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 a ship, it is necessary to design in consideration for greenhouse gas reduction,(smoke, NOx) and fuel consumption reduction. In general, the propulsion system of tugboat is designed with rated horsepower for required bollard-pull. However, in gen-eral almost harbor tugboats are operated under the low load except the moment of ship berthing to fulfill the operation pattern. In order of the customer, it isnecessary to design a ship to operate in good conditions of the system performance. Therefore, we have developed hybrid system for tugboat applying electric motor and battery similar to a Hybrid-Vehicle. The propulsion system power source of this system consists of diesel engine and electric motor powered by electric current from high density battery. Installation area becomes smaller in comparison with a lead battery. By adopting the high density battery that is effective for the ships which installation space is relatively limited to vessels such as tugboats. This hybrid system could reduce 20% fuel consumption and a green-house gas in comparison with the conventional system. First hybrid tugboat in Japan will enter in service early 2013. If the new development called the hybrid propulsion system ship can be established, thissystem will be in contribution to the shipping industry. This paper explains the introduction, development summary and effect of the hybrid 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。In this paper we present a method for characterizing the knock resistance of gaseous fuels based on the physical and chemical properties of the fuel, and their effects on in-cylinder processes. As a result of the globalization of the energy market and the drive towards sustainability, natural gases with significantly different composition are being traded and distributed. Natural gases that contain substantially larger fractions of higher hydrocarbons than the traditional pipeline gas are being introduced into grids; and the introduction of hydrogen-containing gases is being discussed in many countries. In addition, fuel gases derived from local sources, such as industrial or well-head gases are becoming more popular as engine fuel. The compositions of these gases, possibly containing H2, CO, unsaturated hydrocarbons and inerts, can vary greatly as compared to pipeline natural gas. Given the impact of non-methane components on engine knock, the correct characterization of the effects of fuel composition on engine knock has reemerged as a critical issue. In addition, a correct and accepted method for characterizing knock resistance is an essential enabler for the success of the emerging market for liquefied natural gas (LNG) as a transport fuel. Rather than rely on the empirical methods using gas mixtures and ’standard’ engines traditionally employed for this purpose, we derived a method based on the combustion properties of the fuel mixtures, and have tested its predictions in our engine.Engine knock is characterized by spontaneous ignition (autoignition) of the unburned fuel mixture, the so-called end-gas, ahead of the propagating flame in the engine cylinder. Obviously, engine knock should be avoided since it can physically damage the engine and increase pollutant emissions. As a result, engine knock imposes limits to the (variation in) fuel gas composition. The core of the method described in the paper is the computation of the autoignition process during the burn period. The detailed chemical mechanism used in the simulations has been tested against experimentally determined autoignition delay times of the alkanes up to pentane (including the isomers of butane and pentane), H2, CO and CO2, measured in our Rapid Compression Machine (RCM). In addition to the effects on autoignition itself, fuel composition has other effects on in-cylinder processes that exercise a direct influence on autoignition, which have also been observed in experiments in our engine. Since autoignition of the end gas is critically sensitive to the pressure and temperature during the burn period, changes in the heat capacity of the fuel-air mixture, variations in initial pressure arising from changes in heating value and changes in the ’phasing’ of the combustion process with varying fuel composition can all affect the occurrence of autoignition during the cycle. We consider and identify the magnitudes of these effects, and their impact on autoignition and engine knock; these aspects are all incorporated in our method for characterizing knock. The predicted ’ranking’ of different gas compositions determined using the method are seen to agree very well with the measured ranking using knock-limited spark timing in our engine. The results thus show that the effect of higher hydrocarbons in engine knock is predominantly caused by the (chemical) autoignition behavior of the hydrocarbons themselves, while the impact of hydrogen is seen to arise from substantial changes in the ’phasing’ of the combustion process. These and other observations based on the method will be discussed in the paper.In addition to being valuable as a physically correct and unambiguous basis for agreeing on fuel specifications,the possibility of coupling the combustion cycle of a given engine to the determination of autoignition and the occurrence of knock will provide an excellent tool for engine manufacturers to define knock-free gas engine per

