFO with a sulfur content of 2.2 %, were used for the tests.The DPF was installed in the exhaust line of the engines, and PM mass concentration and PM particle size distribution were measured. PM mass concentration was measured with the dilution tunnel system, and PM particle size distribution was measured with the Scanning mobility particle sizer(SMPS). Results:(1)The Electrostatic Cyclone DPF can reduce PM emission by greater than 90 %. The DPF has high collection efficiency not only for soot but also for sulfate and soluble organic fraction(SOF) in PM.(2) The PM collection efficiency for HFO was higher than that for MDO; therefore it was confirmed that the DPF is applicable to marine diesel engines operated with HFO.(3)The majority of the PM particle has a diameter of less than 500nm, and the PM collection efficiency for par-ticles smaller than 100nm, which are especially harmful for health, is greater than 95 %.(4) As the Electrostatic cyclone DPF shows high collection efficiency, an exhaust gas processing system which can reduce PM, SO, and NO, will be realized by application ofthe DPF. The proposed exhaust gas processing sys-tem consists of the DPF, the scrubber and the EGR system. The scrubber is arranged in the downstreamposition of the DPF. The exhaust gas from which PM and SOx was removed through the DPF and the scrubber is used as EGR gas. As a result, PM, SO, and NO, can be reduced by this system. Because only SOx and NOx are included in the exhaust gas passingthrough the scrubber, the proposed system has an advantage that the wastewater disposal in the scrubber is easy. The authors believe that the proposed exhaust gas processing system is appropriate for the marine diesel engines