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。 a gas engine is one of the candidates for local energy system for providing both power and heat. The system plays an important role from the viewpoint of increasing total thermal efficiency. An-other viewpoint is saving fuels of limited resources.Recently, when solar and/or wind power systems in crease in a small and smart grid, the power suply becomes unstable. Therefore, gas engines may be placed there to compensate to supply a constant power to consumers. Furthermore, the reduction of carbon dioxide is also very important issue for preventing the earth from global warming. In particular, biomass is considered to be one of the most prominent alternative fuels the biomass contributes to establish sustainable society as renewable energy. There are a few kinds of utilization of biomass, that is, ethanol, bio-diesel fuel and biogas. This study focuses on biogas to use in a gas engine. Biogas is practically produced as landfill gas(LFG) or digester gas. Biogas comprises primarily methane(CHa) and carbon dioxide(CO2) The ratio of methane is about 50 60%. so that heat value is about a half of natural gas. Therefore, the combustion strength is not so strong. However, low exhaust emissions of NOx is expected from the dilution effect of carbon dioxide and nitrogen. In this study, a four-stroke cycle, water-cooled, singlecy linder and dual-fuel test engine is prepared to investigate the combustion and exhaust emissions. This engine has a bore of 96mm and stroke of 108mm. The compresssion ratio was 17: 1. Gaseous fuel is introduced from an intake port with super-charged condition. After the gaseous fuel is compressed, a small amount of gas oil is injected in the engine cylinder with common rail system. The injector was specially made to reduce the amount of gas oil as less as possible. The engine was operated at 1000 rpm. Injection timing and intake pressure were changed. Imitated gaseous fuel was used instead of the real biogas. Namely, methane was used as main fuel while carbon dioxide and nitrogen were used as dilution gases. Each gas was supplied to the intake port with mass flow controller from each linder. Lean burn was performed to reduce NO Rate of heat release was analyzed from the pressure history measured with a pressure transducer. Exhaust emissions of NOx, HC, Co and smoke were measured. The results obtained with biogas were com-pared to those with the natural gas, which includes a small amount of ethane, propane and n-butane be- sides methane main results were obtained as follows(1)The engine operated stably with lean biogas ignited with a small amount of gas oil. Under the condition of higher intake pressure, higher thermal efficiency was obtained as well as higher indicated mean effective pressure.(2) Because the biogas includes carbon dioxide, the specific heat increases. The com- pressed temperature with biogas is lower than that of the natural gas. Therefore, the property of anti-knock of biogas is superior to that in the natural gas

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。 Under the situation that preventive effort to global warming is becoming more active in various fields, the reduction of CO2 from marine diesel engine is also required. the effective solutions for this challenge are reduction of fuel consumption by improve ment of thermal efficiency, utilization of waste heat energy, and changeover to low-carbon fuel such as liguefied natural gas. Mitsui Engineering and Shipbuilding Co. Ltd. (MES) has deve loped Turbo Hydraulic System(THS), which is one of technologies of the utilization of waste heat energy(WHR). This THS makes it possible to recover the exhaust gas energy in the form of hydraulic power. In THS, excess energy o exhaust gas is recovered with hydraulic pumps in the form of hydraulic power, and the recovered power is supplied to a hydraulic motor connected to crankshaft for assist of driving the engine. Accordingly, the actual fuel consumption is reduced. the performance test of THS on MES test engine showed that the fuel oil consumption was reduced at maximum 4% without increasing NOx emission compared with original condition. THS has two type of the system. One type has four pumps, which are equipped to the turbo charger.Those pumps are connected to the turbo chargerro tor shaft through a reduction gear. This type of THS is suitable for single turbo charger. The other type has pumps, connected to a power turbine, which is driven by energy of by-passed exhaust gas, instead of the above mentioned direct-driven pumps on the turbo charger. This type is more suitable for multiple turbochargers. Generally, hydraulic equipments are more compact than electric ones. In addition, main components of THS are integrated on an engine. Finally, THS is more compact and cheaper than conventional WHR system, utilizing electric equipments such as fre quency converters and electric motors.Furthermore, we are planning to install THS system for in-service ship. The purposes are to confirm the reduction of fuel oil consumption as the propulsion system and the reliability and durability of THS 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。 Emission monitoring plays a key role in the trend to wards lower emissions. Regulators want to ensure that the set emission limits are followed and need a means of monitoring the performance of the installations. Emission control technology, such as SCR use emission measurements in order to tune the process to the correct operating point. In addition, recordkeeping and reporting of emissions e.g. in annual re ports is a means of providing visibility and importance to emissions. Exhaust gas from diesel engines has proven challenging for emission monitoring systems Even systems developed for use in harsh conditions, such as in coal fired power plants, often do not per form adequately when measuring from diesel engines operating on heavy fuel oil. Cold-dry systems where the exhaust is cooled down to remove moisture and acidic components typically require frequent attention in long term continuous operation. Insitu systems well as hot-wet extractive systems require less maintenance, but are typically more costly. This article will discuss experience from emission monitoring equip ment installed after diesel engines. Predictive emission monitoring is an alternative to traditional analyzer based emission monitoring which can provide both cost efficient and robust monitoring Instead of directly monitoring the emissions in the exhaust gas from the process, PEMS monitors process parameters and can based on the state of the process provide estimates of the emissions. There are both first principle models and empirical models for calculating emissions from a combustion process. First principle models are well aimed at understanding the underlying physics in the process and for understanding how process changes will influence the emissions. Empirical models utilize recorded process data to generate a model of the emission performance of the process. Wartsila has performed field tests of an empirical PEMs as a re placement for analyzer based solutions on a Wartsila38 engine. Evaluation of paired emission and process data together with the field test results for NOx modelling are encouraging and highlight PEMS as a powerful tool for emission monitoring. Being cost efficient PEMS also opens up the possibility for emission monitoring in applications where analyzer based systems are not feasible

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。 a tuned mass damper is a well-known concept that can be used to reduce undesired oscil lation of structures. However. structures where the dynamic properties are difficult to estimate traditional mass damper need to be designed very carefully to make it work properly. For these kinds of structures an adjustable tuned mass damper(atmd) is an ef fective vibration control tool. In this study a simple concept for the atmd was studied based on a leaf spring and moving mass. The moving mass was lo- cated in the middle of leaf spring and span length was adjusted using half cylinder shape supports. Aim of the concept was to make a simple low cost solution with wide control range. The frequency range of stud led ATMd was approximately from 20 to over 100 Hz The aTmd can be used as a troubleshooting device with structures that have resonance problem without extinctive pre study of the structure. Moving mass and span length can be varied easily so the adjusting of the atmd can be done in situ. The atmd was con structed using many thin plates that were piled like a leaf spring. All the parts in ATMD are steel so the temperature range is wide and also the reliability is good. The ATmd concept proved to work excellent in real scale laboratory test setup. Response of the self excited 250 kg test table was decreased approximately70-80%. The studied AT Md concept was designed to use in generator part of a diesel generator set. the AT MD can also be used for example in other engine manufacturing and transport 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。 One of the worlds largest Engine Maker, Hyundai Heavy Industries(HHI)has been growing through customer satisfaction with future oriented engine development and continuous uprade of developed engines. To meet the customer requirement such as variation of usable fuel, low emission, large power and etc. HHI has been developing gas fueled engines and various diesel engines with a customer friendly design. Now HHIs new medium speed en-gine, H46v designed with 460mm bore and 600mm stroke, is developed to satisty costomer requirements.As a result, H46V lead to have enough design potential on low emission, high efficiency and re liability Thanks to newly developed H46v, the HiMSEN engine is possible to cover the output range from 575kW of 5H17/28 to 26, 000kW of20H46/60V and apply to marine propulsion, land based power plant and milltary. The new H46V medium speed engine will have a unique design to meet not only new emissions regulations but also cliens requests for easier maintenance concept. To realize high reliability and performance state-of-the-art technology has been adopted together with a huge amount of analysis work and field experience such as high structure strength(minimizing themal load, noise and vibration), highly efficient turbo charging advanced miller timing optimized combustion chamber with crown shape, nozzle specification efficient lubricating and cooling system. Additionally, in order to improve the performance and smoke during low load operation, VVT/VIT technologies will be adopted, which is already developed and applied to smaller bore HiMsEN engine. This paper describes the full line-up of HiMSEN engine family and proveds an introduction to H46v engine which demonstrates HHIs high capabilities and technologies to that is able to meet the rapidly changine market demands and cir cumstances

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 regulations governing marine diesel engine NOx emission in the International maritime Or ganization(IMO)emission standards have become more stringent. Because it is difficult to fulfill these requirements by means of combustion improvement alone, effective aftertreatment technology is needed to achieve efficient NOx reduction. Here, we pro pose an effective PM and NOx simultaneous reduction aftertreatment system that employs a nonthermal plasma(NTP)hybrid process. Compared with selec tive catalytic reduction(SCR), the proposed technol-gy offers the advantage of treatment at a low tem-perature of less than 150.C, without the use of urea solution and harmful heavy-metal catalysts. First, laboratory-scale experiments are performed with a nerator(YDG200VS-6E, YANMAR Co, Ltd, Japan)(specifications: single cylinder; rotat ing speed, 3600 rpm; and maximum output power, 2.0kW). Marine diesel oil (MDO, sulfur=0.067 mass%)is used as a fuel. The system mainly consists of a ma-rine diesel engine, an adsorption chamber containing adsorbent pellets that can adsorb/desorb NOx in an exhaust gas by controlling their temperature, an NTP reactor, and a diesel particulate filter(DPF). Whole ex haust gas flows to the system at 300 NU/min.The aftertreatment comprises(a) adsorption, (b)desorp-ion, and (c) cooling processes. In the adsorption process, an exhaust gas first passes through a DPF where particulate matter is removed. Subsequently, the gas is cooled by an air-cooling radiator and then passes through an adsorption chamber where NOx is removed by adsorption. The mass flow rate of these gases is measured at the exit of the chamber by a NOx analyzer. The clean gas then flows out of the syst In the desorption process, the exhaust gas first passes through a heat exchanger integrated into the adsorp- tion chamber. where it heats the adsorbent pellets to induce thermal desorption of NOx. Simultaneously, N gas is supplied to the pellets at 10 NUmin. Then, NOx is eluted. The NOx +N2 gas is subsequently reduced P reactor. The oncentration is measured after the confluence of the exhaust gas and the reduced gas. In the cooling process the re-maining NOx in the pellets is desorbed by introducing air into the adsorption chamber at 50 Nu/min with the help of the residual heat. The desorbed NOx is recir culated into the intake of the engine to enhance total NOx reduction. Based on the measured nox concen-trations and the power consumptions for ntP gener ation, adsorbed NOx in the adsorption process, and desorbed NOx and treated NOx in the desorption and cooling processes are found. Considering these ob tained values, the energy efficiencies upon NOx re-moval are calculated and the performance of the sys tem is evaluated. The time-dependent NOx emission from the aftertreatment system is shown in Fig. 1The white circles indicate the mass flow rates of un treated NOx, and the black circles indicate those of the treated NOx. the shaded areas indicate the masses of NOx treated in processes(a)-(c). A series of pro cesses (a)-(c)are repeated. As a result, a NOre-moval of 437 g/kWh is achieved with significant en-ergy efficiency. Next, based on the above laboratory scale experiments, we developed the system pilot-scale aftertreatment. Pilot-scale experiments are performed for the first time with a marine diesel engine(6DK-20, Daihatsu Diesel MFG, Co, Ltd, Japan)(specifications: six cylinders, rotating speed, 900 rpm maximum output power, 1, 100 kW; mass flow rate of exhaust gas, 6, 815 Nm/h; and load, 100%). The system consists of a scale-up adsorption chamber, 48surface-discharge-type NTP reactors, DPFS, and cool ers. DPF regeneration using plasma-induced o3 is performed in parallel. An exhaust gas with a mass flow rate of 800 Nm/h is among the total emissions flowing to the system. The aftertreatment comprises(a)adsorption and(b) desorption processes. These processes are repeated alternatively. N2 gas at 200Umin is int

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。a sensor system for the online control of the natural gas composition is presented. The system is based on the principle of linear Raman scattering and allows the determination of all natural gas components within a measurement time of 30 s. the sensor will be described and characterized in terms of accuracy and reproducibility. Moreover, first measurements at the supply line of a two-stroke marine engine will be presented.

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 a number of factors, amongst others fuel oil price increases, air emission regulations and pollution taxes, the number of vessels using LNG as engine fuel has increased remarkably in the ast few years. Many operators of gas engine vessels have chosen to classify their vessels with det Norske Veritas, there by confirming the leading role of DNV in the field of rule development for gas fuelled vessels. The DNV fleet now includes circa 30 gas engine driven vessels, having approximately 100 gas engines installed, with contracts for another 40-plus vessels signed. With the oldest engines already in oper ation for more than 10 years, the time seems suitable for an evaluation of experiences with this, after all, relatively young technology and, perhaps, recalibrations of the various applicable regulations. The DNV classified gas engines, both gas only and dual fuel, are installed on board approximately 30 vessels. These vessels can roughly be divided into 3 different groups ferries and patrol vessels equipped with gas only engines, offshore support vessels operating dual fuel engines on LNG bunkers and LNG tankers operating dual fuel engines on cargo LNG; Besides the fact that these three groups all have different operating profiles. they also use two different types of gas engines produced by four different engine manufacturers, and, last but not least. different sources of lng. however all vessels have in common that they have electric propulsion motors, i.e. all engines are driving generators.This paper will address, with the support of damage statistics, the experiences gained so far by the various operators of gas engines, experiences with both the engines themselves as well as their ancillary systems In addition it will investigate to which degree the vessels operating profiles and subsequently the engines load profiles are of importance for the successful operation of gas engines as generator drivers. Finally, this paper will, based upon the experiences inventoried, identify areas where adjustments, or introduction, of regulatory requirements should be considered